In 2010, BMW was hit with class action suit on the N54 turbo engine for defective High Pressure Fuel Pumps and turbo chargers. We have first covered the BMW N54 fuel pump issues in early 2008 and the article has been the most commented story we have every published here at BMWBLOG, with over 400 people presenting their concerns, suggestions and feedback.

BMW announced at the time that it will extend the emissions warranty coverage period to 10 years or 120,000 miles, whichever comes first, on affected vehicles in all 50 States. If the HPFP fails during the extended warranty coverage period, BMW will replace it with a newer-production version.

Other issues with the N54 engine were wastegate rattles, and in a new bulletin issues to dealerships, BMWNA says it will extended the warranty to 8 Years/82,000 Miles.

Here are more information below:

MODEL
E60, E61 (MY 2008, 2009, 2010): 535i including xDrive
E71 (MY 2008, 2009, 2010): X6 xDrive35i
E82, E88 (MY 2008, 2009, 2010): 135i
E89 (MY 2009, 2010): E89 – Z4 sDrive35i
E90, E92, E93 (MY 2007, 2008, 2009, 2010): 335i including xDrive

INFORMATION

All issues relating to the last-minute appeal have been resolved and the new effective date of the settlement is July 11, 2012. The court-approved settlement provides the following relief to the Settlement Class Members’ vehicles listed above.

SITUATION

BMW NA has agreed to extend, to a total of 8 years or 82,000 miles, whichever comes first, the emissions warranties covering the Settlement Class Members’ vehicles for any failure of a turbocharger caused by a defect in a turbocharger wastegate. The terms of the original New Vehicle/SAV Limited Warranty and applicable emissions warranty still apply. BMW NA will not provide warranty coverage to any Settlement Class Member’s vehicle containing modifications or alterations to the turbocharger or its wastegates (software, hardware or otherwise), or evidencing other conditions not normally covered under the original New Vehicle/SAV Limited Warranty or applicable emissions warranty.

Modifications excluded from warranty coverage include any aftermarket parts that affect the turbocharger system, or if there are other conditions that would normally exclude it from warranty coverage.

WARRANTY INFORMATION

The emissions warranty for the turbocharger wastegates has been extended to 8 years or 82,000 miles, whichever one occurs first, for a failure of a turbocharger caused by a defect in a turbocharger wastegate that does not otherwise fall within exclusion to coverage under the warranty. Any applicable TeileClearing or Diagcode requirements still apply.

The turbocharger wastegates’ 8 year/82,000 miles warranty supersedes any applicable coverage provided under the BMW Certified Pre-Owned program or any BMW Group Vehicle Service Contract in effect. This component’s warranty extension applies to the above-listed models only. It is applicable to eligible vehicles which are registered and operated in all 50 states. The existing warranty coverage for all other parts has not changed.

BMW is informing all eligible Settlement Class Members of their extended turbocharger wastegates warranty.

The article N54 Engine warranty extended to 8 Years/82,000 Miles (Wastegates Only) appeared first on BMW BLOG

California-based tuner EuropeanAutoSource hosted a Dyno Day this past Saturday where 22 BMWs showed up throughout the day to put their engines to the test on their Dynoject 224xLC. The day started at 8:00 with the temperature already in the low 80′s, and ended at about 5:30 in the high 90′s!

“Regardless of the California heat, the cars performed well and everyone seemed to enjoy the show, food and the friendly competition,” said Tom of EAS.

Most of the cars that showed up were M3s, but to everyone’s surprise, a new F13 M6 Coupe made an appearance as well.

The winner was Zach with his ESS VT2-600 supercharged matte black E92 M3 rated at 562hp.

Here is a photo gallery from the event along with the Dyno Day Results:

The article EuropeanAutoSource Dyno Day Results & Photos appeared first on BMW BLOG

The New BMW Group Efficient Dynamics engine family – technologies powering the future, new engine family with 1.5 litre BMW TwinPower Turbo engine.

Since the spring of 2007, the BMW Group has had the most comprehensive concept for the consistent reduction of fuel consumption and emissions at its disposal – the Efficient Dynamics development strategy. Efficient Dynamics is an integral part of all areas of vehicle development and is a guiding principle. This includes fuel-efficient petrol and diesel engines, transmissions delivering a particularly high level of efficiency, ancillary equipment controlled on an “as needed” basis, intelligent lightweight engineering and sophisticated aerodynamics, as well as the continuing development of the BMW ActiveHybrid technology and innovative concepts for electromobility.

As a technology of the future, the BMW Group is relentlessly driving forward the electrification of its vehicles, and yet still sees great potential for conventional engines. Therefore, in the medium term, the internal combustion engine will remain the BMW Group’s underlying technology and will thus power both existing and future series of volume production vehicles as the standard drive unit. Today, the BMW Group already has at its disposal a high-tech concept in the form of TwinPower Turbo technology. Building upon this, the BMW Group developed a completely new family of engines, to even more effectively take advantage of this approach and to create an unprecedented degree of commonality. The market launch of further advanced drive units will take place the coming year. The first member of this new generation of internal combustion engines will be an advanced three-cylinder unit.

BMW TwinPower Turbo technology.

BMW TwinPower Turbo technology, which today is already fitted to many petrol and diesel engines and which in the course of time will be available for all new engines, occupies a key position in the on-going endeavour to reduce both consumption and emissions. The term “TwinPower” designates the compelling combination of variable load control on the one hand and the latest fuel injection technology on the other. The intelligent, regulating technology modules include the (double) Vanos infinitely variable camshaft control system, the VALVETRONIC variable valve timing system and the variable turbine geometry of the diesel turbochargers. These are complemented by the High Precision Injection direct fuel injection system for petrol engines and the Common Rail direct injection system for diesel units. The third element of this high technology concept consists of turbo-charging. This allows a BMW TwinPower Turbo engine to be charged with a single turbocharger, dual turbochargers, a twin scroll turbocharger or with a triple turbo unit. An essential feature of these engines however, is the VALVETRONIC throttle-free load control system, which sets BMW TwinPower Turbo technology conspicuously ahead of its competitors. Unlike a conventional load control system using a throttle valve, VALVETRONIC responds to the driver’s power requirement by varying the valve lift, which results in systemic efficiency gains.

VALVETRONIC: fully variable valve lift on the intake side.

VALVETRONIC, the variable valve control system, is an innovative technology for the throttle-free load control of petrol engines, which the BMW Group has deployed to great advantage since 2001. This system, available exclusively from BMW, has been continuously improved and represents the perfect solution for the engine modules of the future. The latest generation of the VALVETRONIC system employs a high-precision mechanism with an eccentric shaft to vary the valve lift on the intake side. Since the change in valve lift is infinitely variable, the usual throttle valve can be dispensed with during normal operation of the engine. The result: because the regulation of the required air mass takes place within the engine itself, the throttle losses in the charge cycle and thus the consumption can be reduced to a minimum. The engine is now more responsive, since in contrast to engines with conventional load control, throttle-free operation ensures that ambient pressure is nearly always present at the intake valves and thus the time necessary for filling the intake manifold with fresh air is eliminated when the driver needs more power quickly.

A proven concept with a great future: don’t switch it off – dim it.

In stark contrast to other approaches, the VALVETRONIC system delivers gains in efficiency, including improved engine response and better engine torque development over the entire rpm range of the engine. The throttle-free load control system works like a dimmer, affecting all cylinders equally; the engine continues to run smoothly and its acoustic properties remain unchanged, something which cannot be said of cylinder deactivation. “Dimming instead of switching off” results in minimum fuel consumption and emission levels, while maximum dynamics, matchless comfort and sophisticated power delivery are achieved. In addition, this proprietary
BMW technology can be used in engines of different sizes and power. In a nutshell, these new engine modules put the BMW Group in a position to configure engines of an optimal size, providing an ideal solution for each individual application.

The new family of engines with the 1.5 litre BMW TwinPower Turbo power unit.

Since BMW TwinPower Turbo technology can be integrated into engines of all capacities and any number of cylinders, it is the ideal system for the future Efficient Dynamics family of engines. One of the first members is a 1.5 litre BMW TwinPower Turbo engine. This compact in-line engine possesses all of the renowned characteristics which unite all BMW power units and is distinguished by a high degree of dynamism and efficiency. The characteristics typical of a three-cylinder engine are also much in evidence – high-revving characteristics, spontaneous responsiveness and a dynamic, sporty sound.

Excellent consumption figures thanks to lightweight, compact, low-friction design.

The 1.5 litre BMW TwinPower Turbo engine enjoys significantly reduced fuel consumption by virtue of its low internal friction. Due to the long ignition intervals, the charge cycle can be particularly well adapted to suit the needs of the driver, providing a high “low end torque”, as well as a rapid response. To this end, the new three-cylinder uses the latest generation of the High Precision Injection direct fuel injection system and the VALVETRONIC variable valve control system.

The “half of a six cylinder” runs remarkably smoothly.

The vibration characteristics are every bit as impressive as the unit’s lightweight and compact dimensions. In this respect, the three-cylinder engine shares a number of common features with the six-cylinder in-line engines – neither of them generates free inertial forces nor free moments of inertia. The three-cylinder engine is also free of first and second order inertial forces and the roll torque, which is very small compared to the six-cylinder engine, is completely eliminated by the use of a balance shaft. Thanks to its torsional vibration damper, which works on the principle of a centrifugal pendulum, the engine behaves immaculately even at low rpm, providing an extremely comfortable ride.

The three-cylinder sound – emotional and dynamic.

In addition to the high-revving characteristics and gratifying responsiveness, the emotional sound of the engine also makes an important contribution to the driving experience. Because the frequency of the sound of a three-cylinder engine increases 50 percent faster than that of a four-cylinder, the engine is perceived as being extremely vivacious and sporty.
The new family of engines in detail.

The forward-looking engine strategy of the BMW Group is the driving force behind lowering fuel consumption and CO2 emissions. Today, BMW TwinPower Turbo technology is used in petrol and diesel engines of various powers and capacities. With the introduction of the new Efficient Dynamics family of engines, this technology becomes the common characteristic of both types of engine, with three, four and six cylinders. Through the targeted development of additional components that can be used both for petrol and for diesel units, the BMW Group is steadily increasing the number of identical components within the family even further. In this way technical solutions in both current and future versions can be used on all of the engines, regardless of the number of cylinders, combustion method and power.

The BMW engine module system maximises synergies.

The basis of the new family of engines is a common design principle for in-line units. The basic engine is made up of optimized cylinder modules with capacities of 500 cc each, developed to the pinnacle of thermodynamic efficiency for use in a passenger vehicle. Consequently the new three-cylinder engine has a capacity of 1.5 litres, the four-cylinder unit is 2.0 litres and the six-cylinder is 3.0 litres. The power developed in each cylinder is between 30 and 55 kW (at 60 – 80 Nm) in the case of the petrol engine, while the diesel develops between 20 and 45 kW (at 75 – 110 Nm).
High degree of commonality between petrol and diesel engines.

The structural similarities between the petrol and diesel engines include the distance between cylinders, the aluminium crankcase, the balance shaft design, the arrangement of the timing chain, the layout of the cylinder head bolts and the high-quality coating on the cylinder bore surfaces. Overall, the number of identical parts used in engines powered by the same type of fuel climbs to 60 percent, while the level of structural similarities between petrol and diesel engines is around 40%. Even more benefits are provided by standardised interfaces. In addition to the identical engine mounting points, these are primarily the interfaces to the cooling circuit, the intake and exhaust manifolds and the heating and air conditioning systems. Compared to current models, the number of possible combinations in these areas has decreased by about half. Finally, all of the power units have the same “cold” intake and “hot” exhaust sides. This is why the three and four-cylinder engines in this new family are eminently suited to both longitudinal and transverse mounting in future BMW and MINI models.

Decisive development, flexible manufacturing, premium quality.

With the new modular engine, the BMW Group will in future be able to build three, four and six-cylinder power units delivering different levels of performance, each perfectly matched to its respective vehicle. This results in larger volumes, leading to significant savings in both development and production. In addition, the high degree of commonality facilitates the development of additional engine versions, which can then be realised economically at short notice, even in relatively small numbers. For the first time, petrol and diesel engines belonging to this new range can be manufactured together, at the same time, in the BMW Group’s engine production facilities. In this way, even short-term fluctuations in demand or new market developments can be addressed flexibly, with great success.

The future is here.

The architecture for the new series of models and new engines has already been defined. With the BMW Group’s new Efficient Dynamics family of engines, it is also possible to provide for a wealth of new models of automobile in the coming years. Because theoretically, the new family of engines could provide ten ultramodern petrol and diesel engines with three, four or six cylinders, for vehicles with both longitudinal and transverse engine positions.

[Source: BMW]

The article BMW unveils new 3-cylinder 1.5 liter diesel and petrol engines appeared first on BMW BLOG

BMW is looking to bring three-cylinder engines in the United States. According to Automotive News, and somewhat not surprising, the new highly efficient three-cylinder banger will be offered in the next generation MINI that comes to the U.S. sometimes in 2014. Just as we reported last month, the 1.5 liter engine will also make its way in the 2014 BMW i8.

“Hybrids with a three-cylinder engine are coming rapidly,” said Ian Robertson, BMW AG board member for sales and marketing, at the Paris auto show for Automotive News.

Furthermore, Robertson said that customers don’t necessary want to “know the ins and outs” of their engine, “but they want performance.” A vision we share as well, especially at these times when many customers are simply buying the car based on performance numbers and fuel consumption indicators.

The “Baby-Six,” a 1.5 liter three-cylinder turbocharged engine, is built on the 500cc per cylinder architecture. The compact engine has the same genes as the award-winning 3.0 liter six-cylinder unit, but with its own personality. “The 3-cylinder has its own character and sounds, doesn’t make you think it’s a 3-cylinder engine, ” Dr. Bernardo Lopez Alvaredo, Powertrain, Head of Function Operation Evaluation, BMW AG told BMWBLOG.

In Europe, the entry-level engine will be used for both hybrids and front-wheel drive vehicles, but the possibility of a rear-wheel drive vehicle powered by the same engine remains on the table. Dr. Lopez said that essentially, any BMW up to 1,300 kilograms is a candidate for the small engine.

The power unit is estimated to produce around 120-220 hp.

The article Report: BMW bringing 3-cylinder engines in the U.S. appeared first on BMW BLOG

Fisker Atlantic made its debut last week at the 2012 New York Auto Show, but production plans are yet to be finalized. Despite the uncertainty around the launch date, the company is moving forward with its plans and signed an agreement with BMW that gives them access to the new N20 4-cylinder 2.0 liter turbocharge engine.

The electric coupe will use the second-generation EVer (Electric Vehicle with extended range) powertrain coupled with the BMW turbo engine. At launch time, the Atlantic model is expected to be priced around $55,000, positioning it somewhere in line with the Audi A5 or BMW 335i.

Fisker Atlantic resembles the more expensive Karma model, but with redesigned grille and headlights, and a wider trunk opening that splits LED tail lamps.

The automaker is about $150 million short of the cash it needs to build the Atlantic, but the company relies on loans from the Department of Energy which will allow to kick-off the production lines in Delaware.

BMW introduced the N20 engine last year at the Geneva Motor Show. The new 2.0 liter engine combines highpressure direct-injection and BMW’s VALVETRONIC intake control. The turbocharger is a twin-scroll system. The exhaust streams leaving the two pairs of cylinders are kept completely separate as they flow through the exhaust manifold and the turbocharger.

The engine produces 240 horsepower between 5,000 and 6,500 and 260 lb-ft of torque, and it currently powers the 328i, 528i and Z4 sDrive28i models in the United States.

[Source: Automotive News via Autoblog]

The article Confirmed: Fisker Atlantic powered by BMW’s 4-cylinder turbo engine appeared first on BMW BLOG

For owners of automotive collectors’ items bearing the BMW logo, BMW Group Classic is the first port of call in the search for replacement parts. The current range on offer through its affiliated BMW Classic Center comprises some 40,000 components and is steadily expanding. The most recent addition to the catalogue is an authentically reproduced gearbox for the classic BMW 328 sports car.

Manufactured between 1936 and 1940, this model ranked as a dream sports car in its day and, with a total run of just 464 units, became a coveted rarity even during its production years. It is not known how many of these models have survived, but based on their appearances at classic events one may assume a substantial number are still around today. Owners of this open-top vintage sports car share the earnest desire of many classic enthusiasts to possess a car that is as original as possible and in the best possible condition. It’s a wish come true thanks to the remanufacture of the original Hurth gearbox, a component that was sorely missed for decades but can now be purchased once again.

Complete original gearboxes were previously unavailable for the BMW 328. Frequently synchro gearboxes from other manufacturers were used instead, although they differed from the Hurth gearbox in key details, particularly regarding their configuration – they did not share the original pattern of non-synchronized first and second gear and gears three and four with cone synchronization. A partnership between BMW Group Classic and automotive supplier ZF Friedrichshafen AG has now come up with a solution. Indeed, for the specialists based on Lake Constance in southwest Germany there was a historic precedent for this collaboration: in the 1990s ZF took over a company division of the original gearbox suppliers Hurth.

And so the experts from BMW Group Classic and ZF have followed in the footsteps of their historic predecessors in several ways. Together they completed the most complex project to date in the field of component remanufacturing for classic BMW automobiles. Providing guidance for the authentic new edition of the gearbox were original transmissions from vehicles in the BMW Group Classic collection and contemporary construction drawings held in Eisenach’s city archives. As the original gearbox had been repeatedly modified, a number of variants and construction plans had to be analyzed and compared. Barring a few details such as optimized materials used in current production and a reinforced bearing for the second gear, the “new-old” gearbox now fully complies with the factory status in the later production period of the BMW 328.

The entire development and production process was carried out in close consultation with the FIA (International Automobile Federation) and FIVA, the international body representing classic vehicle clubs, both of whom confirmed the authenticity of the gearbox. The sanction of these institutions is important especially for gaining entry to official events. The first prototypes of the new-old gearbox already demonstrated their reliability in the 2012 Mille Miglia, the world’s best-known classic car race.

A production run of 55 units of this faithfully reproduced component is now on offer to owners of a BMW 328 who might be seeking such a replacement. Sales of the replica gearboxes, which are manufactured by ZF, are available exclusively through the BMW Classic Center. Overall, this project sustainably corroborates the BMW Group Classic claim that original core components can and should be used in classic automobiles. For fans of historic vehicles, the BMW Classic Center offers a comprehensive range of products and services, from spare parts all the way to full restoration. Through the remanufacture of close-to-original components – for the legendary BMW 328 as well as numerous other models – vital work will continue to be done in the future to preserve such automotive rarities

The article BMW Classic offers faithful replica of the BMW 328 gearbox appeared first on BMW BLOG

The day started at about 3AM with a quick trip to the gas station, the ATM and, of course, a pit stop at the 24-hour Starbucks located off of SR-210. My destination was clear: south Miami but getting there would prove to be a chore as Google Maps was kind enough to inform me that I was just over 5 hours 27 minutes from my intended destination – at the current, 3AM traffic. I knew I had to make it before 9AM  but I knew I’d need to make my destination sooner rather than later to avoid the inevitable grind of Friday morning Miami traffic lest I be late to my appointment.

My appointment was a special one, too. I was headed to the renowned BMW tuner Active Autowerke based in Miami with a singular goal: could they help me create an E91 330i Touring – a car that was never brought to the United States market? Thanks to a bit of a loophole for the E9X 3 Series naturally-aspirated engines there was a method by which to build up the engine to 330i levels of performance and Active had the key to unlocking that potential. 

For those that don’t know – in 2005, BMW launched the MY2006 325i and 330i for the North American market as its introduction to the E90 chassis, both of which came equipped with the then-new 3.0 liter inline six, magnesium block N52 engine – with it bringing the variable valve system Valvetronic to the 3 Series line for the first time. Interestingly, to step up  the performance of the 330i over the 325i, the 330i came with a three stage intake manifold which allowed for the airflow into the engine to be varied across the rev band thus allowing power to be optimized in the midrange and top end of the revs. The 325i came with only a single stage intake manifold hence a 40HP power deficit from the 330i at the crank. For MY2007 – the twin turbocharged 335i replaced the naturally aspirated 330i while the base 3 Series stayed with its single stage intake manifold – albeit with a slight bump of 15 German ponies taking total output to 230HP under a 328i badge.

Not long after the release of the E90, some enterprising BMW enthusiasts determined that, aside from the intake manifold and some programming in the ECU, a 325i/328i could accept the three stage intake manifold of the 330i and potentially recognize similar engine output. Over the next few months and years, a handful of people attempted the the upgrade, many succeeding but finding that without the software to utilize the uprated manifold, the results were minimal – short of the non-direct injection 330i. Soon, tuners stepped in offering to flash ECU’s to allow drivers to access the potential of the manifolds thereby achieving large horsepower gains. One such tuner that came to the forefront of this modification was Active Autowerke with their ECU flashes that improved output of the standard N52 engine or a tune that would “activate” the three stage intake manifold.

Interestingly, when I purchased my 2007 328i Touring from my buddy, the car already came with the Active Autowerke Stage I tune which provided an incremental horsepower and torque gain while improving throttle response. That was all well and good, but the wagon had the tune done prior to the addition of the larger volume European 330i airbox and BMW Performance exhaust much less the infamous three stage manifold. After much hand wringing over what power might be available and at what price, I managed to procure, rather cheaply, a three stage intake manifold off of a late model Z4 3.0Si( you can also buy brand new parts from Tischer BMW as a full kit here – otherwise your best bet is to try and find the parts via car part recycling sites). Soon after getting my hands on the key parts(including new hoses as the existing ones tend to become fragile over time) an appointment was made with Active Autowerke to both install and optimize the tune on the engine – a first for Active to both install but then work with a car on the dyno to extract the most out of the modification. Appointment set, I was one week away from having a 330i Touring.

After a venti coffee, another tank of gas and probably $10 in tolls from the Florida Turnpike, I found myself parked, 30 minutes earlier than I planned out front of Active’s office; jittery from too much coffee yet excited at the prospect that the N52 three stage intake mod could really work. Once inside the gate and settled I was able to speak to Viral about what the process would be for the day followed by a conversation with Rob Hugh – one of a team of brothers that have owned Active Autowerke since its inception in 1981 and definitely a hardcore family of BMW lovers. Rob and his brothers had me squared away before I’d even arrived by letting one of their techs, Arturo, work on my wagon for the entire day to get both the requisite parts installed and the tune completed.

Soon-to-be-330i wagon rests on the dyno

After a handful of dyno runs to kick off the day and check the baseline for the car the ECU was pulled and the Stage I N52 tune was reinstalled and run again – reflecting the uptick in power and better optimized with the larger airbox and better-breathing exhaust. While the power was showing on Active’s Mustang dyno at the top end of the engine something else reared its head. At around 5,500 RPM the engine was dumping in fuel, in other words, running very rich and resulted in a very low air-fuel ratio causing the power to fall away sharply – not entirely unexpected as the N52 330i is known to run a bit rich. It turned out the cats were reading too hot and the car was overriding its tune to counter what it perceived as overheating cats. The reality was, that running on a dyno, a car never has quite the same airflow as a car would in motion. While we all knew it was likely just a result of the dyno Rob’s brother and Active’s BMW ECU jedi, Karl, carefully studied the multiple dyno runs to assess ways of bolstering the AF ratio.

After a few revisions that improved the results – it was time for the manifold to be installed and Arturo went to work dismantling the upper portion of the engine to access the soon-to-be-replaced intake. Interestingly, it was amazing how much of the engine had to come out – the strut brace, the airbox and it’s piping, the engine cover – so much was removed just to grant access to the small nook just to the right of the venerable inline sixes’ cylinders. After a few hours of working to get the intake out, fit the piping and refitting all of the parts Arturo slipped behind the wheel, thumbed the Start button and with a snort from the exhaust the wagon came back – full of life and with a sharper throttle to boot.

The aptly named Active Autowerke Blitzkrieg

During the early afternoon, to introduce me to some of Active’s more powerful projects, Rob took me out in a very special car, Active Autowerke’s own E92 M3-based Blitzkrieg. The Blitzkrieg, named via a fan poll and fitting for what it can do – is a DCT-equipped M3, fitted with the latest Active Autowerke supercharger, meth kit and Active exhaust system rewarding those with a prodigious right foot with over 700HP on tap. Rob took me on a relatively short ride in the Blitzkrieg but in just a quick jet ’round the block, at full throttle the custom M3 felt as though it was melting time. The good news was Active equipped the Blitzkrieg with massive 12 piston calipers upfront bringing the coupe to a halt as fast as it was to 60 miles per hour. I couldn’t help but just laugh like a little kid the entire time at the unfiltered insanity that is the Blitzkrieg – it goes and stops so fast, sounds like a tornado under acceleration and will redefine what you think fast is. By comparison – I was hoping to see gains of 40 to 50HP from my E91 while Active managed to churn another 300HP+ from an M3 – impressive to say the least.

As the warm, orange sun began to set just outside of the garage doors and many of the remaining Active employees huddled around a recently finished customer M3, sleeves were being rolled up by Karl and his guys to see what could gains could be extracted from the engine after a handful of dyno runs power gains were being seen from approximately 2,500RPM onward but in a fairly lumpy manner and the issue of the engine running rich at the top end had reared its ugly head again. Throughout the day, I paced around like an expectant father in a waiting room with M3’s, Z8’s and various other Bimmers as my company, nervous that the tune wouldn’t take. Each time I was caught pacing, Rob or Arturo or Karl would confidently reassure me everything was on track and we’d get the power figures as hoped for.

Karl studies the results of a dyno run

Sure enough, after a few more dyno runs and some tweaking to the ECU’s tune, the power was there – Active had achieved, at a minimum, the stock 255HP output with massive gains over the stock 328i in the midrange where the DISA actuators within the intake could really flex their muscle. By this time it was nearly 8PM, I had been awake for over 17 hours and living out of a dyno-mounted BMW wagon and Active’s lobby – I was eager to get it off of the dyno and see what the car felt like. Karl and Rob’s dedication to seeing this through hadn’t wavered, though. What would end up being the final tune and last few dynos would show that Karl found the right tune – lighting in a bottle, if you will, and the air fuel ratio was registering acceptable levels.

Arturo installing the three stage intake manifold

The result? Nearly 25HP picked up to the wheels at just over 5,000RPM – with correction the 328i was now pumping out somewhere in the range of 260HP to 270HP. Stacking the results up against previous dyno runs from a stock and tuned 330i and my E91 fell right above the stock 330i and right below the tuned equivalent. Active Autowerke had accomplished what many had speculated – yes, a 325i/328i can be converted to a 330i with the same or even slightly better output, improved throttle response and a much more potent rev range.

After swapping on a pair of rear Michelin Pilot Super Sports – the wagon came off the dyno, was test driven by Arturo and handed back to me. I pulled out of Active’s garage just after 9PM, exhausted but happy and more than impressed that Active kept much of their team on-hand hours after normal close to help finish the tune and get the results they knew where locked away in the N52B30.

Leaving Miami and heading northwest to the 61st 12 Hours of Sebring I was quite pleased with the idea that this could be the only 330i wagon in the United States (or one of very few) and the entire project was completed using OEM BMW parts. The feeling of the car was not night and day, though. Karl mentioned that, as part of the tune, all adaptations learned by the car from me and the previous owners would be wiped out and that it would take a few miles before the wagon “re-learned” my driving style. To be honest, at 9:30 at night driving the US-27 to Sebring wasn’t the place to push the boundaries of my newly minted engine – I was exhausted and still had another 3 hours of snaking across back roads and tiny, Central Florida towns before I’d be at the front gate of Sebring.

My break-in would have to wait - but thankfully only 3 days.

Sunday morning after a headache-inducing weekend of sun, beer, and being carted around Sebring shooting photos, I pulled my dust-laden wagon out of the BMW CCA corral to begin another 3 hour road trip back to Jacksonville. On the ride back, I’d kept in the back of my mind what Karl said about the car needing to re-acclimate itself. Sure enough, just a few miles headed North on US-27 and I noticed a distinct punch in the midrange that previously had not existed, at 3,000 RPM onward the car would surge forward when the transmission was set to Sport or Manual. Passing power vastly improved, Active Autowerke managed to smooth out the power curve to the point that the car surged forward compared to lurching across the rev band from flat spots in power – I indeed had a 330i wagon.

Active Autowerke successfully built a U.S. spec 330i Touring via the three stage intake manifold and revised ECU.

1,000 miles in and the car feels just as good as that day after Sebring. Throttle and transmission response feels better, the whole of the powerband feels notably more usable than a standard 328i but with the same fuel economy. While it’s no doubt that a non-optimized Active Autowerke Stage 2 tune paired with the three stage intake manifold will churn more power and torque I have to recommend having Active optimize the tune for any other bolt-on gear you might have similar to the better-breathing airbox and exhaust I had equipped during the tuning process. However, for those who cannot make the jump down to Miami, Active does offer a mail-in service in which the ECU can be shipped down to Miami, flashed, and mailed back in matter of a few days to be dropped into cars with the three stage manifold.

End result? A 330i Wagon

All in all – I came away very impressed with the quality of Active Autowerke’s work and the results achieved. I admittedly went into it with an air of pessimism having seen those without optimized tunes or no software upgrades not achieving the desired results. However, I stand corrected and happily so.

If you have an E9X 328i – go do this mod if you want more enjoyment out of your car – you won’t regret a more fun, usable car.

A special thanks goes out to Rob, Karl, Mike, Arturo, Viral and the entire Active Autowerke team for helping my E91 Touring achieve its full potential!

The article My BMW 330i Wagon and the Infamous Three Stage Intake Manifold appeared first on BMW BLOG

The BMW Group has extended its run of success in the International Engine of the Year Awards by recording two more class wins. The company’s latest distinctions in the globally renowned competition came courtesy of two drive units which bring sporty performance characteristics to current BMW and MINI vehicles in particularly efficient style.

In a repeat of last year, the 2.0-litre four-cylinder engine with BMW TwinPower Turbo technology fitted in models including the BMW 1 Series, BMW 3 Series and BMW 5 Series finished top of its displacement category. And the 1.6-litre four-cylinder MINI TwinPower Turbo engine from the MINI Cooper S went one better, celebrating its third class win in a row. The Engine of the Year Awards were presented on 5 June 2013 at the Engine Expo fair in Stuttgart.

Instantaneous power delivery and a level of efficiency unmatched by any rival were the cornerstones of the BMW Group’s successful showing in the Engine of the Year Awards. The winners in each category and overall are decided by an international jury, made up this year of 84 motoring journalists from 35 countries. The company’s success in two categories of the International Engine of the Year Awards represents further evidence of its globally recognised development expertise in the area of drive system technology. Since 1999, the BMW Group has racked up over 60 class and overall wins in the competition.

BMW TwinPower Turbo technology once again provided the key to success in the 1.8 – 2.0-litre displacement class. In the winning BMW four-cylinder engine this package of technology comprises a twin-scroll turbocharger, High Precision Direct Injection and BMW Valvetronic fully variable valve control. The 180 kW/245 hp version of the engine is used to power the BMW 328i, BMW 528i, BMW Z4 sDrive28i, BMW X3 xDrive28i and BMW X1 xDrive28i.

The other class conqueror in the BMW Group’s engine line-up also won over the Engine of the Year Awards jury – for the third consecutive year – with its impressive balance of sports performance and economy. The 1.6-litre four-cylinder MINI TwinPower Turbo unit, again the dominant force in the 1.4 – 1.8-litre category, boasts twin-scroll turbocharging with an overboost function, direct petrol injection and valve control based on the Valvetronic system. Its maximum output of 135 kW/184 hp enables the MINI Cooper S to accelerate from 0 – 100 km/h (62 mph) in 7.0 seconds and deliver average fuel consumption in the EU test cycle of 5.8 litres per 100 kilometres (48.7 mpg imp). This highly efficient drive unit is now also available for the MINI Cooper S Countryman and MINI Cooper S Paceman, where it can be combined with the ALL4 all-wheel-drive system.

The article BMW N13 and N20 Engines Win 2013 International Engine of the Year Awards appeared first on BMW BLOG

Just like the N47, N54, N55 and N57 engines, the smaller displacement N20 unit gets the BMW Performance Power Kit treatment. The “tuning” department within BMW just revealed the power figures on the new power kit that is available for the BMW 125i F20 and F21 variants.

The four-cylinder turbocharged 2.0 liter N20B20 powerplant now makes 238 horsepower and 350Nm of torque (258 lb-ft), up from 218 hp and 310 Nm (229 lb-ft).

With the new BMW Performance Power Kit, the 125i hatchback will run 0 to 62 mph in 6.2 or 6.4 seconds, based on the transmission of choice. Top speed is still limited to 245 km/h (152 mph). The BMW 125i F2x with the Power Kit will offer throughout the full range of revs more power and more torque than the series motor, which should also provide for even better overall performance.

The price for the N20 Performance Power kit varies from 899 to 999 euros, depending on the model year. When and whether BMW Power Kit and performance enhancements for the N20 variants with 184 and 245 hp will be available, remains known only within the BMW.

[Source: Bimmertoday]

The article BMW Performance Power Kit for N20 engine: 238 hp and 350Nm torque appeared first on BMW BLOG

A new BMW Six-Cylinder Engine, codename S55, makes its way under the hood of the new BMW M4 and M3.

The new BMW M3 Sedan and new BMW M4 Coupe from BMW M see a return to a six-in-line engine configuration, as used on the second and third generations of this iconic sports car. The new turbocharged unit, which can develop more than 7,500 rpm, combines the best of both worlds – on the one hand a high-revving design for instant response, linear power delivery over a wide engine speed range and an unmistakable and characterful engine note, and on the other hand BMW TwinPower Turbo technology for maximized torque over a broad rpm range. Efficiency is another important component of this new powerplant.

The new engine sees a slight power upgrade over the previous V8 to approximately 430 hp, while peak torque has been increased by well over 30 per cent to substantially more than 500 Newton metres, and is maintained over a very wide rev band. The new powerplant also boasts excellent fuel consumption, with an improvement of more than 25 per cent over the previous model’s figures, while emissions are already EU6-compliant.

More power, more than 30% increase of torque, more than 25% increase of efficiency.

Six-cylinder in-line high-revving, turbocharged engine.

The new BMW M3 Sedan and new BMW M4 Coupe from BMW M GmbH see a return to a six-in-line engine configuration, as used on the second and third generations of this iconic sports car. The new turbocharged unit, which can develop more than 7,500 rpm, combines the best of both worlds – on the one hand a high-revving design for instant response, linear power delivery over a wide engine speed range and an unmistakable and characterful engine note, and on the other hand BMW TwinPower Turbo technology for maximised torque over a broad rpm range. A further hallmark of this engine is its outstanding efficiency.

More power, more than 30% increase of torque, more than 25% increase of efficiency.

The new engine sees a slight power upgrade over the previous V8 to approximately 430 hp, while peak torque has been increased by well over 30 per cent to substantially more than 500 Newton metres, and is maintained over a very wide rev band. The new powerplant also boasts excellent fuel consumption, with an improvement of more than 25 per cent over the previous model’s figures, while emissions are already EU6-compliant.

BMW M TwinPower Turbo technology.

The BMW M TwinPower Turbo technology comprises two mono-scroll turbochargers, High Precision Direct Injection, VALVETRONIC variable valve timing and Double-VANOS seamlessly variable camshaft timing. The variable valve and camshaft timing provide fully variable control of intake valve lift. This allows the engine to deliver its power smoothly and efficiently, resulting in lower fuel consumption and emissions. At the same time, throttle response is even sharper than before..

Optimized responsiveness through impulse charging. Flow-enhanced manifolds. Charge pressure control designed to optimize dynamics. Electric wastegate actuator for high precision.

Optimized crankcase and crankshaft design.

The six-cylinder engine features a closed-deck crankcase design, which increases rigidity and allows cylinder pressures to be increased for maximized power output. And instead of liners, the cylinder bores feature a twin-wire arc-sprayed coating, which results in a significant reduction in engine weight.

Crankcase

The six-cylinder engine features a closed-deck crankcase design, which increases rigidity and allows cylinder pressures to be increased for maximised power output. And instead of liners, the cylinder bores feature a twin-wire arc-sprayed coating, which results in a significant reduction in engine weight.

Crankshaft

Track-ready cooling system and engine oil supply for outstanding performance.

The exceptional performance of the BMW M3 Sedan and BMW M4 Coupe also demands an exceptionally sophisticated thermal management system for the engine and ancillary units. To ensure optimal operating temperatures both in short everyday trips around town and also when the vehicle is being driven flat out on the track, the M GmbH engineers developed a highly efficient cooling system, comprising a main radiator plus additional radiators for the high- and low-temperature circuits, turbocharger and transmission, while a temperature-stabilizing electric water pump ensures that the engine can develop its full performance at all times.

The engine oil supply system, too, reflects the extensive motor sport experience of BMW M GmbH. The low-weight magnesium oil sump, for example, features a special cover to limit movement of the oil under the effects of strong dynamic lateral acceleration. Under extreme longitudinal acceleration and deceleration, an oil extraction pump and a sophisticated oil return system situated close to the turbocharger likewise help to maintain uninterrupted oil circulation. Oil is therefore supplied continuously to all engine components in all driving situations – whether in everyday motoring or during hard driving on the track.

FULL GALLERY OF S55 PHOTOS

[Source: M-Power]

The article Meet The New S55 Engine appeared first on BMW BLOG

In January 2014, the Toyota Verso 1.6 D-4D model will come to market with a BMW engine under the hood.

As announced back in 2011, BMW will supply the Japanese automaker with modern diesel engines. First models will carry the four-cylinder units but other powerplants will follow in the future.

The Toyota Verso 1.6 D-4D 1.6-liter uses the N47D16 engine variant with 113 hp and 270 Newton meters of torque. The CO2 emission is 119 grams per kilometer.

Didier Leroy (SEO Toyota Motor Corporation and Toyota Motor Europe President and CEO): “At Toyota, we believe that the environmental challenges that faces our industry, require more than one approach. Hybrid is the heart of our strategy for sustainable mobility, but we also see a space for clean diesel in Europe.

Working with an industry leader such as the BMW Group allows us to benefit from economies of scale in the development and simultaneously to shorten the time until the introduction of new products. ”

[Source: Bimmertoday]

The article Toyota Verso 1.6 D4-D 2014: BMW N47 diesel engine under the hood appeared first on BMW BLOG

Bloomberg reports that BMW is considering the setup of an engine plant in North America. The rumored engine plant would help the production expansion plans in the region and it could be setup in Mexico or United States.

Sources close to the magazine say that the decision could be reached in 2014.

The carmaker would join German premium-auto rival Mercedes-Benz in producing engines in the region as Asian and U.S. rivals already do. Mercedes will start using motors next year built at a Nissan Motor Co. (7201) plant in Tennessee.

BMW currently has its engine plants in Europe but a new factory will open in Shenyang, China to build 4-cylinder units , to supply the company’s local car plants in Dadong and Tiexi.

“Engine technology is BMW’s core competence,” Juergen Pieper, a Frankfurt-based analyst at Bankhaus Metzler, said by phone. “Establishing local motor manufacturing abroad is more complex than assembling cars, but it’s a logical step for them to eventually start making engines in markets where they’re expanding vehicle production,” to reduce the cost of logistics and mitigate currency effects.

“As part of our long-term growth strategy, we’re frequently looking at different countries for possible locations of future production facilities,” Mathias Schmidt, a BMW spokesman, said to Bloomberg.

“No decisions have been made yet, though, for an additional plant.”

The article BMW Considering North American Engine Plant appeared first on BMW BLOG

The BMW N57 3.0 liter six-cylinder turbodiesel engine was named by Ward’s Auto in their top 10 Best Engines Award.

The N57D30OL has 413 lb ft of torque and a larger rev range which leads to a 254 peak HP rating. In addition, the N57 has a a nice flat torque curve that spreads from just over 1300 RPM through 3000 RPM.

BMW has taken steps to ensure improved boost pressure response to accelerator demand. This results in improved acceleration. They’ve used a new turbocharger with improved dynamics. They have reduced friction and inertia in operation in the turbocharger and that has helped achieve their performance goals for the engine.

The N57, with its significantly greater power, has reduced fuel consumption by 30% and emissions by a whopping 99%. When installed in the 530d xDrive, the N57 returns a 0-100 km/h sprint of 6.1 seconds and sips fuel at the rate of 5.7 liters per 100 km.

See the list of winners:

3.0-liter Turbodiesel DOHC I-6 (BMW 535d)
3.0-liter TFSI Supercharged DOHC V-6 (Audi S5)
3.0-liter Turbodiesel DOHC V-6 (Ram 1500 EcoDiesel)
83-kilowatt Electric Motor (Fiat 500e)
1.0-liter EcoBoost DOHC I-3 (Ford Fiesta)
2.0-liter Turbodiesel DOHC I-4 (Chevrolet Cruze Diesel)
6.2-liter OHV V-8 (Chevrolet Corvette Stingray)
3.5-liter SOHC V-6 (Honda Accord)
2.7-liter DOHC H-6 boxer (Porsche Cayman)
1.8-liter Turbocharged DOHC I-4 (Volkswagen Jetta)

The article Ward’s Auto 10 Best Engines Award: BMW N57 3.0 liter Turbodiesel appeared first on BMW BLOG

Along with the launch of the facelifted 2015 BMW X3, the next generation BMW engines is being introduced to the market.

The new B47 engine replaces the N47 power unit and like its predecessor is a four cylinder in-line, common rail injection, 1,995 cc displacement with a single turbocharger with variable turbine geometry.

While the N47 in the xDrive18d and xDrive20d made 143 and 184 while the new B47 provides 150 and 190 bhp. The maximum torque for the based B47 remains at 360 Newton meters, but it is now available between 1500-2250 rpm (previously 1750-2500). With the more powerful stage, the maximum torque climbs from 380 to 400 Newton meters between 1750-2250 rpm (previously 380 Nm 1750-2750 rpm).

The increase in power and torque makes the new BMW X3 noticeably faster than  previous model, the X3 xDrive20d is four tenths of a second faster.

BMWBLOG First Drive: BMW 1 Series with 3-Cylinder Engine

On the same topic, BMW development director Herbert Diess explained the new family of engines to Automotive News Europe:

What is the potential range of your new modular engine family?

A 500cc combustion chamber for both gasoline and diesel, with both three- and four-cylinder layouts, giving total capacities of 1.5 and 2.0 liters. One crucial element is that these new engines are designed to mount transversally in Mini and BMW front-drive models, as well as longitudinally in other BMWs. This is a level of flexibility we did not have in the past.

Will your renowned six-cylinder 3.0-liter engine also be derived from this new modular family?

It will — because three-, four- and six-cylinder engines are all produced on the same line.

At the same time, the new BMW B47 meets the Euro 6 emissions standard and comes with a slightly lower average fuel consumption. Depending on the transmission and expansion stage, the consumption decreases by 0.1 to 0.4 liters. With reduced rolling-resistance tires, the BMW X3 sDrive18d comes to a standard consumption of 4.7 liters, which makes it the most fuel-efficient SUV in its class.

The article Next generation BMW “B code” engines are here appeared first on BMW BLOG

BMW may have recently announced that its American assembly plant in Spartanburg, South Carolina will increase its production capacity from 300,000 units to 450,000, making it the the largest BMW plant in the world. But the German automaker still won’t be making powertrains in the United States for vehicles built at its only U.S. plant.

According to a report by Automotive News Europe, engines and transmission boxes will continued to be imported from Germany for vehicles assembled in South Carolina, which include the just introduced X4 model, the current X3, X5, and X6, as well as the future X7 SUV.

Says a BMW spokesperson: “Engines are the heart and soul of our company and our cars. After all, engines are our middle name — Bayerische Motoren Werke.”

That makes it pretty clear that there won’t be a BMW engine plant in North America anytime soon.

The article Still No U.S. Engines for Spartanburg Plant appeared first on BMW BLOG

Interview with Jürgen Poggel, Head of Development M Engines.

So a new engine has been developed for the BMW M3 and BMW M4?

Jürgen Poggel: Yes. The previous engine was a naturally aspirated V8. For the new BMW M3 and BMW M4, we in the M engine development department in Munich’ Preussenstrasse have designed an M TwinPower Turbo inline six-cylinder design and readied it for series production.

What is special about this new engine?

In terms of functionality it is characterised by its turbo-typical constant high torque, which is available across a very wide band, from 1850 to 5500 rpm.

Its performance curve is outstanding: its maximum power is available over a wide plateau of 5500 to 7300 rpm – and its maximum engine speed is as high as 7600 revolutions per minute.

The engine represents the best of both worlds – turbo and high revs.

What are the benefits to the customer?

When the driver takes the engine up to 7300 rpm, full power is immediately available again after changing gear – precisely because the maximum power is available within an engine speed band of 1800 rpm. If the BMW M3 or BMW M4 is equipped with M double-clutch transmission, gear changing can be performed with no interruption to the driving power. The integral of power over engine speed is therefore considerably higher than it would be if the maximum power level were only available briefly as a peak value.

This results in a phenomenal impression of acceleration.

If you take it to the peak of its power, you will get about the same consumption levels as the previous engine. When it is running at partial load, help is provided by the high torque level, which means that consumption in normal road traffic is easily two or three litres less. The consumption spread has moved downwards overall while average consumption levels are correspondingly and discernibly lower.

We subjected the engine to a consistent process of dethrottling. The intercooler that sits visibly on the engine is positioned directly in the line between the compressor and the intake system. Exhaust runs are also as far as possible rectilinear and dethrottled. This enables a high and broad performance plateau with lower consumption levels.

Everyone who has tried out this engine has confirmed to us that here too, we have got our sums right. Both Timo Glock and Bruno Spengler, who helped us out with the final setup runs on the north loop of the Nürburgring, were thrilled.

Well, actually, from a functional point of view there is. We have created an optimum system for collecting the exhaust fumes from each set of three cylinders. The difference is that in this design the cylinders are in an in-line arrangement.

The entire drive train and its control system also have a major effect on power delivery. It is quite possible that due to the good response and high torque of the M TwinPower Turbo engines – if it is switched on – the control system comes into action to prevent any breakaway in the tyre adhesion. In such cases, the DSC acts precisely, to keep you directly within the slip limit. This can be easily observed in serpentine bends – the DSC only releases the power again to a large extent once you have passed through the curve. The control systems work so well that you can hardly tell that it is this system that is currently determining the maximum possible acceleration level. If you switch off DSC and activate SPORT PLUS, you can feel the outstanding response very clearly, and, for instance, make good use of it on the racetrack to influence driving dynamics using the accelerator pedal.

There are three driving modes: EFFICIENT, SPORT and SPORT PLUS. In terms of engine activity, do these simply alter the accelerator curve?

No. With an M automobile, racetrack use is always an essential factor. Here it is necessary in all cases to be able to control very high power outputs with great precision using the accelerator pedal. For us, this means that we would not even consider a mode in which a small pedal movement would produce a great leap in power. In such a case it would not be possible to produce a measured power output. Which is why we prefer to create a largely linear torque curve controlled by the travel distance of the accelerator pedal.

So what are the differences between the EFFICIENT, SPORT and SPORT PLUS modes?

In the SPORT and SPORT PLUS modes, the waste gates remain closed under partial load and the mass flow is routed through the turbines, to ensure that the turbo chargers are already rotating at a higher base speed even in standby. Moreover, certain special engine control functions are brought into play that accelerate activation of the turbo chargers. This means that the car responds more closely to the accelerator in SPORT and SPORT PLUS modes.

Another important point is that we normally have to take the drive train into consideration when it comes to building up torque. As a rule, the engine is able to build up torque at a speed that is much faster than that with which the drive train can cope. You can imagine that the drive train then begins to behave like a torsion spring, which is first stretched out and then vibrates, resulting in juddering. To prevent such judders, it is necessary to dampen the engine’s build up of momentum to allow a harmonic progression of its response characteristics.

Thank you very much Mr. Poggel – we look forward very much to seeing the new engine in the BMW M3 and BMW M4 for ourselves.

[Source: M-Power]

The article BMW M3 and BMW M4 Inside (Part 3): The new engine appeared first on BMW BLOG

The new BMW modular engines were introduced one-by-one in the lineup and can be seen, or heard, in several BMW models. With a combination of three and four-cylinder units, the new B3x and B4x engine family powers a wide range of vehicles, from the new MINI to the upcoming BMW 2 Series Active Tourer.

Furthermore, the new BMW 2 Series Active Tourer F45 which launches in September will exclusively use engines from the new engine family, which can be built independently of the number of cylinders and combustion principle on the same band.

The BMW modular motors are suitable for both longitudinal and for transverse installation, so can be used with front-wheel drive and in the large BMW series of rear wheel drive, as well as in the smaller vehicles of the BMW Group. Incidentally, even the new BMW i8 uses a three-cylinder petrol engine (B38) transversely mounted and with 231 hp.

Another engine debut in the BMW 2 Series Active Tourer is the B37 three-cylinder diesel which will power the 216d Active Tourer model. The 116-hp diesel unit with 1.5 liters of displacement was first previewed two years ago in an experimental 1 Series Hatchback and the so-called “baby-six” has impressed us during the short drive. Also used in the MINI Cooper D, the small but potent engine will deliver a standard fuel consumption of 3.8 to 3.9 liters – equivalent to CO2 emissions 99-104 grams.

Moving up in the range, the 218d Active Tourer receives the new four-cylinder diesel BMW B47 in its 150-hp stage. With 4.1 to 4.3 liters fuel consumption, this engine hardly consumes more than the weaker three-cylinder.

The most powerful diesel 2 Series Active Tourer, BMW 220d Active Tourer, comes with the 190-hp expansion stage of the B47. Fuel consumption is rated at an astonishing 4.4 to 4.6 liters. Both B47 variants will also come in the new MINI models as well as in models with the xDrive system.

In the gasoline range, the entry level is the 136 hp BMW 218i Active Tourer which uses the three-cylinder petrol engine (B38) also found in the new MINI Cooper.

The EU consumption in this case is 4.9 to 5.2 liters per 100 kilometers.

In November, the BMW 220i Active Tourer will arrive as well with its B48 motor producing 192 hp. This engine is also used in MINI Cooper S F56 and is rated at 6.0 to 6.1 liters per 100 kilometers.

Customers looking for even more power for their front-wheel drive BMWs will have the choice to opt in for the 225i Active Tourer with a more powerful B48 variant: 231 hp and up to 350 Nm of torque.

In the case of the BMW 2er F45 225i, the engine is always combined with the automatic transmission, and on request, the xDrive traction can be picked as well.

Depending on the configuration, the standard consumption is 5.8 to 6.6 liter per 100 kilometers.

The extensive range of new BMW modular engines will continue to expand in the lineup, so we expect in the future a wide range of vehicles, from the 1 Series to the 6 Series, to be powered by them.

[Source: Bimmertoday]

The article BMW modular engines: B37, B38, B47 and B48 appeared first on BMW BLOG

BMW Group engines secure another double win in the Engine of the Year Award 2014.Run of success continues with awards in two displacement classes: the 3.0-litre straight-six with BMW TwinPower Turbo technology wins its fourth title and the MINI 1.6-litre four-cylinder turbo unit its eighth in the world’s leading engine competition.

Two class wins in this year’s competition have boosted the BMW Group’s cache of titles acquired in the prestigious International Engine of the Year Award. The two latest accolades go to two power units that manage to combine sporty performance with exemplary efficiency in unique fashion. The 3.0-litre in-line six-cylinder petrol engine with BMW TwinPower Turbo technology – as featured in numerous current BMW models – ranks among the prize-winners for the fourth time. Meanwhile, the 1.6-litre four-cylinder turbo engine that drives the MINI Cooper S Countryman and the MINI Cooper S Paceman, among other models, has secured its eighth consecutive class win.

This brace of titles for the BMW Group at the International Engine of the Year Award 2014 once again corroborates the development work carried out under the umbrella of Efficient Dynamics, which has for years now led to a steady enhancement in driving pleasure coupled with reduced fuel consumption and emissions. The International Engine of the Year Award was introduced in 1999, since when 63 class and overall wins have been earned by engines developed for the BMW and MINI brands. Deciding on the best engines among a wide range of categories was a panel of expert judges who this year comprised 82 automotive journalists from 34 countries. Their chosen prize-winners will be presented with their awards on Wednesday, 25 June 2014 during the Engine Expo trade fair in Stuttgart.

In the six-in-line petrol engine that has once again won the Engine of the Year Award in 2014, BMW TwinPower Turbo technology plays a pivotal role in securing its hallmark brand attributes: instantaneous response to the slightest touch of the pedal, an exhilarating high-revving temperament, supreme refinement and outstanding efficiency. The technology package behind the lightweight unit comprises a Twin Scroll turbocharger, High Precision Petrol Direct Injection, VALVETRONIC variable valve timing and double-VANOS variable camshaft control. With this armoury, the 3.0-litre engine delivers peak output of 225 kW/306 hp and 235 kW/320 hp in the respective BMW 6 Series and BMW 7 Series models.

This year the 1.4 to 1.8-litre displacement class of the International Engine of the Year Award was once again dominated by the 1.6-litre turbocharged engine developed for BMW and MINI models. This unit features a Twin Scroll turbocharger and petrol direct injection combined with variable valve control based on the VALVETRONIC principle patented by the BMW Group. In its latest evolution – available from summer 2014 in the new MINI Cooper S Countryman (fuel consumption combined: 6.0 l/100 km [47.1 mpg imp]; CO2 emissions combined: 139 g/km) and the new MINI Cooper S Paceman (fuel consumption combined: 6.0 l/100 km [47.1 mpg imp]; CO2 emissions combined: 139 g/km) – the four-cylinder powerplant boasts output raised to 140 kW/190 hp. The responsive, high-revving nature and excellent efficiency of this engine once again set benchmarks that have ensured its eighth class win in succession.

The article N55 3.0-litre straight-six wins Engine of the Year Award 2014 appeared first on BMW BLOG

The first purpose-built, plug-in hybrid sports car from BMW will go on sale this weekend, powered by engines exclusively produced at BMW’s Hams Hall engine manufacturing facility, near Birmingham.

The BMW i8 is a brand-new contemporary, sustainability-focused sports car. It is the first BMW production vehicle to be powered by a three-cylinder engine and together with BMW eDrive technology is able to combine the dynamics of a high-performance sports car with the fuel efficiencies of a small car. Demand in the UK is high and already the BMW i8 has sold out for more than a year.

A brand-new, unique production facility has been developed at the Hams Hall plant for the world-wide production of the new three-cylinder BMW TwinPower Turbo technology petrol engines – the first of a new generation of engines to be built at the plant.

Transport Minister Baroness Kramer said: “The British-made engine for this ground-breaking car demonstrates that the UK automotive industry is at the forefront of the production of high-quality, low emission car technology. As our recent commitment to invest £500m in ultra-low emission vehicle design, production and adoption shows, we want the UK to be a world leader in the global transition to ultra-low emission motoring.”

Plant director, Nick Spencer, said: “Our plant is going through a huge transformation, and we are excited to see the first of our brand-new engine assembly facilities ramping up production. The new three-cylinder petrol engines will enable the BMW i8 plug-in hybrid sports car to set new standards for dynamic performance in combination with industry-leading fuel efficiency and low carbon emission levels. With the exclusive supply of these engines coming from the Hams Hall plant, we are proud to be contributing to this innovative new sports car.”

Each engine is built by a small team of people, all of whom previously worked at the plant and have been specifically recruited and trained to work on the new engines. Two technical apprentices who spent the final year of their training programme working on the development of the new production area are now placed in full-time technical jobs within the new team having successfully completed their apprenticeships.

Former apprentice James Law said: “My apprenticeship was an ideal combination of academic study, through which I achieved higher qualifications, along with practical, invaluable work placements. It has been a fantastic opportunity to see this new engine manufacturing facility being installed and I’m thrilled to have successfully completed my apprenticeship and to be working in such an interesting, technical role within the new team.”

The Hams Hall plant already has a sustained 13-year history of manufacturing over 3.5 million small, fuel efficient and low emission engines since its official opening in 2001. Over 400,000 engines were produced during 2013 representing around 16 per cent of all engine production in the UK. Ramping up production of this new facility forms the first part of an ongoing multi-million pound development programme at the Hams Hall site which will continue into next year.

The article UK power behind new BMW i8 appeared first on BMW BLOG

Back in 2011, one of the most interesting rumors floating around was the one around BMW allegedly building a V6 engine for the F80/F82 M3/M4. At the time, our own Hugo Becker said:

“The question for BMW is what do they stand to gain by introducing a V6 in the next M3. For one thing there is less of a nose heavy weight penalty for a V6 than an in-line six. You give up the smoothness of the in-line 6 in either 60 or 90 degree V implementations. And you create additional work for audio engineers with a 90 degree V.

A 60 degree V6 can be derived from the existing V12. Because of the narrow V angle it would probably use a turbo on each bank with conventional exhaust. It would be smoother sounding than the 90 degree V6, but would have two hot zones in the engine compartment.

A 90 degree V6 makes some sense if you want to use a twin scroll turbo. It would be placed in the V and take exhaust from either bank of cylinders much like the current M V8s. It’s drawbacks are the need for a crankshaft with offset journals (to even the firing impulses) and of
course the less than pleasing sound emitted.

Frankly – BMW has taken pains over the years to emphasize the long hood that speaks of an in-line six and rear wheel drive. I believe there are only two mainstream auto manufacturers of in-line six engines left, BMW and Volvo (I don’t want to count the massive in-line six marine diesels still being built). I do not know why BMW would want to introduce a V6 – it would be a bespoke engine for the M3 initially, if the rumors are accurate. If it’s a 90 degree V6 it will require more development time to get it ‘just right’. And the primary purpose of a V6, extending the power options for FWD cars into C and D class ranges, is outside the scope of where BMW wants to take FWD cars from what I understand.”

READ: Editorial: Ruminations On the V6

Often asked, BMW engineers have elegantly dodged our question whether V6 powerplants have a chance to become reality for the Munich brand. The question was usually met with a smile and a shoulders shrug. But today, Jason Camisa of Road & Track, a journalist close to the brand, says that the Munich engineers indeed build and test prototype V6 engines, an internal policy that BMW has enforced. Camisa also mentions that the results from the V6 engine testing don’t met the rigorous engineering standards imposed by BMW.

At the moment, BMW remains the sole champion of the straight-six. Munich engineers admit that they regularly develop and test prototype V-6s, per internal policy, but say the results don’t come close to meeting company noise and harshness standards. Mercedes-Benz must not have such stringent benchmarks. Once renowned for its silken inline-sixes, Stuttgart phased out those engines and began building V-6s out of its V-8s during the dark, cost-cutting days of the marque’s DaimlerChrysler ownership. As the sting of that failed merger continues to fade, so will the company’s coarse, complex, 90-degree V-6, which is being retired in favor of a 60-degree unit. This stopgap engine, which fits into the vee-focused packaging of Mercedes’s current lineup, is noticeably smoother than the 90-degree unit, but its exhaust still sounds like Fran Drescher on Spanish fly—not the voice you want your luxury car to sing with.

For now, BMW is focusing exclusively on building some of the best straight inline six engines and the latest powerplants have proven to be quite remarkable. Will BMW launch a V6-powered car in the future? Time will tell, just look at the history of Formula 1.

Full article on V6 engines can be found here.

The article BMW admits that they regularly develop and test prototype V6 engines appeared first on BMW BLOG