DimAsi
Supreme Member
Θα αρχίσω σιγα σιγα αλλά δεν θα μεταφράσω .Ειστε μεγαλα παιδια και καταλαβαινετε .
Λοιπον αυτές ειναι οι ερωταπαντησεις με τον Martin Birkman Δ.ντη στρατηγικής της BMW NA θα σας βαλω και της Ευρωπης, μιας της Ευρωπης ειμαστε φιλοι πολλά χρόνια και θα του ζητησω περισσότερες διευκρινήσεις σε αυτά τα θεματα . Υπόψην δεν ειμαι μηχανικός αλλά δουλευα κοντά τους 18 χρόνια .
Database αν διαβασες δουλευα χρόνια στην BMW .Οι πηγές μου λοιπον στην Γερμανία δεν χωράνε αμφιβολίας
Διαβαστε λοιπον ΝΟ 1
How does twin-scroll turbo technology compare to variable-vane turbo technology in terms of turbo lag and performance?
Martin Birkmann: Both of them can improve the response of the turbo engine. It depends on what your underlying engine architecture is. The benefit of the line up that we’re offering in the United States is that we’re offering a relatively large displacement so you clearly can say that the turbo is not used as a crutch to make a lame engine go, it’s a fantastic engine that you make go faster. That helps with the performance and the turbo lag. The engine electronics, the control of the VANOS in harmony with the VALVETRONIC (which improves the breathing), the twin-scroll and the variable-vane all contribute to reducing the lag. I don’t think you can rule out one of these technologies against another, they all contribute to make it better. Right now we use variable vanes only for small displacement engines in combination with twin scroll and we will apply it as we see necessary. I can tell you that the N55, in terms of linearity and response, yet increases the benchmark in terms of what a turbo engine can feel like.
What limits engine RPM on turbo motors and will it be possible to produce a high revving turbo for M applications?
Martin Birkmann: You don’t get the same benefit in terms of performance from a turbo as you get from a NA engine. The redline of our current turbo M engines is 7000rpm. Our first commercial M car was the M3, it had a redline of 7200 rpm, so I think that answers your question. We’re already high revving but the question is, what is the benefit that you see going up and up and up. One of the clear paths for the next generation M3 is to improve driveability and pickup out of every rev range and every gear especially in street legal speeds. The US market is the biggest M5 market, that’s not something that the V-10 has shown in the past.
Would it be possible to develop a diesel engine with M personality and drive characteristics?
Martin Birkmann: I think it’s a challenge. We started to be a bit more liberal with M engine configurations as of late. I think the field of high performance diesels is extremely intriguing. You will not get infinite levels of revs out of a diesel and you don’t need too, but I don’t see that this is something that can never happen. Right now we have a very different purchase motivation for our diesels cars than our gasoline cars. To me the bigger question is: is there a market there, is there a need there? We are looking into it.
Is it possible to develop higher revving diesel engines above 5000 rpm?
Martin Birkmann: Because it’s a self inducted engine you basically have a limit on how high you can rev them and that’s about 5000 rpm for all we know.
How low lag are the N54 and N55 turbo engines, and have BMW been able to successfully eliminate lag from their turbo engines?
You’ve driven a lot of BMW turbos, so that answer I give to you, but my answer is yes. We brag a lot and look a lot into middle seconds and response times and what not; you drive a conventional car, any motor, the response time from throttle input to arrival at the wheel is two tenths – so everything that you do to beat two tenths suffices to omit any kind of lag and we are way beyond that.
Λοιπον αυτές ειναι οι ερωταπαντησεις με τον Martin Birkman Δ.ντη στρατηγικής της BMW NA θα σας βαλω και της Ευρωπης, μιας της Ευρωπης ειμαστε φιλοι πολλά χρόνια και θα του ζητησω περισσότερες διευκρινήσεις σε αυτά τα θεματα . Υπόψην δεν ειμαι μηχανικός αλλά δουλευα κοντά τους 18 χρόνια .
Database αν διαβασες δουλευα χρόνια στην BMW .Οι πηγές μου λοιπον στην Γερμανία δεν χωράνε αμφιβολίας
Διαβαστε λοιπον ΝΟ 1
How does twin-scroll turbo technology compare to variable-vane turbo technology in terms of turbo lag and performance?
Martin Birkmann: Both of them can improve the response of the turbo engine. It depends on what your underlying engine architecture is. The benefit of the line up that we’re offering in the United States is that we’re offering a relatively large displacement so you clearly can say that the turbo is not used as a crutch to make a lame engine go, it’s a fantastic engine that you make go faster. That helps with the performance and the turbo lag. The engine electronics, the control of the VANOS in harmony with the VALVETRONIC (which improves the breathing), the twin-scroll and the variable-vane all contribute to reducing the lag. I don’t think you can rule out one of these technologies against another, they all contribute to make it better. Right now we use variable vanes only for small displacement engines in combination with twin scroll and we will apply it as we see necessary. I can tell you that the N55, in terms of linearity and response, yet increases the benchmark in terms of what a turbo engine can feel like.
What limits engine RPM on turbo motors and will it be possible to produce a high revving turbo for M applications?
Martin Birkmann: You don’t get the same benefit in terms of performance from a turbo as you get from a NA engine. The redline of our current turbo M engines is 7000rpm. Our first commercial M car was the M3, it had a redline of 7200 rpm, so I think that answers your question. We’re already high revving but the question is, what is the benefit that you see going up and up and up. One of the clear paths for the next generation M3 is to improve driveability and pickup out of every rev range and every gear especially in street legal speeds. The US market is the biggest M5 market, that’s not something that the V-10 has shown in the past.
Would it be possible to develop a diesel engine with M personality and drive characteristics?
Martin Birkmann: I think it’s a challenge. We started to be a bit more liberal with M engine configurations as of late. I think the field of high performance diesels is extremely intriguing. You will not get infinite levels of revs out of a diesel and you don’t need too, but I don’t see that this is something that can never happen. Right now we have a very different purchase motivation for our diesels cars than our gasoline cars. To me the bigger question is: is there a market there, is there a need there? We are looking into it.
Is it possible to develop higher revving diesel engines above 5000 rpm?
Martin Birkmann: Because it’s a self inducted engine you basically have a limit on how high you can rev them and that’s about 5000 rpm for all we know.
How low lag are the N54 and N55 turbo engines, and have BMW been able to successfully eliminate lag from their turbo engines?
You’ve driven a lot of BMW turbos, so that answer I give to you, but my answer is yes. We brag a lot and look a lot into middle seconds and response times and what not; you drive a conventional car, any motor, the response time from throttle input to arrival at the wheel is two tenths – so everything that you do to beat two tenths suffices to omit any kind of lag and we are way beyond that.
