E90/E91/E92/E93 (2006 - 2013)
The E9X is the 4th evolution of the BMW 3 series including a highly tuned twin turbo 335i variant pushing out 300hp and 300 ft. lbs. of torque. BMW continues to show that it sets the bar for true driving performance! -- View the E9X Wiki
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More on the N54 engine/ new transmission
I searched and did not see this anywhere here, if it is I am sorry. This is from a BMW release, I did not include the efficient dynamics portion or brake regeneration as they are not going to market at this time.
BMW AG 4/26/06
BMW Presents the Future of the Turbocharged Power Unit.
A new top-of-the-range power unit with Twin-Turbo Technology and direct gasoline injection will form the pinnacle of BMW’s wide range of straight-six power units in future. Developing maximum output of 225 kW/306 hp and peak torque of 400 Newton-metres or 295 lb-ft, this new engine offers the highest standard of spontaneous and superior power and performance any customer can expect.
The first straight-six with twin turbochargers, High Precision Fuel Injection and an all-aluminium crankcase offers a level of responsiveness never seen before on a turbocharged engine as well as supreme power and torque extending all the way to high engine speeds. A further benefit of this new turbocharged power unit is the running smoothness typical of a BMW straight-six.
Particular efficiency in achieving this supreme power is ensured by BMW’s High Precision Fuel Injection, the second generation of direct gasoline injecttion making a significant contribution to the enhanced economy of the Twin-Turbo power unit. Indeed, introducing this combination of technologies, the BMW Group, 100 years after the invention of the turbocharged engine, has written a new and particularly attractive chapter in the history of turbocharging.
Resting on a proven basis: the straight-six power unit.
Introducing turbocharger technology, BMW is providing both a fascinating and efficient answer to the driver’s wish for additional power and performance. Particularly with the concept chosen by BMW, turbocharging is simply ideal in preserving the proven qualities of the drivetrain and creating other new, appealing features.
This technology is being introduced on the basis of BMW’s current generation of straight-six power units displacing 3.0 litres and developing maximum output of 195 kW/265 hp, that is a potential already quite outstanding for a normal-aspiration engine. Now, to generate a further significant increase in power and, in particular, more torque, BMW is introducing Twin-Turbo technology, boosting output over the proven 3.0-litre normal-aspiration engine by about 15, and torque by approximately 30 per cent.
Absolute ratings of 225 kW/306 hp maximum output and 400 Newton-metres or 295 lb-ft peak torque tell the whole story, clearly proving the supreme muscle offered by the new power unit from low engine speeds. And what this means in practice BMW’s engine development specialists have already calculated, taking the BMW 3 Series Saloon as an example: The Twin-Turbo version accelerates from 0–100 km/h more than half a second faster and completes the flexibility test (80–120 km/h or 50–75 mph in second-highest gear) in 6.3 seconds, leaving the most powerful normal-aspiration version, the BMW 330i, far behind at 8.2 seconds.
Retaining the normal-aspiration engine concept, such an increase in dynamic performance would only have been possible by significantly enlarging the size of the engine, which would also have meant a corresponding increase in weight and corresponding effects on the car’s balance.
Using turbocharger technology in conjunction with High Precision Fuel Injection, on the other hand, BMW has found a particularly efficient method to meet significantly greater demands in terms of both power and torque. Just for comparison, the new Twin-Turbo straight-six weighs approximately 70 kilos or 154 lb less than a comparably powerful natural-aspiration eight-cylinder displacing 4.0 litres. And compared with an equally powerful turbocharged engine featuring intake manifold fuel injection, the new power unit with High Precision Fuel Injection offers approximately 10 per cent better fuel economy.
Apart from lower weight and a standard of fuel economy by all means favourable in its performance class, the new Twin-Turbo offers yet another quality feature typical of a BMW straight-six: This is outstanding running smoothness and, as a result, precisely the virtue which has made BMW’s six-cylinder inline power units the world standard for refined drive technology. Right from the start, the arrangement of cylinders gives the engine perfect balance and smoothness in terms of free mass forces, avoiding vibrations also at high engine speeds.
A further aspect is that the turbocharged version of the six-cylinder comes with the particularly light camshafts already boasted on the normal-aspiration power unit, double-VANOS variable camshaft adjustment, and an electrically driven coolant pump operating only when and to the extent to which it is actually required.
The turbo “gap” – a thing of the past.
Introducing this revolutionary engine technology, BMW’s engineers have succeeded in once and for all eliminating the previously inherent disadvantages of a turbocharged power unit. Hence, BMW’s new Twin-Turbo six-cylinder is not encumbered by the features so typical of turbocharged engines in general to this day: There is no time-lag before power and torque cut in, and the engine does not have the high fuel consumption so typical of a conventional turbocharged power unit. Particularly the Twin-Turbo arrangement ensures a much more responsive development and build-up of power, two smaller turbochargers each supplying compressed air to three cylinders instead of one large turbocharger serving all six cylinders.
The big advantage of such small turbochargers is their low inertia momentum, even the slightest movement of the gas pedal by the driver’s foot serving to immediately build up superior pressure and power. Clearly, this puts an end once and for all to the turbo “gap” previously so typical of a turbocharged power unit – the time lag required until the turbocharger starts to really boost power.
On the road, therefore, the new Twin-Turbo power unit offers the same muscle as a much larger normal-aspiration engine, the 3.0-litre developing supreme torque of 400 Newton-metres or 295 lb-ft without any noticeable delay consistently throughout the engine speed range from 1,300 to 5,000 rpm.
And even that is not everything, with the engine continuing to rev up smoothly to a speed range of approximately 7,000 rpm. This obviously gives the driver a particularly superior thrill of driving dynamics, allowing him to accelerate quickly and smoothly whenever required, for example when overtaking another vehicle.
Substantial progress in two respects: more power, more efficiency.
To combine a truly thrilling driving experience with a standard of fuel economy appropriate in this day and age, BMW has become the world’s first car maker to develop a straight-six gasoline engine complete with twin turbocharger technology, direct gasoline injection, and an all-aluminium crankcase.
Through their concept alone, the turbochargers already make an important contribution to enhanced fuel economy: With the turbines made of high heat-resistant special steel able to handle temperatures of up to 1,050 °C or 1,900 °F, there is no need for the cooling effect of enhanced fuel supply. The result, particularly under full load, is a significant reduction of fuel consumption on the road.
High Precision Fuel Injection nevertheless performs the key function in this concept for maximum fuel efficiency: The new generation of BMW’s direct gasoline injection power units meets all expectations also in practice in terms of fuel economy, without requiring any compromise in the engine’s dynamic qualities. Indeed, High Precision Fuel Injection allows even more exact dosage of the fuel/air mixture as well as a higher compression ratio – simply ideal for an increase in efficiency and a significant reduction of fuel consumption in practice.
All this is made possible by the central position of the piezo-injector between the valves. In this position the innovative injector opening up to the outside is able to distribute fuel in a conical, particularly consistent spread throughout the combustion chamber.
Developing the new straight-six power unit with twin turbocharger technology and direct fuel injection, BMW is opening up a new chapter for an engine principle actually quite old: Only recently the turbocharged engine celebrated its 100th birthday, turbocharger technology registered for a patent by Swiss engineer Alfred Büchi in November 1905 playing an important role for decades particularly in the enhancement of marine and aircraft engines. It was only much later that cars with turbocharged power units started to come off the production line, the first series model in Europe to boast this technology being the BMW 2002 turbo in 1973.
BMW – the first turbocharged World Champion in the history of Formula 1.
Throughout the history of the turbocharger now going back 100 years, BMW has set milestones in development time and again. As early as in the late ’60s of the former century, BMW became the first manufacturer to use turbocharged engines in touring car racing. And in 1983 a BMW Brabham with Brazilian racing driver Nelson Piquet at the wheel became the first turbocharged racing car to win the Formula 1 World Championship. Even back then, BMW’s engine specialists were able to get far more than 1,000 hp out of an engine displacing only 1.5 litres.
Ultimately, however, the apparently unlimited options in boosting engine power through turbocharger technology led to the decision in the highest realms of motorsport to stop the ongoing escalation of engine power for reasons of safety.
In series production, on the other hand, all turbo concepts used so far have always been seen as uneconomical in terms of their fuel consumption. Indeed, this conflict of interests appeared to be inevitable for a long time, with no solution in sight. So only the most recent developments in engine construction have opened up the door to a new approach BMW is now taking consistently: Twin-Turbo technology in conjunction with High Precision Fuel Injection as the concept for a particularly thrilling manifestation of EfficientDynamics.
The new high-performance power unit ranking right at the top of BMW’s straight-six engine line-up impressively proves the potential of this concept and its most important components. Ensuring superior response and supreme pulling force, the new power unit about to enter series production opens up brand-new dimensions in driving dynamics.
Introducing High Precision Fuel Injection, BMW’s engine development specialists have also prepared for another option in innovative technology. For over and above the benefits of supreme dynamics provided by the engine, the new technology sets the foundation for a lean-burn direct injection concept ensuring significant optimisation of fuel economy also in other performance classes. In this way BMW is once again using its leading competence in engine construction in order to develop modern, up-to-date drive technology and at the same time enhance Sheer Driving Pleasure to a new standard never seen before.
The World’s First Direct Gasoline Injection Power Unit with a Significant Edge in Fuel Economy.
Enhanced driving dynamics, optimum weight reduction, and minimisation of fuel consumption – these are the objectives pursued by BMW’s engine development specialists under the philosophy of EfficientDynamics. And this is why each new generation of engines offers progress in technology the driver will feel directly on the road and the engineer is able to measure just as directly in practice.
Direct gasoline injection has now reached the level of perfection required for use in a BMW straight-six. So introducing High Precision Fuel Injection, BMW is presenting the world’s first second-generation direct injection power unit able to offer significant fuel savings also in everyday use, without making any kind of compromise in terms of power and performance.
Operating with lean-burn direct injection in the straight-six normal-aspiration power unit, this technology serves to cut fuel consumption by another 10 per cent in the EU test cycle compared with the already very efficient power unit featuring fully variable valve drive the new engine is based on. Hence, High Precision Fuel Injection differs significantly from first-generation direct gasoline injection which, for good reason, BMW never used in order to reduce fuel consumption. A further advantage of the new technology is that it retains all of the qualities so typical of the world’s most innovative and technically demanding straight-six – dynamic power and performance, fast-revving engine response, and exemplary running smoothness – without making the slightest compromise.
Developing maximum output of 200 kW/272 hp and peak torque of 315 Newton-metres or 232 lb-ft, the new 3.0-litre with High Precision Fuel Injection outperforms even the most powerful straight-six with the same displacement featured so far in a BMW production car.
Thrilling dynamics, convincing economy.
The newly developed drive unit is conceived as a normal-aspiration engine running in the lean-burn mode. This means extremely economical dosage of gasoline in the fuel air/mixture, with the piezo-injectors positioned directly next to the spark plugs ensuring particularly precise fuel injection without the slightest loss of fuel.
At the same time BMW’s engine development specialists have succeeded in combining this supreme efficiency with equally thrilling performance. The engine, which again is on the verge of reaching production maturity, will thrill the motorist first and foremost through its dynamic performance so typical of BMW – just as the motorist will subsequently be convinced at the filling station by unusually good fuel economy. The bottom line, therefore, is that the first six-cylinder normal-aspiration power unit with direct gasoline injection meets all the requirements of EfficientDynamics in both areas.
It is particularly these benefits when driving and filling up the tank which make the new power unit so superior to the first generation of direct-injection gasoline engines. Because so far the high hopes placed in this technology for a considerable reduction of fuel consumption in everyday motoring have simply not been fulfilled.
Precisely this was why BMW decided to skip the first generation of direct gasoline injection with its inherent disadvantage of being able to save fuel in practice only within a narrow load range at low engine speeds. Recognising this inherent drawback right from the start, BMW’s engine development specialists took on the challenge to develop an alternative solution for minimum fuel consumption. This led to the introduction of BMW’s throttle-free VALVETRONIC engine load management in the year 2001, a new technology which immediately served to significantly reduce fuel consumption on a reliable, consistent and measurable basis. Today VALVETRONIC is featured throughout BMW’s entire model range and has proven its value in more than a million cars.
Innovative piezo-injectors positioned perfectly within the combustion chambers.
VALVETRONIC will continue to play a major role worldwide in six-cylinder power units. But parallel to the introduction of VALVETRONIC, BMW was also working all-out on enhancing direct gasoline injection to a standard appropriate for the great demands made of a BMW car and the BMW brand.
This technology was however only able to offer its real potential through the development of High Precision Fuel Injection: Innovative piezo-injectors supplying fuel into the cylinders at a pressure of 200 bar allow particularly fine dosage of the fuel/air mixture. The newly developed injectors arranged between the valves in the cylinder head are able to cope with the high temperature and pressure loads prevailing in that area, the injector needles responding extremely quickly and consistently to the injection pulses conveyed electronically by the engine control unit. Accordingly, the new piezo-injectors offer perfect qualities and features for an exact supply of fuel and, as a result, for a well-controlled, clean and efficient combustion process.
BMW’s engineers have furthermore succeeded in positioning the injectors directly next to the spark plug, despite the very confined space available. In this position the piezo-nozzles opening to the outside ensure a stable and conical injection jet entering the combustion chamber.
Contrary to fuel injection running along the walls in the past, this new jet-based process allows much faster and, in particular, much more efficient preparation and supply of the fuel/air mixture. The mixture itself is formed in the direct vicinity of the spark plug, thus avoiding the loss of fuel otherwise encountered with the conventional injection of fuel along the walls of the combustion chamber.
The result is a stratified cylinder charge with all its benefits also in the lean- burn mode, various intersecting layers of the fuel/air mixture forming within the combustion chamber.
In this case the share of gasoline in the mixture decreases with a growing distance from the spark plug, the fuel/air mixture being particularly rich and therefore able to ignite only in the direct vicinity of the spark plug. Then, as soon as the fuel/air mixture ignites, the lean layers further away from the spark plug will also burn in a smooth, clean and consistent process.
Economic and powerful all the way to high engine speeds.
Through their particular design and configuration, as well as their optimum position, the injectors ensure high precision in the fuel/air mixture formation process throughout a broad range of operation. This allows the lean-burn mode to be maintained well into higher engine speed and load ranges, which is indeed a significant reason for the greater fuel economy of High Precision Fuel Injection versus first-generation direct gasoline injection.
Another reason for not using first-generation direct gasoline injection in BMW engines was the fact that this technology actually reduced and dampened the power and performance of the engine: With the measures taken to swirl fuel and air via flaps in the intake manifold consuming some of the engine power, such engines introduced with the first generation of direct gasoline injection suffered a significant loss in efficiency and maximum output. But now this problem has been solved, BMW’s new straight-six with High Precision Fuel Injection being able to breathe much more easily and smoothly than conventional engines with direct injection.
High Precision Fuel Injection: writing a new chapter in an outstanding story of success.
The introduction of direct gasoline injection in the straight-six power unit is the result of an integrative strategy of development consistently pursued by BMW. The objective is to retain the existing qualities of a superior engine concept and to further enhance the engine’s fortes through innovations in technology. Hence, the power unit equipped with High Precision Fuel Injection writes a new chapter in the consistent story of development of BMW’s six-cylinder inline power units.
The foundation for this latest development is set by the most demanding engine of its kind in the world in terms of the flow of power, the power-to-weight ratio, and running refinement: BMW’s six-cylinder featuring a composite magnesium/aluminium crankcase. The reduction in weight provided by the use of magnesium as a particularly light material has a very positive effect on both the economy and agility of all cars driven by this power unit. Likewise, the specially developed lightweight camshafts made in a hydroforming process also serve to optimise the weight of the engine. The electrical coolant pump, in turn, is operated as a function of temperature and only runs when really needed, again helping to enhance engine efficiency. Consuming just 200 Watt, the coolant pump requires only a tenth of the drive energy otherwise used to run a conventional pump.
Introducing direct gasoline injection, BMW is taking yet another major step in enhancing the efficiency of its straight-six power unit. Retaining all the features and characteristics so typical of this engine, High Precision Fuel Injection is becoming a new highlight on the six-cylinder. One of the special achievements in engineering is that the new piezo-injectors have been fully integrated without requiring any compromises in the design and configuration of the cylinder head and pistons. The engine thus maintains its original character based on free-revving performance and outstanding running smoothness, despite the optimisation of all-round efficiency.
With maximum output of 200 kW/272 hp and peak torque of 315 Newton-metres or 232 lb-ft, this is also the most powerful version so far of BMW’s 3.0-litre six-cylinder normal-aspiration engine. And on the road, this means two advantages in one: a further increase in engine dynamics and a new dimension in all-round economy.
Clean and intelligent: NOx storage catalysts.
BMW’s new straight-six power unit with High Precision Fuel Injection is being launched initially in the European markets. Then, with sulphur-free fuel becoming increasingly available also elsewhere as the prerequisite for the NOx storage catalyst technology featured in the engine, the new power unit will make its entry step-by-step into other markets.
Yet a further advantage is that European customers will also be able to use their car in countries where sulphur-free fuel is not yet available everywhere. While in such cases the engine will not be able to offer its particular fuel economy in full, since in that case the storage catalyst will require regeneration more often than when running on fuel free of sulphur, there are no objections to running the engine also on fuel containing sulphur, when a European customer travels abroad.
Responsive and Precise: Automatic Transmission Perfect also for the Sporting and Active Driver.
All you do is press the accelerator pedal and your BMW will automatically turn into a truly dynamic performer. Offering a fast response and a far quicker gearshift, the new, thoroughly updated six-speed automatic transmission will also convince the driver with a particular penchant for sporting and active motoring. Quite simply because new torque converter technology gives the transmission a much more direct link to the engine responding immediately to the driver’s commands by shifting down quickly and directly one, two, three or even four gears in the interest of powerful and dynamic acceleration.
Precise choice of the optimum transmission ratio in each case ensures not only a significant improvement of driving dynamics, but also a substantial enhancement of economy compared with a conventional automatic transmission: Depending on the model, the six-speed automatic transmission serves to reduce fuel consumption in the EU cycle by up to 3 per cent on the gasoline engines and up to 6 per cent on the diesel models. And at the same time the new transmission is more compact and lighter than the five-speed automatic transmission used so far, thus contributing to the objective of EfficientDynamics in all areas.
Yet another feature contributing to an even more intense and exhilarating driving experience is a control function so far only available on BMW’s Sequential Manual Gearbox (SMG): Paddles on the steering wheel now allow the driver to intervene manually in the choice of gears at any time also on the new six-speed automatic transmission.
Five years after introduction of the world’s first six-speed automatic transmission in the BMW 7 Series, the premium car maker from Germany is once again setting the standard: Soon all BMW model series will be available with six-speed automatic transmissions, as an attractive alternative to the manual gearbox. And these innovative transmissions will not just be a comfort feature, but will also serve to enhance the car’s driving dynamics, since the six-speed automatic transmission ensures additional Sheer Driving Pleasure through its unique gearshift dynamics alone.
High-performance electric control for a fast response.
The new version of BMW six-speed automatic transmission allows a truly unique, active and sporting style of motoring. The sophisticated electronic control unit permanently monitors the position of the gas pedal, registering the intensity of the pressure exerted by the driver on the gas pedal and determining whether and to what extent the driver wishes to accelerate. Retrieving data on the road speed of the car, engine speed and the steering angle, the control unit also detects current driving conditions at all times, considering furthermore whether the car is driving uphill or downhill.
By taking all these criteria and many others into account, electronic transmission management, together with its high-performance software, is able to determine which gear is the most suitable under current driving conditions to meet the driver’s particular demands.
The driver expresses these demands smoothly, easily and clearly through his foot on the accelerator, the transmission control unit automatically choosing the topmost gear as long as the driver is just cruising along with consistent pressure on the gas pedal. In this case the automatic transmission will never forget to shift up, keeping the car in its most economical gear at all times. But at the same time the automatic transmission is always ready for any change in driving conditions, responding instantaneously and precisely to new demands and requirements, regardless of whether the driver wishes to slowly build up extra speed or whether he obviously wishes to accelerate fast and dynamically.
Direct choice of the optimum gear.
Whether the transmission should shift back and, if so, to what degree, is determined by the electronic control unit applying data provided on load and driving conditions as well as the rate at which the driver presses down the gas pedal. So depending on the overall scenario, the transmission is able to shift down in the same brief instant either “just” one or several gears. All that counts is how fast the driver wishes to accelerate. The harder he presses down the gas pedal, the more dynamically his car will accelerate to the desired speed, choosing the gear required directly and without any transitional phase.
This direct gear finding process, as it is called, gives the automatic transmission its unique precision, without any time-consuming search for the right gear, which the driver would always notice and experience as an unwanted delay. Indeed, the transmission will determine and find the optimum gear ratio instantaneously while the driver is still pressing down the gas pedal, making machine even faster than man.
A mere 100 milliseconds response time.
Responding at such unprecedented speed, BMW’s new six-speed automatic transmission sets new standards, the dynamic gearshift leaving behind not only conventional automatic transmissions, but even the manual gearbox: The new six-speed automatic transmission completes every gearshift process faster than even the vast majority of sporting drivers experienced in shifting gears manually. This is borne out particularly clearly by the extreme demand made by BMW’s development engineers in defining a kick-down signal at a speed of 70 km/h or 50 mph in sixth gear. The requirement even in this case is to ensure maximum acceleration – and precisely that is what the new six-speed automatic transmission provides, responding in just 100 milliseconds to the driver’s commands. At the same time the automatic transmission sends a positive force pulse to the engine, which immediately increases its speed from approximately 1,400 to more than 5,000 rpm while the transmission itself shifts back from sixth to second gear.
The time required for shifting gears is also shortened 50 per cent compared with a conventional transmission, again enabling the car to instantaneously switch over from a smooth cruising mode to fast and dynamic acceleration in less than a second, offering truly impressive shift-down performance quite impossible with any kind of conventional automatic transmission.
The new six-speed automatic transmission therefore responds more quickly than the driver is even able to notice – all he feels is the spontaneous reaction to his commands and wish for dynamic acceleration. And all that remains is a wonderful feeling of satisfaction, with the driver marvelling at the intuitive reaction of the new six-speed automatic transmission to his wish for dynamic performance.
New converter technology with reduced slip
BMW’s new six-speed automatic transmission offers a truly unique experience of dynamic performance not only through its supreme spontaneity and precision, but also through its direct link to the engine. This provides an even more convincing, immediate thrill of engine power ensured by connecting the engine and automatic transmission to one another even more closely and directly than before. Indeed, this applies not only to the networked electronic management, but also to the mechanical link between the two units in the drivetrain: This is the new torque converter technology contributing directly to the supreme feeling of agile performance the driver will experience and enjoy at all times – especially as the new torque converter avoids any unnecessary slip, which would otherwise mean a loss in power, in nearly driving situations.
The converter lock-up clutch is closed immediately after setting off, connecting the six-speed automatic transmission directly to the engine and giving the power transmission the same character and feeling as on a car with a manual gearbox.
Two different technologies serve to avoid the transmission of torsional vibrations, thus setting off and compensating vibration within the engine itself: The gasoline engine models feature a turbine torsion damper harmoniously connecting the engine and the drivetrain, while the diesel engines come with a two-damper converter tailored to the particular characteristics of these power units.
One of the outstanding new qualities of the six-speed automatic transmission, as already described, is the ability to shift down up to four gears without the slightest loss of time. One of the prerequisites for this quality was further improvement of the hydraulic system, with the clutch required in each case being activated directly on the new automatic transmission to avoid any additional time otherwise needed in order to skip a gear. And to provide the computer power required for selecting the optimum driving gear in each case, BMW’s engineers have developed new software particularly demanding and sophisticated in its functions.
Apart from enhancing driving dynamics, all innovations also promote the efficiency of the drive system. A rapid gearshift also when shifting up, direct transition to the gear required, and the converter lock-up clutch operating with virtually no slip ensure far more economical motoring than with a conventional automatic transmission. The reduction of fuel consumption in the EU cycle by 3 per cent on the gasoline engine and 6 per cent on the diesel engine models is therefore by all means realistic also in everyday traffic, depending merely on the driver’s style of motoring. And with its compact dimensions coupled with low weight and a significant weight-saving as the final result, the six-speed automatic transmission meets yet another criterion for EfficientDynamics.
An important new feature for the active driver: gearshift paddles on the steering wheel.
Boasting a wide range of features to enhance the dynamic character of a BMW, the new six-speed automatic transmission becomes even more appealing, offering gearshift and response times even the skilled driver shifting gears manually will hardly be able to outperform. Still, the fact remains that particularly the sporting and ambitious driver will wish to enjoy a manual gearshift at least from time to time – and now BMW is also fulfilling this wish in a truly unusual manner.
The new models featuring BMW’s new automatic transmission come complete with gearshift paddles on the steering wheel, allowing the driver to shift gears sequentially by hand. Compared with the Steptronic gearshift previously offered in conjunction with the automatic transmission for a sequential gearshift by means of the selector lever on the centre console, this new option serves to enhance driving dynamics to an even higher level.
As a result, the driver is able to intervene manually into the gearshift function with greater spontaneity than ever before. Now, he is no longer required to move the selector lever in order to shift gears, but rather just has to push the paddles, showing the automatic transmission that he wishes to shift gears manually. At the touch of a button, therefore, the driver is able to shift up or down within split-seconds.
So far this manual gearshift function reminiscent of Formula 1 was to be found only in models featuring a Sequential Manual Gearbox (SMG), for example the extremely sporting and dynamic BMW M Cars.
2008 ///M3 Sedan. Jerez Black, Black Novillo/Sycamore, ZTP, ZPP, ZCW, iPod, Enhanced Premium Sound, 6 spd.
2008 328Xi ED 9/25/08 (Hers) White, Beige, ZCW, Xenon, Step.
2007 530XIT ED 3/22/07. Mystic Blue, Auburn, 6 spd Manual, ZPP, ZSP, ZCW, Nav, PDC.
2006 325i ED 8/29/05: Retired
Makes me wish that BMW was making an M version of that engine with 400-440 HP and 400 Lbs. of torque rather than the rumoured V8, with 400-440 and 350 Lbs of torque for the new M3(I have one on Order). According to BMW itself why would you want a V8 when the 6 is perfectedly balanced is 150 lbs less and better on gas and has no lag.
It will be interesting to see how BMW justifies the new M3 V8. Who knows maybe they are pulling a fast one on us, and BMW's reference to a range of six cyclinder Turbo's means the next M3 will have a Turbo 6. Unlikely as M says they like High revving low torque motors. But they also said they would only do SMG's and manual's are coming this fall in the M5 and M6.
Other than it doesn't meet the M Philosophy(although there is no reason you couldn't build an 8,000 RPM Twin Turbo Straight Six based on the Current M3 Motor), I think I would actually prefer an M version of the 335 motor. The extra Torque would be nice.
Thoughts? Who would prefer an M3 with a turbo Six over an eight? Although if the M3 has a flat plane V8 that would be pretty special as well.
All those stubborn natural aspiration comments coming out of BMW in years past? Mostly from the M division. I don't think the company as a whole has been quite as opposed to forced induction as some people say - after all, this biturbo engine has been under development for years.
I think you'll find that moving to a V8 will bring some extra torque to the table. Think of a lighter, higher revving S62 (E39 M5 engine). I'd be satisfied with that, I think, even in light of the F/I potential.
No significant quantities of judgment-impairing narcotics were consumed during or before the creation of this message.
I wonder why BMW's making a fuss about this automatic transmission. How "different" will it really be. I'm feeling it'll be the same as the 6AT on BMWs now. I swear 95% of that is just copied and pasted from their press release say, 4 years ago when the 6AT came out on the 7-series.
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