Ya es oficial... el Turbo ha vuelto... se verá en Ginebra

sobre cuanto estara el E92 335i????? sobre los 50.000€, no??

 

Pues sí, o quizá un pelín más

 

juer, pues nada, creo q habra q esperar a la siguiente generacion de 3 coupe para probar los biturbo gasolina de BMW, xq un 335i ekipadito s dispara a mas de 10kilos... lo q vale ahora el M3:-s

 

Cierto!! :fs:

 

No turbo no....Biturbo, 3.0

apa, BMW va a sacar un motor 3 litros biturbo,







BMW Biturbo 3.0-liter Engine
Source: BMW | Published: February 20, 2006

Backing up its global success with the innovative 507 bhp V10 powerplant for the M5 and M6 super cars (2005 Engine of the Year), and the VALVETRONIC magnesium-aluminum straight-six engines introduced in 2005, BMW is set to tear the wraps off a production-ready biturbo version of its acclaimed petrol-powered six-cylinder.

Retaining the familiar 3.0-litre capacity, the new all-aluminum engine boasts a pair of turbochargers, each feeding a trio of cylinders.

When combined with the efficiency and flexibility of acclaimed BMW VALVETRONIC and double-VANOS technology, the new engine is able to produce an immense 300 bhp of power and 295 lb-ft of torque.

It is armed with a Table Mountain-like torque profile that defies the term curve. Peak torque of 295 lb-ft is delivered between 1,500 rpm and 5,800 rpm and the engine boasts a 7,000 rpm red line.

The biturbo six-cylinder has the same power and more torque than the muscular 4.0-litre V8 engine fitted to the 740i.

The new engine further entrenches BMW as the manufacturer of the world’s most intelligent, advanced and dynamic engines for the enthusiast driver.

However, in keeping with BMW philosophy, the substantially enhanced performance does not come at a substantial cost to the environment. Fuel consumption, previously a bug-bear of high-performance turbo-charged engines, has been radically reduced thanks to high-precision direct petrol injection, used for the first time on a BMW six-cylinder motor. The V12 powered BMW 760i/Li features direct petrol injection for its 6.0-litre engine.

A further traditional turbo-engine wrinkle has been ironed out by BMW engineers: turbo lag. In the new engine, this has been completely removed, thanks to low inertia turbochargers.

The driver need only brush the accelerator pedal to receive an immediate surge of power and performance, as the engine delivers an electrifying response.

While turbocharger technology is almost as old as the internal combustion engine itself, in combination with cutting-edge high-precision direct petrol injection technology BMW engineers were able to write a new and exciting chapter in the history of forced-induction.

The foundation for all this power and torque is drawn from the exemplary characteristics of the magnesium-aluminum 3.0-litre engine which is rated at 262 bhp. This in itself is quite outstanding for a normally aspirated engine. Compared with the proven 3.0-litre normally aspirated magnesium-aluminum engine, the all-aluminum engine featuring new biturbo technology increases overall output by approximately 15 percent. Peak torque shoots up by an even more impressive 30 percent.

The resulting 300 bhp and 295 lb-ft of torque deliver outstanding thrust and driving power all the way across the rev range.

The only way to achieve such an increase in power and performance with a normally-aspirated engine would be to significantly increase engine size, which would also mean a corresponding increase in weight and the negative effects on the car’s overall balance.

The BMW combination of turbocharger technology with high-precision petrol injection is a particularly efficient way to meet even greater demands in terms of output and torque.

And for comparison, the new straight-six biturbo weighs about 155 lbs less than an approximately equally powerful eight-cylinder normally-aspirated engine displacing 4.0 liters. That is about the same weight as a moderately sized passenger.

Direct petrol injection also offers a significant fuel consumption saving of about 10 per cent compared with a similarly powerful turbocharged engine that uses regular fuel injection.

Turbines made of high heat-resistant special steel can withstand temperatures of up to 1,050 °C and therefore do not need the cooling effect of extra air flow. Particularly under full load, this means a significant decrease in fuel consumption.

High-precision fuel injection allows an 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.

Apart from its low weight and class-leading fuel economy, the new biturbo engine is able to offer yet another unique BMW feature. This is supreme smoothness and refinement, precisely the virtue which has made BMW straight-six power units the benchmark for refined drive technology, acknowledged the world over.

Indeed, the natural perfection of the straight-six layout gives the engine perfect balance in terms of free mass forces, avoiding vibrations even at high engine speeds.

A further important point is that this turbocharged version of BMW’s six-cylinder comes with the same hollow, extra-light camshafts as on the normally-aspirated engine, as well as an electrically driven coolant pump operating only as required.

Developing this new straight-six with biturbo technology, BMW is opening up a new chapter in the long history of the turbocharged engine, which dates back to 1905 and the work of Swiss engineer Alfred Büchi. Initially turbo-charged engines were restricted to marine and aircraft engines. It was only much later that the technology migrated to cars. BMW began its association with turbocharged road cars with the now famous 1973 BMW 2002 Turbo road car.

BMW will announce at a later date which of its vehicles will receive this new engine.

 

Tiene que andar bastante el bicho este, y perdona que te diga pero es repost :\

 

La idea es impresionante, pero los motores biturbo me parecen flipantes, pero complicados. Vale que BMW no es Subaru, pero estos tuvieron que retirar ese motor por los problemas de ajuste con los 2 turbos, también era otra cilindrada.

 

Me parecen unas prestaciones excelentes, sobre todo el par y el amplio régimen en que lo mantiene.
Lo de "quedarse" en 306 CV no es ningún demérito, al revés; pensar que ese par, como dice Gus, es el del motor 3.0 d de primera generación, claramente superior el del M3 E-46, (365 Nm), por tanto, si lo hubiesen apretado más, podría canibalizar, incluso sonrojar, al futuro M3 (E-92), que por supuesto será atmosférico. ;-)

 

Hombre... 2 turbos = mitad de presion de soplado para cada uno = mas fiabilidad...
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... aunque menos "punch"... :cry: A ver si será uno de esos turbos lineales que son mas sosos que un V6 de esos antiguos...

 

Eso no es cierto, ya que la presion que de uno o dos turbos será la misma que el motor requiera. Lo que variará es el caudal que será la mitad para 6 o 3 cilindros. Esto implica que los turbos pueden ser mas pequeños y al ser mas pequeños la inercia para empezar a girar es menor. De ahí que haya menos turbo-lag que si se colocase solo un turbo para los 6 que seria mas grande.

El tema de la fiabilidad depende mas de lo bien echos que esten los turbos que de terminos de dimensionado, ya que estos segundos seguro que se cumplen de sobras. Pero si luego salen de la fabrica con algun defecto...turbo K.O.

 

A mi me encanta la idea del turbo para gasolina pero no entraremos en una falta de fiabilidad similar a los motores de gasoil por querer ampliar las prestaciones?:-s

 

esa foto la colgo alguien la semana pasada...esta wapo!!!!

Pues no entiendo porque podrian tener problemas de fiabilidad los turbos en gasofa? los de audi han dado problemas? (vease 1.8t...etc...) ?????

 

Si han trabajado a fondo en la refrigeración y lubricación interna, esa potencia final es ridícula, pero si han querido aprovechar el bloque de 3 litros sin calentarse la cabeza, los 306cv no se podrán superar sin perder fiabilidad :roll:

Ojalá se lo hayan currado a tope y se estén guardando 30cv por motivos comerciales. Si el turbo gordo va sobrado (cosa q dudo) los 350-360 cv con reprogramación seria un objetivo relativamente facil. Para pasar de ahí ya habría que meterse en cosas fuertes como bomba e inyectores de más caudal, una electrónica muy ajustada e incluso mandar a paseo esel lio del turbo pequeño y montar algo decente para llegar a los 400 cv y ver lo que pasa (se me ha ido la olla) 8-[

 

Maquinon, pero sigo viendolo sin mucho sentido habiendo el M. Es un motor con un potencial de la ostia, bastante capado, para que el M siga siendo el mejor :roll: :roll:

 

Que va.. son filosofias diferentes...

Aqui tienes un coche de 306cv que corre como una bestia, pero mas "suave" en general, sin ese ruido, esa rudeza, etc... para ir con el puro pero a toda leche.

El M es otra cosa. Rudo, ruidoso, agresivo... es un semi-competi, vamos... y está dirigido a otro publico muy diferente que este.

Yo creo que lo hacen bien. Yo se de mucha gente que le gustaria tener un Serie3 coupe con 300cv para ir sobrado, a saco.. pero comodo... y en cambio, los habia llevado en mi M a dar una vuelta y me decian: j*der, como bota, cuanto ruido hace, etc... :-({|=

 

Marc desde el punto de vista filosófico con cual te quedas: ¿Con el Z4M coupe o con el 335i? ;-)

 

Entre estos dos, y si no tuviera necesidades de espacio: Z4M sin dudarlo!!

 

Las diferencias con el M seran mas notables, eso no cabe duda.

 

el M siempre sera un coche agrio,si no, no hay carazter deportivo,que es lo que carazteriza a un M ,no?