The New M3 V8 - Now with sound!

[Garageaholic]

needs more cowbell

At least that's what the prescription says...

[1991 318is]

At the bottom is a link to the comments on the article posted by members. There is no AFM or MAF. The explanation is given as follows:
To give the engine an instantaneous, immediate response, the air volume on
the intake side of the throttle butterfly must be reduced to an absolute
minimum. The problem in this case, however, is the large intake cross-section
and air collector volume required by a high-performance power unit of this
calibre. So to meet both of these requirements, the throttle butterflies in the
intake manifolds are positioned right in front of the intake valves.
From front to rear, the entire flow of intake air in the new eight-cylinder power unit does not require the usual hot-film air mass flow meter with its obligatory sensors. Instead of determining engine load by means of such elaborate sensors, therefore, which would also create disadvantages in air guidance due to the geometry of the components involved, the V8 power unit of the new BMW M3 uses the engine control unit to perform this function. To do this, the system determines engine load under current driving conditions by taking the position of the throttle butterfly and idle adjuster, the position of
the VANOS control unit, engine speed, air temperature and air pressure into
account. This, in turn, gives the engineers at BMW M GmbH new freedom
in the configuration and optimisation of the engine air intake process. And at
the same time this management concept operates with maximum reliability. The length and diameter of the eight intake funnels also helps to ensure an
optimum charge effect in the oscillating tube. Like the single-piece, extra-large
air collector, the funnels are made of a light composite material with a
30 per cent share of glass fibre. The air filter cartridge in the air collector,
in turn, uses the maximum filter area possible, the air collector being supplied
with air by an extra-large intake air silencer with three intake air openings.
Zoomy!

[s0urce]

At the bottom is a link to the comments on the article posted by members. There is no AFM or MAF. The explanation is given as follows:
To give the engine an instantaneous, immediate response, the air volume on
the intake side of the throttle butterfly must be reduced to an absolute
minimum. The problem in this case, however, is the large intake cross-section
and air collector volume required by a high-performance power unit of this
calibre. So to meet both of these requirements, the throttle butterflies in the
intake manifolds are positioned right in front of the intake valves.
From front to rear, the entire flow of intake air in the new eight-cylinder power unit does not require the usual hot-film air mass flow meter with its obligatory sensors. Instead of determining engine load by means of such elaborate sensors, therefore, which would also create disadvantages in air guidance due to the geometry of the components involved, the V8 power unit of the new BMW M3 uses the engine control unit to perform this function. To do this, the system determines engine load under current driving conditions by taking the position of the throttle butterfly and idle adjuster, the position of
the VANOS control unit, engine speed, air temperature and air pressure into
account. This, in turn, gives the engineers at BMW M GmbH new freedom
in the configuration and optimisation of the engine air intake process. And at
the same time this management concept operates with maximum reliability. The length and diameter of the eight intake funnels also helps to ensure an
optimum charge effect in the oscillating tube. Like the single-piece, extra-large
air collector, the funnels are made of a light composite material with a
30 per cent share of glass fibre. The air filter cartridge in the air collector,
in turn, uses the maximum filter area possible, the air collector being supplied
with air by an extra-large intake air silencer with three intake air openings.
Zoomy!

:bow: wow

[ja burna]

Interesting, who would have ever thought of such a thing!! Much props to the bimmer engineers!

[TwoJ's]

those are RON octane #s. US octane #s will always be lower because it's an average of RON and MON (MON is always a much lower # because it uses harsher conditions). So basically comparing 98 RON to our 93 octane is pretty worthless.

Ah, I see. Thanks for the info.

[DaveSmed]

To do this, the system determines engine load under current driving conditions by taking the position of the throttle butterfly and idle adjuster, the position of
the VANOS control unit, engine speed, air temperature and air pressure into
account.

Ah, speed density. good choice for ITBs.

Anyone else alarmed by this:

• Aluminium silicon alloy crankcase, iron-coated pistons run directly in the bores of hard silicon crystals

First thing that pops to mind is the last engine that tried that, the Vega.


Hoping they learned from the Nikasil problems.....

[Addissimo]

dont be retarded... of course they learned their lesson... These engines probably cost quite a bit to make- they're not going to be wanting to replace every one latter down the line... unless fuel gets shittier.


I'm not a fan of the engine sound... its like nascar with a muffler... I donno. Its lost its streight 6 glory sound.

[DaveSmed]

dont be retarded... of course they learned their lesson... These engines probably cost quite a bit to make- they're not going to be wanting to replace every one latter down the line... unless fuel gets shittier.


I'm not a fan of the engine sound... its like nascar with a muffler... I donno. Its lost its streight 6 glory sound.

No doubt they put some thought into it, thus the iron coating on the pistons. I'm just wondering what kind of rings they used to work with the cylinder walls. Probably a very low tension design, since the problem with the Vega engine was as the cylinders wore normally, the aluminum and the suspended silicon would wear at different rates, causing an increasingly rough surface that retained oil and ate the rings.

That design is a challenging one to make work, it would be great if they pull it off, so long as the process isn't prohibitively expensive. Still seems boost unfriendly though.


BTW What the engines cost to make has nothing to do with how its built or the manufacturer "wanting" to replace them. Screw ups happen, I certainly don't think GM "wanted" to replace rounded camshafts in mid 80s Cadillacs, and that screw up cost them quite a bit.