As always, I will not appear for half a year in LJ. But sometimes I try to post here.

See. I picked up a few real suggestions with Auto.ru. I picked up with one goal - to find out how much the cheapest cars (on the go) with V8.

BMW 540i - 280,000 rubles

4.4 liters, V8, compression ratio - 10, 286 hp at 5400 rpm, 440 nm.

The complex engine M62TU30: a block of aluminum, cylinder sleeves from alusyl, 4 valves per cylinder and VANOS system.

Of interest: to relieve row-piston group, Hollow crankshaft is used, valve covers are made of magnesium alloy and the entire inlet system is made of plastic. Hi-Tech.

Land Rover. Discovery - 140 000 rub

4.0 liters, V8, 182 hp, 320 N / m.

Let it and not such a technological block like BMW but he managed to rise rich racing history and visit about 20 different carssuch as Rover SD1, Morgan Plus 8, Land Rover Defender., TVR Chimaera.

Initially, the engine was developed by General Motors and was produced under the BUICK brand. Allyumin engine motor block, as well as cylinder heads. The motor was produced in different variations (injector, carburetor) and volumes - from 3.5 to 5 liters. Surprisingly, the weight of the engine is only 144 kilograms.

Cadillac.Seville. - 85 000 rub

4.6 liters, V8, 295 hp at 5600 rpm, 400 nm

The engine of this "Caddy" carries the beautiful name "Northstar L37". Northstar is the name of the charged configuration of all Cadillac. By itself, the motor was designed in the 80x codes, with a loaf at BMW and Lexus. The engine block is cast from aluminum, as well as the GBC. The engine also uses the sleeves. True, not alusyl like BMW, but simple - cast iron. By part of the valve drive, this engine is similar to the defendants of this article - 4 valves per cylinder with hydrocomathers.

Interesting engine features was the "Limp Home" mode (something like "just to get to the house"). Smart brains of the engine, when the lack of coolant can be disconnected, one of the "halves" of the engine (4 cylinders on the left or right), limit the speed, enrich the mixture, etc. thus allowing you to drive without a coolant about 100 miles (161 km) . Why it is necessary - I do not know. \u003d)

Lexus LS (I) - 110,000 rubles

4.0 liters, V8, 245 hp at 5400 rpm, 350 N.M. The degree of compression is 10.

The engine is called simple - 1UZ-FE. Designed by Toyota in 1989. As in the remaining - 4 valves on the cylinder, two camshafts on 1 block head. Interestingly, in initially the engine had "sports" roots: so the basic dimensions of the engine are distinguished by the fact that the diameter of the cylinder is greater than the piston stroke. In practice, usually, this is expressed in the larger "engine" motor. Gas distribution mechanism is not provided with a chain like BMW, but a belt. The same belt leads water Pompe - Decision familiar to me by Porsche 944.

Engine weight - 174 kg. Block and GBC are made of aluminum. Cast iron sleeves are installed in the block.

Currency of store Rubles U.E.

New diesel engines Cummins V8 and V6 - short review

New diesel cummins engines V8 and V6 - brief overview

Power, efficiency, environmental friendliness

High-quality maintenance and diagnostics of modern Cummins engines are not possible without Cummins dealership - Cummins Inline V and Cummins Inline VI. In the Russian market, cars will soon appear with the latest Cummins V8 and V6 engines. At the end of July Cummins Inc. announced that it would take for the "development and production of a family of highly efficient diesel engines of low power." This was preceded by nine years of cooperation with the Ministry of Energy, during which new power units V-6 and V-8 were tested on models Dodge Durango and Ram 1500. So what came out of this? New V-shaped cummins engines were distinguished by a huge power, silent, possessed the highest mileage on the gallon of consumed fuel, and answered the strict state pollutant emission standards established in 2007, according to which the spent gases should be cleaner than air in Los Angeles . The results were so good that such a phrase is increasingly found in the manufacturers: "This is a new way out of the market of diesel engines for lungs trucks", With which we completely agree. According to our information, these engines must be available for 2009 model yearAnd that's what we know about them:

Engine features

New Cummins diesel engines: V-6 with a volume of 4.2 liters (256 cubic meters) and V-8 with a volume of 5.6 liters (342 cubic meters), both V-shaped, with an angle of collapse 90 degrees, with a cast-iron block and Aluminum heads of cylinders. They are equipped with a single top switchgear, new system Recycling of exhaust gas, one turbocharger, system direct injection Fuel ( COMMON RAIL.) with piezoelectric nozzles and diesel summer filter. The V-6 engine weighs 663 pounds, the V-8 - 788 pounds, as opposed to the row six-cylinder engine with a volume of 5.9 l, whose weight is about 1100 pounds.

Performance characteristics

The V-6 engine has a power of 270 hp And torque 420 poundofut, V8 - 325 hp and 500 poundofut torque. These indicators are not final and can increase by market output to the market. During the operational test of the Durango model with the CUMMINS V-6 engine, the SUV reached a speed of 60 miles per hour in 9.6 seconds - faster than with a 5.9 liter gasoline engine. Halftone RAM 1500, equipped with a Cummins V-8 diesel engine, acted to 60 miles per hour in just 8.8 seconds, which is approximately two tenths slower than RAM with a 5.7-liter Hemi gasoline engine.

Mileage in miles per gallon of consumed fuel (fuel consumption)

When testing the DuranGo SUV with a 4.7-liter gasoline engine V-8, it was found that its mileage at mixed cycle It is 15.3 mpg (miles per gallon). In the same test, the V-6 diesel engine has improved this result by 44% (22.1 mpg). The RAM 1500 mileage with the V-8 diesel engine was 21.7 mpg with a mixed cycle, which is 49% higher compared with the result of the HEMI engine - 14.6 mpg. When modeling a "country" motion mode, the Dukel Durango engine showed the result of 25 mpg, and the half-hole RAM squeezed from its diesel engine only 24.6 mpg.

Fuel Injection System (Common Rail) with Piezoelectric Nozzles

Super strong piezoquormsinki is one of the reasons why new V-shaped engines are so effective. Due to the crystals, which for 0.02 milliseconds change the form under the action of voltage, such nozzles are able to work much faster than electromagnetic. This allows you to increase the accuracy (about seven) fuel injections during the working stroke and the outlet, while the diesel fetter must be warm to remove solid particles from the exhaust gases. On the other hand, the use of piezo forminations is poured into additional costs, the need to use diesel fuel with ultra-low sulfur content and slightly increased nitrogen oxides in exhaust gases. It is necessary to mention that the tests of these injectors can be performed only by the Cummins Inline diagnostic adapter, running the dealership by Cummins Insite.

Emission of exhaust gases

Fighting nitrogen oxides and solid particles in exhaust gases - the most serious obstacle to producers of diesel engines, which should be considered federal norms from 2007, which allow content in exhaust gases not more than 0.07 grams of nitrogen oxide and 0.01 grams per mile Sale in the form of solid particles. In addition to diesel fuel with ultra-low sulfur content, a closed crankcase with minor oil and previously mentioned fuel supply methods, the engines will be equipped with a sage of a catalytic exhaust gas converter and exhaust recycling system.

Recycling of exhaust gases

In the V-shaped engine, exhaust gases contribute to the cooling of the engine in the process of combustion of fuel and reduce nitrogen oxides; Carbon monoxide and water vapor are sent back to cylinders, everything else is displayed with exhaust. Improbated gases enter the turbocharger, placed in the collapse of the V-shaped block.

Turbocharger with variable geometry

In Cummins turbochargers, a turbine operating on graduation gases is used, which, moving along the axis, adjusts the volume of that part of the compressor. This technology allows you to increase the pressure of air on low revs, which contributes to an increase in the power of the flow of exhaust gases. Behind the turbocharger in the exhaust gas release system should follow the muffler with an integrated catalytic converter.

Catalytic Converter and Diesel Diesel Filter

The catalytic converter is a passive catalytic converter, located close to the engine to provide rapid heating and makes it easy to fit the engine under the hood of an off-road or a half-channel pickup. The silencer reception tube after a catalytic converter leads to a diesel filter with a four-component ceramic catalyst for a cellular structure, which delays solid particles of soot due to which toxicity exhaust gases Comply with EPA standards (Agency for Protection ambient). The sensors arranged before and behind the diesel particulate filter measure the stream and send a signal to the engine if clogging leads to a significant reference. In this case, the engine control unit adjusts the portions of the fuel injected in such a way as to increase the temperature of the exhaust gases (sometimes by injection of fuel during the release tact), as a result of which the soot inside the insulated chamber begins to explore. The diesel particulate filter is very expensive, but from January 1, 2007, they will be equipped with all diesel engines of low power, and, according to manufacturers documents, the tests have proven that the filters will work regularly and after 150,000 mileage mileage.

Cylinders heads

In the head of the four-flaped cylinder cylinders from heat-resistant aluminum there is a single upper camshaft. Camshaft It is driven by a chain drive and has gap hydrogenation agents in the valve drive mechanism. As can be seen in some photos from manufacturers documents, nozzles are installed inside valve covers, which helps to reduce noise when the engine is running. All elements of the heads are designed in such a way that they can be collected before connecting to the cylinder block. As mentioned earlier, the exhaust gas recirculation system is stubbred in the cylinder head to minimize the engine size and reduce the chances of leakage of exhaust gases. The exhaust gases entering the collector are sent through the exhaust pipes built into the cylinder heads to the equalizing exhaust manifold, which leads to the turbocharger.

Cylinder block

The durable cast iron cylinder block is designed in such a way as to accommodate equipment, which is also characteristic of gasoline engines, in order to save on more expensive parts of the diesel engine for SUVs and half-remote models. Generator alternating current, water pump, oil pump, aluminum plate oil radiator, air conditioning compressor and vacuum pump - all this is installed either on the block or on cylinder heads, or on the front cover of the engine. Oil filter Located at the bottom of the block in front of the engine, near the pump and the palter pallet.

Malozol oil

As with all diesel engines with a particle filter that meet the environmental standards of 2007, the CUMMINS V-6 and V-8 engines will need a CJ-4 minor oil, which prevents the scene filters from clogging, has an increased heat resistance and produces less precipitate and soot than Ordinary diesel mixtures.

Diesel fuel with ultra-low sulfur content (ULSD)

Diesel fuel with a sulfur content of more than 15 PPM (parts per million) will destroy the V-shaped CUMMINS engine. This is inevitable for all engines with piezoelectric nozzles and a diesel particulate filter, but most likely, by the time these engines will go on sale, it will be possible to refuel only with ultra-level fuel (ULSD). In fact, you may already use it - the next time you fill, check the pump.

Conclusion

So, it seems that 4,2-liter V-6 and 5,6-liter V-8 engines developed by Cummins in collaboration with the Ministry of Energy will be successful. They are powerful, efficient and very eco-friendly, however, their cost and noise of work can somewhat cool potential buyers. It is unknown what will be the prices of fuel to the point when these engines will be available (it is necessary to hope, by 2010), therefore economical flow Fuel will be a big plus.

It is impossible to predict public opinion in a few years, but still does not wait to see SUVs and half-removal trucks equipped with diesel engines. Let's hope that manufacturers will be right in that "this is a new way out of the market for diesel engines for light trucks."

But what about the "old kind" row six?

Undoubtedly, some citizens will be suspicious to new V-shaped engines and to how their appearance will affect the further fate of the honorable single-row engine. They should not worry - the ISB engine will be released and further, only its volume will increase from 5.9 liters by 6.7 liters, it will ride only on the ULSD fuel and is supplemented with a diesel particulate filter.

I have long chose between different engine options for your new project, one thing I knew for sure - it will be v8. I read a lot, digest a lot of different kinds technical information About Japanese and American motors. The choice was between such options:
- 1ur motor (this is from GS460 and other lexus / TOYOT, 4.6 liters of 350 forces and 50kg torque) a good motor, quite vigorous in stock, but there is a question to the stock of strength - this is no longer the oldschool, which we met in the 90s . Motor never Milionnik ...

- 3ur (LX570, Tundra is 5.7 liters, almost 400 forces in stock, Dual Vvti, 57kg moment) The largest Toyotovsky motor today, great potential. But it costs such 240-300 thousand rubles, it is only a motor. It has a BOLT ON compressor from TRD, power rises to 500 horses and 75kg moment. More to these Motors of the UR series you need to select a transmission with a custom bell, it is not clear what a grip ... In general, questions more than answers ...

- Ls1 (American monoval V8 with pushers, 5.7 liters, 350 forces, 47 kilograms of the moment) relatively available motor, in Moscow such can be brought for 220-260 thousand rubles (it will be full set, motor with a box assembly) - LS3 (the most modern available Motors of the LS series - 6.3 liters, the right heads, intake manifold, power in stock 430 hp and 57kg torque) Such a bashing motor here will cost about 350 -380 thousand, it is decently more expensive, but also the power and other numbers more interesting .- LS3 CRATE ENGINE TUNED AT FACTORY (the same 6.3 liters, but with the replacement of camshaft for more evil + ECU setting, as a result, the engine issues 480 hp . And 61kg torque) From the LS series, this is perhaps the most suitable option - it will not be very clamped and gives good power, for drift it is. There is a big minus in the form of value, such a need to buy a new one and only one motor here costs 320-350 thousand. And still it is necessary a box, bell, clutch, and so on, all turns will rise 600 thousand with delivery.

Americans have other interesting motors, but with their own nuances - either expensive or unreliable. In general, the engine is an ancient design, comprehensible with pushers and two valves on a cyllagland. Useful systems like Vvti is not at all, the motor is the most simple, the design roots leaves in the 60th year. The motor is good as IS, which means "as is" when you buy everything comes in the kit - wiring and computer (ECU), it remains only to put all this good into the car and give fuel - and drove! It is expensive to prove it, the motor safety reserve is not very large, rods and pistons must be changed already with\u003e 500 power strength. The atmospheric tuning is frankly expensive, for each horsepower We will have to lay out at least 2-3 thousand rubles, and the further - the more expensive. Only a very secured person may afford to be turbulently afford, for the budget has already exceeded 800 thousand rubles.
LS1 would be great to put in some light machine, like S13 or AE86, but not in Altezza, which weighs 1300kg. After all the nights spent on the Internet, I eventually stopped on Toyotovsky V8 Motor Uz series. I dreamed of getting rid of paipping and vacuum hoses, but I do not see a powerful, reliable and affordable atmosphere of the motor in the market.
Yes, Uz is the same oldschool, about which I said above, that Milionnik was put on many Toyota - Land Cruiser, SC400 / Soarer, LS400 / Celsior and so on. The motor in the atmospheric version is of course frankly weak, then we will need the help of turbines :) And it is necessary to put a vvti motor - it is more modern, perfectly blocked and spinning, unlike its more "tractor" and simple 1UZ of the first generation. Of these reflections, reasons. For such a choice there are some more: - I liked how my JZ rides, but this V8 is still steeper - he has more volume on a liter and he is richer for as many two cyllands! Motor short - the car will be better controlled.
- Uz is very common in Russia, such a motor can be found in any more or less large city. A stock engine is very sane, from 30 to 40 thousand, two or three times cheaper than 2JZ-GTE
- Uz reliable and strong in stock, the engine became the engine three times (from 1998 to 2000) and it says a lot. Needed Reliable motor
- Motor has racing roots, it was this engine that stood with MR2, which performed in Le Mans races. Also this motor participated in the GT500 series
- I tested our team machine Max Kostyten with the same engine and twinturbo set on a pressure of 0.8 bar - rides as directed! The motor is spinning faster than the row six, the peak of the moment and the turnover power is much earlier, and the arrival of the gas pedal, good, better. And meet, 1uz-Fe vvti! In stock, the Japanese engine has such characteristics:
_________________________________________________________________
4 liters
8 cylinders
290 horsepower
410 Newtons torque
10.5: 1 degree of compression
_________________________________________________________________ Such a fragrant, against the background of American 6 liter monsters. But, the Japanese motor is more modern, perfectly spinning, there is a useful VVTI system and the unit itself has a large margin of durability.

Range Rover. (1995-2002). Gasoline engines V8.
Short description, typical faults.
What to pay attention to when buying a car.

On the Range Rover 1995-2002, gasoline engines 4.0 and 4.6 liters were installed. The design (as for the mechanical part) has changed little from the middle of the last century, when Land Rover copied a successful bouse engine. Motors of this design (in options with a volume of 3.5 - 3.9 - 4.2 liters) were installed on all Range Rover models (until 1995),

Discovery (1989-1999), Defender. Major changes related to fuel injection system. Initially, the engines were carburetors, in the future injectors were installed in various options.
In this article, we will not stop in detail on the features of electronics of Landrovier engines V8, this will be devoted to this section.

Fig.1 Range Rover V8 4,6L (4,0L) assembly.

The engine V8 4.0-4.6 does not shine technical novelty and has simple designcharacteristic of most classic V-specimens. The camshaft is located downstairs, in the collapse of the unit and is driven by a chain (Fig.2). The moment of camshaft through long pushers and hydraulic components (Fig. 3) is transmitted to the top, on the rocker, pushing valve.

Fig.2 Engine cylinder block V8 4,6L (4.0L). Shown chain drive camshaft.

Fig.3 Engine V8 4,6L (4,0L). Valve covers And intake manifold removed. It can be clearly visible long pushers that transmit effort from camshaft on the valve rocker. The diploma indicates the hydrocomathers installed in cast nests over the camshaft.

Figure 4. Engine V8 4,6L (4,0L). The cast-iron cylinder sleeves installed in the aluminum block are shown.
The main problems of V8 4,6L engines (4,0L).

The main and most unpleasant problem is the leakage arising over time in the interface of the block sleeve. This is usually manifested in the "settlement" of one or more sleeves relative to the plane of the block. When the block is removed, this clearance is easily determined in the form of a "step" when the block-sleeve is carried out on the plane.

The result of this malfunction, as a rule, is the extension of the cylinder head laying, entering crankcase gases into the cooling system.

The following symptoms may be the cause for concern:
- Extane overheating of the motor, bloated cooling system hoses,
-Shelindic gases or oil emulsion in the expansion tank,
- Implementing engine operation, detonation, drop compression in one or more cylinders.
One of the main diagnostic procedures is the measurement of CO content in antifreeze. This uses both specialized devices and indicator strips and liquids. If the CO test in the cooling system is positive - you need to "open" the engine for visual diagnostics of the unit.

Sometimes, but not often, the problem can be solved (or delayed) by replacing the block gasket. However, more often "sentence" is disappointing - replacing the block of cylinders in the collection. The cost of such a complex of work (taking into account the value of the block and other necessary spare parts) ranges from 6 to 8 thousand dollars.
Does this malfunction often arise? We do not apply for exhaustive statistics, but the probability of the "death" of the motor is about 30% for cars with a mileage of 150 thousand, 50% during mileage of 180 thousand and almost 80% when running more than 220 thousand.

It should be noted that on the 4.0 liter engines, the described problem occurs significantly less frequently than 4.6. Obviously, it is associated with less power loading of a four-liter motor.

The second fault group is associated with the wear of the gas distribution system. As a rule, hydrocompensators, camshaft, gears and chain chain are subject to mandatory replacement. In most cases, the rockers and axes of the rocker are added here. Land Rover recommends changing the GRM system once in 100-120 thousand runs. However, as practice shows, many owners neglect this requirement, which can lead to more serious breakdowns. Replacing the MRR system costs an average of 1000-1500 dollars depending on the degree of "running" of the motor.

In conclusion, it should be noted that the V8 4,6L (4.0L) engines increase the oil consumption over time, the gaskets and glands begin to flow, the piston group is beaten. However, these malfunctions are not the "disease" of these motors, but arise as a result of natural wear on any motorcycle cars.

What to pay attention to when buying a car.

Extremely hurt barely bought Range Rover with a gasoline engine, immediately "getting" to replace the motor. Therefore, it is necessary when choosing a car take into account a few moments:
-Automotivers 1995-97 release with a mileage of 150 thousand km. And more make up a "risk group"
- the price of the car can be the result of the fact that the engine is already "sentenced" and the owner wants to get rid of the machine with a semi-tar engineer;

Risk to purchase a car with faulty Engine Increases if:
-Mine is operated on low-quality gasoline;
- There is a place an aggressive ride style, with sharp drives-braking.
- the engine was overheated, low level Antifreeze in the expansion tank.
- Internet intervals service The car used low-quality oil, low oil in the engine.

When buying a Range Rover with a gasoline engine, it is desirable to consult an experienced motorist. Diagnostics involves a visual inspection for the leaks, listening to the sound of the engine on the absence outsided sounds, measurement of compression and level CO, checking the cooling system to the presence of oil emulsion and crankcase gases.
In motion, the engine speaker is checked, idling, adequacy of work in all modes, no overheating. If possible long testThe fuel and oil consumption is measured.

from Landrovers.ru.

Its name is a symbol of uncompromising pleasure driving: BMW M3 / BMW M3. A new version The most successful highly efficient car division BMW M GmbH reaffirms this thesis. And at the same time gives an impressive answer to the question of sports car lovers about the possibility of further improvement. The new BMW M3 / BMW M3 has become perfect in all respects. This applies primarily by the engine, although not only. After 15 years of release, an epochal six-cylinder engine, survived two generations of models, finally inferior to the successor. The new BMW M3 / BMW M3 goes to the start with an eight-cylinder power unit: more cylinders, more working volume, more power, More frequency of rotation. Already there are no doubt that he will cause even more delight.

The level that should exceed the new force aggregate, could hardly be higher. The 3.2-liter row six-cylinder engine has gained world glory and gathered numerous awards. Repeatedly awarded title "Engine of the Year" and in the latest version of the power of 252 kW / 343 hp He made BMW M3 / BMW M3 not only the riding perfection in the class of highly efficient sports cars, but also a bestseller. And yet: everything is your time. An inline six-cylinder engine leaves the scene. For the new BMW M3 / BMW M3, the engine of the engine V8 came. The technical characteristics of the new highly efficient power unit confirms the colossal progress associated with the change of model. Its working volume is 3999 cm3, power - 309 kW / 420 hp The maximum torque of 400 Newton meters is impressive in the same way as the maximum rotation frequency of 8300 rpm. These impressive characteristics from the very beginning provide new BMW. M3 / BMW M3 place leader in class.

Perfect dimensions for optimal characteristics

Already the volume of each cylinder 500 cm3 of the new power unit V8 corresponds to the ideal representation of the geometry of the cylinder block of constructors of engines. The rest of the design criteria are from sizes and filling tanks, the number of structural elements to the mass - also represent the best option.

In addition, the eight-cylinder engine has technical features serial cars, such as a double Vanos system, separate throttle valves and high-speed the electronic unit Engine, which, however, is adapted to the characteristics of cars M. At the same time, the number of cylinders, the concept high revolutions M and low mass undoubtedly indicate that his creators inspired the eight-cylinder engine of the BMW SAUBER F1 team. The new engine for BMW M3 / BMW M3 has a lot in common with the modern power unit of the brand in Formula 1. It uses various technological principles, methods of manufacturing and materials of the "Formula 1" engine.

In its specific power new engine V8 noticeably exceeds the value of 100 hp per liter of working volume, which is considered to be a criterion of special sportiness in terms of power set. But power is not all. The dynamic characteristics, which, in turn, depend on the mass of the car and the traction effort, influence the dynamism. The traction force on the driving wheels create the torque of the engine and the overall gear ratio. The concept of high speed M provides the optimal gear ratio of the gearbox and the main transfer And thus allows you to implement an impressive force of thrust. In the engine of the new BMW M3 / BMW M3, engineers raised the principle of high revolutions to a new level. The maximum speed of rotation of the eight-cylinder engine is 8300 rpm. The second component of the drawing effort of the new V8, the torque is 400 Newton meters at 3900 rpm. Approximately 85 percent of the maximum torque is provided in an exceptionally wide range of rotation frequency of 6500 rpm. Already at 2000 rpm, the torque is 340 Newton meters.

High frequency Rotation, low mass

The mass prevents acceleration. Therefore, the engine V8 weighing only 202 kilograms is an absolute athlete. Even compared to the six-cylinder engine of the preceding model, it is easier for almost 15 kilograms. Thus, the mass of two additional cylinders Compensated with a noticeable reserve. In addition, the concept of high revolutions reduces the mass of the transmission and provides very "short" gear ratios.

Nevertheless, when increasing the speed of rotation, the boundaries of physical possibilities are inevitably approach. For example, at 8,300 crankshaft revolutions per minute, each of the eight pistons per second makes the path 20 meters. In this case, the material is subjected to colossal loads. Including for this reason the designers of the new eight-cylinder engine attached extremely important to the highest possible reduction in the mass of moving elements.

Engine block from casting shop for Formula 1 BMW

The block of the new eight-cylinder engine is available in the BMW / BMW light metal casting shop in Landshuta. There are also placed blocks of engines for the "Formula 1" chambers. The block of cylinders consists of a special silicon aluminum alloy. Instead of traditional sleeves, the cylinder mirror form solid silicon crystals. The pistons with the iron coating move directly in these not having a special coating, honked holes.

High rotational speed, large combustion pressure values \u200b\u200band high temperatures create an extremal load on the cylinder block. Therefore, engineers have developed it in the form of a very compact and unusually rigid torsion-tapping structure, known as BedPlate (engine bed), which provides a very accurate crankshaft support. Relatively short wrought crankshaft It also has a very high bending rigidity and twist. Nevertheless, its mass is only about 20 kilograms.

Low Pressure Double Vanos System

Thanks to the shortest possible time of regulation, the system of stepless adjustment of the phases of the dual Vanos gas distribution phase provides optimal gas exchange. It reduces the losses on gas exchange and thereby increases the power, the characteristics of the torque, optimizes the response characteristics, reduces the fuel consumption and the level of toxicity ex. For the operation of a low-pressure double Vanos system, developed specifically for an eight-cylinder engine, to achieve the shortest time for regulating a rather normal oil pressure.

Depending on the load and speed of rotation, the optimal corner position of the camshaft corresponding to the moment of ignition and the number of injected fuel is permanently provided.

Reliable oil supply when driving in an extremely dynamic style

The eight-cylinder engine lubrication provides two pendulum discharge pumps with volumetric flow control. They serve exactly so much oil as the engine needs at the moment.

Optimized for dynamics The lubricant with a wet crankcase provides lubrication even in an extreme deceleration. The system is equipped with two cranks: one small in front of the subframe of the front suspension and one big behind this subframe. Separate suction oil pump pumps the oil from the front crankcase in the rear.

Electronics manages ten separate throttle valves

Separate throttle valves for each cylinder are essential in racing sports are indispensable, as they provide the maximum possible engine pickup. The new power unit for BMW M3 / BMW M3 is equipped with eight separate throttle valves, while four valves of each row of cylinders control its servomotor. Electronics controls the throttle valves instantly. As a result, sensitive engine responses are achieved in the lower rotational speed range, and with a "request" of high power, an immediate vehicle response is provided.

Air intake with optimized stream

To increase the engine pickup, throttle valves in intake manifolds Mounted close to inlet valves. The length and diameter of suction diffusers also optimize the effect of superimposed resonant pipes. To reduce the mass of air collectors and diffusers consist of a light composite material with a 30 percent fraction of fiberglass.

Innovative graduation system

The design of the outlet system for the new engine V8 in turn optimizes gas exchange to achieve best characteristics Power and torque. When it is developed, the principle of consistent implementation of a lightweight design was used.

Pipes of the exhaust system are manufactured by processing using high pressure. The molding of pipes from high-quality steel is carried out in the process of processing with a pressure supply to 800 bar from the inside. As a result of the collectors pipe, the wall thickness is only from 0.65 to 1.0 millimeters. This optimizes the flow resistance, mass, and also ensures the rapid achievement of the working temperature of catalytic neutralizers. Graduation system is equipped with four catalytic neutralizers. The engine meets the requirements of the Euro 4 standard and US provisions Lev 2.

Engine control unit high performance

The engine control system for the V8 engine is also an improved development. It optimally coordinates all the functions of the engine. For example, on the basis of more than 50 incoming signals, it is individually for each cylinder and the working clutter determines the optimal point of ignition, the ideal filling, the amount of injected fuel and the moment of injection. At the same time, the optimal angular position of the camshaft and the corresponding position of eight individuals is calculated. throttle valves. In addition, the control unit supports the clutch, gearbox, steering and brakes specific for models.

Finally, the engine control system performs numerous on-board diagnostic tasks using various standard diagnostic programs for car service, as well as other functions and control of peripheral units.

Engine control system feature: ion current technology

Characteristic feature Engine management systems is the use of ion technology to recognize the detonation of the engine, as well as ignition and combustion skipping. In contrast to traditional methods, this is directly in the combustion chamber. To do this, with the help of spark plug in each cylinder, the possible appearance of detonation is determined and the appropriate adjustment is carried out. At the same time, the candle controls the correctness of the ignition and recognizes possible ignition passages. The ignition candle is thus acting at the same time as an ignition actuator and as a sensor for controlling the combustion process. Thus, it distinguishes ignition skipping and combustion skipping. At the same time, the dual ignition candle function facilitates diagnostics and maintenance in the car service.

Increase efficiency and dynamism due to braking energy regeneration

In order to further increase the efficiency of the new V8 engine, due to the regeneration of braking energy, a rational control of energy flows is ensured, which allows you to move the production of electricity into the forced modes idle move and braking. As a result, the battery is charged without the use of engine power and, therefore, without additional fuel consumption. But in the engine thrust mode, the generator is usually turned off. Along with a particularly effective way to generate electricity, it provides more power to convert to the dynamics of movement during acceleration.