2013 BMW 6 Series Gran Coupe M Sport

Classics E9 CS (1968-1976) E10 2002 (1967-1977)
1 Series E81/82/88 1 Series (2004-) F20 1 Series
3 Series E21 3 Series (1975-1983) E30 3 Series (1982-1993 E36 3 Series (1991-2000) E46 3 Series (1999-2006) E90/E91/E92/E93 3 Series (2006-) F30 3 Series (2013-)
5 Series E12 5 Series (1972-1981) E28 5 Series (1981-1988) E34 5 Series (1987-1995) E39 5 Series (1995-2002) E60/E61 5 Series (2003-2010) F07 5 Series GT (2010-) F10 5 Series (2011-)
6 Series E24 6 Series (1976-1989) E63 6 Series (2005-) E64 6 Series Conv. (2006-) F12 6 Series Conv. (2012-)F13 6 Series Coupe (2012-)
7 Series E23 7 Series (1977-1987) E32 7 Series (1988-1994) E38 7 Series (1995–2001) E65/E66 7 Series (2001-2008) F01/02 7 Series (2009-)
8 Series E31 8 Series (1989-1999)
X Series E84 X1 (2009-) E83 X3 (2004-2011) F25 X3 (2011-) E53 X5 (1999-2006) E70 X5 (2006-) E71 X6 (2008-)
Z Series E36/7 Z3 RoadsterE36/7 Z3 Coupe (1995-2001) E86 Z4 Coupe (2006-2009) E85 Z4 Roadster (2002-2009) E86 Z4 M Coupe (2006-2009) E89 Z4 Roadster (2009-) E52 Z8 (2000-2003)

 

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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.

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.

 

]]> http://bavarianmotorsportclub.wordpress.com/2011/12/05/interview-with-bmw-m-head-of-engine-development-details-f10-m5-s63tu-engine/feed/ 0 bavarianmotorsportclub http://bavarianmotorsportclub.wordpress.com/2011/12/04/first-test-for-martin-tomczyk-in-the-bmw-m3-dtm/ http://bavarianmotorsportclub.wordpress.com/2011/12/04/first-test-for-martin-tomczyk-in-the-bmw-m3-dtm/#comments Sun, 04 Dec 2011 19:43:35 +0000 bavarianmotorsportclub http://bavarianmotorsportclub.wordpress.com/2011/12/04/first-test-for-martin-tomczyk-in-the-bmw-m3-dtm/ ]]> Shortly after making his first appearance as a BMW works driver at the BMW Sports Trophy, Martin Tomczyk (DE) is now set to climb behind the wheel of the BMW M3 DTM for the first time.

From 6th to 8th December, the reigning DTM champion will be testing for BMW at the “Monteblanco Circuit” near Seville. The three manufacturers involved in the DTM will meet for the last time this year for another joint test at the circuit in southern Spain.

“I am already really looking forward to getting in the car for the first time,” said Tomczyk. “It is very exciting to get to know new people in the team and to drive a new car. For me, Spain will be all about finding my feet in the team and familiarising myself with the BMW M3 DTM. At the same time, I also want to start doing my bit towards the development work by offering my feedback. We will all be doing our utmost to ensure that BMW’s return to the DTM is a success.”

Tomczyk will be joined at the tests by Andy Priaulx (GB) and Bruno Spengler (CA). They will be alternating in the three cars belonging to BMW Team Schnitzer, BMW Team RBM and BMW Team RMG. The fourth works driver confirmed for the DTM project, Augusto Farfus (BR), was in action a fortnight ago at the Monteblanco test, and so sits this test out.

This gives another two DTM newcomers the opportunity to take to the track in the BMW M3 DTM: Romain Grosjean (FR) and Marco Wittmann (DE). Reigning GP2-Champion Grosjean, a Formula One test driver and former Grand Prix driver, is familiar with the DTM environment from his time in the Formula 3 Euro series, in which he won the title in 2007. Wittmann learned his trade in Formula BMW and has spent the last few years racing in the Formula 3 Euro series. Just two weeks ago he produced an impressive performance at the renowned Formula 3 Macau Grand Prix (CN), where he started from pole and went on to claim a fine podium finish.

”We are looking forward to Martin’s first laps in our DTM car,” explained BMW Motorsport Director Jens Marquardt. “We now have a very strong squad with four top drivers. This allows us to work productively at the tests and ensure we push ahead with our project. This last test before the end of the year is once again very important to us. Our teams are already set up to function well. Our aim now is to validate the standard parts and complete as much work on the stability of our BMW M3 DTM as possible, so we can concentrate on getting the most out of the car and preparing for the start of the season in the new year.”

Marquardt added: “Romain Grosjean and Marco Wittmann will also get the chance to test for us. Both have shown what they are capable of on numerous occasions in their racing series. We are looking forward to seeing how they handle the BMW M3 DTM.”

]]> http://bavarianmotorsportclub.wordpress.com/2011/12/04/first-test-for-martin-tomczyk-in-the-bmw-m3-dtm/feed/ 0 bavarianmotorsportclub BMW-M3-DTM-Testfahrten-Monteblanco-212 http://bavarianmotorsportclub.wordpress.com/2011/12/03/m-series-com-blog-an-exclusive-look-at-inds-latest-project-bmw-1m/ http://bavarianmotorsportclub.wordpress.com/2011/12/03/m-series-com-blog-an-exclusive-look-at-inds-latest-project-bmw-1m/#comments Sat, 03 Dec 2011 19:54:01 +0000 bavarianmotorsportclub http://bavarianmotorsportclub.wordpress.com/2011/12/03/m-series-com-blog-an-exclusive-look-at-inds-latest-project-bmw-1m/ ]]> “Imagine having the opportunity to own every single M car ever made, from the moment that BMW chose to grace the world with their miracle sports sedans. Imagine the thrill of experiencing each of BMW M’s creations, the moment each one was released to the eager public. What true car enthusiast would not jump at such an opportunity? One of IND’s most valued local clients is precisely such an enthusiast, and jumped at precisely such an opportunity.

Our client is a BMW M fanatic, and has been blessed with the chance to experience BMW’s M tradition first hand, car by car. When the 1M was announced, our client knew that it may be the best M in years, and that he absolutely had to experience the newest addition to the M family.

As many of you know, acquiring a 1M is no small feat, and despite our client’s love for the M brand, he was not able to have an allocation from his home dealer. Undeterred, our client continued his pursuit by contacting BMW NA directly and found his solution. After seeing a faxed list of M and BMW cars our client had previously owned and seeing our client’s passion for M cars, a rep at BMW NA realized that he would have to build him a 1M at any cost.

Together with BMW’s North American office, IND, and our client’s favorite dealership- Patrick BMW, our client embarked on a journey to create his perfect vision of a 1M. Patrick BMW has supported IND since the company’s youngest days, and was a perfect ally for building this car. Patrick helped coordinate the car’s “pre-delivery” delivery to IND’s facility with perfect smoothness, and their access to the BMW parts bin was invaluable in obtaining items like the performance steering wheel and spoiler on short notice.

Two months after our client’s conversation with BMW NA, IND’s staff was looking at a perfect, brand new Valencia Orange 1M, still fresh from transport, every possible surface still covered in protective plastic lining.

The 1M was sent directly to IND’s facility, before being delivered to our client, so we had to work fast. Knowing that one of the most sought-after M cars ever made is in town and waiting for pickup but having to wait for modifications to get installed is sure to provoke impatience in any man, and we did our best to make the wait for delivery a short one.

Our mission was therefore clear- build the best performing, most eye-catching 1M possible, and do the job in exactly 48 hours.

We began tearing into the brand new 1M as soon as it arrived at our facility. Many of the parts to be installed on the car were either prototype parts, or specifically selected because the manufacturer was early to market, and we knew some adjustments would be necessary.

The original hood was removed in favor of Seibon’s power dome equipped carbon fiber piece. Although the paint scheme is not of IND’s own design, our client is very creative and insisted on incorporating his ideas into the project. The Seibon hood and paint scheme are a direct result of our client’s own creative direction. IND added gloss black front and side grilles to eliminate the car’s only chrome trim. RevoZport provided their two-piece adjustable front lip and two-piece rear diffuser, giving the car an aggressive appearance.

Our client has been a loyal fan of Rogue Engineering short shifters, installing one in every M Rogue had a shifter for, so we knew we had to provide a short shifter for this car as well. We contacted Ben at Rogue Engineering and learned that he was developing a shifter but would not have a ready to sell solution ready for another two months. Despite this, Ben was able to build a one-off pre-production short shifter for our 1M project just days after we requested the piece.

We chose KW ‘s height adjustable sleeve kit to give this 1M flexibility in its height setting for year-round use. The sleeve kit includes springs that are well matched to the 1M’s original dampers but still allow for a controlled ride and reduced body roll along with sharper turn-in.

A car like this 1M must have a sound menacing enough to match its appearance. IND turned to Eisenmann for a tone that would be recognized even among a field of modified 1Ms. We coupled Eisenmann’s downpipe-back exhaust system with Akrapovic downpipes for a dramatic power increase over the 1M’s already formidable M-tuned engine. ESS Tuning provided software to optimize the power further, making this 1M an outright rocket.

No matter how many major modifications are installed on an IND Portfolio project, it is always the smaller details that truly finish the car. IND provided some of these one-off pieces by adding color-coded Valencia Orange steering wheel trim, a special Valencia Orange striped BMW Performance steering wheel, a BMW Performance rear spoiler with an M3 CRT style paint scheme, and an M badge finished in gloss black with hand-painted Valencia borders. We finished the car by applying a custom paint scheme to the car’s already beautiful engine cover.

All of IND’s staff is patiently waiting for the moment when our client finally takes delivery of his brand new 1M, this Saturday. Although our client never enjoyed the car in its stock form, we are confident that he will love our interpretation of BMW’s newest work of automotive art.”

]]> http://bavarianmotorsportclub.wordpress.com/2011/12/03/m-series-com-blog-an-exclusive-look-at-inds-latest-project-bmw-1m/feed/ 0 bavarianmotorsportclub 6443868315_6a47bd5ca3_b 6442293367_1c40d27447_b 6443160181_220434c4ec_b 6443956877_4b0effb40d_b 6441994747_da5464f851_b 6433736183_a5dffecc14_b 6443749947_ac06f4c516_b 6437269115_0c0ce0ed30_b 6443642013_3d7feaceaf_b (1) 6443642013_3d7feaceaf_b 6443404015_f4d13e5b05_b