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WCF News \ German Car News \ BMW Unveils New Biturbo Petrol Straight Six Engine
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BMW 3.0 liter biturbo inline 6 cylinder engine / © WCF
BMW Unveils New Biturbo Petrol Straight Six Engine
Text & photos courtesy BMW AG
02-20-2006
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The force is with BMW as a new biturbo petrol engine blows in at the Geneva Motos Show
225 kW/302 hp and 400 Nm for hugely-powerful all-aluminum 3.0-litre six
High-precision direct petrol injection cuts fuel use by 10 percent
Turbo lag banished by intelligent biturbo technology
BMW is not re-writing the laws of physics, just the laws of forced-induction. Turbo lag has been vaporised, fuel consumption slashed and torque ramped to the max, as BMW unveils yet another benchmark-setting power unit.
Backing up its global success with the innovative 507 bhp V10 powerplant for the M5 and M6 super cars (2005 Engine of the Year), and the VALVETRONIC magnesium-aluminum straight-six engines introduced in 2005, BMW is set to tear the wraps off a production-ready biturbo version of its acclaimed petrol-powered six-cylinder. Retaining the familiar 3.0-litre capacity, the new all-aluminum engine boasts a pair of turbochargers, each feeding a trio of cylinders.
When combined with the efficiency and flexibility of acclaimed BMW VALVETRONIC and double-VANOS technology, the new engine is able to produce an immense 225 kW of power and 400 Nm of torque. It is armed with a Table Mountain-like torque profile that defies the term curve. Peak torque of 400 Nm is delivered between 1,500 rpm and 5,800 rpm and the engine boasts a 7,000 rpm red line.
The biturbo six-cylinder has the same power and more torque than the muscular 4.0-litre V8 engine fitted to the 740i. The new engine further entrenches BMW as the manufacturer of the world’s most intelligent, advanced and dynamic engines for the enthusiast driver. However, in keeping with BMW philosophy, the substantially enhanced performance does not come at a substantial cost to the environment. Fuel consumption, previously a bug-bear of high-performance turbo-charged engines, has been radically reduced thanks to high-precision direct petrol injection, used for the first time on a BMW six-cylinder motor. The V12 powered BMW 760i/Li features direct petrol injection for its 6.0-litre engine.
A further traditional turbo-engine wrinkle has been ironed out by BMW engineers: turbo lag. In the new engine, this has been completely removed, thanks to low inertia turbochargers. The driver need only brush the accelerator pedal to receive an immediate surge of power and performance, as the engine delivers an electrifying response. While turbocharger technology is almost as old as the internal combustion engine itself, in combination with cutting-edge high-precision direct petrol injection technology BMW engineers were able to write a new and exciting chapter in the history of forced-induction.
The foundation for all this power and torque is drawn from the exemplary characteristics of the magnesium-aluminum 3.0-litre engine which is rated at 195 kW/265 hp (as fitted to the BMW 130i and Z4 Roadster). This in itself is quite outstanding for a normally aspirated engine. Compared with the proven 3.0-litre normally aspirated magnesium-aluminium engine, the all-aluminium engine featuring new biturbo technology increases overall output by approximately 15 percent. Peak torque shoots up by an even more impressive 30 percent. The resulting 225 kW/302 hp and 400 Nm of torque deliver outstanding thrust and driving power all the way across the rev range.
The only way to achieve such an increase in power and performance with a normally-aspirated engine would be to significantly increase engine size, which would also mean a corresponding increase in weight and the negative effects on the car’s overall balance. The BMW combination of turbocharger technology with high-precision petrol injection is a particularly efficient way to meet even greater demands in terms of output and torque. And for comparison, the new straight-six biturbo weighs about 70 kg less than an approximately equally powerful eight-cylinder normally-aspirated engine displacing 4.0 litres. That is about the same weight as a moderately sized passenger.
Direct petrol injection also offers a significant fuel consumption saving of about 10 percent compared with a similarly powerful turbocharged engine that uses regular fuel injection. Turbines made of high heat-resistant special steel can withstand temperatures of up to 1,050 °C and therefore do not need the cooling effect of extra air flow. Particularly under full load, this means a significant decrease in fuel consumption.
High-precision fuel injection allows an even more exact dosage of fuel as well as a higher compression ratio – ideal conditions for increasing engine efficiency and significantly reducing fuel consumption. All this is made possible by the central position of the piezo-injector between the valves. Fitted in this position, the innovative injector opening to the outside is able to distribute fuel in a conical burst ensuring particularly smooth distribution of fuel within the combustion chamber.
Apart from its low weight and class-leading fuel economy, the new biturbo engine is able to offer yet another unique BMW feature. This is supreme smoothness and refinement, precisely the virtue which has made BMW straight-six power units the benchmark for refined drive technology, acknowledged the world over. Indeed, the natural perfection of the straight-six layout gives the engine perfect balance in terms of free mass forces, avoiding vibrations even at high engine speeds.
A further important point is that this turbocharged version of BMW’s six-cylinder comes with the same hollow, extra-light camshafts as on the normally-aspirated engine, as well as an electrically driven coolant pump operating only as required. Developing this new straight-six with biturbo technology, BMW is opening
up a new chapter in the long history of the turbocharged engine, which dates back to 1905 and the work of Swiss engineer Alfred Büchi.
Initially turbo-charged engines were restricted to marine and aircraft engines. It was only much later that the technology migrated to cars. BMW began its association with turbocharged road cars with the now famous 1973 BMW 2002 Turbo road car. But BMW regularly sets important milestones in engine development.
During the late 1960s, BMW was the first manufacturer to use turbocharged engines in touring car racing.
And in 1983 a BMW Brabham driven by Brazilian racing driver Nelson Piquet became the first turbocharged F1 car to win the Formula 1 World Championship. Even back then, BMW’s engine specialists were able to extract far more than 1,000 horsepower from an engine displacing just 1.5 litres.
Now BMW is ready to open a new chapter in turbo-charged petrol-engined road cars and reset the bench-mark for dynamic driving with forced-induction. Over and above the drivetrain conceived and built for supreme dynamics, this technology provides the starting point for a lean-burn direct injection concept and thus serves to successfully optimise fuel consumption also in other performance classes.
In this way BMW is once again proving its competence in engine construction, developing modern drive concepts and at the same time enhancing that sheer driving pleasure of BMW to an even higher standard. BMW will announce at a later date which of its vehicles will receive this new engine.
BMW Unveils New Biturbo Petrol Straight Six Engine
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BMW Unveils New Biturbo Petrol Straight Six Engine:
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MDORPHN - 2011 Alpine White 1 Series M Coupe w/stuff
I bet $$$ that ICS & AA will be the first one to get ahold of this car stateside and start working some magic up...
Engine & Driveline: ICS Stage 4 SC * 8 Rib * 15+psi * xx# injectors * Schrick Cams * Larger HFM * Port & Polished Head * 3 Angle Valve Job * VAC MLS .140 HG * E36TD Fan Setup * Shorty Headers * Track Pipe * UUC UDPs * S54 Oil Cooler * OEM S54 Radiator * S54 Guibo * Stromung Exhaust * ACS Delete * UUC SSK * Rouge WSR * UUC TME
Chasis Tuning: GC COs * UUC Sways * X-Brace * Rouge RSM * GC RTAB * AA DSB * Z3 Steering Rack * BBS RC 18x8.5 ET38/ 255/35/18s @ all 4* Front Strut Brace * RaceLogic * 3.38 LSD
Exterior: DEEP BLACK PAINT * Rolled Fenders * Custom Vented Hood * RD Diffuser * Red DDEs * 8,000K HIDs * Smoked Markers
Coming Soon: Finish ICE * 6-sp Trans * 6 Pot 13.6 Fr, 4 Pot 12.9 Rr BBK
4 Sale: M3 S52 Cams * M3 Rear Seats * 99 M3 Fan&Clutch, Intake Manifold, Headers * Alum Therm Housing * 42# Injectors * Dresmann Rear Kit * Tilton/ICS Flywheel & Clutch * LED, Smoked & OEM Taillights * & More
Wheels & Tires: Custom 18x8.5 BBS RCs * 3 17x8 Grey OZ Superleggeras * RD RGS 17x8
You may be right, but given the cost of the car in which it will be used (rumored to be designated an E90 335 despite the 3.0L displacement), most owners are likely to be reluctant to do anything that would void their warranty.Originally Posted by carcrazed4life
I also imagine that the DME encryption will be extremely sophisticated. Offhand, can only think of one guy who might have a crack at it!
Neil
MDORPHN - 2011 Alpine White 1 Series M Coupe w/stuff
those power numbers convert to 305 crank hp, and 295 crank ft lbs. We do much better to day, powerwise, with our lowly E36 M3s, and even the most primitive of centrifugal blowers And the current na E46 M3s still make more horsepower. Im not saying theyre not technological marvels; only that from a sheer horsepower perspective, well, numbers speak for themselves.
___________________
Paul E
'11 AW 135i ; Sold: '99 White M3 81k mi; Dinan SC kit, 6"/3.48" sc pulleys, Aftercooler: 10.5 psi-367 SAE rwhp/304 rwftlbs @80 degrees ambient (still with OBDII manifold & stock cats); DynoTuning by Nick G (techniquetuning.com); Speed Shop: Imported Cars of Stamford; AA-Aquamist Water Injection, exhaust, clutch; Fikse FM-10s; Koni Suspension; Stealthboxes
http://s11.photobucket.com/albums/a173/boostm3/
Those turbos look kinda small...
Adequate for their mission though, a mild 40hp boost over its NA basis.
I think the turbo'd 330Si (or whatever they might call it) will further quell the draw, that the 306hp IS350 might have, on some potentially unfaithful BMW guys.
Both sold. Now: Black 94 E34 530i-5sp
seems like they were emphasizing area under the curve for torque, not necessarily peak numbers.Originally Posted by paul e
wow lookin good
True story. Euro motors often boast a large area under the curve. Giving some smooth, butt-dyno pleasing driving.Originally Posted by borealiss
Take the S52 for instance, the manifold used is particularly "constrained" allowing for great mid-range torque. Then the "tuners" slap on a M50 to let it breath up top. This shows the intent of the BMW/M engineers.
Perhaps what we're really looking for is internals ready for higher boost. It was only a matter of time before BMW got in the FI game and I'm happy with how they are entering.
Last edited by Bavarian_6shot; 02-21-2006 at 10:04 AM.
|dirty | bav |
Yes the numbers are a little low compared to what we put out today with e36 engines with seemingly old ventures with the normal FI set up.. (1 turbo)...
You have to look at the technological advance in the lack of turbo lag... You have the turbos power when you need it... you dont wait..
Thus I think this car.. (if it makes it to production for the public) will be rather surprising at its speed off the line and normal driving feel. The torque curve will still give you what you feel in the NA engines but the power will be there...
Just a thought.. I know jack about FI.
Les
Ahhhh, this takes me back to when the S4 came out late 99.
- Brian Rosenberg
302hp? That's it?
qftOriginally Posted by Brian@ICSPerformance
This has been discussed.Originally Posted by deletedpenguin
|dirty | bav |
I knew Brian would say something similar to those lines...Originally Posted by Brian@ICSPerformance
As for the data encryption... I'm sure it would be a nightmare. But Dinan is going to do it soon. And look at AA, they arleady have software out for the might V10 M5. People have already upgraded items...
We'll see I guess
Engine & Driveline: ICS Stage 4 SC * 8 Rib * 15+psi * xx# injectors * Schrick Cams * Larger HFM * Port & Polished Head * 3 Angle Valve Job * VAC MLS .140 HG * E36TD Fan Setup * Shorty Headers * Track Pipe * UUC UDPs * S54 Oil Cooler * OEM S54 Radiator * S54 Guibo * Stromung Exhaust * ACS Delete * UUC SSK * Rouge WSR * UUC TME
Chasis Tuning: GC COs * UUC Sways * X-Brace * Rouge RSM * GC RTAB * AA DSB * Z3 Steering Rack * BBS RC 18x8.5 ET38/ 255/35/18s @ all 4* Front Strut Brace * RaceLogic * 3.38 LSD
Exterior: DEEP BLACK PAINT * Rolled Fenders * Custom Vented Hood * RD Diffuser * Red DDEs * 8,000K HIDs * Smoked Markers
Coming Soon: Finish ICE * 6-sp Trans * 6 Pot 13.6 Fr, 4 Pot 12.9 Rr BBK
4 Sale: M3 S52 Cams * M3 Rear Seats * 99 M3 Fan&Clutch, Intake Manifold, Headers * Alum Therm Housing * 42# Injectors * Dresmann Rear Kit * Tilton/ICS Flywheel & Clutch * LED, Smoked & OEM Taillights * & More
Wheels & Tires: Custom 18x8.5 BBS RCs * 3 17x8 Grey OZ Superleggeras * RD RGS 17x8
Well,
Look at the VW/Audi 2.0l turbo, whimpy #s. BMW is starting out conservative. They don't want to canabalize the ///M3. Plus I think this config will make the 5 series, so as to not step on the 550i.
Ill bet 6 months after it's out, thell be upgrades from the tuners making 350-375hp. At 1yr full upgrades of turbos, IC and electronics making 450+hp.
RussC
'88 535is Dinan Turbo Final Edition 325whp
They arent going to put a lot of power in it. The 335i is meant to fill the gap between the 330 and the M3. With such a large gap in power, BMW felt it necessary to put in a pre-M type of 3 series. Im sure these cars are probably detuned so they dont rival the e90 M3.
Kind of like how Porsche created a Cayman to fill the gap between the 911 and the boxster. Horsepower inbetween the two, torque inbetween the two, and price inbetween the two. At least this is the intelligent argument top gear brought up. They said the car has a lot of potential, but it felt as if Porsche refused to give it the best it could do it order to prevent it from affecting 911 sales.
Current: 95 M3 Turbo | 08 335i
I hope they put this engine in the upcoming Z4 Coupe.
1997 M3
1999 Z3 M Coupe - Turbocharged
I believe that hits the nail on the head. Isn't that why the Camaro was stunted a little? Didn't want to step on the Corvette's toes? I think this happens quite a bit among all car makers.Originally Posted by Eric BMW
I like it.
That would interfere with M Coupe sales. If the M Coupe were to pick up the V8 however (much like the z3 base picked up the s54) then I think this engine would be garaunteed a spot in the Z4 coupes engine bay.Originally Posted by ADVANT123
the m coupe will probably pick up the new v8 when it comes out, like the e37 got the s54 whe the e46 m3 arrived.
This thing is ready for more boost
Na, they stopped the Camaro because sales were crap. Although giving that whole market to Ford is not wise. The GTO is not a pony car. Although, they showed a new Camaro at the Detroit Auto Show.Originally Posted by '03 325i
While the N54 is initially tageted for the 3, I believe it will eventually make it into many models in varios forms.
RussC
'88 535is Dinan Turbo Final Edition 325whp
Anyone else already planning their N54 turbo swap?
'03 E46 M3 - "Brittney"
'92 E34 525i - "Ivanka"
No, no, I didn't mean sales.....just the HP numbers; they didn't want to get "too" close to the vette's numbers (cause we all know HP and 0-60 times sells cars right! )Originally Posted by russelcq
From what I've found on the net, there is no definative answer to if this is coming to the US?
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