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BMW officially announces new N54 Turbo Engine [Updated] |
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| Article Info |
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Publisher: Ilir Dibrani |
| Published: 18 Feb 2006 |
| Gallery: |
| Read: 6691 time(s) |
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Page 2 of 3
The turbo “gap” – a thing of the past .
Developing this highly innovative power unit, BMW’s engineers have also succeeded in eliminating the former disadvantages of turbocharged engines attributable to their concept and design principle. Hence, BMW’s new turbocharged six-cylinder is absolutely free of some not so desirable characteristics so typical of turbocharged engines to this very day:
There is not the slightest delay in the development of power and thrust, and at the same time the engine does not have the same high fuel consumption as a conventional turbocharged power unit.
Particularly the biturbo concept ensures a significant improvement of spontaneous power, two smaller turbochargers each supplying three cylinders with compressed air, instead of just one big turbocharger for all cylinders together. An essential advantage of these turbochargers is their lower inertia, even the slightest pressure exerted by the driver on the gas pedal leading to an immediate surge of power and performance. In other words, the turbo “gap” so typical of turbocharged engines so far – the time-lag until the turbocharger starts to build up power – is no longer perceptible. On the road, therefore, this new turbocharged engine has virtually the same power and performance characteristics as a much larger normal-aspiration power unit: The 3.0-litre develops its impressive torque of 400 Newton-metres or 295 lb-ft without any noticeable delay consistently all the way from 1,500–5,800 rpm. And from there the engine continues to rev up smoothly all the way to 7,000 rpm,
offering the driver a particularly superior standard of dynamic performance for accelerating all-out in superior, relaxed style.
Double progress: high power, high efficiency.
To combine a fascinating driving experience with up-to-date fuel economy, BMW has developed the world’s first straight-six gasoline engine with biturbo technology, direct gasoline injection, and an all-aluminium crankcase.
From the start, the turbochargers make an important contribution to the reduction of fuel consumption, with the turbines made of high heat-resistant special steel withstanding temperatures of up to 1,050 °C or 1,920 °F and therefore not requiring the cooling effect of extra air flow. Particularly under full load, this means a significant decrease in fuel consumption.
The key function serving to maximise fuel economy is however BMW’s high-precision fuel injection. Indeed, this new generation of direct fuel injection technology fulfils all expectations made in practice in terms of superior economy, without making any concessions in terms of dynamic performance and driving qualities. High-precision fuel injection allows 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.
Developing this new straight-six with biturbo technology, BMW is opening up a new chapter with an engine principle basically quite old: Only recently, the turbocharged engine celebrated its 100th anniversary, with turbocharger technology registered for a patent by Swiss engineer Alfred Büchi in November 1905 having played a significant role for decades particularly in boosting the output of marine and aircraft engines. It was only much later that manufacturers started building cars with turbocharger technology, the first production car to feature this technology in Europe being the BMW 2002 turbo back in 1973.
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