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View Poll Results: S65 option or S55 standart ? | |||
YES ... I would choose the S65 if an option at this price would be availiable | 93 | 46.04% | |
NO ... I would choose the standart S55 engine | 109 | 53.96% | |
Voters: 202. You may not vote on this poll |
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12-26-2013, 07:38 PM | #331 | ||
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I really really hope that a straightpiped M4 will sound pretty decent. I have high hopes since like I said its has such a high redline.
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12-26-2013, 10:00 PM | #332 | ||
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Well said. |
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12-26-2013, 10:13 PM | #333 | |
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12-26-2013, 10:45 PM | #334 |
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I'm sure you don't mean to imply that the feel of any particular engine at high speeds has anything to do with it being NA or FI. Sure lag is a part of feel but it's pretty clear you are not talking about dynamic throttle response and/or lag. What one feels at these speeds in a road car is simply a matter of power and drag, weight isn't really even much of a factor. Thus in short anyone should agree that high hp engines feel great at high speeds...
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12-26-2013, 11:53 PM | #335 |
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Huh?
I dont want to get in the sound debate and i think the new m4 has a pretty good exhaust note from the videos posted everywhere but... The noises that ppl refer to in the s65 is NOT exhaust noise whatsoever. In fact, there is no damn exhaust noise lol. Even the n52 sounds pretty bad ass from under the hood when you step on it. Induction and mechanical noises is the key here. Not just exhaust note. Big difference. Next time everyone on here try to focus on what the engine sounds like. Not the fart can from behind the car. All i hear is a muted engine sound with some whistling (although that can sound badass as well with intake mods etc) in every turbo car and thats what youre going to get no matter what. You can add exhaust and test pipes and whatever you want but that will not change the mechanical sound of the engine. I enjoy exhaust note as well but engines noises are completely different. I was even impressed by noise the new is350 made while the dude was flooring it to show off compared to the nothing you hear from the 335i Hell, even when vtec kicks in it at least sounds good under the hood Comparing 6cylinders, the s54 sounds awesome. Same thing. Under the hood. Not exhaust noted in the back. Again, there was no exhaust note lol. I dont think s55 will sound like that. Nothing wrong with sounding like a 747 about to take off with an awesome exhaust note but i will miss the sound of the naturally aspirated engines. |
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12-27-2013, 01:38 AM | #336 | |
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12-27-2013, 01:44 AM | #337 |
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Thats what i said. Nothing wrong with sounding like a jet on a runway lol. I will just miss the engine sound of the s65 (although i plan to keep it for a long time and convert it to street illegal status lol).
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12-27-2013, 03:54 AM | #338 | |
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He said it had a classic BMW sound... |
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12-27-2013, 06:31 AM | #339 |
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12-27-2013, 10:27 AM | #340 | |
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Don't forget about m4 redline, it will sound different from n54-n55 anyway, but ofcourse V8 s65 is great, But s55 will sound unique,just another way, so i think when the car is out we will have proper sound clips to judge. And even if it's not as aggressive,personally i'm not worried that much,cause you always can go aftermarket!!!
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12-27-2013, 02:42 PM | #341 | ||
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12-27-2013, 02:53 PM | #342 |
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So here you go, akrapovich, GT haus, eisenmann, etc. Many setups,for each taste
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12-27-2013, 03:07 PM | #343 | |
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The reason why it is easier to modulate & hold a powerslide in a high revving M3, over a 1M. It requires more precise control when u have 400 hp to lay down over 5.700 rpms, than it does when u have 8,700.. Ask Advevo. Hey can tell you the diff between a 1M and an M3 throttle & modulation. edit: btw, combustion engine is: air in, air out. (ie: VE) |
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12-27-2013, 03:51 PM | #344 | |
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Do u have a stock exhaust..? If so, do you want to meet up and have people on the street judge your exhaust against mine..? Side by side..? |
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12-27-2013, 04:00 PM | #345 | |
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idk that idea sounds kind of funny though. its almost better to just take a video and post it on here. |
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12-27-2013, 04:23 PM | #346 | |
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I know some might not like the new m4 sound clip, but I really like it & think the S55 sound way better than the previous M3/4. I think the general public will agree, that is why I offered that little experiment between us. Illustrating that the new M4, will sound even tougher than the note on my turbo-6. Which coincidentally gets a lot of notice, as I have had people at lights ask me if I am stock, or just commenting on how they like the sound. Got a ton of *thumbsup* at both Detroit Cruises this summer. Which is hard to do from a small BMW when u have V8 sticking out of the hoods of cars all around you. |
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12-27-2013, 04:37 PM | #348 | |
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in fact i would love to do the same with a M4. |
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12-27-2013, 04:58 PM | #349 | |
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A NA engine usually is easier to modulate than a turbo engine, because of lag. Lag means that throttle input doesn't allways equal power output immediately, but power comes delayed from throttle input. A engine like the S65 is easier to modulate than a 1M because throttle input equals immediate response and linearity of power output. I explained that in my previous post as well. And, in most modern BMW's you can change throttle modulation via the dynamic drive button anyway. In Sport mode, less throttle pedal travel gives same throttle opening as longer pedal travel does in Normal mode. Doesn't mean it's hard to modulate power, it just gives you a more direct and instant response from the engine. It kinda feels like the engine is more powerfull because less pedal travel gives more power than in Normal. And a engine that "needs" more pedal travel surely has that programmed into its fly by wire throttle today, or in the good old days in the gearing of the throttle linkage. Ask someone with a Ford F150 6,2l V8 if it's difficult to modulate the throttle, or someone with a Chevrolet LT1/LS7 engined Corvette... Low rpm engines, high torque, but not difficult to modulate the throttle on. The engine in those examples gives you the power that you ask for via the throttle pedal. If your theory would be correct, then every US Pickup would be difficult to modulate throttle and power on... Then ask someone with a Ferrari F40 with it's big turbo, small displacement (2,9l), engine and 7750rpm redline if that's easy to modulate power on (as it should be because it has a high rpm according to your theory). Hint; It's not easy to modulate throttle input and power output as will be explained below. It's the way the engine delivers it's power that decides whether it's hard to modulate the throttle. Turbo engines used to be said had a "ketchup effect" in their power delivery... Like in how you pour ketchup from a old Heinz bottle. Nothing, nothing, nothing... EVERYTHING! Think of a NA engine as pouring milk out of a glass. It's very easy to control the flow of the milk from the glass by the angle you tilt the glass. A turbo engine will be more like pouring syrup, it's harder to control the flow, or change the flow, as there is more resistancy to flow (viscosity). That's a very crude way of illustrating how difficult it can be to maintain and keep boost, or especially the delay in boost when throttle input changes (just like the difference between pouring milk and syrup, and the slight delay in flow of syrup to every change of tilt of the glass, where the milk responds much quicker to those inputs...). A turbo is delayed in it's response to throttle input because: -Open the throttle, equals more air to the engine and more fuel is injected -The above chain of events then leads to a larger combustion which leads to more exhaust -Only now (after the first explosions with more air and fuel) does the turbine side of the turbo see the extra exhaust created by your throttle input some milliseconds ago -The turbine is spun faster by the increased volume and speed of the exhaust, this means the compressor side also spins faster -The compressor side can now start to compress and pump more air into the intercooler and further downstream to the intake manifold -By the time the extra supercharged air reaches the inlet valves and into the combustion chamber, there might be a time lapse of 0,5-3 seconds from your throttle pedal input... This is why it's harder to modulate a traditional turbo engine than a NA engine. A NA engine doesn't have to wait on the turbo to spool up and charge the air before it delivers the power you asked for! Not sure how the "air in, air out" statement is relevant, apart from stating the obvious fact that a combustion engine is a air pump. And that to pump more air you either need to: a) increase the frequency (RPM) b) supercharge the air going in to the pump c) increase the volume of the pump (larger displacement) Or, all of the above. BTW. I own both a NA BMW 3l I6 and a Ford with a 2l Cosworth Turbo engine. But one is WAY easier and more predictable to modulate power on... One is a widow maker with wild oversteer tendencies when power all of a sudden comes in a big rush... They both have a redline only 500rpm apart and have allmost exactly the same power (around 270-300hp). Guess which one is easier to modulate. Last edited by Boss330; 12-27-2013 at 05:27 PM.. |
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12-28-2013, 03:37 AM | #350 | |
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Advevo and I we are friends for about 30 years now and I do sideways action too. Just like him. It's about two things really 1M vs M3 : -SWB 1M vs LWB M3 -PS2 tyres. They're an on off grip/slip switch. Try other tyres. But We modulate the throttle at driftdays and the 1M is a blast, better than M3 imo. But the swb will make it snappier. The 1M is let's say 10 times more explosive but stay in 3rd gear and everthing will be alright. If that's what you mean? Take a look at Chris Harris drifting the turbolagged F40. After 15 minutes you can do that...if you're into it. Cheers Robin |
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