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10-26-2014, 10:49 AM | #67 | ||
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10-26-2014, 02:04 PM | #68 | |
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10-26-2014, 02:09 PM | #69 | |
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10-26-2014, 04:03 PM | #70 | ||
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10-27-2014, 12:05 AM | #71 | |
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The 1.5 engine is key to this downsizing trend to ensure that we have a sustainable environment and part of modular engine range that moves up to the 3.0 six which is an amazing power plant. Again it is part of the economies of scale thing which gives us the nicer indulgences we needs at the performance end of the range. By the way that engine in the i8 is amazing and statement of engineering. I loved the E60 and think the current car is better in every way bar the weight it is has put on which again is going to be addressed in the next generation model when CRFP is hopefully added. By the way compared to its competition excluding the Jaguar XF the 5 is simularly heavy. |
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10-27-2014, 06:08 AM | #72 | |
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I don't car about 0-60, I car about delivery and response. |
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10-27-2014, 07:26 AM | #73 | |
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The i3 in particular as it is now BMW are gathering huge fleet and government contracts for i3s. As they are for the new 2er Active Tourer. Because BMW and SGL are selling CFRP to other industries for other applications. The initial investment is being re-cooperated also. Its the envy of the industry, by investing and building your own Carbon fibre you cut out supplier cost which is why BMW can equip models like the M3 with a CFRP roof panel within the price but Mercedes cannot. One example is the Mercedes SLS final Edition. The price over the standard SLS is for the Carbon bonnet.
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10-27-2014, 09:18 AM | #74 |
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I know man. I know. But, although the naturally aspirated engine may be dead, this doesn't mean that ///M can come up with more exciting turbo engines. Imagine if we had a Twin Turbo V8 engine in the M5/M6 that revs up to 8,500rpm like the McLaren 12C does? Also, it is possible for ///M to design and build an all new V10 engine, like Scott26 had alluded to, but it'll be Twin Turbo. I'd take a Twin Turbo V10 engine over a Naturally Aspirated V10 engine any day of the week. However, the direction that Nitschke is talking about leads me to believe that even ///M will continue down the path of smaller and lower displacement turbo engines that will be more fuel and emissions efficient but deliver more performance. Maybe a 3cyl 1.5L Twin Turbo engine that makes 450hp one day and gets 60mpg? The future is still unwritten.
There is also the rumored higher performance version of the i8 to be due out in the near future, with a rumored minimum 500hp from a hybrid drive train setup. That would be very cool. However, with all of that said, specifically with regards to the BMW M5, if BMW ///M decides to put any kind of 6 cylinder engine in the future M5/M6, I'm out. I don't care if it will be Twin Turbo or Quad Turbo, or have a hybrid drive train. I know the M5 originally began with a 6cyl engine, but I think it'll be losing too much character if they put one back in, because I know it will be muted. The only 6cyl Twin Turbo engine I've ever heard that sounded exceptional with some aftermarket work, is the Nissan GTR. Not even the new 6cyl Turbo Formula 1 engines sound as good as some production car turbo engines today. Namely the S63tu engine or the McLaren 12C engine.
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10-27-2014, 09:19 AM | #75 |
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Even Porsche is dropping it's lower level NA engines and trading them for more torque Turbo engines. The GT3 may be the last NA engine that Porsche makes in the far future.
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10-27-2014, 09:32 AM | #76 | |
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On an air strip or on the street- turbo engines are rewarding. For driving these cars at the limit, these power plants are a necessary compromise (vs. where development would otherwise trend if uninhibited). I posted the following in a thread on a similar topic- stills sums up my feelings pretty well. "I've owned two N54s an N55 an S65 and frequently HPDE with my father-in-law in his 981 S. IMHO, the N5x engines aren't that useful on a track (the brilliance of the 1M's chassis- over a standard 1-er notwithstanding). Turbo lag that's nearly imperceptible on the street becomes much more apparent when you're on/off throttle quickly or attempting to make small adjustments mid corner. Moreover, a difficult to modulate wall of torque isn't ideal (on most tracks) in a chassis prone to snap oversteer. Pretensioning in the S55 helps this- so I've heard- but at great expense/complexity. At the moment, turbo charging, for a track car, is (to me) too much of a compromise. If you haven't driven an NA car with a linear power band (peak power at/near redline) on a track, you should. It's a totally different experience. All the complaints about a lack of torque- often from those who have driven an S65 (or similar) on the street- melt away when you can keep that engine (or similar) in the ballistic zone above 7K RPM. Around town/on the highway, I'd take the N5x. On a track, or if I could only have one car (having driven both) its a NA. But that's just my opinion. " |
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10-27-2014, 09:46 AM | #77 |
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10-27-2014, 11:24 AM | #78 | |
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Completely agree! NA offers such pin sharp modulation on the track it's night and day when compared to turbo engined cars. In my recent track outing at Sepang with my Speciale, the flexibility I had with the throttle allowed me such great control of the car's balance it might as well be bolted to my spinal cord. The M4 drivers were complaining of some turbo lag, but apart from that, the cars were good on the track.
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10-27-2014, 11:45 AM | #79 | |
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And, yes there is nothing like the response and character of a NA engine But to compare a N5x engine with a S65 or S55 is not really apples to apples... Porsche 911 turbo rumours/reports: http://jalopnik.com/all-porsche-911s...-ma-1647591298 http://www.insidercarnews.com/the-po...turbo-in-2015/ http://www.autoblog.com/2014/10/19/p...-range-report/ Last edited by Boss330; 10-27-2014 at 11:53 AM.. |
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10-27-2014, 11:58 AM | #80 | |
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10-27-2014, 01:13 PM | #81 | ||
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10-27-2014, 01:19 PM | #82 | |
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As A Matter Of Fact...
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10-27-2014, 01:20 PM | #83 | |
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10-28-2014, 06:26 PM | #85 | |
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10-29-2014, 07:43 AM | #86 | ||
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10-29-2014, 01:17 PM | #87 | |
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I`m sure its a great engine in a great car, but Lamborghini can lean on their mothership, (Audi->VAG-group) when it comes to emission regulations, and thus make them able as a part of the whole group, to produce a acceptable overall emission number for the fleet. I believe another forum member has explained this more closely in several posts already. |
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10-29-2014, 01:33 PM | #88 | ||
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