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• BMW Performance 200 at Daytona International Speedway Practi
  Comments: 0 Sat Jan 28, 2012 6:26 am
  

  

  Here are the pre-race results from Daytona.

  Full Timing and Scoring - www.grand-am.com

  Qualifying Times:

  Daytona Prototype Top 3:

  Ryan Dalziel – No. 8 Starworks Motorsport Ford/Riley – 1:41.119 (126.741)
  Max Angelelli – No. 10 SunTrust Corvette DP – 1:41.240 (126.590 mph)
  Scott Dixon – No. 02 Target/TELMEX BMW 1:41.463 (126.312 mph)

  

  GT Top 3:

  Andrew Davis – No. 59 Brumos Racing Porsche GT3 – 1:49.342 (117.210 mph)
  Jeff Segal – No. 69 AIM Autosport/Team FXDD Ferrari 458 Italia Grand Am – 1:49.357 (117.194 mph)
  Andy Lally – No. 44 Magnus Racing Porsche GT3 – 1:49.388 (117.160 mph)

  Grand Sport Top 3:

  Shelby Blackstock – No. 51 Roush Performance Ford Mustang Boss 302 R – 1:57.523 (109.050 mph)
  Jack Roush Jr. – No. 51 Roush Performance Ford Mustang Boss 302 R – 1:57.661 (108.923 mph)
  Joe Foster – No. 55 Multimatic Motorsports Aston Martin Vantage – 1:58.152 (108.470mph)

  Street Tuner Top 3:

  Andy Lally – No. 10 Kinetic/Kia Racing – 2:06.613 (101.221 mph)
  Mark Pombo – No. 12 Kinetic/Kia Racing – 2:07.718 (101.137 mph)
  David Levine – No. 81 BimmerWorld Racing BMW 328i – 2:06.872 (101.015 mph)

  Photographer Halston Pitman
  MotorSportMedia

  

  
  

  

  
  
  Author: Horatiu Boeriu
  Source: http://www.bmwblog.com/2012/01/28/bmw-performance-200-at-daytona-international-speedway-practice-and-qualifying/
  
  
• Exclusive: New information on BMW 7 Series LCI
  Comments: 0 Fri Jan 27, 2012 7:53 pm
  

  

  We have just learned that the facelfited BMW 7 Series will go on sale this July. The F01 and F02 7er LCI models will feature full LED headlights that were redesigned to look sleeker and are smaller in size. The taillights remained unchanged but are slightly darker in color than the current model.

  All 7 Series LCI models will get the signal indications integrated into the side mirrors.

  Further changes occur under the hood. The 750xd will have the same 3 liter tri-turbo diesel engine as seen in the recently unveiled M550d, X5 M50d and X6 M50d. The engine produces 381 horsepower and will be unveiled in Geneva as well.

  

  The U.S. entry-level model, the 740i will change its engine to the N55B30 which produces 320 horsepower. The 750i will now use the N63B44TU powerplant that produces 450 horsepower. The unit will also be available in the 650i Gran Coupe.

  The diesel engines are also being updated. The 730d and 740d models will output 258 and respectively 313 horsepower while providing better fuel consumption. No power upgrades are offered for the top model BMW 760i and its N74 twin-turbo V12.

  Across the range, the 6-speed auto transmission will be replaced by the ZF 8-speed automatic.

  Stay tuned for more exclusive info on upcoming BMW models!

  
  

  

  
  
  Author: Horatiu Boeriu
  Source: http://www.bmwblog.com/2012/01/27/exclusive-new-information-on-bmw-7-series-lci/
  
  
• New BMW M5. Expert dialog with Maximilian Ahm
  Comments: 0 Fri Jan 27, 2012 6:49 pm
  

  

  When did work begin on the development of the BMW M5 and how many kilometres were covered during testing?

  Two to three years must be allowed for testing the development of a BMW M. In some cases predecessor vehicles are used in the first phase, enabling initial engine tests to be carried out, for example. However, this is just a short phase. The fine tuning then involves the latest models. The development departments for engine, electronics, chassis, etc. each have their own test vehicles to enable them to put the latest technology to the test. Approximately 2 million kilometres were covered throughout the world by the new BMW M5 in this way.

  

  How does the engine of the BMW M5 differ from that of the BMW X5 M/X6 M?

  The engine of the BMW M5 has been almost completely redesigned. In essence, the only feature it has in common with the engine of the X5/6 M is the bank angle (90 degrees) and the cylinder spacing. The specification sheet also indicated a higher maximum rotational speed of 7,200 rpm.

  A lot of new features have been added in order to cater for the demands for low fuel consumption and good response: starting from the continuous regulation of the variable valve timing (VALVETRONIC) by means of the optimised cross-bank manifold to the dethrottling on the intake and output side, where we use larger charge-air coolers and turbochargers with more air throughput according to the M-TwinScroll concept. This required a new cylinder head with new valve drive mechanism and high precision injection. VALVETRONIC is combined with direct injection with an eight-cylinder drive – BMW M has done some pioneering work here. This measure also saves fuel. The oil circulation system has been optimised: a wet sump with an additional oil pump, which has already proven itself in the previous engine. Engine and transmission control are also new. The overall package guarantees a responsiveness familiar from earlier M models with no sign of the so-called “turbo lag”.

  

  Why wasn’t the automatic torque converter transmission adapted from the BMW X5 M/X6 M?

  The new V8 engine in the M5 provides maximum performance between 5,750 and 7,000 rpm. In conjunction with the specially tailored M DKG dual-clutch transmission, we use the maximum engine speed of 7,200 rpm as we move up the gears in sporty driving style to ensure that we start off in each new gear with maximum output. This is precisely what we wanted to achieve by increasing the engine speed range. An automatic torque converter is not designed for the required speeds and could not be used for this reason. In addition, only the DKG dual-clutch transmission allows you to change gears without interrupting traction. This is very important for good acceleration times… There are no disadvantages in terms of fuel consumption as this is more dependent on overall transmission ratio rather than the number of gears.

  How do you get a turbocharged engine in a car to reach speeds of up to 7.200 rpm? Until recently this seemed impossible.

  This isn’t so much a question of the speed of the engine or turbo-charger, after all we have already had speeds of up to approx. 14,000 rpm with the BMW Formula 1 engine. The characteristic zone of the charger in terms of pressure and volume has to be adjusted to the gas throughput of the engine. This in turn depends on the displacement, speed and required output characteristics. The principle is as follows: small chargers are good for fast responsiveness and high torque at low engine speeds, while large chargers are good for high maximum output. I think we have achieved the best possible compromise here with the new M5 in terms of responsiveness and power characteristics.

  How does the cooling system work with 10 coolers?

  With an output of 412kW / 560 HP, the new BMW M5 has power to spare and offers excellent driving performance. However, this enormous output creates the same level of combustion heat in all high-performance engines. In the case of the Formula 1 engine, the coolers are housed in an exposed position in the side boxes – a different solution needs to be found in the case of a sports limousine. For the new BMW M5 we have developed a tailor-made cooling package that covers all our requirements to perfection. A total of 10 coolers ensure that the temperature is kept just right, while also supporting the spontaneous response of the V8 engine.

  The principle of direct or indirect charged air cooling applied to turbocharged engines. Air-to-air heat exchangers are used in the case of direct turbocharged cooling, which would have required much longer paths to the front of the car for the charged air with a lot of dead volume in our case. That’s why we use an air-water heat exchanger placed between the compressor and the intake manifold for every turbo charger. The heat generated while compressing the air is fed to three water-air coolers in the front of the car by means of the medium of water. The charge air thus takes the shortest path with a large diameter from the compressor via the charge air cooler directly to the intake channel. This improves the engine response. We have an air-water cooler and a total of three water-air heat exchangers for each cylinder bank: one radiator in the wheel arch to the left and right and one in front of the main heat exchanger. This means that a total of five coolers with their own reservoir and 2 electrically powered water pumps are used to cool the charge air.

  In addition, there is the radiator for the main cooling circuit (high temperature circuit), familiar from every car. In the classic configuration, additional coolers are provided for the engine and gearbox oil and the steering hydraulics. Finally there is the condenser for the air-conditioning system. That makes ten coolers in all.
  The rear axle differential has an aluminium oil tray with cooling fins so that a separate radiator is not required there. A smaller offset in the differential reduces friction and therefore the build-up of heat. Less friction means less fuel consumption here too.

  What role is played by the Efficient Dynamics measures in reducing ECE normal consumption by about 30%?

  Such a reduction in consumption to 9.9 l/100 km in the ECE cycle is achieved through BMW EfficientDynamics measures and an improvement in efficiency. We have already explained how this works with the rear axle differential. In the case of the engine, the variable valve control and dual variable valve timing and the high torque at low engine speed make a significant contribution. On top of this comes the automatic engine start/stop, varioserve power steering pump, volume-regulated engine oil pump, roll-resistance-optimised tyres and brake energy recovery in order to charge the battery when coasting. The entire package helps in achieving consumption targets without compromising on driving pleasure. Another benefit: when consumption is taken together with the larger tank, the vehicle’s range is significantly increased.

  

  Why is an all-wheel drive still not an option with the BMW M5?

  In view of the performance and torque of the BMW M5, this might be considered an option. However, we believe any advantage is outweighed by the disadvantages of the all-wheel drive. More weight due to four driven wheels means higher fuel consumption and a shift in the axial load in the direction of the front axle. However, we are particularly concerned with a balanced distribution of weight for the driving performance typical of the M. We also had to position the engine higher, which would have led to a higher centre of gravity.

  Why wasn’t the fuel tank volume increased to even more, e.g. to 90 litres?
  
  We made the best possible use of the space under the rear seats. That’s why a steel tank is used instead of a plastic one. Steel allowed us to achieve the same rigidity with thinner walls and enabled us to increase the tank volume from 70 to 80 litres. We genuinely fought for every millimetre. After all, safety clearances also have to be met.

  The press folder reads “innovative active M differential for optimising the transfer of power to the back wheels”. What is the innovation in the BMW M5?

  The variable differential lock in the previous model is controlled by the speed differential between the drive wheels. In other words, this is a passive system in which the lock is activated by different wheel speeds. This is now achieved proactively by means of an electric motor with downstream transmission and ball ramp. We use a similar package of discs which is pre-stressed by means of the electric motor. The driver’s preferences are also taken into account, i.e. when the driver accelerates, the system starts to lock, even in response to fast-changing frictional conditions, e.g. on a “patchwork” of snow and asphalt. The system also operates when the car is coasting – the lock is activated when the wheel sensors detect the relevant values. This makes for greater driving stability. A passive system does not react in this case. While a passive system always operates with pre-stress, the active lock can be completely unlocked. One advantage of the reduced friction is the reduction in fuel consumption. When the M differential lock is active, we can still start off on mountain slopes even with a 25 percent incline and extremely variable frictional values (ice/asphalt). When you are on the slope, you find it hard to believe that you will be able to start, but is really does work. This is a better alternative than walking on the ice…

  What is the role played by the tyres in determining the complex chassis regulation systems?

  A large part of the car’s driving performance is determined by the tyres. The force transferred when the car is in a bend, or accelerating or braking passes through the tyres. The same is true of the response from the road. Chassis adjustment and steering are at least equally important. It takes tyres that are precisely tailored to the chassis to achieve the superior driving performance associated with the BMW M5. We develop our cars in close cooperation with the tyre manufacturers and for a particular tyre type. Tyres need to meet very stringent criteria, which is why it is not easy for tyre manufacturers to receive approval from us. I would therefore advise you only to use the tyres we approve.

  Why was it decided to have two M Drive buttons?

  Just one button only allows two adjustment options: the basic setup when starting and the personalised M Drive button configuration. This comprises the setting options for the engine and accelerator pedal characteristic curve, DSC, EDC, M DKG, Servotronic and Head-Up Display. The M5 is now always started in Efficient and Comfort mode, in other words the best setting for fuel consumption and comfort. One M button is now permanently set to Cruise mode, i.e. an automatic setting still applies, although the engine speeds increases and combustion has not yet reached its highest point in the chassis, so that I am still travelling at a reasonable speed. The second alternative is the sporty variant, where I shift gears myself (via the steering wheel paddles or using the gear stick), activating higher damper forces, giving me greater steering forces and making the engine respond even more aggressively. Many customers will probably be happy enough with these three setups. Everybody else will find it easy to adjust the assignment of the two M keys to their needs on the basis of the permanent basic setup.

  How much more output is available in Efficient mode? How do the three modes differ?

  There is no difference in terms of output, however the ratio of accelerator pedal position to power development varies. In “Efficient” the characteristic curve is flatter for a more gentle use of output, while is it much steeper in “Sport plus” for a very spontaneous and direct development of performance. Thus, unlike its predecessor, the BMW M5 always has full power available as and when you need it.

  How has the chassis been altered in comparison with the BMW Series 5?

  The front axle has a more rigid connection to the bodywork. In addition, the track has been widened, when meant that we had to move the wings further apart. We have broadened the support base of the front axle bracket, also reinforcing it with a shear panel – a metal plate screwed onto the front axle bracket at calculated points. This means that the forces are applied to the bodywork over a large area. This increases torsional rigidity, so that the body of the car is subject to even less distortion. In terms of kinematics, the rear axle follows the excellent principle applies in the predecessor model. However, the rear axle support is rigidly connected to the body, i.e. there are no rubber bearings. This results in greater driving precision and good responsiveness. A traction field is used following the same principle as on the front axle. On the rear axle we apply forces that affect the chassis, side skirts and transmission tunnel via a package of struts. In conjunction with the hydraulic rack-and-pinion steering with variable ratio, the drive receives very precise feedback regarding the road and the car’s reaction.

  How high is the maximum lateral acceleration?

  Depending on the road surface and ambient conditions, it can reach levels of up to 1.2 g with our standard tyres. This is not a constant value. Irregularities and unevenness on the road mean that short peaks of up to 1.3 g can be achieved, or perhaps even a little more on the Nürburgring circuit, for example, when the tracking force is briefly increased through compression. Thus, the 1.2 g simply relates to a so-called “standard curve”.

  Which detailed solutions posed the greatest challenges?

  The whole is more than sum of the parts. In view of the enormous performance, the coordination of the regulating systems is a particular challenge. In the final analysis, our customers and their families should be able to discover the versatility of the BMW M5 for themselves, whatever the weather. On the other hand, the BMW M5 should also shine on the race track. Reading the press reports, I’d say we have obviously succeeded.

  [Source: M-Power ]

  
  

  

  
  
  Author: Horatiu Boeriu
  Source: http://www.bmwblog.com/2012/01/27/new-bmw-m5-expert-dialog-with-maximilian-ahm/
  
  
• Tech Talk: BMW ///M Loses Their Spark Plugs & Blows Our Mind
  Comments: 0 Fri Jan 27, 2012 9:08 am
  

  

  It’s been a long time coming, but after years of speculation, hope and fear, BMW’s M division has launched their first Diesel cars/SAVs. As if to apologize for the lack of spark plugs, the marketing gurus have branded these new M Diesels as “M Performance Automobiles.” We’re hard at work trying to determine if this is a cypher with encoded meaning. Here’s what we know about the new M diesels so far, and why they may be slightly sub-branded from the M division.

  A matter of redline.

  The heart of an M car is always its engine. Historically, M cars have had hearts that beat very fast – as in 8,000 + rpm; in the medical community we’d call that ventricular tachycardia. In the BMW community, we call that spinning to heaven. Predominately due to the specific burn rate of diesel fuel, compression-combustion engines (diesels) cannot rev as high as sparked (gasoline) engines. Most diesel engines in the automotive market today rev to a maximum of 4,000 to 4,500 rpm. Above 3,000 rpm, most of these diesels will sound and feel like they are about to spin themselves to oblivion, becoming rash, noisy and a bit unhappy. BMW diesels, however, welcome revs – whatever their redline might be. In the case of the new M diesels, redline is set to a maximum 5,400 rpm. That may not sound very high in the company of high-revving M engines, but trust us: for a diesel, that is stratospherically high.

  

  Consider that modern turbo-gasoline M engines – such as the S63tu engine found in the new F10 M5 – rev to a maximum 7,200 rpm, and this high-revving diesel appears that much more impressive. The new M diesel gives up only 1,800 rpm to the highest revving turbo-gasoline M engine, and produces prodigious power along the way. This diesel, ladies and gentlemen, is an engineering marvel, a technological masterpiece. We will lay down the farm to bet it will win multiple engine of the year awards. This 3.0 liter turbo diesel is a genuine M engine – let’s get that matter out of the way early on in this tech piece.

  One turbo, two turbo. Two turbo, three?

  Did somebody say three turbos? Isn’t that kind of a lot of turbos? Indeed it is, and we don’t mind one bit that there are six scrolls packing air into six cylinders in a row. In fact, we rather like the concept and feel it’s a touch exotic. It’s the V-12 of turbos if you will. Lots of turbos – not cylinders. We haven’t had all of the technical information released to us yet, but from what we know so far, the turbo setup on this new diesel M engine is the most advanced turbo layout M – or any other car company for that matter – has ever produced for a production car.

  

  With three twin-scroll turbos fed by and in-turn charging six cylinders, M have dedicated every cylinder to feed one scroll each. We do not have this detail yet, but we imagine all three turbos are of different sizes, a small turbo to spool up quickly at low rpm and provide instantaneous boost, a medium sized turbo to handle mid-rpm, and a very large turbo to produce maximum boost at high rpm.

  As if this setup was not impressive enough, each turbo features variable-vane geometry (think Porsche 911 Turbo, though BMW Diesels have long featured this technology) and this allows each turbo to more efficiently spin-up and produce maximum boost across the entire rev-range. That word, “exotic” is once again coming to mind.

  Don’t get your fingers near the fuel injectors… not that you would.

  You’ll be too busy driving, of course. And for the health of your fingers, that’s a good thing because the piezo injection pressure of M’s new diesels would take your fingers clean off. Fuel is injected at a staggering – are you ready for this?- 2,200 bar. That’s equivalent to 31,908 psi. That is a mind-blowing figure – I’ve simply never heard of such a thing. The highly precise metering and timing of fuel injection allows for improved power, efficiency and responsiveness – extracting every joule of energy possible from every micro-droplet of diesel fuel.

  

  Add more lightness, please.

  The M engineers have not disappointed in the area of weight, using light-weight materials as much as possible in the engine. For example, the crankcase – which is normally made of heavy-duty steel to withstand the forces at play – is made of aluminum to stave off weight. We do not have final figures on the total wet weight of the engine, but we can’t wait to find out. We expect the engine block and head to also be constructed of aluminum, significantly lightening the engine. A lighter engine will allow for quicker chassis responses and more nimble, agile handling. The lower weight will also add to the balance of the car, ensuring no more than 50% of the weight rests upon the front axles.

  Higher specific-output than the M5(!)

  These figures caused me to do a double take, and then sit back in my chair for a moment with eyes glazed over – in mad fascination. As a reminder, the M5′s S63tu unit measures 4.4 liters in displacement, and produces 560 hp from 5,750 to 7000 rpm and 501 lb-ft of torque from 1,500 to 5,750 rpm. The new 3.0 liter M diesels produce 381 hp from 4,000 to 4,400 rpm and 546 lb-ft of torque from 2,000 to 3,000 rpm. That means a specific output of 127 hp/liter and 114 lb-ft/liter for the M5 and – paint me red and shoot me dead – 127 hp/liter and 182 lb-ft/liter for the M diesel. Theoretically, if the M division increased this Diesel’s displacement to 4.4 liters while keeping the same specific output, it would match the M5′s 560 hp while producing more torque – a gluttonous 801 lb-ft.

  Yes, you read that correctly, the M diesel actually has superior specific output to the M5. Give your head a shake and start clapping – I don’t care where you are right now – seriously start clapping, slow and loud. Your workmates, family, or fellow shoppers will eventually understand when you give them a ride in your new M diesel.

  

  3 tenths off the M5.

  The M550d xDrive sedan will reach 60 mph in only 4.7 seconds, giving up only 3 tenths to the M5. True, various automotive outlets such as Car and Driver have achieved much faster acceleration times for the M5 – as quick as 3.7 seconds to 60 mph. But we’re quoting factory claimed times for both cars, so we expect the M diesel will shave time off of the claimed figure as well.

  All of this with hybrid levels of efficiency?

  The story just keeps getting better. As if the performance alone wasn’t enough reason to put an M diesel in your driveway, the efficiency should seal the deal. When bolted into the F10 5 series chassis, the diesel will manage 6.3 liters/100 km (44.8 mpg) in the EU test cycle. Consider that the Toyota Prius manages 64 mpg while boring you nearly to death and barely getting you there on time, and the M diesels make a compelling case for themselves.

  M Diesel? Bring it on.

  We are tickled pink by the release of the new M diesel engine and we positively cannot wait to interview M engineers to learn more about it. Of course, we are even more excited to drive the new line of M diesels just as M cars were meant to be driven: flat-out and a little bit sideways.

  Four models have launched with the new diesel engine: the M550d xDrive Sedan, M550d xDrive Touring, X5 M50d and X6 M50d. The claimed accelerations times are 4.7, 4.9, 5.4, 5.3 seconds respectively.

  

  Finally we arrive at the question: why label these diesels under a slightly partitioned off sub-brand? It appears that the character and intent of these cars will be unique from the gasoline powered M cars, while putting out similar performance. The fact they were developed in-house by M proves they are indeed proper M cars. But for now it appears M is distancing them slightly from the rest of the lineup while fans and owners around the world warm to the concept of a Diesel M. I don’t know about you, but we’re already hot under the collar.

  Stay tuned for exclusive BMWBLOG coverage of the new M diesels, including a sure-to-be-thrilling first drive review. It’s time for more clapping… slow and loud friends…
  

  
  

  

  
  
  Author: Shawn Molnar
  Source: http://www.bmwblog.com/2012/01/27/tech-talk-bmw-m-loses-spark-plugs-blows-our-minds/
  
  
• Video: BMW Design – It Starts with a Sketch
  Comments: 0 Fri Jan 27, 2012 4:02 am
  

  

  DrivesTv.com brings us an exciting video of BMW design and its talented designers. At the Detroit Auto Show, Jim Perry of DrivesTV sat down with Adrian Van Hooydonk, BMW Chief Designer, Karim Habib, Head of Exterior Design and Christoper Weil, 3 Series Exterior Designer.

  The outcome? Live car sketching and some deep insight into how car designers thin and how sketches lead to the actual design.

  To learn more about BMW design language, see also our interview with Adrian Van Hooydonk by our own editor Shawn Molnar.

  

  

  
  

  

  
  
  Author: Horatiu Boeriu
  Source: http://www.bmwblog.com/2012/01/27/video-bmw-design-it-starts-with-a-sketch/
  
  
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