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08-17-2011, 04:19 PM | #1 | |
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BMW Confirms Diesel-M, High-Performance Engine to Find Numerous Other Applications
http://www.thedetroitbureau.com/2011...-applications/ Quote:
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08-17-2011, 04:43 PM | #2 |
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I want it in an X5
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08-17-2011, 04:46 PM | #3 |
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sweet.
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08-18-2011, 01:20 PM | #4 |
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AWD diesel powered 5 series M? What the hell is happening to the world?
Ultimate DD MONSTER? |
08-18-2011, 01:35 PM | #5 |
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08-18-2011, 01:52 PM | #6 |
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I'd get one for the wife and have grins with it on the sly... And enjoy it on the road trips. Wagon form and a stick shift and I'll buy one for myself. Not that THATS going to happen...
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08-18-2011, 05:20 PM | #7 |
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This is all well and good, but what I want is a 320d. There are plenty of high performance options in the US.
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08-18-2011, 05:30 PM | #8 |
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Now thats one diesel looking M!
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08-18-2011, 06:53 PM | #9 |
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08-19-2011, 01:02 AM | #10 |
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M is really departing from it's previous stance about only having high-revving atmospheric gasoline engines, for their pure rev response all the way to redline.
First it was turbos... Now turbo-diesel is rumored. I'll bet the redline on that is really impressive. |
08-19-2011, 01:16 AM | #11 |
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08-19-2011, 01:14 PM | #12 |
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08-19-2011, 03:19 PM | #13 |
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08-19-2011, 03:46 PM | #14 | |
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Quote:
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08-19-2011, 03:58 PM | #15 | |
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08-19-2011, 04:45 PM | #16 |
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triple turbos, how do they work?
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08-19-2011, 05:22 PM | #17 |
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08-19-2011, 05:24 PM | #18 |
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08-19-2011, 11:56 PM | #19 | ||
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Quote:
Lamborghini/Audi 5.2 liter V10. I am not an automotive power-train engineer, but others are. BMW ///M division used to make statements about their engineering ideals, and how naturally aspirated high revving engines were their focus, and for real technical reasons. That isn't me talking, that was them, some time ago, now. Quote:
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08-20-2011, 10:16 AM | #20 |
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Not sure if serious but... I speculated about this in another thread. Based on what I have seen from regular sequential turbos (Supra, Rx-7, Legacy) and twin charged engines (VW), it could work like this:
Basically the electrically driven compressor (electric turbo, whatever you want to call it) will supply boost at the lower rpm range and a butterfly valve will separate its air from the two actual turbos. The exhaust will spool up the two turbos and a relief valve (kinda like a blowoff valve) will be open while they come up to speed. Then when it's time for the twin turbos to come online, the butterfly valve will open, the relief valve will close, and the electric compressor may be de-clutched. |
08-20-2011, 10:24 AM | #21 | |
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Quote:
For the record I like high revving n/a engines. But I think they are pointless in M cars because M cars are too heavy now and they've been that way for about 10 years. When I drove the now-outgoing V10 M5 a couple years ago I wasn't impressed because the car was too heavy. Big fat vehicles like that need torque. |
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08-20-2011, 10:31 AM | #22 | |
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08-20-2011, 01:12 PM | #23 | |
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Regarding an '08 M5 Test...
^
There's more to it than numbers racing, Spin1200. Quote:
Last edited by Skylab; 08-20-2011 at 01:22 PM. |
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08-20-2011, 01:42 PM | #24 | |
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Wow this thing with some Dinan software would be a monster. 1000ft/lbs of torque all of a sudden does not seem that far away
I want an X5Md! Quote:
It would have to be quite the exhaust manifold, but what if you could have a butterfly valve in the EM that was driven off an actuator similar to a boost activated exhaust cut-out. That way once boost reached a certain pressure it can shut down the smaller turbo and focus exhaust pulses at the two larger ones. |
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08-20-2011, 05:31 PM | #25 |
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I commented before, but if you are going to block off the turbo-compressors with a butterfly valve, and the turbos also have waste gates to prevent over-boost, why bother with the complexity of the intake tract, for a narrow usage profile?
Why not use ALL of a turbine's potential, by gear-reducing it's high RPMS down to crank-shaft RPMs, and compound the turbine output directly with the crankshaft, and into the drivetrain. Then use an electric (if it is at all viable to have a big enough electric motor to push the volume of air an engine needs), or a CVT-driven centrifugal supercharger. The turbine can do what the turbine does best, without the low-RPM blockage of the butterfly valve in that system, nor needing a waste gate to bleed off energy, because it doesn't have to conform to the compressor/intake's limitations. Tune the separate supercharger to be efficient for the intake parameters of the engine, instead of trying to make the intake and exhaust parameters match, when they don't. I was much more impressed and enthused about BMW's steam thermal reclamation system, to pull wasted thermal energy out of the engine, and the exhaust, and compound a steam-turbine's output with the crankshaft output to the drivetrain. |
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