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M3 Coupe - E92 (2007 - ...) - The V8 Powerunit

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M3 Coupe - E92 (2007 - ...)
Brand new in Technology and Design
The V8 Powerunit
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The first-ever eight-cylinder to power a BMW M3
After 15 glorious years in the world of motoring, the straight-six power unit lauded time and again as the Engine-of-the-Year in the two former model generations of the BMW M3 is now giving way to a truly worthy successor: The new BMW M3 comes for the first time with an eight-cylinder power unit. And the specifications of this all-new high-performance engine clearly prove the competence and skill of the engine development specialists at BMW M GmbH gained in a long history of racing success: Displacing 3,999 cc, the new V8 develops maximum output of 309 kW/420 hp, together with peak torque of 400 Newton-metres or 295 lb-ft at 3, 900 rpm. Perhaps an even more outstanding fact is that some 85 per cent of the engine’s peak torque remains available throughout the enormous speed range of 6, 500 rpm. The eight-cylinder nevertheless owes its most striking and distinctive forte to the high-speed engine concept so typical of BMW M: Revving all the way to 8,400 rpm, the new power unit offers supreme muscle and performance at all times. Power is transmitted to the rear wheels by a six-speed manual gearbox interacting with brand-new final drive. This combination alone provides an acceleration and power potential reminiscent in its spontaneity and endurance to the dynamic potential of a thoroughbred racing car. Over and above specific output of 105 hp per litre, average fuel consumption in the EU test cycle of 12.4 litres/100 km (equal to 22.8 mpg Imp) offers a clear expression of the engineering skill so characteristic of the engine specialists at BMW M GmbH.
Weighing a mere 202 kg (445 lb), the V8 power unit featured in the new BMW M3 is a genuine lightweight. Even compared with the six-cylinder power unit in the former model, engine weight is down by some 15 kg or 33 lb.


Production of components using know-how carried over from  Formula 1
The engine block featured on the new eight-cylinder comes from BMW’s light-alloy foundry in Landshut near Munich, which also builds the engine blocks for the supreme racing machines entered in Formula 1 by BMW Sauber. The crankcase is made of a special aluminium/silicon alloy eliminating the need for conventional cylinder liners, since the cylinder surface is formed instead by exposing the hard silicon crystals integrated in the alloy. The iron-coated pistons thus run directly in these uncoated, honed cylinder bores.
With the high speed of the engine and high compression forces obviously exerting extreme loads on the crankcase, the crankcase is compact and particularly stiff in its bedplate structure, ensuring very exact support of the crankshaft. Made as a complete forging, the crankshaft is very stable in terms of flexural and torsional stiffness, but nevertheless weighs a mere 20 kg or approximately 44 lb.

Valve control by double -VANOS operating at low oil pressure
The V8 power unit of the new BMW M3 features BMW’s variable double-VANOS camshaft control. Keeping valve timing extremely short and quick, this superior technology reduces charge cycle losses and, in the process, improves engine output, torque and responsiveness, with an equally positive impact on both fuel economy and emissions. A low-pressure version of BMW’s double-VANOS has been developed especially for the new eight-cylinder, ensuring extremely fast valve timing even under normal engine oil pressure.
A separate throttle butterfly for each cylinder is the most supreme and sophisticated technology not only on racing engines when it comes to providing immediate engine response. So precisely this is why the new power unit on the BMW M3 comes with eight individual throttle butterflies, two actuators operating four butterflies on each row of cylinders to provide particularly smooth engine repose at low speeds combined with an immediate reaction whenever the driver requires supreme engine power and equally supreme performance.
Two volume flow-controlled pendulum-slide-cell pumps supply the eight-cylinder with sufficient lubricant at all times, delivering precisely the amount of oil the engine requires under current running conditions. Wet sump lubrication optimised for driving dynamics ensures a reliable supply of oil even in an extreme brake manoeuvre, with the system combining two oil sumps with one another – a small oil sump in front of the front axle subframe and a large oil sump further behind. A separate oil reflow pump extracts oil from the front oil sump and delivers it to the rear sump again in a smooth process geared to current requirements.


Last Updated on Monday, 12 April 2010 14:36  

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