05-23-2012, 12:08 AM | #199 |
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I think only the I6 when I see him standing in the showroom
And that is here spoken of "official" is just a bad joke! As told by a man from America, BMW AG, which allegedly developed the M-GmbH in Garching. In return, all employees must sign a contract to M-GmbH, the F80 for the letter "R" (in English "I") and "V" must not be used.
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05-23-2012, 01:27 AM | #200 | |
missing two turbos.
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More like 150lbs lighter, lagless turbos, 7~8k redline and 450hp F/I which would be so easy to achieve 500hp with less than 800 bucks.
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05-23-2012, 04:58 AM | #202 | |
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It would not be unconcievable for me that the next M3 would have one small twin-scroll turbocharger (for lag-free operation and powerful low-end) and one large single-scroll turbocharger for top-end power. They can also employ variable geometry turbine for the large turbo, to further optimize the power band. But I am not sure that this configuration can achieve a flat torque curve from like 1200RPM, because the large turbo has no way to begin spinning at that engine speed and the small turbo would have to provide all the torque until 2000RPM which would be quite hard to achieve. But who knows...
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05-23-2012, 08:47 AM | #204 | |
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05-23-2012, 08:51 AM | #205 |
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For reasons not entirely clear, BMW is using a separate chassis designation for the M3/M4. So the F80/F82 is the M version of the F30/F32. Maybe Jason can illuminate why.
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05-23-2012, 09:01 AM | #206 | |
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Best regards, south
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05-23-2012, 09:32 AM | #207 | |
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With regards to a possible variable geometry turbo, if used at all I bet it would be on the first smaller turbo. That is how BMW's sequential turbo setups work for all their diesel cars and it makes a lot of sense to allow the first turbo to have a wider torque curve to achieve the smooth torque curve that you're talking about. But what petrol cars use variable geometry turbos besides the 911 Turbo? From what I understand they are much more expensive and BMW's electric assisted turbo concept that has been rumored to be in consideration provides similar functionality, maybe even better functionality. Their concept for the electric turbo is genius. |
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05-23-2012, 09:49 AM | #208 |
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Seems like it'll be manual only. That's, IMO, as it should be, though I'm sure some folks will disagree.
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05-23-2012, 09:52 AM | #209 | ||
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I love BMW so much. BMW M... please give me the new M6 coupe for free and I want to work at BMW M
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05-23-2012, 09:59 AM | #210 |
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yes, so genius that they should rename it a "supercharger"... j/k, i know it's not the same thing, it's not technically belt driven - but it does rob a little crank power to power the motor.
I think it's a great idea, a great solution to a problem that few will ever experience. but really a great way to provide massive gains in power and low-end, with no lag and stay pretty efficient. I don't know if I would call it genius, but I hope it doesn't create any reliability problems.
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05-23-2012, 10:30 AM | #211 | |
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BMW is getting cheap now. They will soon replace all of their I6 with v6. & Next step is all of BMW's V6's are outsourced in China because of cost advantage. You happy now?
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05-23-2012, 11:04 AM | #212 | |
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05-23-2012, 11:12 AM | #213 | |
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Also, from the patents and article on bimmerpost, it only described the electric motor as going into generator mode when the turbo was reaching peak capacity and when a regular turbo would normally start opening its wastegate, but I don't understand why it couldn't be engineered to be in generator mode during normal highway cruising. There is so much waste energy leaving through the exhaust system. Include a bigger turbine to capture more of it, and when you don't need the extra boost run the electric motor in generator mode to charge the batteries and power electrical systems. Then when you want to accelerate, you'll also already have more turbine torque on tap with close to zero lag because the torque is already there, you just have to wait a couple microseconds while the electric motor stops resisting the turbo to generate electricity. If that makes sense. Like you say, can they make it reliable. Also, is it superior to and/or cheaper than a variable geometry turbo or twin sequential turbo setup. |
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05-23-2012, 12:21 PM | #214 | |
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The original non-ZSP equipped 335i is the only car that I have ever had issues with heat. The new M3 is being tested to make sure these things are not a concern.... I am confident in the engineers.
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05-23-2012, 12:21 PM | #215 | |
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05-23-2012, 12:37 PM | #216 |
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One possibility is to fill the gap between the 3.0T and 4.4TT with a new displacement, probably 3.2 or 3.5 in either T or TT form, with all the DI Valvetronic gadgets. This new engine could replace the 3.0T later on with more power and better economy, as the N20 @-28i producing 245hp/350NM is so close to the low tune 3.0T N55 already, and the next step up is the relatively large 4.4TT.
Or if there is no use for this, a totally unique 3.0l with the totally new turbo /electric technology that has been mentioned. This would be the 'efficient dynamics' route, starting a whole new branch of engine technologies. |
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05-23-2012, 01:43 PM | #217 | |
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I am not so confident. |
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05-23-2012, 02:00 PM | #218 | |
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So i6 confirmed eh? N55 successor anyone? I picture an N55 with clutch-controlled electric turbo, better cooling, and a massive tune. 7000rpm.
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05-23-2012, 03:08 PM | #219 | |
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05-23-2012, 04:36 PM | #220 |
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I will miss the V8.... like I missed the V10!
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