09-02-2010, 09:46 AM | #661 | |
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They can produce a wheelbarrow and call it an M car. You can kick and scream and appeal to history all you want, but when they have a car approved by the board - it's an M. You can say any car after the M1 isn't an M car as they were all luxury derived cars, wheras the M1 was a race car with some luxury trim. We can't choose the goalposts, we aren't there making decisions, it's not our company, or our craftmanship. What they say goes I still want my cf roof though, for me it feels like the last straw if you know what I mean
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09-02-2010, 09:48 AM | #662 | |
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09-02-2010, 10:55 AM | #663 | |
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09-02-2010, 11:35 AM | #664 |
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09-02-2010, 07:03 PM | #665 | |
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09-03-2010, 08:06 AM | #666 | |
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09-03-2010, 09:39 AM | #667 |
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[QUOTE=jpuff;7937888]The new McLaren has a 8600rpm redline and it's a twin turbo V8 that holds boost and torque to redline. I think turbo tech has come a long ways and I'm sure BMW will implement new technologies so that they can stay as true to their M roots (high redline cars, for example) even while utilizing turbo technologies which, until recently, have been unable to accomodate certain hallmarks of M cars, like high redlines.[/QUOTE
How much is the McLaren again? That's right--waaaaay more than the 1M... Name another performance car comparable to the 1M that is 50K and brand new that achieves this--that's right, there are none! It is obviously possible to achieve a high revving, turbocharged engine...if you have unlimited resources--which is not the case with this car....
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09-03-2010, 11:33 AM | #668 | |
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http://fastestlaps.com/comparisons/4...20de9d62a.html
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09-03-2010, 11:41 AM | #669 |
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Guys, high-revving engines and turbos aren't anything new, or hard to do. You size a turbo using its compressor map and plotting an engine using displacement, volumetric efficiency, and your desired RPM range.
If you had more RPM you could keep the same turbo and choke it, or get a larger turbo to make more torque in that extra RPM range, while sacrificing torque in the lower RPM range. This is a very basic answer but I'm at work and don't have time to go into detail. |
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09-03-2010, 12:00 PM | #670 | |
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09-03-2010, 12:02 PM | #671 | |
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Performance yes--refinement, maybe. I guess I was thinking in terms of BMW's "normal" rivals with that statement...MB, Audi, Lexus....
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09-03-2010, 12:09 PM | #672 |
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09-03-2010, 12:11 PM | #673 |
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1er is more of a GT, Z is more of a sports car. can't compare them that equally.
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09-03-2010, 12:13 PM | #674 | |
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So if you have the 911 Turbo technology, you can fit a larger turbo with a VNT and take more rpm.
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09-03-2010, 12:46 PM | #675 |
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Sure, new technology is always more expensive initially, but it comes down in price over time.
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09-03-2010, 12:56 PM | #676 | |
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I understand, I'm saying maybe the reason BMW gave us tiny, journal-bearing turbos with cast manifolds is likely because of the cheapness to manufacture vs Variable-vane, ball-bearing, tubular manifold turbo setups. (which would be FUCKING AWESOME!) |
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09-03-2010, 01:31 PM | #677 |
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No doubt about that, I agree. I'm just thinking that with M cars becoming FI, it would be great to see these types of turbos used in the M cars. The existing turbos are perfectly fine for the regular series cars.
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09-03-2010, 01:34 PM | #678 | |
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09-03-2010, 01:48 PM | #679 |
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BMW's turbo suppliers are Borgwarner and MHI, and these manufacturers don't have dual-ballbearing turbos in their lineup.
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09-03-2010, 04:24 PM | #680 | |
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Main suppliers Several companies supply the rotating vane type of variable geometry turbocharger, including Garrett (Honeywell), Borg Warner and MHI (Mitsubishi Heavy Industries). |
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09-03-2010, 05:03 PM | #681 | |
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