BMW M3 F80 / M4 F82 — общая тема

Как обычно

 

http://www.youtube.com/watch?v=cIyHm6hSMrc

 

http://www.youtube.com/watch?v=2rcRqeXnsNw

 

BMW M3 / M4 Engine (S55): Deep Dive and Interview

http://f80.bimmerpost.com/forums/showthread.php?t=975864

So a new engine has been developed for the BMW M3 and BMW M4?

Jürgen Poggel: Yes. The previous engine was a naturally aspirated V8. For the new BMW M3 and BMW M4 [full technical info], we in the M engine development department in Munich' Preussenstrasse have designed an M TwinPower Turbo inline six-cylinder design and readied it for series production.

What is special about this new engine?

In terms of functionality it is characterised by its turbo-typical constant high torque, which is available across a very wide band, from 1850 to 5500 rpm.

Its performance curve is outstanding: its maximum power is available over a wide plateau of 5500 to 7300 rpm – and its maximum engine speed is as high as 7600 revolutions per minute.

The engine represents the best of both worlds – turbo and high revs.



What are the benefits to the customer?

When the driver takes the engine up to 7300 rpm, full power is immediately available again after changing gear – precisely because the maximum power is available within an engine speed band of 1800 rpm. If the BMW M3 or BMW M4 is equipped with M double-clutch transmission, gear changing can be performed with no interruption to the driving power. The integral of power over engine speed is therefore considerably higher than it would be if the maximum power level were only available briefly as a peak value.

This results in a phenomenal impression of acceleration.





So how is the fuel consumption of this car?

If you take it to the peak of its power, you will get about the same consumption levels as the previous engine. When it is running at partial load, help is provided by the high torque level, which means that consumption in normal road traffic is easily two or three litres less. The consumption spread has moved downwards overall while average consumption levels are correspondingly and discernibly lower.

What had to be done to achieve this result from a technical point of view?

We subjected the engine to a consistent process of dethrottling. The intercooler that sits visibly on the engine is positioned directly in the line between the compressor and the intake system. Exhaust runs are also as far as possible rectilinear and dethrottled. This enables a high and broad performance plateau with lower consumption levels.

A particularly important aspect of power delivery in an M engine is its response characteristics…

Everyone who has tried out this engine has confirmed to us that here too, we have got our sums right. Both Timo Glock and Bruno Spengler, who helped us out with the final setup runs on the north loop of the Nürburgring, were thrilled.

What is this due to?

Even the naturally aspirated full load level extends to as much as 270 Nm. The car will remain in this range when you want to keep up the power in the vehicle when driving through various kinds of bends. You will not feel any delayed response of the turbo in such cases, for the simple reason that the turbo charger has not actually come into play yet at these speeds.

When accelerating out of fast bends, the car will enter the turbo range, and all measures have been taken to ensure a fast response. We use two small turbo chargers with a very high efficiency factor and a low moment of inertia. Plus the dethrottling leads to very low levels of flow loss.

 

http://youtu.be/_4uoUIrVkcY