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09-25-2013, 05:06 AM | #67 | |
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Also, from what I remember the vast majority of buyers of the E9x M3 opted for a DCT which will again be quite a bit heavier than the MT version. Add a few options that everyone chooses (like satnav, better audio system etc.) and you'll rather be at 3600 at least. Still, it's good that BMW makes an effort to reduce weight. I'm not really enthusiastic about the power figure though. Alpina_B3_Lux
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09-25-2013, 05:08 AM | #68 | |
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I suspect it is done thru the electronic wastegates.
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09-25-2013, 06:18 AM | #69 |
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The waste gates can reduce the intake charge by bleedding off excess pressure. I don't see how they can add energy to the system when the throttle (valves in our case) are closed... The waste gates may be part of a more elaborate system to maintain the momentum of the turbos off throttle, but I don't believe they can do it just by themselves. Last edited by CanAutM3; 09-25-2013 at 07:36 AM.. |
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09-25-2013, 06:23 AM | #70 | |
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09-25-2013, 06:27 AM | #71 | |
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Likely that the anti-lag system uses some form of waste gate pressure or, less likely, some WRC style post cylinder detonation to keep the turbos on boil. But that would prevent the engine from dropping revs during gear changes. So somehow they are deactivating cylinders to get the engine to slow normally when you lift. Pretty trick, would explain all the pops and farts in the videos. |
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09-25-2013, 06:48 AM | #72 |
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Slowing revs is the same as dropping revs. He is correct.
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09-25-2013, 07:33 AM | #73 | |
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Also, since they're doing cylinder deactivation (letting the fuel go unburnt to the turbocharger?) and they say the system will only be active for short periods of time, my guess would be antilag of this sort. |
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09-25-2013, 07:45 AM | #74 |
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Looks like a beast of a car. BMW seemed to hit on an issue that I always struggled with at the track: HEAT
On a side note, I hope they improved/redesigned fuel pump for this car.
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09-25-2013, 07:57 AM | #75 |
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I may buy my first m car.. Seriously..
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09-25-2013, 08:12 AM | #76 |
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No offense, but that's crap. You're clutching at straws here. Go to other manufacturers sites. C7 is 3298 lbs. CURB weight. 991S is 3120 lbs. CURB weight. RS5 is 4012 lbs CURB weight. GT-R is 3818 lbs. CURB weight. Then you speculate on how much options will add, like ANYONE, EVER got any of the others without options. And you think that BMW is acting in some sort of misleading vacuum? Maybe they should weigh it with 4 bodybuilders with their barbells in the trunk to satisfy you.
It's amusing that basically the same crew on here is convinced that BMW lost it's way, has gone downhill, is marketing driven, RIGHT AFTER you bought your cars. Amazing how much better timing you had, no matter that it covers every MY to the present. |
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09-25-2013, 08:22 AM | #77 |
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Looking forward to it.....I'm relatively new to BMW seeing how this is my first 335. At the time of purchase I justified not looking into the M as "its not practical"...haha. Now I want one.
All goes according to plan and I should be picking one of these up 2015. Though one quick gripe, am I the only one who really really dislikes the Nav? It just looks like an "attachment". The way its encased on our e92 is so much better IMO. It really bothers me. |
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09-25-2013, 08:36 AM | #79 |
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Potential Torque Vectoring? The test drivers did note it was easier to break the rear loose, catch, correct, and do it over again in the opposite direction. I'm intrigued.
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09-25-2013, 09:00 AM | #80 |
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Amazing vehicle! There is no single four door sedan that comes close to F80 M3. After some tuning and mods it will be insane but I will wait couple of years until LCI.
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09-25-2013, 09:02 AM | #81 |
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M4
Looks very promising. If there´s no M2 significantly lighter than the M4, then we have a winner. Just wondering, if the weight specs are according to DIN or according to EU. The latter (being under 1500 kg) would be absolutely fantastic.
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09-25-2013, 09:44 AM | #83 | |
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Jens, any update on this?
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09-25-2013, 09:47 AM | #84 |
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Shoul be the same as the one in the F10 M5 or at least very similar, a mechanically locking diff that's controlled by an electric motor so it can vary its lockup or even open entirely as needed. There are times when an LSD is unnecessary and can cause understeer (tight low speed corners) or even reduce stability (braking in some situations) so an electronically controlled diff is really he ultimate type of diff if you ask me.
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09-25-2013, 10:04 AM | #87 | |
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I do shift close to rev limiter sometimes just to check if the car is really making the max speeds of each gear (as a way of indirect engine check-up)
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BMW 1M-SOLD-: TECH: Evolve Race+N55mids, Evolve IC, Michelin PSS, ER cp, aFe filter, CDVx, Vorshlag camber plates, BMS OCC EXTERIOR: trunk spoiler, blacklines, black grills, IND goodies INTERIOR: Alcantara steering wheel, steel pedals, custom mats, MPower e-brake. Last edited by ozinaldo; 09-25-2013 at 10:10 AM.. |
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09-25-2013, 10:10 AM | #88 |
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Dont you want to shift so that in the next gear you have hit peak hp and tq: Eg shift into second at 6k, engine will be at around 4k where hp and tq are still increasing vs shifting at 7.5k where engine will be at 5.5k where hp and tq are already at peak power? It may feel faster since tq is still increasing but its not at max tq. Just a thought.
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