2007 M-6

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Guys and Gals,
This is the write-up about the M-6. It is like 40 pages so i will have to post it in two parts. Enjoy!

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Here is part2

[tannad]

part one please...

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Launching the new M6, BMW M GmbH is proud to present the most dynamic and sporting rendition of the 6 Series Luxury Coupe. This makes BMW’s large Coupe, in the guise of the M6, one of the most beautiful cars in the world – and at the same time, the most sophisticated and powerful 6 Se­ries ever: five- liter engine capacity, 10 cylinders, 507 horsepower, 383 lb-ft maximum torque, and engine speed beyond the 8,000 rpm limit.fficeffice" />>>

Together with the outstanding, uncompromising suspension designed and built exclusively for sporting performance, this extraordinary power unit gives
the BMW M6 all the qualities of a thoroughbred super sports car. But unlike its com­pet­itors, the BMW M6 comes with all the space and comfort of a typical 2+2-seater, plus the luxurious features of a typical luxury performance BMW.>>

The success principle: True power in a discreet package.>>

The BMW M6 shares its unique power unit with the BMW M5. Ever since being introduced in the M5, this engine has been acknowledged as the
benchmark, just as the M5 is the very epitome of the Sports Saloon.>>

Now, based on its outstanding performance, the BMW M6 sets a new standard in the segment of high-performance 2+2-seater luxury sports cars. Creating this unique model, the engineers at BMW M GmbH have fo­cused not only on the sheer power of the engine, but also on the weight of the body and, as a result, the mass to be accelerated as quickly as possible on the road. Reducing weight to a sensible minimum, the M6 comes with all the driving dynamics required for the race track, while in terms of motoring comfort and equipment it is simply ideal for all roads the world over. Not least, the body design of the BMW M6 modified only discreetly versus the elegant look of the BMW Coupe comes with all the understatement so characteristic of all M Models as their elementary feature.>>

Interacting with the seven-speed SMG transmission, the magnificent chassis and suspension, the elegant body in innovative lightweight technology,
as well as the wide range of luxury equipment, the ten-cylinder high-speed en­gine gives the customer a brand-new dimension in motoring performance.
It is difficult to find any genuine competitors to the M6, since all other more or less comparable cars are either all-out supersports or sports sedans far inferior in terms of agility. So given the car’s innovative drive con­cept, a power-to-weight ratio even better than on the M5, as well as unique handling – and all this with all the everyday driving qualities of a large coupe – the engineers at BMW M GmbH rightly claim that the new BMW M6 truly comes in a class of its own.>>

V10 power unit running at racing speeds.>>

Sharing BMW’s V10 power unit, the M5 and M6 come with one of the rare high-speed engines in regular sedan and coupe production. Within the
en­tire BMW family, the V10 is indeed the most demanding engine in technical terms and, without doubt, the top performer in every respect. >>

Power and performance, however, are not everything. Rather, what really counts is a car’s acceleration and driving dynamics on the road. And this
de­pends, first, on the weight of a car and, second, on the thrust and
power which actually goes to the drive wheels – which, in turn, are a result of engine torque and the overall transmission ratio. BMW’s high-speed engine concept allows an optimum gearbox and final drive transmission ratio in
all cases, thus guaranteeing impressive thrust and momentum on the road
at all times.>>

The perfect choice: High-revving concept.>>

A compact, high-revving normal-aspiration engine is the best of all strategies in generating maximum engine output: Revving up to speed of 8,250 rpm,
the V10 reaches a speed range reserved until recently to purebred racing cars alone. As a result, the engine exceeds the magical limit of 100 hp per liter, again achieving specific output of a standard otherwise only found in motorsport.>>

The two five-cylinder banks in the V10 are arranged at an angle of 90° in order to optimize the standard of vibration control and motoring comfort of­fer­ed by full mass compensation on the crankdrive. Taking the substantial forces of the combustion process, high engine speeds and vibrations into account, the crankcase comes in bedplate design. The extremely stiff crank­shaft, in turn, runs in six bearings.>>

Variable dual-VANOS camshaft control ensures an optimum cylinder charge cycle in the interest of extremely fast valve timing. On the road this means even more performance, an improved torque curve, optimum responsive­ness,
lower fuel consumption, and emissions reduced to a minimum. Again reflecting the typical features of motorsport, each cylinder comes with its own throttle butterfly masterminded fully electronically for each row of cyl­inders.>>

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Twin-chamber exhaust system made of stainless steel.>>

Made of stainless steel without any connecting seams, the exhaust system comes in twin-chamber configuration all the way to the silencers, before
ex­haust emissions leave the car through the four tailpipes so characteristic of every BMW M Car. It almost goes without saying that exhaust emissions meet the European EU4 and, respectively, the US LEV2 standards. The M6 stands out from the M5 also through its even more powerful and sporting sound.>>

This outstanding performance and emission management is ensured
and masterminded by the central engine management unit featuring the most powerful processors currently to be found in any car anywhere, since the demands made of the management system are obviously particularly stringent due to the very high engine speed and the sum total of all control and management functions. >>

A particular highlight of the engine control unit is ionic current technology serving to detect any tendency of the engine to knock, misfire and suffer mis-combustion. This intelligent control unit is able to sense any tendency to knock via the spark plug in each cylinder, checking the correct ignition set­ting and recognizing any tendency to misfire and thus allowing the engine to run
as closely as possible to its theoretical limits, developing optimum power and performance in the process. The spark plug serves both as an actuator for the ignition and as a sensor observing the combustion process.>>

Seven-speed SMG transmission conveying M Power to the road.>>

BMW’s seven-speed SMG transmission will be the only one offered in the new M6. This gearbox from BMW M is indeed the world’s only sequential transmis­sion with seven gears and Drivelogic. With qualities even greater than on a six-speed SMG gearbox, this transmission allows manual selection of gears with extremely short gearshift times as well as comfortable cruising qualities thanks to the automatic gear selection function. And at the same time the ad­ditional gear keeps the increments between engine speed and torque even smaller, ensuring an absolutely smooth process of one gear “flowing” into the other.>>

The driver shifts gears in the SMG transmission either from the selector
lever or via paddles in the steering wheel. Compared with the conventional SMG transmission, the new generation of SMG technology performs the en­tire gearshift process 20 per cent faster, gears merging directly into one another. >>

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As a result, any interruption of the flow of power inevitable when shift­ing gears now becomes hardly perceptible. The BMW M6 accelerates virtu­ally without the slightest jolt or interruption from a standstill all the way to top speed.>>

Drivelogic: The driver determines how SMG shifts gears.>>

Featuring its special Drivelogic function, SMG on the BMW M6 offers the driver a total of 11 gearshift options allowing him to individually adjust
the gearshift characteristics of the SMG transmission to his personal style
of motoring.>>

Six of these driving programs come in the sequential manual function
(S-mode), ranging from smooth but dynamic all the way to race track crisp. Driving in the S-mode, the driver shifts gears manually. But thanks to the launch con­trol function SMG Drivelogic shifts gears automatically shortly before the engine reaches its maximum speed, ensuring an optimum gearshift process with optimum spin control all the way to the top speed of the
BMW M6.>>

In the automatic shift mode (Drive = D-mode), the transmission shifts the seven gears automatically as a function of the driving program currently
in use, the driving situation, road speed, and the position of the gas pedal.>>

SMG for even greater safety and motoring comfort.>>

Seven-speed SMG supports the driver not only in achieving and enjoying the highest standard of performance comparable to genuine motorsport. It also comes with many safety features opening up the clutch within fractions of a second in a critical situation – for example when shifting down on a slippery surface – in order to keep the car stable and free of excessive engine forces acting on the drive wheels. A further special function is hill detection, which adjusts the gearshift points on uphill and downhill grades. Driving uphill, this avoids the common phen­omenon of the gears constantly shifting up and down (“pendulum gearshift”); driving downhill the hill detection mode holds lower gears in mesh longer than usual in order to capitalize on the engine’s braking effect.>>

Last but not least, SMG also enhances the particular sound effect of the V10 power unit: To quote a specialist commenting on this special sound, that “brief, roaring rumble” is simply fantastic when the electronic engine control unit “blips” the throttle between gears when shift­ing down.>>

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Maximum driving pleasure.>>

Interaction of the V10 power unit and seven-speed SMG gives the driver of the BMW M6 Coupe driving pleasure of the highest caliber: Acceleration from
0–100 km/h (62 mph) comes in 4.6 seconds and the M6 reaches 200 km/h or 124 mph in just about 14 seconds. Then, at a speed of 250 km/h or 155 mph, the electronic speed governor ends the car’s irresistible surge of pow­er, while the speedometer gives you an idea where the engine would take you without
such electronic speed control: the speedometer goes all the way to 330 km/h or 205 mph.>>

Lapping the Northern Circuit of Nürburgring in 8 minutes.>>

The world-famous Nordschleife, the Northern Circuit of the legendary
Nür­burg­ring Race Track, is the perfect benchmark for measuring driving dynam­ics. For it is here, on the world’s most demanding race track,
that the excep­tional stand out from the mediocre in terms of driving dynamics. Nowhere else is the interaction of all a car’s components as clear as here, when driving to the absolute limit. Lapping the Northern Circuit in around 8 minutes, the BMW M6 easily matches the most thoroughbred sports cars, clearly beating the competition.>>

M Suspension: The icing on the cake of the BMW 6 Series.>>

Lap times of this kind clearly bear testimony to the M6’s driving qualities.
Which is actually no surprise, considering that the chassis and suspension already outstanding on the BMW 6 Series as such. The modern assistance systems have been specially adapted on the M6 for truly un­para­lleled M Performance. Compared with the M5, in turn, the wheelbase is shorter and the car comes with a lower centre of gravity for extra agility on the road. In terms of both chassis equipment and set-up, the M6 is therefore a unique car in every re­spect.>>

Variable M Differential Lock.>>

The variable, speed-sensing M Differential Lock gives the M6 superior
driv­ing stability and optimum traction particularly when accelerating out of a bend. Even in very demanding driving situations, the differential offers cru­cial advantages in terms of traction, for example with the drive wheels run­ning on very different surfaces with a wide range of different frictional coef­ficients.
A further advantage – the locking action immediately builds up when necessary to compensate for any difference in speed between the drive wheels, thus ensuring smooth and powerful drive forces at all times.>>

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DSC with two dynamic driving programs available on demand.>>

The BMW M6 boasts a brand-new generation of Dynamic Stability
Con­trol. With the first stage of DSC being conceived for maximum driving safety, the M Dynamic mode, as on the M5, is tailored to the sporting driver. And pressing a button on the selector lever cover, the driver is able to switch off DSC whenever he wishes.>>

EDC: From firm and taut all the way to comfortable and extra-smooth.>>

EDC Electronic Damper Control on the BMW M6 offers the driver the choice of three programs available on demand: Comfort, ffice:smarttags" />lace>Normallace>, and Sports, with the car’s chassis and suspension ranging from sporting and taut all the way to – relatively – smooth and comfortable. The driver operates EDC via the MDrive button on the steering wheel or the push button next to the SMG selector lever.>>

High-performance brakes like in motorsport.>>

Reflecting its truly outstanding power and performance, the BMW M6 na­turally features extra-large high-performance brakes complete with cross-drilled extra-low-weight compound brake discs. The double-piston swing calipers are made of aluminum and are optimized for both weight and stiffness. Applying the brakes from a speed of 100 km/h (62 mph), the driver of the BMW M6 comes to a standstill after just 36 meters and takes less than 140 meters to reach a stop from a speed of 200 km/h (124 mph).>>

High-performance athlete in a beautiful body.>>

With the BMW 6 Series already acknowledged as a strikingly beautiful car,
the M6 enhances this impression to an even higher standard. Special design features making this unique Coupe look even more powerful and dynamic, while remaining discreet and unpretentious.>>

The most eye-catching feature is the truly impressive front air dam. And like all design features on a BMW M Car, this particular element focuses once again primarily on its specific function: The V10 power unit requires roughly twice as much cooling air as the V8 in the BMW 645Ci. Large secondary in­take openings to the left and right of the front air dam thus give the engine of the M6 even more air to breathe and cool the brakes at the same time.
Through their design alone, finally, these air openings accentuate the sport­ing character of the car.>>

Lightweight engineering and beautiful design in perfect harmony.>>

Beneath the doors the side-sills powerfully contoured for aerodynamic
rea­sons again emphasize the dynamic impression of this sports coupe.
At the same time the side-sills stretch the car for an even sleeker look,
making the BMW M6 even lower and more dynamic in its appearance.
The 19-inch forged aluminum wheels developed especially for the M6,
to­gether with their five filigree double spokes, are extremely light and provide a very good view of the large brake discs. Compared with comparable wheels, the weight saving is 1.8 kilos per wheel.>>

The M model logo in the ornamental slats at the side tells the connoisseur right away that this car is one of the outstanding athletes within the
BMW M Family. And like on all M Models, the exterior mirrors come in their very own, sporting look.>>

The rear air dam with its characteristic diffuser opening again serves first and foremost to provide an aerodynamic function. But at the same time it adds an even more sporting look to the car. The particular design of the dif­fuser improves the flow of air along the underside and reduces lift forces. The four tailpipes on the twin-chamber exhaust system, bordering the dif­fu­ser
opening in pairs on either side, are one of the signs of distinction so ty­pical of a BMW M Car.>>

First-ever carbon-fiber roof in series production.>>

The first car to feature a roof made of carbon-fiber was the BMW M3 CSL. Now, following that special model built in small, strictly limited series,
BMW M GmbH is introducing a carbon-fiber roof on the M6 Coupe, thus raising this con­cept of intelligent lightweight technology to a new dimension in
series pro­duction.>>

Offering the same stability and crash safety as a steel roof, this carbon-
fiber material derived from motorsport is significantly lighter than aluminum,
let alone steel. The result is a significant reduction in weight and mass lowering the car’s center of gravity.>>

Inside, the M6 stands out from the “basic” model also through its even more sophisticated Merino leather upholstery with a choice of three different colors or – at extra cost – with full leather upholstery leaving absolutely no­thing to be desired. >>

A sports car for everyday motoring.>>

Despite its simply staggering performance, the BMW M6 does not make
any compromises in terms of adequate roominess as well as active and passive safety of the highest standard. Even the level of motoring comfort is virtually the same as in the “regular” model. And when it comes to both fuel economy and environmental compatibility, the M6 again lives up the exemplary stand­ard of all BMWs.>>

2. The new V10 Power Unit in the BMW M6: A Masterpiece in Engine Construction.>>

The ten-cylinder power unit featured in the BMW M6 may rightly be regard­ed as the most fascinating engine you can imagine in a production car. Launched just half a year ago in the BMW M5, this unique power unit has been
thrilling enthusiasts all over the world ever since, of­fer­ing a seemingly never-ending surge of power and performance. Many people see this engine as the “civilian derivative” of the BMW Will­iams­F1 racing unit. >>

The V10 is reminiscent of BMW’s Formula1 racing engine also in terms of its sound: A bit deeper and more muscular than even in the M5, the V10 featured in the BMW M6 clearly “shouts out” its dedication to motor­sport.>>

Inspired by the Formula1 power unit.>>

The V10 featured in the BMW M6 shares both the number of cylinders as well as its high-speed concept with BMW’s Formula1 power unit. This alone guarantees enormous thrust and muscle from high engine speeds, a feature characteristic of all high-performance normal-aspiration power units devel­op­ed and built by BMW M GmbH. >>

Reflecting this exclusive standard, this top-of-the-range engine is equally
im­pressive in all its specifications: ten cylinders, five liter capacity, 507 horsepower maximum output, 383 lb-ft maximum torque, engine speeds up to 8,250 rpm – a power pack in its purest form.>>

But at the same time this engine is far more than the sum total of outstand­ing performance data: Barely touching the gas pedal, you will immediately appreciate this high-speed normally-aspirated engine as a typical sports pow­er unit. And at the same time it is perfectly civilized in everyday traffic: Sometimes a luxurious coupe, sometimes a thoroughbred sports car. The M6 offers you the best of both worlds, setting the benchmark in both cate­gories.>>

Brand-new and offering the best of the best.>>

The V10 power unit created by the engineers at BMW M GmbH for the M5 and M6 is brand-new from the ground up. In the process of developing this engine, they were inspired by the BMW WilliamsF1 power unit, one of the most powerful engines in the highest category of motorsport. As their second consideration, they focused on M-specific fea­tures in standard production such as double-VANOS, individual throttle but­terflies, top-performance engine electronics, and oil supply with centrifugal force control.>>

In principle there are three options to achieve optimum power and performance in engine construction: To make the engine larger, obtaining higher torque in the process, to boost engine output by means of a turbocharger or compressor, or to increase engine speed by means of the high-speed en­gine philosophy.>>

Power is more than just a number.>>

This means that on the road, power and performance is more than just an impressive horsepower rating. Rather, what really counts is a car’s behavior when accelerating and its driving dynamics. And this depends on the thrust and muscle actually generated by the drivetrain as well as the weight of the car. The thrust going to the drive wheels, in turn, is a result of engine torque and the overall transmission ratio. The high-speed engine concept, therefore, allows the right transmission and final drive ratios, guaranteeing impressive performance also in everyday motoring.>>

Given these basic laws of physics, we find huge differences between vari­ous engines, even when on paper they have the same output. A large-vol­ume engine, for example, has the disadvantage of both extra weight and larger dimensions leading to higher fuel consumption. A turbocharged en­gine likewise consumes more fuel and lacks spontaneity that is the instan­taneous response of the engine to the driver’s wishes.>>

The high-revving concept – the perfect answer.>>

This leaves the third option: the compact, fast-revving normal-aspiration
power unit. For traditional reasons alone the engineers at BMW M acknowledge this concept as the ideal solution, increasing engine output
and performance by an appropriate increase in engine speed. The fact remains, however, that the high-speed engine concept is far more demanding in technological terms, making it a greater challenge requiring more
sophi­sticated solutions. Reaching engine speeds of 8,250 rpm, the V10 enters
a speed range until recently reserved to thoroughbred racing cars alone. >>

Formula 1 technology for the road.>>

Featuring qualities of this kind, the new V10 raises the limits to technology in series engine production to a higher standard never seen before. A comparison clearly shows what this means in terms the loads and forces acting on the various materials: At a speed of 8,000 rpm, each of the 10 pistons co­vers a distance of some 20 meters a second. Revving at 18,000 rpm in the BMW WilliamsF1, piston travel is actually 25 meters per second. But while durability is merely a relative factor in motorsport, a BMW M engine must last the same long life as the car itself – in all kinds of weather, under all traffic conditions, and with that typical M style of motoring.>>

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507 horsepower for a new world of driving dynamics>>

The fast-revving ten-cylinder develops maximum output of 507 horsepower at 7,750 rpm. But compared with its output and performance it remains a lightweight athlete weighing just 240 kg or 529 lb. When it comes to output per liter, on the other hand, this engine is definitely a “heavy” player. The ten-cylinder easily achieves the magical limit of 100 hp per liter, with speci­fic output comparable to that of a racing machine.>>

Only engine speed can really bring out power and torque.>>

Maximum torque of 383 lb-ft comes at 6,100 rpm. But the ten-cylinder develops 332 lb-ft from just 3,500 rpm, with 80 per cent of the engine’s maximum torque offered consistently throughout a wide range of 5,500 rpm.>>

This alone places the BMW M6 with its high-speed engine far above the
com­­petition, with virtually all other models focusing on torque alone provided by larger engine capacity and/or turbocharging. A further drawback with
oth­er models is that they require a significantly reinforced and, as a result, very heavy drivetrain to convey their extremely high torque, thus suffering from
extra weight and mass which consistently has to be accelerated and slowed down. By contrast, BMW’s compact V10 with its high-speed concept bene­fits from a far lighter drivetrain with a much faster gearshift.>>

A good example is that of a cyclist riding up a hill. Shifting down a gear, the cyclist will have to turn the pedals faster, but is able, in return, to take virtually every grade. Should the cyclist remain in the same gear or even shift up, on the other hand, the choices would be to either put more strength into the pedals or, quite simply, get off the bicycle. Taking two cyclists absolutely equal in their strength and stamina, the winner will always be the cyclist able to turn the pedals more quickly.>>

Ten cylinders – the sports concept.>>

Ten cylinders are the optimum concept for a high-performance sports en­gine: An engine of this kind has exactly the right dimensions, the right num­ber
of components and filling capacities. And displacing 500 cubic centimeters, each cylinder is of exactly the right size, as defined by the really de­mand­ing engine specialist.>>

Compact construction for extra strength and enhanced comfort.>>

As one of the world’s leading engine manufacturers, BMW has become famous above all for its in-line power units. Now, focusing on the ten-cyl­inder, the engineers at BMW M GmbH have placed two rows of five cyl­in­ders next to each other at a V angle of 90° and with displacement between the two cylinder banks of 17 millimeters or 0.67´´, thus forming a very com­pact and dynamic configuration. The 90° angle was chosen for its vibration-and comfort-oriented mass balance, perfectly solving the conflict of interests between maximum smoothness free of vibrations and a high level of compo­nent strength.>>

The cylinder crankcase is cast in a low-pressure die-casting process using an over-eutectic aluminum-silicon alloy, in this case with a share of silicon of
at least 17 per cent. The cylinder liners are formed by exposing the hard silicon crystals, with the iron-coated pistons running directly in the uncoated
bore. Cylinder stroke measures 75.2 millimeters or 2.96´´, cylinder bore is 92.0 millimeters or 3.62´´, adding up to an overall capacity of 4,999 cc.
Like the engine blocks for Formula1, the M engine blocks are cast at BMW’s light-alloy foundry in Landshut just north of Munich.>>

Bedplate construction like in motorsport.>>

High engine speeds, high combustion pressure and temperatures subject
the crankcase to extremely tough and demanding conditions. The engineers at BMW Motorsport have therefore made the crankcase very compact and unusually stiff in a so-called bedplate structure, a technology carried over from motorsport. The BMW ten-cylinder is the first production V en­gine to feature such a bedplate construction.>>

The aluminum bedplate with grey-cast-iron inlays guarantees very precise crankshaft bearing – in particular, it keeps main bearing tolerance within close limits throughout the entire range of operating temperature. The grey-cast-iron inlays reduce thermal expansion of the aluminum housing and fea­ture
special openings to provide a positive connection with the surrounding aluminum frame. At the same time this construction serves to fulfill the acoustic requirements made of the engine.>>

Specially designed for a high level of stiffness and finely balanced for
opti­mum precision, the crankshaft made of forged, high-strength steel runs in six bearings and weighs just 21.8 kg or 48.1lb. Designed for minimum mass inertia, the crankshaft offers a very high standard of torsional stiffness. In each case two connecting rods interact with one of the five crank journals displaced from one another at an angle of 72°. The small distance between cylinders of just 98 millimeters or 3.86´´ and the short crankshaft made pos­sible as a result interact with one another for a very high level of flexural and torsional stiffness on very low weight.>>

Lightweight engineering watching out for every gram.>>

The weight-optimized box-type pistons are cast out of a high temperature-resistant aluminum alloy and are iron-coated on the surface, weighing just 481.7 grams including their piston pins and rings. Compression height is 27.4 millimeters or 1.08´´, with a compression ratio of 12.0:1. The pistons are cooled by oil spray nozzles connected to the main oil duct. The trapezoidal connecting rods, in turn, measuring 140.7 millimeters or 5.54´´ in length, are weight-optimized, manufactured in cracked technology, and come in high-strength steel. This effectively reduces oscillating masses within the engine, >>

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each of the connecting rods forged from 70MnVS4 weighing just 623 grams including the bearing shell.>>

The single-piece aluminum cylinder heads on the V10 power unit are also cast by BMW at the light-alloy foundry in lace>Landshutlace>. As an important contribution to the appropriate temperature of the catalyst with the catalytic con­vert­er warming up quickly, the cylinder heads come with integrated air ducts for secondary air injection. A further feature is the typical configuration with four valves per cylinder characteristic of a BMW engine. The valves
them­selves are operated by ball-shaped cup tappets with hydraulic valve play compensation. Tappet diameter is just 28 millimeters or 1.10´´, tappet weight 31 grams. The intake valves, in turn, measure 35 millimeters or 1.38´´
in diameter, the outlet valves 30.5 millimeters or 1.20´´.>>

Special innovations reducing the cost of maintenance.>>

The intake valves are made exclusively for the V10. Measuring only
5.0 millimeters or 0.20´´ in diameter, they come with particularly thin shafts hardly im­pairing flow conditions in the intake duct. Valve clearance is automatically maintained at exactly the right point by hydraulic valve play compensation elements, helping to reduce the cost of ownership.>>

More power from the engine means a greater need for efficient cooling,
par­ticularly near the combustion chambers. With its crossflow cooling concept, the V10 power unit significantly reduces pressure losses in the >>

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cooling sys­tem compared with a conventional cooling configuration, guaranteeing a con­sistent distribution of temperatures in the cylinder head and reducing temperature peaks at all critical points.>>

Each cylinder is cooled consistently by an optimum amount of coolant flow­ing smoothly around the cylinders. To achieve this effect, the coolant flows from the crankcase via the outlet side of the engine through the cylinder head and over the collector rail on the intake side all the way to the thermo­stat and, respectively, the radiator itself.>>

High-pressure double-VANOS for an optimum cylinder charge.>>

Variable double-VANOS camshaft management ensures an optimum charge cycle within the ten-cylinder. This, in turn, helps to keep valve timing ex­treme­ly short and fast – which in practice means more power, an even bet­ter torque curve, optimum responsiveness, greater fuel economy, and clean­er emissions.>>

Running at low loads and engine speeds, the engine therefore operates
with a greater valve overlap and, as a result, a higher level of internal exhaust gas recirculation. This, in turn, reduces charge cycle losses and improves
fuel economy accordingly. As a function of the gas pedal position and en­gine speed – the parameters crucial to the power and performance required of the engine – valve increments are adjusted infinitely and by way of map control.
To ensure such efficient management, the sprocket connected with the crankshaft by a single chain is linked to the camshaft by a two-stage he­lical gearing. With the adjustment piston being moved along its axis, the he­lical gear pattern turns the camshaft relative to the sprocket, allowing vari­ation of the intake camshaft angle by up to 66° and the outlet camshaft angle by
up to 37°.>>

M double-VANOS requires a high level of oil pressure in order to adjust the camshaft at maximum speed and with maximum precision. Accordingly,
en­gine oil is compressed to an operating pressure of 80 bar by a radial piston pump fitted in the crankcase. This map-controlled high-pressure adjustment guarantees short adjustment times and provides the optimum spread angle synchronized to ignition timing and the amount of fuel injected as a function of engine load and speed at all operating points.>>

Reliable oil supply even in extremely fast bends.>>

The oil required for lubrication is delivered to the engine by a total of four oil pumps. The reasons for such an unusually elaborate and sophisticated oil supply system are the high standard of dynamic performance and the ex­treme acceleration of the BMW M6. In bends, for example, BMW’s large Coupe is easily able to achieve lateral acceleration of well over 1g. The cen­trifugal forces >>

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generated in such a process press the engine oil into the out­er row of cylinders to such an extent that the oil is no longer able to flow back in the usual process from the cylinder head, possibly leading to a lack of oil in
the sump. And should worst really come to worst, the oil pump might then draw in air instead of oil.>>

To rule out such an eventuality, the engine comes with lateral force-controlled oil supply where, starting at lateral acceleration of approxi­mately 0.6 g, one of two electrically driven duocentric pumps draws oil out of the outer cylinder head in a bend and conveys it to the main oil sump. A lat­eral acceleration sensor serves as the actuator for initiating pump action. The oil pump itself is a volume-flow controlled pendulum slide cell pump deliver­ing exactly the amount of engine oil actually required by the engine. This is made possible by the inner rotor of the pump adjustable in its eccentricity versus the pump housing as a function of current oil pressure in the main oil duct.>>

A lubrication film which does not break when applying the brakes.>>

When applying the brakes to the extreme, the BMW M6 builds up negative acceleration up to a staggering 1.3 g. Under such extreme conditions, it is quite possible that the flow of oil back to the oil sump serving as an intermediate storage reservoir will no longer be sufficient, especially as the oil sump for reasons of space is fitted beneath the front axle subframe. So if worst came to worst, lubrication might be entirely interrupted. To reliably prevent this eventuality, the engine of the BMW M6 comes with a so-called “quasi-dry sump system” incorporating two oil reservoirs: one in front of the front axle subframe, another behind the subframe.>>

A reflow pump integrated in the compressed oil pump housing draws oil out
of the small oil sump at the front and pumps it into the large oil sump at the back. Both the reflow openings and the compressed oil pump extraction point are precisely matched to the car’s acceleration and driving forces.>>

Ten individual throttle butterflies controlled electronically.>>

Again reflecting the supreme standard of motorsport, each of the ten cyl­inders comes with its own throttle butterfly, each row of cylinders being con­trolled by a separate adjuster. While this system is extremely demanding and sophisticated in mechanical terms, there is no better way to achieve engine response within split-seconds. To give the engine a particularly sensitive response at low engine speeds while building up power just as fast wherever necessary for dynamic performance of the highest standard, the throttle butterflies are masterminded electronically by two contact-free Hall potentiometers scanning and evaluating the position of the gas pedal
200 times a second.>>

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Responding precisely to any change in running conditions, engine management sets the position of the ten individual throttle butterflies via the two ad­justers. Naturally, it goes without saying that all this takes place within frac­tions of a second. Only 120 milliseconds being required to open the throttle butterflies in full – roughly the time a driver takes to press down the gas pedal.>>

The benefit for the driver is instantaneous engine response with the car “taking off” without the slightest delay and the driver being able to sensitively dose the engine power required. At the same time electronic operation of the throttle butterflies makes the transition from overrun to part load and vice versa absolutely smooth and harmonious.>>

The V10 draws in the air it needs through ten flow-optimized intake funnels extending into two air collectors. The funnels and collectors are all made of a light composite material containing 30 per cent glass fiber.>>

Twin-chamber stainless-steel exhaust system.>>

As important as the intake side may be for giving the power unit of the M6 maximum output and performance, the exhaust system may not be neglect­ed in any respect. So here again, only the best meets the demanding stand­ards of the engineers and other specialists at BMW M.>>

The two five-in-one stainless-steel manifolds have been optimized in elaborate computer processes to provide exactly the same operating length.
To ensure exactly the right tube diameter, in turn, the stainless-steel pipes, produced as one unit without a seam in between, are formed from inside in an
in­ternal high-pressure molding process and under a production pressure of up to 800 bar. And last but not least, the exhaust manifolds come with walls measuring only about 0.8 millimeters in thickness – again a clear sign of the utmost care and diligence the engineers at BMW M have given to each and every detail of this masterpiece in engine construction.>>

A high-performance sports engine clean and compatible
with the en­vironment.>>

The exhaust system is designed consistently for minimum counterpressure, the dynamic gas flow is optimized for perfect power and torque. The exhaust system extends back to the silencers in two chambers, leading into the
four striking tailpipes so typical of a BMW M Car. Compared to the M5, the sound of the exhaust on the M6 is even more muscular and aggressive.>>

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As is to be expected of a BMW M Car, two trimetal-coated catalysts on each exhaust pipe clean emissions from the ten-cylinder in line with the demand­ing European EU4 and, respectively, the equally stringent US LEV2 stand­ards. Two catalysts are fitted in the underfloor, one catalyst each in the ex­haust pipe close to the engine. In conjunction with the thin-walled exhaust manifolds, these catalysts reach their optimum operating temperature as quickly as possible, a significant requirement particularly when starting the engine cold.>>

Particular fortes of the system are its low pressure loss and high level of mechanical stiffness.>>

Engine control unit unique the world over.>>

The MS S65 engine management unit is crucial to the outstanding
perform­ance and emission management of the V10. It ensures optimum coordina­tion of all engine functions, on the one hand, and the car’s control units, on the other. It also controls interaction with the SMG transmission.>>

This engine management system is quite unique in production engine technology worldwide: Incorporating more than 1,000 components, it has by
far the highest level of package density. The hardware and software, as well as the specific functions of the system, have all been developed by BMW M.>>

High engine speed demands extreme performance.>>

Given the high speed of the engine and the large number of management and control functions, the demands made of the engine management sys­tem are very significant indeed. To meet these demands, the MS S65 con­trol unit comes with no less than three 32-bit processors able to handle more than 200 million operations per second. Working with absolute pre­cision, they determine the optimum ignition timing from more than 50 in­coming signals individually for each cylinder and operating cycle, at the same time calculating the ideal cylinder charge, injection volume and in­jection point. The system also determines and sets the optimum cam­shaft spread, just as it adjusts the individual throttle butterflies.>>

Pressing the Power button, the driver is able activate a high-performance program calling up all of the engine’s power and performance. This program uses a more progressive map control line relating gas pedal to the opening
of the throttle butterflies and modifying the dynamic engine management func­tions for even greater responsiveness.>>

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The more comfort-oriented of the two programs is called up automatically
as soon as the engine is started. The driver has the option to configure
the program switch-over function as a feature of the car’s MDrive control. MDrive also offers yet a further sports program for particularly dy­nam­ic motoring.>>

Engine management with a wide range of additional functions.>>

Electronic throttle butterfly control is based on a system of all-round output and torque management: The potentiometer on the gas pedal measures the driver’s demand for power and performance, translating this signal into the torque and output required at any given point in time. The output and torque manager then adjusts this power request by taking ancillaries and additional equipment such as the a/c compressor or alternator into account. Functions such as idle speed control, exhaust gas management and knock control
are also coordinated and compared with the maximum and minimum forces re­quired for Dynamic Stability Control as well as Engine Drag Force Management. The desired power and torque calculated in this way is then set within the engine, focusing in the process on the current ignition angle. And last but not least, engine management performs a wide range of additional on-board diagnostic functions with diagnostic routines for the work­shop, additional operating functions, as well as the efficient manage­ment of peripheral units.>>

A new highlight in engine management: ionic current technology.>>

Ionic current technology serving to detect any risk of the engine knocking as well as misfiring and miscombustion is a new feature of the en­gine control unit. “Knocking” is unwanted self-ignition of fuel in the cylinders. Engines without knock control have a somewhat lower compression ratio and a somewhat later ignition point, to make sure that none of the cylinders
ever reaches or let alone exceeds the knock limit. However, this “safety” distance from the knocking limit means a trade-off in terms of fuel economy, engine output, and torque.>>

Active knock control, by contrast, allows the engine to run at its optimum
ig­nition point. Knock management protects the engine from damage
at all points where knocking is monitored and limited. The result, obviously,
is maximum efficiency on the road.>>

With conventional technology knock control receives its knock signal from various body sound sensors fitted on the outside of the cylinders. On a BMW M Car there is one sensor for each set of two cylinders. But as sophisticated and progressive as this technology may otherwise be, even this is not sufficient on a multi-cylinder, high-speed engine such as the new V10. >>

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It is not able to reliably detect the risk of the engine knocking. And since at the same time a relatively high standard of monitoring accuracy is essential in the light of high engine speeds in order to guarantee appro­pri­ate combustion quality in the cylinders and, accordingly, a long service life of all components and appropriate emission control, the new technology now introduced is
ionic current management.>>

Spark plugs with additional control functions.>>

Using this technology, the engine is able, via the spark plug in each cylinder, not only to sense and control the risk of knocking, but also to monitor the
ig­nition process and recognize any tendency of the engine to misfire. In other words, the spark plug serves both as a sensor observing the combustion
pro­­cess and as an actuator for the ignition. This marks the big difference versus a conventional knocking and ignition sensor fitted outside of the combustion chamber. Ionic current measurement, by contrast, is con­ducted directly within the combustion chamber, the spark plug itself serving as the sensor.>>

Measurements right in the middle of the combustion pro­cess.>>

The temperatures generated in the combustion chambers of an internal
com­bustion engine may well be up to 2,500 °C or 4,500 °F. As a result
of these high temperatures and chemical reactions during the combustion process, the gasoline/air mixture in the combustion chambers is partially ionized. Particularly along the flame front, the gas becomes electrically conductive once ions are formed by the fission and accumulation of electrons (ionization). By means of the spark plug electrode electrically insulated from the cylinder head and connected to a control unit – the ionic current satellite – affiliated in turn to the engine management unit, the system is able to measure the ionic current flowing between the electrodes, with the spark plug
electrode itself being kept under direct voltage. The level of such ionic current flow depends on the degree of gas ionization between the elec­trodes.>>

Ionic current measurement thus provides information on the combustion process directly where it counts, that is in the combustion chamber itself.
The ionic current satellite receives signals from the five spark plugs in each row of cylinders, amplifies these signals and conveys the data to the engine management unit. The control unit then analyses the data received and,
where necessary, intervenes on specific cylinders, adjusting the ignition timing ideally to the combustion process by way of knock control.>>

This dual function of the spark plugs serving, first, as the spark-generating
unit and, second, as a sensor, helps additionally to facilitate diagnostic pro­cedures in maintenance and service>>

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[SPEE]

i want one!~!