http://www.worldcarfans.com/news.cfm/country/gcf/newsID/2060220.012/bmw/bmw-unveils-new-biturbo-petrol-straight-six-engine

Quote :

"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."

2/20/2006 6:04:58 PM

conversion

Quote :

" 294.99 lbft"

2/20/2006 6:23:02 PM

well shit





one vote for that being a biatch to work on though...

2/20/2006 6:25:41 PM

is it just me or is that picture missing something?

2/20/2006 6:59:59 PM

intercooler mist system?

2/20/2006 7:12:51 PM

try the entire block

2/20/2006 7:20:27 PM

bwahah

2/20/2006 7:22:25 PM

Quote :

"try the entire block"

hahaha

2/20/2006 7:28:39 PM

i don't even want to know how much that option/upgrade is going to cost

2/20/2006 7:53:07 PM

I am going to second the 'this will be a bitch to work on' opinion, as you can only see the tops of the first 3 of 6 cylinders under the E90 hood, the rest are under the cowling/windshield area, meaning one of those turbos is going to be waaay back in the engine bay.

Part of me wants to say 'the engineers are German and it has been tested well enough' but having owned an example of nearly all brands of German cars (mercedes is the odd one out) they do sacrifice ease of maintenance in favor of better performance fairly often... I doubt I'll be looking for this one on the used car market in a few years.

2/20/2006 8:24:45 PM

295lb ft? is that all? what's the projected mpg?...

2/20/2006 8:39:47 PM

hell yeah, new desktop backgrounds
if only oep could find some crazy huge pictures

2/20/2006 8:47:29 PM

http://img40.imageshack.us/img40/9926/rb26dett5kd.jpg

2/20/2006 8:50:31 PM

nissan junk

2/20/2006 8:51:02 PM

It will be released as the 335i. I posted this earlier on nceuro today. There has been some talk of these last year but the finally went public with it.

2/20/2006 9:35:52 PM

Let's put all the buzzwords and hype aside. Does anyone have any more information on this biturbo system?

what does this biturbo system actually do, besides "eliminate turbo lag" ? How does it work? We've seen these type of systems before: more piping, more shit to get in the way when you're fixing something, more places to leak boost, more expensive bullshit to troubleshoot and parts to replace. How do we know this isn't going to be the same thing?

EDIT: Looking again at the pictures, it doesn't look too complicated as far as the plumbing. This is good.

[Edited on February 21, 2006 at 12:35 AM. Reason : plumbing]

2/21/2006 12:33:23 AM

& to be honest, it really doesn't sound that impressive

2/21/2006 12:37:11 AM

didn't bmw squeeze more hp and a little less torque out of the 3.2 i-6 in the new m3?? seems like adding 200ccs would be alot more reliable than adding an entire twin turbo system.

2/21/2006 12:43:00 AM

Adding displacement sounds fine for the US market, however lots of countries (many European ones) have vehicle taxes based on engine displacement, which would make a 3.2 nonturbo cost more to live with than a 3.0 turbo, when it doesn't break, at least.

2/21/2006 7:54:14 AM

Quote :

"& to be honest, it really doesn't sound that impressive "

I agree somewhat, but you look in the past, BMW has always been lagging in hp and torque numbers behind Japanese and American cars, yet the performance was always equal or better.
I mean hell….330i e46 is on par with a ford Taurus from 1997 with duratec engine with similar weight.

2/21/2006 8:47:25 AM

i've said it before...

"does the author not realize that VW/Audi already has a turbo direct injection petrol engine already in a production car?"

Quote :

"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."

[Edited on February 21, 2006 at 10:10 AM. Reason : quote]

2/21/2006 10:09:37 AM

so does mazda, who the fuck cares?

2/21/2006 10:19:44 AM

I'll take this one instead.

2/21/2006 1:41:36 PM

Quote :

"BMW has always been lagging in hp and torque numbers behind Japanese and American cars, yet the performance was always equal or better."

the bmw m42 engine in 91 was making something like 142/142 out of a 1.8 when jap/american 4 cylinders were making around 100. I would say bmw has always squeezed out a lot of hp/torque out of small displacement engines

2/21/2006 7:53:52 PM

by the looks of it... the turbos are tiny and the waste gate is huge. i bet it almost completely bipasses the turbos at higher rpm.... probably makes a pretty flat torque curve thus a more flat hp curve for that size motor.

btw this is b.s. speculation by someone who knows a couple things about turbos.
and wheel inertia is only about 2/4 of what spool is related too.
volume of air its moving is part too.

it may also have that variable vane system the ford/chev diesels and the new 911 are using.


[Edited on February 21, 2006 at 8:16 PM. Reason : .]

2/21/2006 8:05:23 PM