The Difference Between The Engines ForThe BMW

[tarbook]

Model engines VaNoS

M10 1.8 or 2.0 litter 4 cylinder single overhead cam timing chain.

M20 2.0 2.3 2.5 or 2.7 litter 6 cylinder single overhead cam, timing belt.

M21 6 cyl diesel 2.4 litter single overhead cam timing belt. With/without turbocharger.

M30 2.8 3.0 3.2 or 3.4 litter 6 cylinder single overhead cam timing chain.

M40 4 cylinder single overhead cam timing belt.

M41 4 cylinder diesel

M42 1.8 liter 4 cylinder dual overhead cams timing chain.

M43 4 cylinder.

M44 1.9 liter 4 cylinder duel overhead cams timing chain.

M50 2.0, 2.3 or 2.5 liter 6 cylinder dual overhead cams , timing chain.

M50TU 2.0 2.3 or 2.5 liter 6 cylinder dual overhead cams, vanos (variable intake cam)

M51 6 cylinder diesel.

M52 2.0, 2.3, 2.5 or 2.8 liter 6 cylinder dual overhead cams, vanos.

N52 2.5, 3.0 liter 6 cylinder, double vanos

M60 Early M60 was 6 cylinder 2.0 and 2.3 liter engines.

M60 3.0 or 4.0 liter V8.

M62 3.5 and 4.4 liter V8.

N62 4.4 and 4.8 liter V8

M70 5.0 liter V12.

M73 5.4 liter V12.

M88 3.5 liter 6 cylinder dual overhead cams built by Motorsport for the M1.

M88/3 As above built for other models

The name Vanos is derived German Nockenwellensteuerung

Engines VaNoS

What is the BMW VANOS system exactly?

VANOS is a combined hydraulic and mechanical camshaft control device managed by the car's DME engine management system.

The VANOS system is based on an adjustment mechanism that can modify the position of the intake camshaft versus the crankshaft. Double-VANOS adds an adjustment of the intake and outlet camshafts.

VANOS operates on the intake camshaft in accordance with engine speed and accelerator pedal position. At the lower end of the engine-speed scale, the intake valves are opened later, which improves idling quality and smoothness. At moderate engine speeds, the intake valves open much earlier, which boosts torque and permits exhaust gas re-circulation inside the combustion chambers, reducing fuel consumption and exhaust emissions. Finally, at high engine speeds, intake valve opening is once again delayed, so that full power can be developed.

VANOS significantly enhances emission management, increases output and torque, and offers better idling quality and fuel economy. The latest version of VANOS is double-VANOS, used in the E46 M3

VANOS was first introduced in 1992 on the BMW M50 engine used in the 5 series.

How it works

In overhead cam engines, the cams are connected to the crankshaft by either a belt or chain and gears. In BMW VANOS motors there is a chain and some sprockets.

The crankshaft drives a sprocket on the exhaust cam, and the exhaust cam sprocket is bolted to the exhaust cam. A second set of teeth moves a second chain that goes across to the intake cam. The big sprocket on the intake cam is not bolted to the cam, for it has a big hole in the middle. Inside the hole is a helical set of teeth. On the end of the cam is a gear that is also helical on the outside, but it's too small to connect to the teeth on the inside of the big sprocket. There is a little cup of metal with helical teeth to match the cam on the inside and to match the sprocket on the outside. The V (Variable) in VANOS is due to the helical nature of the teeth. The cup gear is moved by a hydraulic mechanism that works on oil pressure controlled by the DME

At idle, the cam timing is retarded. Just off idle, the DME energizes a solenoid which allows oil pressure to move that cup gear to advance the cam 12.5 degrees at midrange, and then at about 5000 rpm, it allows it to come back to the original position. The greater advance causes better cylinder fill at mid rpms for better torque. The noise some people hear is the result of tolerances that make the sprocket wiggle a bit as the cup gear is moved in or out.

Double VANOS

Double-VANOS (double variable camshaft control) significantly improves torque since valve timing on both the intake and outlet camshafts are adjusted to the power required from the engine as a function of gas pedal position and engine speed

On most BMW engines that use a single VANOS, the timing of the intake cam is only changed at two distinct rpm points, while on the double-VANOS system, the timing of the intake and exhaust cams are continuously variable throughout the majority of the rpm range.

With double-VANOS, the opening period of the intake valves are extended by 12 degrees with an increase in valve lift by 0.9 mm.

Double-VANOS requires very high oil pressure in order to adjust the camshafts very quickly and accurately, ensuring better torque at low engine speeds and better power at high speeds. With the amount of un-burnt residual gases being reduced, engine idle is improved. Special engine management control maps for the warm-up phase help the catalytic converter reach operating temperature sooner.

Double-VANOS improves low rpm power, flattens the torque curve, and widens the powerband for a given set of camshafts. The double-VANOS engine has a 450 rpm lower torque peak and a 200 rpm higher horsepower peak than single-VANOS, and the torque curve is improved between 1500 - 3800 rpm. At the same time, the torque does not fall off as fast past the horsepower peak.

The advantage of double-VANOS is that the system controls the flow of hot exhaust gases into the intake manifold individually for all operating conditions. This is referred to as "internal" exhaust gas re-circulation, allowing very fine dosage of the amount of exhaust gas recycled.

While the engine is warming up VANOS improves the fuel/air mixture and helps to quickly warm up the catalytic converter to its normal operating temperature. When the engine is idling, the system keeps idle speeds smooth and consistent thanks to the reduction of exhaust gas re-circulation to a minimum. Under part load, exhaust gas re-circulation is increased to a much higher level, allowing the engine to run on a wider opening angle of the throttle butterfly in the interest of greater fuel economy. Under full load, the system switches back to a low re-circulation volume providing the cylinders with as much oxygen as possible

http://www.youtube.com/watch?v=XGQ3D57CkP4

BMW Alpina Engine


Alpina engine models

Alpina B10 (E34)
Alpina B10 (E39)
Alpina B10 Touring (E34)
Alpina B10 Touring (E39)
Alpina B11 (E32)
Alpina B12 (E32)
Alpina B12 (E38)
Alpina B12 Coupe (E31)
Alpina B3 (E30)
Alpina B3 (E36)
Alpina B3 (E46)
Alpina B3 Cabrio (E30)
Alpina B3 Cabrio (E36)
Alpina B3 Cabrio (E46)
Alpina B3 Coupe (E36)
Alpina B3 Coupe (E46)
Alpina B3 Touring (E30)
Alpina B3 Touring (E36)
Alpina B3 Touring (E46)
Alpina B6 (E21)
Alpina B6 (E30)
Alpina B6 (E36)
Alpina B7 (E12)
Alpina B7 (E28)
Alpina B7 Coupe (E24)
Alpina B8 (E36)
Alpina B8 Cabrio (E36)
Alpina B8 Coupe (E36)
Alpina B8 Touring (E36)
Alpina B9 (E28)
Alpina B9 Coupe (E24)
Alpina C1 (E21)
Alpina C1 (E30)
Alpina C2 (E30)
Alpina C2 Cabrio (E30)
Alpina D10 (E39)
Alpina D10 Touring (E39)
Alpina RLE Roadster (Z1)
Alpina Roadster S
Alpina Roadster V8

Continued

[tarbook]

performance of the engine M power v8

the new V8 power unit meets the ideal concept of the most demanding engine designers right from the start through its engine dimensions alone. And the other design criteria - all the way from the engine's dimensions and filling capacities through the number of components to the weight of the engine - likewise represent the very best achievable today.



Over and above these qualities, the new eight-cylinder offers all the typical M-tuned features of BMW's regular production cars such as double-VANOS, individual throttle butterflies, and high-performance engine electronics. At the same time the number of cylinders, the M high-speed engine concept, and the low weight of the engine clearly prove that the responsible engineers, in creating this power unit, were inspired and guided by the eight-cylinder featured in the BMW Sauber F1. For the new engine has many features in common with the latest power unit highlighted by BMW in Formula 1, with various technological concepts and principles, production processes and materials carried over from the Formula 1 engine to the drivetrain of the new BMW M.

In terms of specific output, the new V8 significantly exceeds the benchmark of 100 hp per litre acknowledged as a convincing sign of sporting power and performance. But even so, power is not everything. Rather, the dynamic driving experience provided by a car depends to a great extent on its acceleration and handling, resulting, not least, from the weight of the car and the actual thrust of the engine. The thrust or traction acting on the drive wheels, in turn, results from engine torque and the overall transmission ratio.

The M high-speed engine concept allows optimum transmission and final drive ratios further enhancing the impressive thrust and power of the engine. Indeed, BMW M's engineers have found a new dimension in developing the engine of the new BMW M with the eight-cylinder achieving maximum engine speed of 8,300 rpm.

The second factor crucial to thrust and performance on the road, engine torque, amounts to a mighty 400 Newton-metres or 295 lb-ft at 3, 900 rpm on the new V8 power unit. And about 85 per cent of the engine's maximum torque is available throughout the enormous engine speed range of 6,500 rpm, with 340 Newton-metres or 251 lb-ft available from just 2,000 rpm

http://www.youtube.com/watch?v=1CPEmEs7NYQ

http://www.youtube.com/watch?v=1CPEmEs7NYQ

[mohammed lelo]

very nice topic

[dr tamer naguib]

many thanks for your distinguished effort

[tarbook]

المشاركة الأصلية كتبت بواسطة mohammed lelo very nice topic

thank u