Description in Brief
- First eight-cylinder for the BMW M3 sports car.
- Supreme performance ensured by 309 kW/420 hp from 4.0 litres.
- Maximum torque of 400 Newton-metres (295 lb-ft) at 3, 900 rpm, 85 per cent
of maximum torque over a speed range of 6,500 rpm.
- Unique thrust and muscle ensured by consistent implementation of the M
high-speed engine concept, maximum engine speed 8,300 rpm.
- Consistent lightweight construction of engine and ancillary units, new V8
power unit one of the lightest eight-cylinders in the world, lighter than the
straight-six power unit in the former model.
- Variable camshaft control, low-pressure double-VANOS for an optimum charge
cycle, system offering full power and performance even with normal engine oil
pressure.
- Eight individual throttle butterflies for spontaneous engine response.
- Consistent and reliable oil supply with longitudinal and lateral
acceleration up to 1.4 g ensured by two oil pumps and wet sump oil lubrication
optimised for supreme dynamic behaviour.
- Exhaust system optimising cylinder charge, optimised for weight and function
by means of internal high-pressure remoulding, exhaust emissions fulfil EU4 and
LEV 2 standards.
- Upgraded MSS60 engine control unit for optimum coordination of all engine
functions with the various control systems in the car.
- Ion flow technology recognising and distinguishing engine knocking phenomena
as well as misfiring and miscombustion by measurement of ion flow in the
combustion chambers.
- Brake Energy Regeneration with intelligent alternator control.
More in Every Respect: The new V8 Power Unit for the BMW M3.
(Short Version)
Its name alone spells out the epitome of ultimate driving pleasure: the BMW
M3. And now the new version of BMW M GmbH’s most successful high-performance
sports car bears out this claim once again, at the same time providing a
thrilling answer to the question asked by so many sports car fans around the
world whether a further improvement is still possible at all.
And the answer is yes – for the new BMW M3 offers more in every respect.
This applies not only – but particularly – to the power unit: After 15 years
and two model generations, the trendsetting six-cylinder has now found its
successor. The new BMW M3 is entering the market with an eight-cylinder power
unit – more cylinders, larger capacity, more power, higher engine speed. And it
is fair to say from the start that this will also mean an even more thrilling
experience on the road.
The benchmark the new power unit was required to exceed could hardly have
been greater: BMW’s 3.2-litre straight-six has gained fame and admiration the
world over, receiving a long list of awards and prizes. Acknowledged several
times as the “Engine of the Year” and developing a supreme 252 kW/343 hp in its
last version, this power unit made the BMW M3 not only the ultimate performer in
the segment of high-performance sports cars, but also a genuine best seller.
The fact still remains, however, that everything has its time. And now the
time has come for the six-cylinder to bow out and leave the stage. The time has
come for the advent of the new V8 in the new BMW M3.
The specifications of this new high-performance power unit alone clearly
confirm the enormous progress this engine has to offer. Engine displacement is
3,999 cc, maximum output is 309 kW/420 hp. Peak torque of 400 Newton-metres or
295 lb-ft is just as impressive as the top engine speed of 8,300 rpm. So
clearly, the new BMW M3 is striking out for the top right from the start through
its thrilling performance.
Ideal dimensions for performance at its best.
Displacing 500 cc per cylinder, the new V8 power unit meets the ideal concept
of the most demanding engine designers right from the start through its engine
dimensions alone. And the other design criteria – all the way from the engine’s
dimensions and filling capacities through the number of components to the weight
of the engine – likewise represent the very best achievable today.
Over and above these qualities, the new eight-cylinder offers all the typical
M-tuned features of BMW’s regular production cars such as double-VANOS,
individual throttle butterflies, and high-performance engine electronics. At the
same time the number of cylinders, the M high-speed engine concept, and the low
weight of the engine clearly prove that the responsible engineers, in creating
this power unit, were inspired and guided by the eight-cylinder featured in the
BMW Sauber F1. For the new engine has many features in common with the latest
power unit highlighted by BMW in Formula 1, with various technological concepts
and principles, production processes and materials carried over from the Formula
1 engine to the drivetrain of the new BMW M3.
In terms of specific output, the new V8 significantly exceeds the benchmark
of 100 hp per litre acknowledged as a convincing sign of sporting power and
performance. But even so, power is not everything. Rather, the dynamic driving
experience provided by a car depends to a great extent on its acceleration and
handling, resulting, not least, from the weight of the car and the actual thrust
of the engine. The thrust or traction acting on the drive wheels, in turn,
results from engine torque and the overall transmission ratio.
The M high-speed engine concept allows optimum transmission and final drive
ratios further enhancing the impressive thrust and power of the engine. Indeed,
BMW M’s engineers have found a new dimension in developing the engine of the new
BMW M3, with the eight-cylinder achieving maximum engine speed of 8,300 rpm.
The second factor crucial to thrust and performance on the road, engine
torque, amounts to a mighty 400 Newton-metres or 295 lb-ft at 3, 900 rpm on the
new V8 power unit. And about 85 per cent of the engine’s maximum torque is
available throughout the enormous engine speed range of 6,500 rpm, with 340
Newton-metres or 251 lb-ft available from just 2,000 rpm.
High engine speed, low weight.
Mass (which, ultimately, means weight) is bad for acceleration – it makes any
physical body seeking to accelerate slower and more sluggish. Precisely this is
why BMW’s new V8, weighing a mere 202 kg or 445 lb, is a genuine lightweight,
saving some 15 kg or 33 lb versus the six-cylinder power unit in the previous
model. In other words, the new engine easily sets off the weight of two extra
cylinders. And a further point is that the high-speed engine concept allows a
light drivetrain and very short transmission ratios.
Even so, the limits to physics inevitably approach step-by-step with
increasing engine power: At 8,300 rpm, each of the eight pistons is moving at a
speed of 20 metres or almost 66 feet per second, obviously exposing all
materials to enormous loads. Precisely this is why BMW M’s designers and
engineers have focused on the minimisation of masses on the new eight-cylinder.
Engine block straight from BMW’s Formula 1 foundry.
The engine block of the new eight-cylinder comes straight from BMW’s
light-alloy foundry in Landshut near Munich, where BMW also builds the engine
blocks for the Company’s Formula 1 racing cars. The cylinder crankcase, in turn,
is made of a special aluminium silicon alloy, conventional cylinder liners being
replaced by hard silicon crystals. The iron-coated pistons, finally, run
directly in the uncoated, honed cylinder bore.
High engine speeds, compression forces and temperatures cause extreme loads
acting on the crankcase. Hence, the crankcase is compact in its dimensions and
comes in torsionally resistant bedplate design ensuring very precise crankshaft
bearing and running conditions. The relatively short, forged crankshaft is
likewise very stiff in terms of its flexural and torsional qualities, but weighs
only 20 kg or 44 lb.
Double-VANOS with low-pressure operation.
With its extremely short control times, variable double-VANOS camshaft
management perfects the cylinder charge cycle, reducing charge losses and
improving engine output torque and response, as well as fuel economy and
emission management.
Developed especially for the new eight-cylinder, the M double-VANOS now
featured on the new engine requires no more than normal engine oil pressure in
order to operate at maximum speed. As a function of load and engine speed, this
sophisticated unit consistently sets the optimum valve angle synchronised to the
ignition timing and injection volume.
Consistent and reliable oil supply even under extremely dynamic driving
conditions.
Two volume-flow controlled pendulum slide cell pumps supply the
eight-cylinder efficiently with lubricant, consistently delivering exactly the
right amount for the engine. Wet sump lubrication optimised for engine dynamics,
in turn, ensures appropriate lubrication also in extreme braking manoeuvres.
The entire system features two oil sumps – a small one in front of the front
axle subframe and a larger sump further back. A separate reflow pump, in turn,
extracts oil from the front oil sump and pumps it to the sump at the rear.
Eight individual throttle butterflies with electronic control.
Individual throttle butterflies for each cylinder, a technology commonly used
in motorsport, are the ideal solution to give the engine an immediate, direct
response at all times. The new power unit in the BMW M3 therefore comes with
eight individual throttle butterflies, four on each row of cylinders operated by
separate actuators. This high-tech throttle butterfly management is fully
electronic and extremely fast, giving the engine a smooth and sensitive response
at low engine speeds and an immediate reaction to the driver’s commands whenever
he wishes to use the full power of the engine.
Flow-optimised air intake.
To ensure an immediate response and superior dynamics of the engine at all
times, the throttle butterflies in the intake manifolds are positioned very
close to the intake valves. The specific length and diameter of the intake
funnels also benefit the oscillating pipe charge principle. To minimise weight,
finally, both the intake funnels and air collector are made of a light composite
material with a 30 per cent share of glass-fibre.
Innovative exhaust system.
Through its design and configuration, the exhaust system for the new V8 power
unit optimises the cylinder charge cycle, ensuring an optimum surge of power and
torque at all times. And again, this component has been designed and built from
the start for consistent lightweight qualities.
The exhaust manifolds are made in an internal high-pressure remoulding
process, the desired contours of the stainless-steel pipes being shaped from
inside under pressure of up to 800 bar. The result is extremely thin walls
measuring just 0.65–1.00 millimetres (0.0256–0.0394´´ ) in thickness, optimising
flow conditions with minimum resistance, light weight, and optimum response of
the catalytic converters.
Exhaust emissions are cleaned by no less than four catalysts and the engine
naturally complies both with the European EU4 standard and the US LEV 2
requirements.
Even better performance than before: the engine control unit.
The engine control unit featured on the V8 has also been upgraded to an even
higher standard than before, ensuring optimum coordination of all engine
functions. Taking more than 50 input signals, for example, the control unit
determines the optimum ignition timing individually for each cylinder and
operating stroke, the ideal flow conditions, exactly the right amount of fuel
injection, and the optimum injection timing. At the same time the system
calculates and sets exactly the right camshaft angles (angle spread), as well as
the respective position of the eight individual throttle butterflies. And last
but not least, the control unit enhances and masterminds specific BMW M
functions such as the clutch, transmission, steering, and brakes.
Yet a further function of the engine control unit is to perform a wide range
of on-board diagnostic functions with various diagnostic routines for servicing
at the workshop as well as other functions and the efficient management of
peripheral units and systems.
An outstanding highlight in engine management: ion flow
technology.
A particular highlight in engine management is ion flow technology detecting
any knocking in the engine as well as the risk of misfiring or miscombustion.
Contrary to conventional processes and technologies, this function is now
performed directly where it counts, that is right there in the combustion
chamber itself. To provide this highly efficient control, each cylinder is
monitored and controlled via the spark plug to determine any knocking tendency.
At the same time the system checks the ignition for smooth and correct
operation, and recognises any misfiring.
The spark plug therefore serves as an actuator for the ignition and as a
sensor observing the combustion process, distinguishing in this way between
miscombustion and misfiring. And through this double function performed by the
spark plug, diagnostic requirements in maintaining and servicing the engine are
also facilitated.
Greater efficiency and dynamics provided by Brake Energy
Regeneration.
To further enhance the efficiency of the new V8 power unit, Brake Energy
Regeneration ensures intelligent engine current management concentrating the
generation of electric power for the on-board network on the overrun phases and
the application of the brakes. This serves to charge the car's battery without
tapping on engine power and, accordingly on the energy contained in the fuel
burnt. As long as the engine is running under power, on the other hand,
accelerating and pulling the car, the alternator generally remains disconnected.
Apart from particularly efficient generation of electric current, this also
helps to provide more drive power when accelerating, making the car even more
dynamic and agile on the road.
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