Interview with BMW M Head of Engine Development Details F10 M5 S63TU Engine
The F10 M5 isn’t a direct swap from the X5 M and X6 M but a substantially revised engine. In an interview with Jürgen Poggel, Head of Engine Development at BMW M GmbH, now shared more details on this engine. Read the full interview below to learn more about the newly introduced VALVETRONIC, the principle of the cross bank exhaust manifold and more. An interesting tidbit: Unlike earlier M engines, the S63TU no longer needs 10W-60 oil.
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Power and torque curves of the new BMW M5 engine.
What does that mean?
In many turbo engines, power output soon drops with rising speed. The output from this engine, on the other hand, remains constant from 1000 rpm. So rev limits make sense. And we have implemented a large number of technical measures that raise the response to the level of an aspirated engine.
What does the customer get from all this?
He gets outstanding performance and drivability on both the race track and public roads.
On the race track I have to shift gears less. The sensitive response allows me to balance the vehicle with the accelerator pedal over a wide speed range. This means faster lap times.
In everyday situations, the most convincing feature is above all the superior performance potential. The engine builds up a huge thrust, mostly over more than one gear. And we have raised the efficiency of the engine, so that it now needs considerably less fuel – both on paper and in reality. This benefits above all the range – in addition to your purse and the environment, a clear advantage over the predecessor.
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Generously dimensioned pipes in the intake section.
Let’s start with the intake.
The charge air exiting the compressor measures as much as 130 °C and must be cooled. In this engine, the charge air is not cooled with air, but indirectly with water. So I don’t need to transfer the air through long pipes, and the throttle losses are very much lower. We use coolers and pipe cross sections of exceptionally generous sizes. Intake silencers and charge air coolers are installed very close to the engine. All of these measures contribute to dethrottling on the intake side.
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Continuous valve lift adjust for throttle-free load control.
01 VANOS adjust unit on exhaust side
02 Exhaust camshaft
03 Roller cam follower
04 Hydraulic valve adjuster HVA
05 Valve spring on exhaust side
06 Exhaust valve
07 Intake valve
08 Hydraulic valve adjuster HVA
09 Valve spring on intake side
10 Roller cam follower
11 VALVETRONIC servomotor
12 Eccentric shaft
13 Spring
14 Intermediate lever
15 Intake camshaft
16 VANOS adjust unit on intake side
With VALVETRONIC, the quantity of air is regulated at the valve. When the cylinder has enough air for the respective load point, I close the valve. A partial vacuum is therefore generated here as well when the piston moves down. As an analogy, imagine closing the hole in the end of a bicycle pump while you’re pulling on the other end: let go, and the end returns inside the pump. In other words, the energy I expend building up the partial vacuum I can get back afterwards. The throttle losses are therefore reduced.
VALVETRONIC also allows the charging pressure to build up considerably faster. We can therefore use a load control that lets me keep the turbine at speed and open the valve clearance as much as I need when shifting gears or accelerating. When I step on the accelerator, I feel the thrust pressing into me faster, and there is far better response.
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Principle of the cross bank exhaust manifold.
The cross bank exhaust manifold is made up of pipes that are joined to both banks in a rigid structure. The exhaust gases are therefore transferred optimally to the turbochargers. Every cylinder can therefore “expirate” under the optimal conditions. When I open the exhaust valve, a very hot, high energy jet of exhaust gases is released under a high pressure that hits an exhaust gas duct and then the charger turbine with virtually undiminished force. I therefore utilise the energy not only in the exhaust gas flow, but also in its momentum. As an analogy, imagine blowing on a pinwheel with a single breath: you’ll see that not only the volume, but also the momentum of the air has an effect.
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Generously dimensioned pipes exhaust section.
So we have exploited everything we could on the exhaust gas side as well for better charge changing and therefore the optimal response: large pipe cross sections, cross bank exhaust manifold, and twin scroll twin turbo technology.
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Exhaust side turbocharger with waste gate.
By selecting the Sport or Sport plus accelerator mode, we can really feel the additional boost to the response. How does that work?
In Sport or Sport plus mode, a suitable VALVETRONIC controller and the waste gates keep the turbocharger in the higher speed range. Normally, the waste gate used to regulate the charging pressure opens so that the exhaust gas flows out with the minimum possible loss. Pressure is built up again only when I hit the accelerator. For an improved response, I leave the waste gate closed until I need it for regulating. The exhaust gas then always passes over the turbine, which then runs at a considerably higher speed. When even more power is demanded, it is immediately available. However, I have a gradually rising counterpressure that causes a slight rise in consumption. This function can therefore be switched on and off. By the way, in the BMW 1 Series M Coupé the same function is activated at the M Button.
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Removed catalytic converter.
These must be contained and controlled both in the moving car and after the engine has been switched off. On top, the engine can provide a great deal of power at low speeds too (as I said before: about twice as much as the old V10), so considerably more heat can accumulate there as well. For most cars, this is scarcely of any significance because the full power output is brought to bear only very rarely, if ever. Yet the BMW M5 is a sports car, and this power is demanded, especially on the race track.
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Oil cooler at the bottom of the engine compartment.
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Water cooled engine controller.
As early as the BMW 1 Series M Coupé, the question was raised as to the max oil temperatures the engine can actually take.
The answer is as simple as it may sound surprising: There’s nothing to worry about! Our so called heat manager can detect all critical situations during normal operations. Should any medium, oil, water, or an engine component become too hot under specific environmental or load profiles, countermeasures are taken automatically. These can even involve throttling the power output for the protection of the engine. And when we assume the extreme: there is no cooling for full throttle driving in first gear under a noon desert sun, which is rather silly anyway.
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So what are you particularly proud of in the new BMW M5?
The new BMW M5 delivers a performance that goes right off the scale. You’ll experience an unbelievable range of supreme sporty characteristics. The new BMW M5 is fun on both the race track.
