2012 will also be the final year of production for the E90/E92/E93 Model M3, before the V8-powerplant is replaced with a new turbocharged six cylinder unit in the new 3 Series, so this might also become a collectible last edition for the current M3 range.

Just 100 Frozen Silver Edition M3′s will be sold in the UK, wearing a special plaque to highlight the limited edition nature of the car.

But UK customers won’t be the only ones lucky enough to pick one up, the BMW M Award presented at the end of each MotoGP season for the rider with the most success in qualifying will this year be a Frozen Silver Metallic M3 Coupe Competition Edition.

Apart from the unique matt silver paint finish, it’s all business as usual for an M3, with its 414bhp V8 engine, standard seven-speed M DCT transmission with variable M differential, 10mm lowered suspension with three-stage Electronic Damper Control, 19-inch light alloy wheels and a revised DSC+ system.

Matt black alloy wheels complement the bodywork, with a dark chrome exhaust, side gills and kidney surrounds, and jet black bonnet intakes. High-gloss shadowline exterior trim completes the exterior look.

Inside, the standard specification includes black novillo leather with contrast stitching and palladium leather armrests and inserts. The steering wheel is covered in alcantara and comes complete with an M3 chequered flag motif, while the door sills feature a similar logo.

Carbon fibre is liberally applied to the interior trim, whilst the handbrake has M Power lettering stitched onto it.

With all these features being fitted as standard, the M3 Frozen Silver Edition represents more of a ‘special’ package of options than a model in itself. All these options would add around £9,000 to a standard M3, but for an additional cost of just £4,000.

The M3 Frozen Silver Edition goes on sale in the UK at £58,720 on 1 June, 2012 and is available as a coupé (E92) only.

The former Italian motorcycle racer, nicknamed “Capirex”, will draw upon his extensive experience of MotoGP racing. Over a 22-year career, the likeable Italian competed in 328 races and won 3 world championship titles.

BMW – Official Cars of MotoGP

BMW doesn’t just provide safety cars to the MotoGP series. BMW and BMW M cars are also provided for use by Dorna Sport’s management team, including a BMW X5 M for the Safety Officer, a BMW ActiveHybrid X6 for the stewards and a BMW 535i Touring as the Medical Car.

Furthermore, a BMW S 1000 RR and a BMW HP2 Sport are used as safety bikes, whilst BMW X5s are used for the service road tours, starting in the VIP Village.

The BMW Z8 was the first ever BMW used as a MotoGP safety car, appearing in 2001, before the role of “Official Car of MotoGP” shifted to BMW M GmbH from 2006.

“To ensure maximum reliability, it is essential for the safety car to function perfectly even under the most difficult racing conditions. The high-performance cars from BMW M meet exactly all the demands that are placed on safety cars on the racetrack, “said Loris Capirossi.

The successful partnership between BMW and Dorna Sports, the promoters of the MotoGP World Championship, stretches back to 1999, whilst BMW M has provided the official safety car since 2006.

The car maker also presents the BMW M Award at the end of each season for the rider with the most success in qualifying. Last year, Casey Stoner won a 1 Series M Coupe, whilst for 2012 a Frozen Silver Metallic M3 Coupe Competition Edition will be awarded at a special M Night in Valencia, Spain.

The new M5, which was introduced at last year’s US Grand Prix at Indianapolis, currently shares the safety car role with the 1 Series M Coupe. Both have been ‘optimised’ for use on the race track and to maintain sufficient pace to lead a 230mph MotoGP racing field (obviously at a reduced pace).

A whole host of measures were implemented to prepare the car for its special outing as a Safety Car. A significantly larger, Gurney-style rear spoiler and a front lip spoiler produce the downforce, whilst the BMW M5 Safety Car features a special racing chassis with adjustable traction control, while a racing exhaust and bucket seat round off the Safety Car version.

The 1 Series M Coupe will be replaced from the middle of this year with the new BMW M6 Coupé, which will serve interchangeably with the M5.

The M Performance model range, is closer in concept to Audi’s ‘S’ models, where their RS models are positioned head-to-head with BMW’s M cars, so the Concept M135i is not a replacement for the 1 Series M Coupe, even though both cars look to use similar powerplants with over 300 bhp.

BMW M Performance models have noticeably increased agility over standard models, more controllable handling characteristics and a more emotional design, although the front spoiler, rear valance, side skirts and stripes can all be purchased individually from BMW’s M Performance catalogue.

Powered by a straight-six petrol engine featuring M Performance Twin Power Turbo technology, the Concept M135i features large air intakes, an M sports braking system and 18-inch M light alloys with a double spoke design.

The Concept M135i will only be on display during the Geneva motor show press days (6 – 7 March 2012), so please don’t journey over if that’s your only reason for attending.

Gallery

Engine power is expected to be in the region of 320 bhp (BMW have just said over 300 bhp at this stage), together with around 330 lb-ft of torque. So it’s close, very close to the numbers produced by the 1 M.

But of course it’s not an ‘M’, not a real one – it’s an ‘M Performance’ 1 Series, which means it’s slightly less performance oriented and easier to live with on a daily basis.

Rather than receiving a bespoke engine, engineered from the ground up ‘only’ for an M car, these ‘M Performance’ models are enhanced and optimised mainstream BMW’s but using the expertise gained by the BMW M division from decades of motor racing.

Confusing isn’t it?

There’s more to an M Performance BMW than the engine though, BMW say “..they have noticeably increased agility, precisely controllable handling characteristics and an emotional design.”

In the case of the Concept M135i that means a modified suspension and M sports braking system, which is perfectly adapted to match its increased road performance.

Besides the uprated engine, suspension and braking, the M135i shows of the new range of M Performance Parts (as seen in the video above). These include three-dimensionally designed flaps for the air intakes, lower section of the rear apron finished in Dark Shadow metallic, double exhaust tailpipes with a dark chrome trim and Ferric Grey coloured mirror caps.

There’s little more to say at the moment, but we’ll bring you further insights as they are revealed in Geneva.

Gallery

According to BMW, the £93,795 M6 competes against the £97,000 Jaguar XKR-S Coupé, £92,410 Maserati Gran Turismo S and £91,950 Aston Martin Vantage Coupé, but we could equally include the £106,820.00 Mercedes SL 63 AMG and £108,090 Audi R8 V10 Coupé.

But in my mind its closest rival has always been the M5. Fitted with an identical 4.4-litre twin-turbo V8 engine and powertrain, both models essentially achieve the same task, with equal aplomb and self-assured swagger. So why would anyone pay a £20,755 premium over the £73,040 M5?

What does the M6 offer compared to the M5?

Perhaps the best way to answer this question, until we actually drive both cars, is by looking at their specifications. As already mentioned, the M6 comes with the same 552 bhp 680 Nm (502 lb-ft) 4.4-litre V8 engine with M TwinPower Turbo technology, seven-speed M Double Clutch Transmission with Drivelogic and Active M Differential with fully variable distribution of drive between the rear wheels.

The Coupe will accelerate from 0–62 mph in 4.2 seconds, whilst the M6 Convertible needs a further 0.1 seconds (4.3 seconds) for the same increment (The M5 takes 4.4 seconds). Their 0–124 mph times are 12.6 and 13.1 seconds respectively (M5: 13.0 seconds), whilst both cars are credited with an electronically governed top speed of 155 mph, or 189 mph when fitted with the M Driver’s Package.

So, just from looking at the on-paper figures we can see that the M6 is lighter, shorter, lower and wider than the M5, with a quicker steering to take advantage of its shorter wheelbase.

Sounds good so far, but is that enough to justify its place as BMW’s top performance model?

The M styling cues and features

As you would expect, the new M6 is suitably attired with all the familiar M styling cues; a newly designed M kidney grille bearing an awkwardly positioned “M6″ badge, hallmark M gills with integrated direction indicator bars, flared front wheel arches and the customary M twin exhausts positioned each side of the rear diffuser.

It’s clearly a much more aggressive car than the standard 6 Series, which goes some way in justifying the £22,000 premium over the 401 bhp 650i M Sport.

The M6 Convertible inherits the high-quality soft-top from the standard 6 Series, boasting its distinctive “fin” architecture, but the most notable difference between M6 Coupe and Convertible – apart from the extra £5,200 – is the additional 140 kg that its 552 bhp engine has to carry.

Performance, although reduced, is still bahn-stormingly quick, whilst fuel economy is knocked back a bit from the M6 Coupe’s 28.5 mpg to 27.4 mpg in the Convertible, but still an impressive 30 per cent improvement over the previous 5.0-litre V10-engined M6.

I understand why BMW chose to serve the convertible market, but I can’t help feel disappointed at the compromise it imposes on the dynamics and performance of BMW’s top M car.

What else is there to know?

The carbon fibre-reinforced plastic (CFRP) roof, introduced on its predecessor (codenamed E63), continues, but this time featuring a striking double-bubble contour that perfectly showcases the technical advances made by BMW’s Landshut production facility.

Other influences from BMW’s lightweight design strategy include aluminium for the doors and bonnet, thermoplastic for the front side panels and glass-fibre composite (SMC) for their boot lids (and roof cover in the case of the M6 Convertible).

For the first time on an M car, BMW are offering M carbon-ceramic brakes, further reducing un-sprung weight and providing fade-free performance even under heavy loads.

The diameter of the inner-vented and perforated brake disks increase by 10mm at the front to 410 mm, whilst the rears remain at 396 mm. The six-piston fixed-callipers are painted a special gold-coloured finish complete with M logo, replacing the standard dark blue metallic callipers used on steel discs.

The carbon-ceramic brakes are provided in conjunction with 20″ M light-alloy wheels and are made from a new type of carbon-fibre compound ceramic, but its not just stopping power that improves – a total of 19.4 kg is saved from the M6′s unsprung weight, further improving the M6′s ride quality and agility.

Technology

The biggest downside of being a near £100k car is that most customers expect every toy and gadget available in BMW’s armoury. That’s great for cruising on the motorway or in traffic, but not so good for a b-road blast or (heavens forbid) a gentle track-day dalliance.

But if gadgets ‘are’ your thing, you’ll not be disappointed with what you find in the new M6.

Adaptive LED Headlights are fitted as standard, as are an extensive range of BMW ConnectedDrive features including BMW Head-Up Display with M-specific information, High Beam Assistant, BMW Night Vision with pedestrian recognition, Lane Change Warning, Lane Departure Warning, rear-view camera, Surround View, Speed Limit Info, internet access, extended integration of smartphones and music players, Real-Time Traffic Information and apps for receiving web radio and using Facebook and Twitter.

To this already extensive list you can add; Comfort Access, active seats, heated steering wheel, doors with Soft Close Automatic function, Navigation system Professional and Bang & Olufsen High-End Surround Sound System with 16 loudspeakers in the M6 Coupe (12 speakers in the Convertible).

The M styling cues continue inside the M6 and include a newly developed M double-spoke leather steering wheel; M gear selector and car set-up controls on the centre console; exclusive M sports seats with integrated belt system (optional: M multifunction seats); Merino leather upholstery with extended features; exclusive carbon-fibre interior trim strips; illuminated door sill finishers with “M6″ lettering; M-specific instrument cluster with black-panel technology; 2-zone automatic climate control with extended features and special ambient lighting.

Customers can choose from 1 non-metallic and 8 metallic shades for the exterior paintwork (including four exclusive M finishes), while the Convertible’s soft-top is available in Black and Beige, or Anthracite Silver effect as an option.

At £93,795 for the M6 Coupe and £98,995 for the Convertible, both cars will go on sale in the UK from 15 September 2012 after making their world premiere at next month’s Geneva Motor Show.

So, do all these features justify its £20k premium over the M5? Probably not. But then neither is the M6 just a 2-door coupe version of the M5. There’s all the extra style and image that only a coupe can offer, plus of course the inevitable peer association with Aston Martin’s Vantage.

It’s interesting to note Porsche’s 911 is no longer used for comparison, which is probably a reasonable move, given that it is 400kg+ lighter than the M6, but then maybe that’s where BMW are aiming for with the next M3..

Gallery

BMW describe the new cars as representing “..a new category of vehicle from BMW M GmbH. Based on current BMW models, they have been selectively refined in terms of technology and design using the expertise focused at BMW M. They therefore offer greater agility, precision and emotion in the BMW M style.”

This new category of M car starts with 4 new models – X6 M50d, X5 M50d, M550d xDrive Saloon and M550d xDrive Touring, which will be joined by further models during the course of 2012.

Philosophy

These are the first BMW M Performance cars fitted with a high-performance diesel engine combined with the all-wheel drive xDrive system and despite the bullish claims of their sporting prowess fans of the blue-propeller-badge will be aghast that the once-purist sub-brand could move so far away from its high-revving, normally aspirated, rear-wheel drive roots.

BMW say these new models are clearly not as focused in terms of driving feel as the core BMW M cars- the ‘M Automobiles’, which themselves demonstrate the highest form of performance sports car within their own segments, but that the everyday usability which is typical of all BMW M products is especially tangible in the new BMW M Performance Automobiles.

If that sounds like a cop-out, BMW then go on to explain that what characterises an M car is the coherence between drivetrain, suspension technology and design (no mention of the engines…) and this has been achieved by means of an optimised set-up of the all-wheel drive system and 8-speed automatic transmission, as well as suspension components which have been modified in detail – together with light alloy wheels developed exclusively for these models.

Suspension

All modifications to the suspension and damping, steering, brake system, suspension control systems and all-wheel drive are geared towards the specific performance characteristics of each car. The result: even in dynamic driving situations, the transmission, steering and brakes provide clear-cut, predictable responses to the commands conveyed by the driver via the accelerator, steering and brake pedal.

Self-levelling air suspension is fitted to the rear of both X6/X5 models and the X6 M50d has electronically controlled dampers with BMW Adaptive Drive active anti-roll function as standard too. It is optional on the X5 M50d.

With their bespoke chassis configuration, the X5 M50d and X6 M50d drive through all four wheels via BMW’s intelligent electronic xDrive system. By integrating with the DSC stability control, xDrive allows a typically BMW rear-drive bias, but can intervene in milliseconds to enhance stability through the Performance Control system on the X5 M50d or the Dynamic Performance Control system on the X6 M50d. Both systems achieve this by braking the appropriate rear wheel while simultaneously increasing engine power and redistributing torque to other wheels with more traction.

Engine

The 2,993cc six-cylinder in-line engine is the most powerful diesel ever to come from BMW, and the first to feature three turbochargers as an extension of the company’s TwinPower Turbo technology.

The integration of two small variable-geometry high-pressure turbos and one larger lower-pressure turbo ensures instantaneous response throughout the rev range by ensuring the charge pressure is maintained at exactly the right level for the load being put upon the engine at any moment.

One of the two small turbochargers is activated at engine speeds just above idle, allowing its low moment of inertia to instantly respond to any movement of the accelerator. As the revs increase to 1,500rpm the flow of exhaust gas reaches the large turbocharger, ensuring that peak torque of 740Nm is attained and maintained from 2,000rpm until 3,000rpm.

At 2,700rpm a vacuum-modulated exhaust flap opens allowing exhaust gas to flow past the second small, low moment of inertia turbocharger creating additional charge pressure, allowing maximum power of 381hp to be available from 4,000-4,400rpm. If the large turbocharger is spinning at particularly high speeds a vacuum regulator opens a wastegate valve to relieve pressure and so avoid unwanted exhaust backpressure.

The new engine delivers a peak output of 381 bhp, which translates to just over 127 bhp per litre (well above an M3 for instance). No less impressive is the maximum torque of 740 Nm (546 lb-ft), available from an engine speed of just 2,000 rpm.

Spontaneous response combined with a high output and high revving characteristics (for a diesel engine) make for a driving experience which BMW claim surpasses virtually anything previously possible with a diesel engine.

Another important facet bears out regarding the quality of the engine performance: in the context of its maximum available output and fuel consumption, the new diesel engine is said to offer the best efficiency figures ever seen in a serial production engine of this type. Never has such a low level of fuel consumption been available with such high performance.

Their performance – 0-62mph in 5.4 and 5.3 seconds respectively – is matched by supreme efficiency as a result of the EfficientDynamics measures fitted as standard. Fuel economy and CO2 emissions for the X5 M50d are 37.7mpg and 199g/km, while for the X6 M50d they are 36.7mpg and 204g/km.

Styling

As you can see from the pictures, the new M Performance Models differ only subtly from the standard models on which they’re based and likewise avoid looking too similar to the pure M Cars that the brand is known for.

Each new model uses distinctive design components for the exterior and interior, including those lightweight smoked-finish alloy wheels, BMW M badges on the door sills, steering, boot lid, engine cover, gearshift lever and instrument cluster whilst a range of unique sporting alcantara/nappa leather trim options are provided with Brushed Aluminium Shadow interior trim.

Pricing has yet to be confirmed for the M550d models, but BMW has confirmed that the BMW X5 M50d goes on sale 16 June 2012 with an on-the-road price of £60,325, while the BMW X6 M50d will be available from £62,260 OTR.

Gallery

Q: Mr Poggel, what were the greatest challenges in developing the V8 engine for the new BMW M5?

JP: The V8 engine is a high performance sports engine. Our goal in developing this new model was to make it even better that the V10 engine of the predecessor, which had already gained legendary status.

Q: Where do you see the advantages?

JP: One key advantage of this turbo engine is the high torque available from speeds as low as the bottom range. Whereas I have to use the right gear with the matching speed for the V10, the new engine with M TwinPower Turbo technology delivers unbridled thrust over a wide speed range. The new motor provides nearly 700 Nm of torque at a speed as low as 1500 rpm.

In the V10, this was about 300 Nm. The characteristics of the high speed turbo unit with its extremely spontaneous response make the V8 in the new BMW M5 the ultimate sports engine.

Jürgen Poggel, Head of Engine Development, BMW M GmbH

Q: What does that mean?

JP: In many turbo engines, power output soon drops with rising speed. The output from this engine, on the other hand, remains constant from 1000 rpm. So rev limits make sense. And we have implemented a large number of technical measures that raise the response to the level of an aspirated engine.

Q: What does the customer get from all this?

JP: He gets outstanding performance and drivability on both the race track and public roads.

VIDEO: Sensitive response allows balancing with the acceletator pedal.

On the race track I have to shift gears less. The sensitive response allows me to balance the vehicle with the accelerator pedal over a wide speed range. This means faster lap times.

In everyday situations, the most convincing feature is above all the superior performance potential. The engine builds up a huge thrust, mostly over more than one gear. And we have raised the efficiency of the engine, so that it now needs considerably less fuel – both on paper and in reality. This benefits above all the range – in addition to your purse and the environment, a clear advantage over the predecessor.

The V8 engine of the new BMW M5. Seen at the front are the two charge air coolers, and further out the two intake silencers.

Q: How did you achieve this combination of properties, which is almost like trying to square the circle?

JP: The magic word here is dethrottling. Dethrottling means improving the response, the power output, and the efficiency. We modified practically everything in the air intake and exhaust system.

Generously dimensioned pipes in the intake section.

Q: Let’s start with the intake.

JP: The charge air exiting the compressor measures as much as 130 °C and must be cooled. In this engine, the charge air is not cooled with air, but indirectly with water. So I don’t need to transfer the air through long pipes, and the throttle losses are very much lower. We use coolers and pipe cross sections of exceptionally generous sizes. Intake silencers and charge air coolers are installed very close to the engine. All of these measures contribute to dethrottling on the intake side.

Q: The V8 engine of the new BMW M5 is now also fitted with “VALVETRONIC”. Can you tell us what that means?

JP: With the VALVETRONIC, the intake valve lift can be varied continuously from two or three tenths of a millimetre to the max limit. The advantage of this is best seen when compared with the conventional aspirated engine. In this latter case, the power is regulated via the so called throttle valve.

The engine always tries to take in the full quantity of air, but I’m just not letting it. The valve is open fully only at full throttle. When I close the throttle gap, the engine generates a partial vacuum throughout the intake system. When the intake valve is closed and the piston starts moving up, this partial vacuum can no longer be used for the engine.

With VALVETRONIC, the quantity of air is regulated at the valve. When the cylinder has enough air for the respective load point, I close the valve. A partial vacuum is therefore generated here as well when the piston moves down. As an analogy, imagine closing the hole in the end of a bicycle pump while you’re pulling on the other end: let go, and the end returns inside the pump. In other words, the energy I expend building up the partial vacuum I can get back afterwards. The throttle losses are therefore reduced.

VALVETRONIC also allows the charging pressure to build up considerably faster. We can therefore use a load control that lets me keep the turbine at speed and open the valve clearance as much as I need when shifting gears or accelerating. When I step on the accelerator, I feel the thrust pressing into me faster, and there is far better response.

Engine with removed catalytic converters and intake silencers.

Q: And on the exhaust side? We’re constantly hearing about “cross bank exhaust manifold” and “twin scroll twin turbo technology” without actually understanding the advantages.

(Laughs.) The cross bank exhaust manifold is an optimised collector of exhaust gases for the turbocharger from each of the cylinders. The V8 engine runs with a stutter anyway, giving rise to the typical V8 bubbling. A twelve cylinder always ignites the cylinders in the bank in crosswise fashion, one left, one right, nice and regular.

For reasons of comfort, the V8 is fitted with a crankshaft that ignites twice in succession on the one bank and then jumps to the other. You can hear this highly irregular ignition sequence as the typical V8 bubbling in the exhaust tract, a sound you cannot hear from the engine of the new BMW M5.

Principle of the cross bank exhaust manifold.

The cross bank exhaust manifold is made up of pipes that are joined to both banks in a rigid structure. The exhaust gases are therefore transferred optimally to the turbochargers. Every cylinder can therefore “expirate” under the optimal conditions. When I open the exhaust valve, a very hot, high energy jet of exhaust gases is released under a high pressure that hits an exhaust gas duct and then the charger turbine with virtually undiminished force.

I therefore utilise the energy not only in the exhaust gas flow, but also in its momentum. As an analogy, imagine blowing on a pinwheel with a single breath: you’ll see that not only the volume, but also the momentum of the air has an effect.

Cross bank exhaust manifold with M TwinPower Twin Scroll turbochargers.

This works only because the Twin Scroll turbines separate the exhaust gas flows in the two turbo chargers.

To illustrate this advantage, let’s try the following thought experiment. Let us imagine a very simple setup. Eight cylinders blow through a “hole” on an exhaust gas turbine. The pressure pulse therefore not only hits the turbine, but also spreads into other exhaust gas pipes. I therefore lose energy. This method is called constant-pressure turbocharging: I pump everything together into a large vessel from which the collected exhaust gas passes over the turbine.

In our two turbos, however, the Twin Scroll ducts act as a partition in the turbine, so that every exhaust pulse hits the turbine blades directly without getting lost on the way. This is how we can utilise the speed of the gas as well. Not only the volume of the exhaust gas jet, also its dynamics takes effect – and its momentum is converted effectively.

Generously dimensioned pipes exhaust section.

This transfer of exhaust gases offers yet another advantage: when more than one cylinder blows together in a pipe, there is a lot of residual gas there. Consequently, when the exhaust valve is opened, the cylinder cannot fully discharge its exhaust gas. In our motor, the gas flowing out of the cylinder also takes this residual gas with it.

So we have exploited everything we could on the exhaust gas side as well for better charge changing and therefore the optimal response: large pipe cross sections, cross bank exhaust manifold, and twin scroll twin turbo technology.

Electric water pump for the low temperature cooling circuit.

Q: Dethrottling the engine offers advantages not only in the form of outstanding response, but also for consumption?

JP: Yes, the engine of the new BMW M5 fulfils nearly all map ranges without fuel enrichment, and therefore higher fuel consumption. All in all, the measures I have described, together with other steps, lead to a huge reduction in consumption during approval procedures and as experienced by customers.

This serves to extend above all the range – a benefit that our customers have wished emphatically in the past. Today, our engineers can travel from Garching to the Nürburgring on a single tank of fuel. Earlier, this was just a pipe dream.

Q: By selecting the Sport or Sport plus accelerator mode, we can really feel the additional boost to the response. How does that work?

JP: In Sport or Sport plus mode, a suitable VALVETRONIC controller and the waste gates keep the turbocharger in the higher speed range. Normally, the waste gate used to regulate the charging pressure opens so that the exhaust gas flows out with the minimum possible loss. Pressure is built up again only when I hit the accelerator. For an improved response, I leave the waste gate closed until I need it for regulating. The exhaust gas then always passes over the turbine, which then runs at a considerably higher speed.

Exhaust side turbocharger with waste gate.

When even more power is demanded, it is immediately available. However, I have a gradually rising counterpressure that causes a slight rise in consumption. This function can therefore be switched on and off. By the way, in the BMW 1 Series M Coupé the same function is activated at the M Button.

Q: We sometimes hear that turbo engines are preferred because they are easier to build. Is that true?

JP: No, at least not our engines, not by a long chalk. High speed aspirated engines are subjected to high mechanical forces, and I need charge changing that works not only at the highest speeds, but also with adequate efficiency in normal driving mode.

Furthermore, the turbo engine must fulfil high thermal requirements. The V8 engine of the BMW M5 can run with exhaust temperatures up to 1050 °C. The higher the possible temperatures, the better: I don’t need to enrich the mixture – and raise fuel consumption – for cooling the engine, and high temperatures are good for the response.

These temperatures, though, must be mastered and controlled. The engine block of about 200 kg measures at least 110–115 °C, and the temperatures of the exhaust manifolds and turbochargers can be as high as 1000 °C.

The catalytic converter when removed.

These must be contained and controlled both in the moving car and after the engine has been switched off. On top, the engine can provide a great deal of power at low speeds too (as I said before: about twice as much as the old V10), so considerably more heat can accumulate there as well.

For most cars, this is scarcely of any significance because the full power output is brought to bear only very rarely, if ever. Yet the BMW M5 is a sports car, and this power is demanded, especially on the race track.

Q: How do you safeguard the optimal cooling?

JP: With the most diverse measures. The engine was lowered by two centimetres for enhanced air intake – a measure that of course also lowered the centre of gravity for even greater dynamic effect. In addition, the oil circuit is designed for racing and can therefore take lateral accelerations that can be as high as 1.3 g. Like the brake fluid, the oil should be taken from wherever it is at the time.

Water cooling for the twin turbochargers.

The new BMW M5 has several cooling circuits: the classical cooling water and oil circuits for the engine are joined by a low temperature water cooling circuit that e.g. cools indirectly the charge air cooler. By the way, even the high performance engine controllers are water cooled. And in addition there are other separate cooling circuits for manual gearboxes, etc.

Q: As early as the BMW 1 Series M Coupé, the question was raised as to the max oil temperatures the engine can actually take.

JP: The answer is as simple as it may sound surprising: There’s nothing to worry about! Our so called heat manager can detect all critical situations during normal operations. Should any medium, oil, water, or an engine component become too hot under specific environmental or load profiles, countermeasures are taken automatically.

These can even involve throttling the power output for the protection of the engine. And when we assume the extreme: there is no cooling for full throttle driving in first gear under a noon desert sun, which is rather silly anyway.

An oil cooler at the bottom of the engine compartment.

But to get back to the original question: the usual oils can withstand 150 °C well, but it starts getting critical after 160 °C, although 200 °C is occasionally reached on the cylinder liners. These temperatures, though, are only brief and so are not detrimental to the oil.

When, on the other hand, the oil is subjected to high temperatures for long and frequent periods, the displayed service intervals automatically take this into account. The high performance M engines are therefore designed for drivers who don’t want to drive with one eye constantly on the oil temperature gauge.

By the way, the engine no longer needs the familiar 10W-60 oil with its high viscosity. Instead, we can use the latest low viscosity oils for considerably less friction.

Q: So what are you particularly proud of in the new BMW M5?

JP: The new BMW M5 delivers a performance that goes right off the scale. You’ll experience an unbelievable range of supreme sporty characteristics. The new BMW M5 is fun on both the race track and the road home. It’s a real pleasure to me every time to drive the new M5.

Words and pictures: BMW.

But perhaps the news is not entirely good – the new M5 is the first of the mainstream M models to receive a turbocharged engine and initial impressions paint the picture of an engine which lacks the razor sharp throttle response we so enjoyed from the old 5.0-litre V10.

Performance will inevitably be extreme but a question mark lies over the new turbocharged engine’s character, which was always a risk that we feared with its twin-turbo 4.4-litre V8 powerplant.

In fact that was the main disappointment we felt with the 1 Series M Coupe when we drove it earlier this year – performance aplenty, but a distinct lack of soul where M car engines have always been so distinctive over their competition.

It can be achieved, ironically this was the most endearing quality of Audi’s RS6 – bahn-storming performance and one of the most characterful turbocharged engines this side of a 911.

The new M5 is also noticeably heavier (115 kg) than its predecessor, so whilst it’s clearly a stunningly effective beast, perhaps BMW would have been better off delivering the increased performance and efficiency through less weight, rather than more horses – “performance through lightweight”? – how times have changed.

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]]> http://skiddmark.com/2011/09/iotd-the-new-bmw-m5-too-much-horsepower/feed/ 1 http://skiddmark.com/2011/08/kia-goes-baiting-bmws-m5/ http://skiddmark.com/2011/08/kia-goes-baiting-bmws-m5/#comments Fri, 19 Aug 2011 10:12:35 +0000 Steve Davies http://www.skiddmark.com/?p=23984 needed to respond to.."]]> In response to BMW’s M5, Kia will be unveiling a new sports saloon concept at the next month’s Frankfurt motor show. “Wait, In response..?” I hear you say, “I didn’t know there was a question that the Korean manufacturer needed to respond to..”

Quite right, but you’d be mistaken if you thought Kia’s ambitions were limited to making Picantos. Whilst this concept is unlikely to ever reach production it does show Kia’s aspiration to join the premium sector and mix it with the Germans.

“No matter from which perspective you look at it – this concept car is roaring with energy and ready for take-off,” says Peter Schreyer, Kia Motors Chief Design Officer, proudly.

“I believe the car is a strong statement from Kia: we are ready to fast forward to an all new chapter.”

Kia describe their new concept as a ‘statement of intent’ that signals the company’s distinctive new design direction. The rear-wheel drive four-door sports sedan marries sleek and muscular proportions with a sophisticated and elegant four-seater cockpit, in which performance and dynamics sit centre stage.

So quit your sniggering about Kia’s lofty ambitions and remember how far the Korean car maker has come in such a short period of time – it might not be that far away before a sports saloon group test features a BMW, Audi, Mercedes, Volvo and…a Kia.

Look out for more news leading up to the Frankfurt show on September 13th.

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The 1 Series M Coupe recently joined the rest of the M car fleet at BMW’s $12 million Performance Centre, where SkiddMark correspondent Tony Braybon visited during his time with the BMW Rahal Letterman Racing Team at the Sebring 12Hrs last year.

There’s a lull in the spy business at the moment around BMW’s Spartanburg plant, but Palbay is on the lookout for the facelifted 2013 X6, X3 M and also the “Super X6 M” which should be showing up soon.

It’s never a dull day in Spartanburg, except when it rains, and even then there’s reason for Joy if you’ve got a 1 Series M Coupe and some wide-open tarmac.

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