Given this setup tended to cause the exhaust valves to overheat, the intake was moved back into the vee instead. The cross-plane V8 engines had to make do with a x- / y- / balance-pipe to approach the benefits of proper 180-degree (or “bundle of snakes”) headers, as fitted to the GT40 and other cross-plane V8s of the time, which have their own problems with heat.

In this example, each turbo receives a pulse every 180 degrees overall (like each collector in 180 degree headers), and each scroll receives a pulse every 360 degrees, not 90 degrees as stated in the article. 720 / 8 = 90; so each successive cylinder is 90 degrees away. If each scroll got a pulse separated by 90 degrees, it would have to wait 630 degrees for the next one – precisely what is being avoided by using this pairing method! This 180° spacing is identical to a single twin-scroll turbo setup on the Subaru rally cars, where their road-car equivalents have themselves had uneven pulses historically. I wouldn’t be at all surprised if BMW took their inspiration from motorsport. I can’t quite get over the sound of this engine, though.

I looked long and hard at the new M3 when it first came out. Right off the bat I was totally disappointed by the lack of Direct Fuel Injection. At the end of the day less than 20 mpg on the freeway compared to the real world 30 mpg of my 335i, yet performance wise my 335i will just make a stock M3 cry in a straight line race. The M3 leaves very little left for performance gains, and should you try expect to pay several thousands for very little gained.

While spinning a V8 to 8300 RPM’s is pretty cool its just not very practical. The 7000 RPM red line in my 335i still sounds great, and the heritage sound of my BMW straight 6 is totally BMW. Why not have 500 ft lb tire shredding performance from 1500 RPM up rather than 297 from ~4000 on. The new M3 engine builds power very smoothly but never really feels all that strong, where my 335i feels like it will through you in the back seat from almost any gear from 1500 RPM to red line.

I can’t wait for the new M3 Turbo. I will be saving my money starting today

While I love the current crop (I am the acknowledged “M-Specialist” at the BMW Center where I sell) I am very interested in getting a chance to drive the new M Turbos. If they are an extension of the ones in the new 2009 750Li then it will be a bloody great drive.

With the government mandated emission and fuel economy standards we’re lucky to be looking forward to anything as powerful and responsive as those M Turbos being planned for introduction in the not too distant future.

Bimmernet

Excellent write-up, thank you. I am one of multi-generational ///M car owners that is less than pleased with the need to go to forced induction but with the emissions rules, I understand the necessary trade off for more power.

Clearly BMW set a new bar with turbo engines with the N54 (I have a 335xi in addition to my M6) but the lag is definitely perceptible.

If the new M5 / M6 is based on this V8, I am hoping it could rev to 8000 rpm with peak torque in to 6000-8000 rpm range with about 650 hp (this is where the motor works during max acceleration). Hopefully, the drivetrain will also features KERS.

One other concern I have is the weight of the drivetrain that a big torque motor would necessitate. You may recall the various BMW marketing materials that claim there is a great weight savings with the lower torque, high rpm concept.

Keep up the great writing.

T Bone

(Was a typo-fixed!)

I understand the drive to move to turbos, but I like cars that have the power (and sound) build like the NA cars do. I also have felt that if you drive turbos hard, as you would an ///M car, you are generating large amounts of heat and just shortening the life (as my $5,000 bill to replace a twin turbo setup showed me).

Can’t wait until the ///M division comes out with an M turbo diesel SUV! (ouch, did I say that)?

I love the sound of the larger NA ///M motors. In fact that beautiful sound is part of the reason I have an ///M3. The sound is “love” to my ears, it is intoxicating. It wails like an F1 car with less refinement- the perception of sound is one of the most individual characteristics we as humans have and is one of the most difficult to describe- the V8 in the ///M3 is just in its own class.

What will be interesting is to hear what these turbos sound like, did the miracle workers in Munich tune it to sound NA or was that too hard of a task, or is it so throaty and deep that the love affair we have with the current motors will be gone and in turn create more of a desire for the current NA motors in the future. Part of my original reasoning getting the ///M3 was because I knew the end was coming for NA motors.

I shed a single tear the day M went to forced induction. While I understand why they choose this path I am not a fan of turbochargers (despite their advantages). The best sound ever by BMW was the high revving powerplants that have come out of the M Division for many years something that I feel quickly marching away.

I know M will continue to make desirable cars in the future but have to say I think the best audio performance in its history will be in its past.

That said I can’t help but think the gorgeous white E60 M5 I heard this morning roar past me with it’s complex and high revving V10 will be something to be treasured in the years ahead.