arcozelense
New member
Aí estão as primeiras imagens do motor no futuro M3/M4(?)...
...turbo e 6 em linha !
6 em linha, um regresso às origens [
]
Última edição:
Tópico BMW
- Iniciador de tópicos Zizo
- Data de início
6 em linha, um regresso às origens [
]mas é um dos mais bonitos e icónicos BMW de sempre, na minha opinião [
Não me importava nada mesmo de ter um...
6 em linha, um regresso às origens
O E30 era um 4 cilindros [
][
]
Este "moço" deve ser baratinho de manter... []
Este foi um dos carros que foi "pancada à primeira vista". Que lindo GT.
BLADERUNNER
Well-known member
BLADERUNNER
Well-known member
Fahrenheit
Banido
Qual seria a jogada?
Algo estilo o BMW M1?
strecht
Well-known member
Nova família de motores da BMW...com o 3 cilindros !
A base da nova família de motores é um princípio de construção comum para a linha de unidades. O mecanismo básico é constituído por módulos de cilindros optimizados, com uma capacidade de 500 cc cada, desenvolvidos para o topo do rendimento termodinâmico ...e para utilização num veículo de passageiros. Por conseguinte, o novo motor de três cilindros tem uma capacidade de 1,5 litros, a unidade de quatro cilindros é de 2,0 litros e o de seis cilindros é de 3,0 litros. A potência desenvolvida de cada cilindro situa-se entre 30 e 55 kW (at 60 - 80 Nm), no caso de o motor a gasolina, e no motor a gasóleo desenvolve entre 20 e 45 kW (de 75-110 Nm).
As semelhanças estruturais entre o bloco a gasolina e a diesel, incluem a distância entre os cilindros, o bloco de alumínio, o desenho do eixo de equilíbrio, o arranjo da cadeia de tempo, a disposição dos parafusos da cabeça do cilindro e o revestimento de alta qualidade nas superfícies do cilindro de perfuração. Em geral, o número de peças idênticas utilizadas em motores equipados com o mesmo tipo de combustível sobe para 60 por cento, enquanto que o nível de semelhanças estruturais entre a gasolina e diesel é de cerca de 40%. Ainda mais benefícios são fornecidos por interfaces padronizadas. Além dos pontos de montagem de motores idênticos, trata-se principalmente as interfaces para o circuito de arrefecimento, os colectores de admissão e de escape e os sistemas de aquecimento e ar condicionado. Em comparação com os modelos actuais, o número de combinações possíveis nestas áreas diminuiu para cerca de metade. Finalmente, todas as unidades de alimentação têm a mesma injecção de ar e o mesmo lado de escape. É por isso que o três e quatro cilindros dessa nova família são adequados para uma arquitectura longitudinal e transversal de montagem, pelo que num futuro próximo, serão utilizados em modelos BMW e MINI.
A base da nova família de motores é um princípio de construção comum para a linha de unidades. O mecanismo básico é constituído por módulos de cilindros optimizados, com uma capacidade de 500 cc cada, desenvolvidos para o topo do rendimento termodinâmico ...e para utilização num veículo de passageiros. Por conseguinte, o novo motor de três cilindros tem uma capacidade de 1,5 litros, a unidade de quatro cilindros é de 2,0 litros e o de seis cilindros é de 3,0 litros. A potência desenvolvida de cada cilindro situa-se entre 30 e 55 kW (at 60 - 80 Nm), no caso de o motor a gasolina, e no motor a gasóleo desenvolve entre 20 e 45 kW (de 75-110 Nm).
As semelhanças estruturais entre o bloco a gasolina e a diesel, incluem a distância entre os cilindros, o bloco de alumínio, o desenho do eixo de equilíbrio, o arranjo da cadeia de tempo, a disposição dos parafusos da cabeça do cilindro e o revestimento de alta qualidade nas superfícies do cilindro de perfuração. Em geral, o número de peças idênticas utilizadas em motores equipados com o mesmo tipo de combustível sobe para 60 por cento, enquanto que o nível de semelhanças estruturais entre a gasolina e diesel é de cerca de 40%. Ainda mais benefícios são fornecidos por interfaces padronizadas. Além dos pontos de montagem de motores idênticos, trata-se principalmente as interfaces para o circuito de arrefecimento, os colectores de admissão e de escape e os sistemas de aquecimento e ar condicionado. Em comparação com os modelos actuais, o número de combinações possíveis nestas áreas diminuiu para cerca de metade. Finalmente, todas as unidades de alimentação têm a mesma injecção de ar e o mesmo lado de escape. É por isso que o três e quatro cilindros dessa nova família são adequados para uma arquitectura longitudinal e transversal de montagem, pelo que num futuro próximo, serão utilizados em modelos BMW e MINI.
strecht
Well-known member
What is it?
This prototype 1-series is fitted with BMW’s eagerly anticipated new three-cylinder petrol engine.
Strangely, given how eager they were to reveal other aspects of their newest and perhaps most radical production car engine to date, BMW’s engineers weren't too forthcoming about the power and torque figures of the new turbocharged three-cylinder petrol unit when they allowed us a brief test of this 1-series prototype.
Official figures will come later. For now we can report the particular version of the new engine we tried develops in the region of 178bhp and 199lb ft – impressive enough figures given its relatively small 1.5-litre capacity. But as other BMW data reveals, it is clearly not the highest state of tune it will be offered in.
It will play a major role in the second phase of its EfficientDynamics program which sets out to provide a 25 per cent reduction in fleet consumption by 2020. BMW says the alloy block engine is up to 10 per cent more economical than its existing 1.6-litre four-cylinder engine, which was developed in partnership with Peugeot.
Still, the story here extends more than the output and fuel saving properties of BMW’s new entry-level engine. Engine boss, Fritz Steinpanzer, told Autocar, the compact three-cylinder is the starting point for a while new range of engines, including replacements for today’s four- and six-cylinder units, that will head into various BMW models within the next year or so. All share common architecture that will enable them to be produced alongside one another on the same production lines for improved efficiency and cost saving.
More significantly is the fact that two of the new engines - the three-cylinder tested here and its yet to be revealed four-cylinder sibling - have been engineered to be mounted both transversely and longitudinally, paving the way for BMW’s first ever front-wheel drive car, as previewed by the Concept Active Tourer. Purists will scream. They often do. But BMW insists the only way they can successfully compete against the premium brand competition, namely Audi and Mercedes-Benz, in the volume segments is though a fundamental change to its existing engineer philosophy. Until now, it has held steadfastly to longitudinally mounted engines and a combination of both rear- and four-wheel drive.
BMW isn’t the first car maker to turn to three cylinder engines, of course. Daihatsu has a long history of such units in this country. Ford has also recently made big waves with its latest EcoBoost engine. But while not the first, the German car maker is treading new ground by proposing to introduce them to the executive car ranks as part of its EfficientDyanmics program – and not just in petrol guise but in diesel form, too.
What is it like?
Our first experience of the new BMW engine comes by way of a brief drive of a 1-series prototype fitted with the new petrol engine. Although conceived primarily for transverse mounting and front-wheel drive applications, including that of the new-generation Mini, the development unit we’ve been invited to test is mounted longitudinally and channels its drive to the rear wheels.
As with BMW’s new four and six-cylinder engines, the new three-cylinder receives an individual cylinder capacity of 500cm3. According to Steinpanzer, it is the optimum size regarding frictional, vibrational thermal properties. Other key features include a single air-to-air turbocharger, BMW’s patented Valvetronic system which provides continuously variable adjustment of both the inlet and exhaust valves, and the latest in high pressure direct injection technology.
The compact three-cylinder starts, like all BMW engines these days, with a push of dashboard mounted button, idling with a distant and rather unique timbre. This prototype is equipped with an eight speed automatic gearbox, modified with remapped electronics to take full advantage of the new engine’s unique properties. It’s a combination BMW says provides the best compromise between performance and economy.
From the first probing nudge of the throttle it’s clear the new unit is already at a fairly advanced state of development. It hauls the 1-series off the line with deceptive vigor and a degree of smoothness in low to middling revs I’ve yet to experience from a three-cylinder powerplant, Ford’s excellent 1.0-litre unit included. The inclusion of a counter rotating balancing shaft has successfully dampened the characteristic vibration, endowing the new BMW engine with remarkable refinement by existing three-cylinder standards.
It is the responsiveness of the new unit, though, that really stands out, giving it the sort of sporting attributes that have become part and parceled of just about all BMW engines down through the years. We are yet to discover exactly how much boost pressure it runs, but there is little hint of lag, just a lovely linear flow of power.
It sounds great, too, different to BMW’s existing four- and six-cylinder in a lot of ways. There is less of the characteristic turbine whine and more of a mechanical growl from up front, and the exhaust note is deeper with a character not unlike that of Subaru’s horizontally opposed four-cylinder once the revs begin to rise. And rise they do. As Steinpanzer explains: "One of the key development goals was to ensure the B38 could be carry its revs like traditional four- and six-cylinder BMW engines. We didn’t want to give up that unique selling point." The delivery is sophisticated, with strong urge from around 1500rpm well past the 5000rpm mark. Keep it spinning - and with such a fascinating exhaust note there is great incentive to do just that - and it will pull to 6500rpm before the onset of the electric rev limiter.
With some 44bhp and 37lb ft more than the turbocharged 1.6-litre four-cylinder used by the 116i, I’d suggest the prototype it would record a 0-62mph time of less than 8.0sec. On light throttle loads and typical motorway speeds, the trip computer also suggested something in the region of 56mpg, although as BMW was quick to point out this should only be taken as a very rough guide. It is, after all, just a prototype.
Should I buy one?
Our original two laps of BMW’s test facility on the outskirts of Munich ultimately turned into six with photography tasks thrown in. It wasn’t enough. BMW’s new three cylinder engine is nothing but intriguing.
Despite the limited mileage, we are already sold on its strong torque qualities, overall responsiveness, inherent smoothness throughout its complete rev range and alluring acoustic qualities. Just how all this will be carried over to the production version remains to be seen. And then there is the big question of how it will evolve in front-wheel drive guise.
For the moment, though, we can confidently say the future for BMW’s entry level models and its reputation for sportiness looks good.
BMW 1-Series prototype
Price n/a
Top speed 137mph (est)
0-62mph 8.0sec (est)
Economy 56mpg (est)
Weight 1260kg (est)
Engine 3-cyls, 1500cc, turbocharged petrol
Power 178bhp (est)
Torque 199lb ft (est)
Gearbox eight-speed automatic
in:First drive review: BMW 1-series three-cylinder prototype Review | Autocar
This prototype 1-series is fitted with BMW’s eagerly anticipated new three-cylinder petrol engine.
Strangely, given how eager they were to reveal other aspects of their newest and perhaps most radical production car engine to date, BMW’s engineers weren't too forthcoming about the power and torque figures of the new turbocharged three-cylinder petrol unit when they allowed us a brief test of this 1-series prototype.
Official figures will come later. For now we can report the particular version of the new engine we tried develops in the region of 178bhp and 199lb ft – impressive enough figures given its relatively small 1.5-litre capacity. But as other BMW data reveals, it is clearly not the highest state of tune it will be offered in.
It will play a major role in the second phase of its EfficientDynamics program which sets out to provide a 25 per cent reduction in fleet consumption by 2020. BMW says the alloy block engine is up to 10 per cent more economical than its existing 1.6-litre four-cylinder engine, which was developed in partnership with Peugeot.
Still, the story here extends more than the output and fuel saving properties of BMW’s new entry-level engine. Engine boss, Fritz Steinpanzer, told Autocar, the compact three-cylinder is the starting point for a while new range of engines, including replacements for today’s four- and six-cylinder units, that will head into various BMW models within the next year or so. All share common architecture that will enable them to be produced alongside one another on the same production lines for improved efficiency and cost saving.
More significantly is the fact that two of the new engines - the three-cylinder tested here and its yet to be revealed four-cylinder sibling - have been engineered to be mounted both transversely and longitudinally, paving the way for BMW’s first ever front-wheel drive car, as previewed by the Concept Active Tourer. Purists will scream. They often do. But BMW insists the only way they can successfully compete against the premium brand competition, namely Audi and Mercedes-Benz, in the volume segments is though a fundamental change to its existing engineer philosophy. Until now, it has held steadfastly to longitudinally mounted engines and a combination of both rear- and four-wheel drive.
BMW isn’t the first car maker to turn to three cylinder engines, of course. Daihatsu has a long history of such units in this country. Ford has also recently made big waves with its latest EcoBoost engine. But while not the first, the German car maker is treading new ground by proposing to introduce them to the executive car ranks as part of its EfficientDyanmics program – and not just in petrol guise but in diesel form, too.
What is it like?
Our first experience of the new BMW engine comes by way of a brief drive of a 1-series prototype fitted with the new petrol engine. Although conceived primarily for transverse mounting and front-wheel drive applications, including that of the new-generation Mini, the development unit we’ve been invited to test is mounted longitudinally and channels its drive to the rear wheels.
As with BMW’s new four and six-cylinder engines, the new three-cylinder receives an individual cylinder capacity of 500cm3. According to Steinpanzer, it is the optimum size regarding frictional, vibrational thermal properties. Other key features include a single air-to-air turbocharger, BMW’s patented Valvetronic system which provides continuously variable adjustment of both the inlet and exhaust valves, and the latest in high pressure direct injection technology.
The compact three-cylinder starts, like all BMW engines these days, with a push of dashboard mounted button, idling with a distant and rather unique timbre. This prototype is equipped with an eight speed automatic gearbox, modified with remapped electronics to take full advantage of the new engine’s unique properties. It’s a combination BMW says provides the best compromise between performance and economy.
From the first probing nudge of the throttle it’s clear the new unit is already at a fairly advanced state of development. It hauls the 1-series off the line with deceptive vigor and a degree of smoothness in low to middling revs I’ve yet to experience from a three-cylinder powerplant, Ford’s excellent 1.0-litre unit included. The inclusion of a counter rotating balancing shaft has successfully dampened the characteristic vibration, endowing the new BMW engine with remarkable refinement by existing three-cylinder standards.
It is the responsiveness of the new unit, though, that really stands out, giving it the sort of sporting attributes that have become part and parceled of just about all BMW engines down through the years. We are yet to discover exactly how much boost pressure it runs, but there is little hint of lag, just a lovely linear flow of power.
It sounds great, too, different to BMW’s existing four- and six-cylinder in a lot of ways. There is less of the characteristic turbine whine and more of a mechanical growl from up front, and the exhaust note is deeper with a character not unlike that of Subaru’s horizontally opposed four-cylinder once the revs begin to rise. And rise they do. As Steinpanzer explains: "One of the key development goals was to ensure the B38 could be carry its revs like traditional four- and six-cylinder BMW engines. We didn’t want to give up that unique selling point." The delivery is sophisticated, with strong urge from around 1500rpm well past the 5000rpm mark. Keep it spinning - and with such a fascinating exhaust note there is great incentive to do just that - and it will pull to 6500rpm before the onset of the electric rev limiter.
With some 44bhp and 37lb ft more than the turbocharged 1.6-litre four-cylinder used by the 116i, I’d suggest the prototype it would record a 0-62mph time of less than 8.0sec. On light throttle loads and typical motorway speeds, the trip computer also suggested something in the region of 56mpg, although as BMW was quick to point out this should only be taken as a very rough guide. It is, after all, just a prototype.
Should I buy one?
Our original two laps of BMW’s test facility on the outskirts of Munich ultimately turned into six with photography tasks thrown in. It wasn’t enough. BMW’s new three cylinder engine is nothing but intriguing.
Despite the limited mileage, we are already sold on its strong torque qualities, overall responsiveness, inherent smoothness throughout its complete rev range and alluring acoustic qualities. Just how all this will be carried over to the production version remains to be seen. And then there is the big question of how it will evolve in front-wheel drive guise.
For the moment, though, we can confidently say the future for BMW’s entry level models and its reputation for sportiness looks good.
BMW 1-Series prototype
Price n/a
Top speed 137mph (est)
0-62mph 8.0sec (est)
Economy 56mpg (est)
Weight 1260kg (est)
Engine 3-cyls, 1500cc, turbocharged petrol
Power 178bhp (est)
Torque 199lb ft (est)
Gearbox eight-speed automatic
in:First drive review: BMW 1-series three-cylinder prototype Review | Autocar
Última edição:
strecht
Well-known member
A partir do final do ano, os clientes dos principais modelos da marca bávara, Série 1, Série 3 e Série 5, passarão a contar com novos «horizontes» de personalização (e de velocidade) com a introdução de novos pacotes para a já linha «M Performance».
A novidade mais sonante dá pelo nome de «Performance Power Kit» e não é mais que um pacote de potência para o popular motor 2.0 Diesel, utilizado nos modelos 120d, 320d e 520d, que aumenta a potência dos 184 para os 200cv. Este aumento, conseguido à custa de um «intercooler» maior e eletrónica reprogramada, estende-se ao binário máximo disponível, que também sobe, dos 379 para os 420 Nm.
De acordo com a marca alemã, este kit performance permitirá uma melhoria na aceleração dos 0 aos 100 km/h em um segundo face ao anunciado para a versão «normal».
A marca alemã garante ainda que o «upgrade» não se reflete nos consumos nem nas emissões de CO2 e que a sua instalação não afeta a garantia da marca.
Além deste kit, a marca alemã vai apresentar no Salão Automóvel de Paris, que arranca dentro de dias, uma serie de componentes aerodinâmicos. Exemplo disso é o 335i (na foto), equipado com um pack estético que confere à berlina alemã um visual mais agressivo.
Pacotes de suspensão e travões mais eficazes também estarão disponíveis para os Séries 1 e 3, consistindo em molas e amortecedores melhorados, bem como sistema de travagem reforçado.
in:BMW «oferece» mais potência para 120d, 320d e 520d - Autoportal
...e agora uma pergunta...onde encaixa aqui a motorização do 525 d por exemplo ???
A novidade mais sonante dá pelo nome de «Performance Power Kit» e não é mais que um pacote de potência para o popular motor 2.0 Diesel, utilizado nos modelos 120d, 320d e 520d, que aumenta a potência dos 184 para os 200cv. Este aumento, conseguido à custa de um «intercooler» maior e eletrónica reprogramada, estende-se ao binário máximo disponível, que também sobe, dos 379 para os 420 Nm.
De acordo com a marca alemã, este kit performance permitirá uma melhoria na aceleração dos 0 aos 100 km/h em um segundo face ao anunciado para a versão «normal».
A marca alemã garante ainda que o «upgrade» não se reflete nos consumos nem nas emissões de CO2 e que a sua instalação não afeta a garantia da marca.
Além deste kit, a marca alemã vai apresentar no Salão Automóvel de Paris, que arranca dentro de dias, uma serie de componentes aerodinâmicos. Exemplo disso é o 335i (na foto), equipado com um pack estético que confere à berlina alemã um visual mais agressivo.
Pacotes de suspensão e travões mais eficazes também estarão disponíveis para os Séries 1 e 3, consistindo em molas e amortecedores melhorados, bem como sistema de travagem reforçado.
in:BMW «oferece» mais potência para 120d, 320d e 520d - Autoportal
...e agora uma pergunta...onde encaixa aqui a motorização do 525 d por exemplo ???
Avant
Well-known member
Alguém meteu os pés pelas mãos, essa notícia só tem um ano e meio... [
]https://www.press.bmwgroup.com/pres...Id=34&id=T0105817PT&left_menu_item=node__2255
strecht
Well-known member
Alguém meteu os pés pelas mãos, essa notícia só tem um ano e meio... [
https://www.press.bmwgroup.com/pressclub/p/pt/pressDetail.html?title=kit-de-motor-bmw-performance-agora-dispon%C3%ADvel-para-os-novos-motores-de-184-cv-para-bmw-320d-320d&outputChannelId=34&id=T0105817PT&left_menu_item=node__2255
Bem, por acaso a noticia não me era de todo estranha, mas limitei-me a transmitir aquilo que vi hoje.
...devem ter anunciado este pacote aproveitando a comercialização dos novos série 1 e 3 !
...alem de aproveitarem para relembrar os potenciais clientes !
fabiojalmeida
New member
Têm. Até os mais antigos têm como os E39.