RE: BMW's M diesels: the official details
Discussion
Lost soul said:
I have a 5 and have never even noticed this , so it can hardly be a problem hence BMW do not need to address it as such 
Interestingly, the F10 M5 I drove last week had the wipers on the correct side for RHD cars, whereas my E60 doesn't. Was this a problem BMW fixed with all F10 cars?MattCSLnut said:
ndj said:
"new treble-turbo Twinpower 3.0-litre straight-six diesel"
Best start saving for the warranty you'll need in three years time.
Yep you've got it Best start saving for the warranty you'll need in three years time.
BMW struggle to keep their single Turbos Ds form blowing up and self distracting 
Don't ask me how I know
Lost soul said:
OK maybe there is but where is the blind spot , right at the top right hand corner of the screen
Yeah - and if you are tall you are often looking right through the arc of the wiper - with clean glass below and dirty unswept glass, right in your field of view.It is seriously, seriously irking if you are a tall driver.
But it is the cynical " it'll do" attitude of BMW and their engineers that really grates, especially when RHD markets such as the UK are very important to them.
It is not optimal. It is not good enough.
And if other manufacturers bother to get it right ( even for cheap cars like Clio's et al ) then what does it say about BMW that they cannot be arsed to get it right for some of their flagship models?
I tell you, if a senior BMW exec was face to face with me, they would get an olympic sized rant from me.
king cares? If you had the kind of money to afford an M550d, you wouldn't buy a diesel. If you would then you are a complete a-hole. 
toppstuff said:
And if other manufacturers bother to get it right ( even for cheap cars like Clio's et al ) then what does it say about BMW that they cannot be arsed to get it right for some of their flagship models?
The irony being that wipers on Clios went the 'wrong way' for years, not sure if the current models do!StottyZr said:
MattCSLnut said:
ndj said:
"new treble-turbo Twinpower 3.0-litre straight-six diesel"
Best start saving for the warranty you'll need in three years time.
Yep you've got it Best start saving for the warranty you'll need in three years time.
BMW struggle to keep their single Turbos Ds form blowing up and self distracting Don't ask me how I know
When she got back a few hours later he had ascertained the problem, and got a goodwill out of BMW for I think the part on the basis that the car had always been serviced by BMW, and they shouldn't do that. The part arrived and fitted the next day.
Whilst the part shouldn't have gone that is pretty awesome service.
toppstuff said:
Dear BMW.
Why oh why oh why oh why won't you offer 4WD MODELS FOR THE UK MARKET, dammit !!!
It has been years. Audi gets everything in this market in the UK. They are a choice of one.
Get your act together. Pull your finger out. It is'nt good enough.
TS
Can't we put this to the vote / pole and have Pistonheads submitt it to BMW UK to change their minds?Why oh why oh why oh why won't you offer 4WD MODELS FOR THE UK MARKET, dammit !!!
It has been years. Audi gets everything in this market in the UK. They are a choice of one.
Get your act together. Pull your finger out. It is'nt good enough.
TS
I would definately vote / buy one, currently have 535d sport and held back order for my new car, having heard the 550d was on the horizon.
I definately need 4wd, which will leave the only option to me of Audi.
Lost soul said:
toppstuff said:
Next time you see a 5 series -check out the wipers. They sweep the wrong way and leave a blind spot in the corner for the driver.
I have a 5 and have never even noticed this , so it can hardly be a problem hence BMW do not need to address it as such Having said all that, I got used to it pretty quickly and it doesn't annoy in practice (other than conceptually!).
Lost soul said:
toppstuff said:
Next time you see a 5 series -check out the wipers. They sweep the wrong way and leave a blind spot in the corner for the driver.
I have a 5 and have never even noticed this , so it can hardly be a problem hence BMW do not need to address it as such Lost soul said:
E38Ross said:
jon- said:
I don't get it.
4wd adds weight, more drive train losses so you upset the balance and reduce MPG.
If you want a car to work in the snow put winter tyres on?
4wd adds weight, more drive train losses so you upset the balance and reduce MPG.
If you want a car to work in the snow put winter tyres on?
mate has a B7 RS4 avant, says it's the worst car he's ever driven in the snow.
Why would BMW care about selling AWD stuff here? I thought the xDrive stuff has always been available?
StottyZr said:
Wasn't this a problem on early 120/320/520ds which was fixed quite quickly?
Quickly ? more like Quietly but it's not exclusive to the 2 litre D though these are the ones that suffer most as they are the most popular sellers. Any Dieasly offering form BMW made after 2001 including the 2.5d & 3.0d. Think: Swirl Flaps getting sucked into the engines with devastating results 
and Breather Valves which were not recognised as a Service part ( by BMW themselves until recently) getting clogged to a point of being sucked through the Turbos with predictable outcome. 
Ohh and did I mentioned the "Sealed for life" nonsense that is BMWs AUTO G-box, esspecialy the ones fitted to the Dieaseasal range that self distruct at around 120-150K miles Ticking Time Bomb springs to mind. The only viable way to own a BMW Diesel these days is to have BMW's own Comprehensive Warranty.
Both my 2012 1 series and X6 have rhd wiper set up. (I went outside to check
)When i ordered the X6 I was concerned about the M coming out, and to be honest at that price it is a bargain. I can only hope that it still needs to be specced with Dynamic and media packs otherwise it will be priced the same as a standard 40d. Not good for residuals that have been very strong so far.
I may just get a M badge for mine, a remap and pretend
U know what I mean, it ends with a loud screech and a Bang! Is it really necessary for the British to go on driving on the left so as to keep their identity?
I mean it is so silly for car makers to have to make different cars just for the English roads!
As said on an other PH page, the M5 Diesel won't be available in UK for that reason.
Sweden changed side overnight. And has Sweden become duller for this reason?
There were an awful lot less cars and roads in Sweden when it changed than there are in the UK now. It would be a huge task to change, although I agree that it might be worth it in the long run. Especially now the market is generally going away from manual gearboxes (for which RHD is a slight advantage because most drivers keep their stronger, more coordinated hand on the wheel when changing gear).
MattCSLnut said:
The only viable way to own a BMW Diesel these days is to have BMW's own Comprehensive Warranty.
Well there's no way any of this can go horribly and expensively wrong is there?BMW Media Release said:
One of the two small turbos is activated at engine speeds just above idle. Its low moment of inertia allows it to respond without delay to the slightest movements of the accelerator and therefore supply the combustion chambers with compressed air at an early stage. As revs increase, the flow of exhaust gas also reaches the larger turbocharger, which announces its arrival with the engine spinning at just 1,500 rpm. Working together with the small charger, it ensures that the impressive peak torque of 740 Newton metres (546 lb-ft) is generated at this low engine speed and maintained up to 3,000 rpm.
To further increase the performance of the large turbocharger, a greater volume of exhaust gas is required at around 2,700 rpm. If the driver calls up additional power, a vacuum-modulated exhaust flap instantly opens up another supply route, allowing extra exhaust gas to flow past the already active high-pressure charger to the large low-pressure turbo. The third turbocharger – integrated into this bypass line – also has a low moment of inertia and variable compressor geometry, which allow it to spring into action as soon as the exhaust flap opens.
The result is additional charge pressure, generated by two sources at the same time. The large turbocharger is able to deliver its full output, while the second small turbo builds on the effect of its two active colleagues by supplying even more compressed air to the combustion chambers. This arrangement allows the turbocharging system to drive the engine with forceful and sustained thrust to its maximum output of 280 kW/381 hp, which it notches up between 4,000 and 4,400 rpm.280 kW/381 hp, which it notches up between 4,000 and 4,400 rpm. The maximum engine speed of the new diesel powerplant is 5,400 rpm.
In order to ensure that charge pressure is developed as effectively as possible, not to mention efficiently, both the exhaust flow and supply of fresh air to the turbos and the channelling of compressed air into the combustion chambers is regulated with maximum precision. If the large turbocharger is spinning at particularly high speeds, a vacuum regulator opens a wastegate valve to relieve the pressure and so avoid unwanted exhaust backpressure.
The supply of fresh air is also controlled according to need by means of pneumatically activated flaps. For example, at low revs a bypass flap ensures that the air is channelled directly to the high-pressure charger, which spins into action very early. At less than 2,700 rpm a change-over flap keeps the air away from the third turbo, which is not yet active, to prevent unnecessary fluctuations in pressure.
Indirect charge air cooling enables the temperature of the air compressed by the three turbos to be reduced to the optimum level for increasing engine output. Both the main radiator positioned immediately in front of the combustion chambers and the intercooler behind the low-pressure charger are supplied by a low-temperature water circuit with separate electric pump.
To further increase the performance of the large turbocharger, a greater volume of exhaust gas is required at around 2,700 rpm. If the driver calls up additional power, a vacuum-modulated exhaust flap instantly opens up another supply route, allowing extra exhaust gas to flow past the already active high-pressure charger to the large low-pressure turbo. The third turbocharger – integrated into this bypass line – also has a low moment of inertia and variable compressor geometry, which allow it to spring into action as soon as the exhaust flap opens.
The result is additional charge pressure, generated by two sources at the same time. The large turbocharger is able to deliver its full output, while the second small turbo builds on the effect of its two active colleagues by supplying even more compressed air to the combustion chambers. This arrangement allows the turbocharging system to drive the engine with forceful and sustained thrust to its maximum output of 280 kW/381 hp, which it notches up between 4,000 and 4,400 rpm.280 kW/381 hp, which it notches up between 4,000 and 4,400 rpm. The maximum engine speed of the new diesel powerplant is 5,400 rpm.
In order to ensure that charge pressure is developed as effectively as possible, not to mention efficiently, both the exhaust flow and supply of fresh air to the turbos and the channelling of compressed air into the combustion chambers is regulated with maximum precision. If the large turbocharger is spinning at particularly high speeds, a vacuum regulator opens a wastegate valve to relieve the pressure and so avoid unwanted exhaust backpressure.
The supply of fresh air is also controlled according to need by means of pneumatically activated flaps. For example, at low revs a bypass flap ensures that the air is channelled directly to the high-pressure charger, which spins into action very early. At less than 2,700 rpm a change-over flap keeps the air away from the third turbo, which is not yet active, to prevent unnecessary fluctuations in pressure.
Indirect charge air cooling enables the temperature of the air compressed by the three turbos to be reduced to the optimum level for increasing engine output. Both the main radiator positioned immediately in front of the combustion chambers and the intercooler behind the low-pressure charger are supplied by a low-temperature water circuit with separate electric pump.
Court Jester said:
In fairness my wife had a Compact 320tD a few years ago. The turbo blew at about 50 or 60k and less than 4 years old. She was on the way to a job interview, and it blew about half a mile from the dealer. She took in in a panic, the service manager gave her HIS OWN company car as all the courtesy cars were out and sent her off to her interview.
When she got back a few hours later he had ascertained the problem, and got a goodwill out of BMW for I think the part on the basis that the car had always been serviced by BMW, and they shouldn't do that. The part arrived and fitted the next day.
Whilst the part shouldn't have gone that is pretty awesome service.
Sounds like you have a very decent local BMW Dealer When she got back a few hours later he had ascertained the problem, and got a goodwill out of BMW for I think the part on the basis that the car had always been serviced by BMW, and they shouldn't do that. The part arrived and fitted the next day.
Whilst the part shouldn't have gone that is pretty awesome service.
My (E60) 2004 530d dropped it's Turbo @ only 64K and the Main Sealer who SOLD it and serviced it from New refused any assistance except a pitiful 10% discount on a brand New Turbo @ £1500 + fitting. ndj said:
"new treble-turbo Twinpower 3.0-litre straight-six diesel"
Best start saving for the warranty you'll need in three years time.
Turbos are being fitted more and more to petrol engines too, which spin faster and hotter, although I'm not aware that turbo failure has ever been a major problem.Best start saving for the warranty you'll need in three years time.
Petrol engines are also having to go smaller and with fewer cylinders, so maybe they will be more reliable.
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