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      07-19-2011, 11:50 PM   #111
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BTW - would a rear-drive car with either a: 1) manual transmission; 2) automated manual, i.e., MDCT; or 3) modern 8-sp auto (such as on Lexus ISF) normally have about a 20% drivetrain loss? If not, what would be the standard "approximate" drivetrain loss percentage for these transmissions assuming RWD?
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      07-21-2011, 03:30 AM   #112
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Quote:
Originally Posted by Kinzer S13GT View Post
...
This cylinder head design, is superior to the 1st gen S63. And the engine as a whole, is worlds apart from the outgoing S85. (not to say its a poorly designed engine, lol! BMW PTG can make 800+hp on a naturally aspirated S85 ) This engine is just doing so much more to move more air, and more (or less) fuel, to make power twice as efficiently as that engine. Actually as far as volumetric efficiency is concerned, its probably running at an average of 75-85% of its max potential volumetric efficiency. Depending on conditions. Whereas the S85 was sitting around 40-60%! BMW builds the most ridiculous engines, then dials their output down to 5' before selling it to us civilians! Their capabilities are always underrated!
Your comments on volumetric efficiency are either incorrect or poorly stated. VE is a function of rpm at a given throttle (typically tested/calculated at WOT). Thus folks typically refer to peak VE as "VE" or supply a rpm dependent curve. Thus there is not really an "average" VE except perhaps a time averaged one specific to how each driver might be driving. So if you are claiming the S85, a wonderful breathing machine, can only hit a (peak) VE of 60% that is absurdity. Even the "lowly" Z3 M Coupe can reach over 100% peak VE. Although I do not have the data handy, I am positive that the S85 (and thus S65) also reach over 100% peak VE. Comparing VE across FI and NA engines is pretty well meaningless just like comparing hp/l for FI vs. NA is.
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      03-05-2012, 01:18 AM   #113
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Apparently BMW is putting the M5 engine in the new M6 coming out soon, its a good engine but I think the M6 deserves a bigger V10 engine
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      03-05-2012, 03:55 AM   #114
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i just wish they wont use this engine to x5m and x6m in the future
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      03-09-2012, 10:20 AM   #115
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Quote:
Originally Posted by BmwM5.F10
Apparently BMW is putting the M5 engine in the new M6 coming out soon, its a good engine but I think the M6 deserves a bigger V10 engine
Why is that? M5 and M6 has shared the same engine. And the n63tu sounds excellent so far. I don't think we'll be severing any 10 cyl engine from BMW in a LONG while, if ever again. The trend now is smaller displacement + forced induction.
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      01-01-2017, 11:35 PM   #116
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Quote:
Originally Posted by shaq diesel View Post
It's economies of scale.

If this engine architecture turns out to have great real-world reliability, all they'll have to do in 3-5 years is bump up the boost/tuning to keep up with the competition. If they can just play that game to keep in the HP wars that means they'll get a lot of years out of this basic engine architecture, which means a lot of design/construction savings down the road. It also means they'll have that much longer to design and test its eventual replacement.

A much better path financially than building the motor at peak power now and having to completely redesign in to 3-5 years to keep up with the competition.
Shaq diesel is bang-on correct. Look at the date of his post.

Here it is now 2017 and we've had stock @ 560HP, CP @ 575HP, Jarhe 30 @ 600 HP and now rumours of the F90/G30 or what ever it's called will be 600HP+ all with assuringly the same basic configuration. I'd predict this engine @ 650HP+ before the production ends.

My 2 bits
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      01-07-2017, 12:44 PM   #117
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....Yeah! There is no way going from 1.2 bar to 1.5 bar only makes for a 5Hp diff. If one did the math on the difference,...then that same diff you should reflect there about the additional increase in power. My math is showing a 20% increase in boost!

So, if BMW wants us to believe that a 20% increase in boost yields only 5 more Hp,...then that's what we will believe.

Someone pls check my math!
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      01-16-2017, 10:14 PM   #118
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Quote:
Originally Posted by BBS View Post
Thats incorrect. Any pressure the turbo feeds in the inlets are positive. Meaning that are 1.5 bad above 1kpa atmospheric. So 1.5 bar is still 22psi above the normal 14.5psi
BBS is correct.
Atmospheric pressure has no bearing on the turbo specification. Bar is a unit of pressure measurement. The M5 turbos create 1.5 bar (~22psi) above atmospheric pressure.

It doesn't matter if you are sea level or 5000'. Cylinder pressure will be the same at maximum turbo output. The engine won't respond as well during spooling of the turbos at higher altitude due to air density and oxygen levels but it should theoretically make rated HP once they are fully spooled.

My 2bits
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      01-16-2017, 10:39 PM   #119
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Quote:
Originally Posted by JMD View Post
....Yeah! There is no way going from 1.2 bar to 1.5 bar only makes for a 5Hp diff. If one did the math on the difference,...then that same diff you should reflect there about the additional increase in power. My math is showing a 20% increase in boost!

So, if BMW wants us to believe that a 20% increase in boost yields only 5 more Hp,...then that's what we will believe.

Someone pls check my math!
It's all smoke and mirrors
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      01-17-2017, 12:33 AM   #120
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I do agree the this platform might be able to generate 650 HP but then we need to see if DCT is getting redesigned or they want to use the Auto transmission. Something like the one installed on X5M/X6M
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