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  #1  
Old 01-01-2008, 04:50 PM
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4.4 Twin Turbo Cutaway Photos

Some amazing photos IMO. A couple of qualifiers here:

These came from another BMW site. I just found them and liked them.

These may be somewhere on this site, but I have only seen one similar photo and no cutaways of the V8. Apologies if they are here, Lemans has posted so much that I may have missed them.

I don't like the X6 design much, but each to his own. I do like engines. This engine is expected to show up in the 5, 6, 7, F10, X5, etc. It foreshadows the direction BMW is heading in, IMO.

I prefer inline 6 engines (and V12s) to V8s, but this is one interesting engine. I especially like the reversing of the intake and exhaust ports, meaning that this engine is only designed to be turbocharged. I hope that there is not too much heat in the valley (which we can't call an intake valley any longer, rather an exhaust valley).

Enjoy
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  #2  
Old 01-01-2008, 05:01 PM
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awesome pic.
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Old 01-01-2008, 07:23 PM
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Thanks Jeff. Had these pics with me for few days but this is proof that I am getting lazy.
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Old 01-01-2008, 09:04 PM
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Titz Pics of a helluva engine!
And, as usual, first rate comments by JCL!
BR,mD
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Old 01-01-2008, 11:28 PM
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interesting... use of dual water coolers and reversal of placement of turbos up top to keep heat manageable inside the hood. Definitely agree with Jeff. Just looking at the piston hat design is a giveaway that they designed the motor from ground up instead of slapping some turbo's on a 4.4l
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Old 01-01-2008, 11:56 PM
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I suspect that the water-to-air aftercoolers are a packaging requirement, not for performance, given the rather long intake ducting. Intake plumbing goes from the cold intake, to the top of the engine, to the back of the engine, and back along the top to the turbos. After the turbos, there are the water-to-air aftercoolers before the intake manifold. Look at the composite manifold; it would be very easy to optimize the flow in that manifold given the manufacturing process. Probably pretty light weight too. It doesn't appear that there will be an air to air aftercooler as with the inline 6 twin turbo engine. That will help with packaging as well.

Why the long intake ducting? Looks like a trade off to get an incredibly short exhaust run from the manifolds to the turbos. That will mean very little turbo lag, partly due to the twin turbos and partly due to the short run. The heat worries me, especially when you see what looks like a catalytic converter right after the turbos. Having the converter very close to the engine will mean quicker warm-up, and better emissions test results, but that is a lot of heat to manage under a tight hood, with two manifolds, two turbos, and two converters, none of them in the airflow.

As Josh notes, the pistons look special. See how short the skirts are, they look light.

I am impressed by the detail in the engine, such as the beautiful exhaust manifolds that no-one will ever see. Even better though is that BMW went to the trouble to build these mock-ups, demonstrating what they are doing as an engine company.

I am wondering about the tuning potential. With a stated 400 hp, this engine has a lower specific output than the 3.0 twin turbo; it could have 440 lb to start, especially considering how the 3.0 appears to have been under-rated by the factory. Vishnu and others would take this to 500 hp quite easily, and if the responses are anything like the 3.0 then the 4.8 naturally aspirated engine is dead and gone as a performance engine.
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Old 01-02-2008, 12:57 AM
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Great post Jeff!

The first thing that jumped out at me was the pistons. Those skirts are incredibly short (and light). What that suggests is that rod/stroke ratio is pretty high (1.75+), and this is designed to be a high-revving engine. Even if the X6 app isn't, some variant of this engine will be (and can be). High r/s ratio= lower thrust angle= lower side-load forces= can use shorter skirt. A high r/s ratio also lends itself to longer tdc dwell time= better volumetric efficiency at higher engine speeds than low.

Of course, dual-VGT's really allows a lot more flexibility with powerband targets.

The other thing that's pretty interesting is that the distance from the top ring to the crown is pretty short too also. You don't really see that in FI engines. I'm really curious to know the relative height of the wrist-pin.

Turbo placement in the valley is a pretty standard affair. Heavy-duty diesels have almost always had the turbo's there; it's a packaging issue more than anything. Doesn't matter which side of the engine the exhaust exits.

The dual-aftercoolers stems almost purely from emissions roots. These engines run very very hot to accomdate emissions targets. This how must heavy-duty diesel OEM's deal with it too.
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Old 01-02-2008, 01:05 AM
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From BMW: First TT V8 with turbo in the V-section between the cylinders.
Displacing 4.4 liters, the new V8 engine with Twin Turbo technology and direct gasoline injection (High Precision Injection) develops maximum output of 400 hp throughout a broad range of engine speed from 5,500–6,400 rpm. Engine torque reaches its peak of 450 lb-ft throughout an unusually large speed range from 1,800–4,500 rpm. The spontaneous, intense and long-lasting thrust generated in this way is the result of Twin Turbo technology already featured on BMW’s most powerful straight-six combined with High Precision Injection. The cooling effect of direct fuel injection also ensures a compression ratio quite unusual on a turbocharged engine, helping to give the engine an even higher level of all-round efficiency.
The position of the turbochargers and catalytic converters in the V-section between the two rows of cylinders is likewise an innovation in technology allowing particularly compact engine dimensions and at the same time requiring new configuration of the intake and exhaust ducts. This means shorter intake and exhaust manifolds and larger cross-sections significantly reducing pressure losses on both the intake and exhaust side.
In its power and performance characteristics, therefore, the engine is comparable to a significantly larger normal-aspirated engine while offering the advantage of much lower weight and reduced package size.
Not only are the dimensions and weight of the new V8 unusually modest, but the fuel consumption is also exceptionally low for an engine of this caliber.
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Old 01-02-2008, 01:51 AM
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Thanks Lemans. Much of that we were able to discern from the photos, but the specs help. Torque isn't coming in as early as the inline 6 it appears.

I am interested in the press release comment on lower weight. The engine looks like it will be lower weight than a comparable NA V8 (use of composites, shorter manifolds, etc) but there will be added components such as the separate circuit aftercooler radiator, with pump and expansion tank; it will be interesting to see what the net weight impact will be.

Vin: the heavy duty diesels that I work with all have turbos on top of the engine (for service access), and not in the valley. None of them have exhaust ports on the inside of the V, as neither weight nor throttle response tend to drive those design decisions (at least at the power levels we work with). I am not sure if that applies to light duty diesels such as pickup trucks.
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Old 01-02-2008, 06:11 AM
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Sadly (for me) this engine is aimed mainly at the US market, it just isn't socially acceptable any more to own big powerful V8s in the UK or Europe. I will still put my name on the list for when its out in Dec 08, but the 35d engine (with a bit of rempapping) is what most people would choose it seems.
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