- BMW’s N55 engine will be missed, but the new B58 might be even better
- BMW’s N55 engine will be missed, but the new B58 might be even better
- BMW B58 straight-6 3.0 DOHC engine
- Tearing Down The New 2020 Supra B58 Inline-Six Cylinder Engine
- Convair B-58 Hustler
BMW’s N55 engine will be missed, but the new B58 might be even betterThe Convair B Hustler is a high speed bomber designed and produced by American aircraft manufacturer Convair. It was the first operational bomber capable of Mach 2 flight. To achieve the high speeds desired, Convair designed it around a large delta wingwhich was also used by contemporary fighters such as the Convair F It was powered by four General Electric J79 engines in underwing pods. Later, four external hardpoints were added, enabling it to carry up to five weapons. The B was introduced to service in Marchand was operated by two bomb wings the 43d Bombardment Wing and the th Bombardment Wing of the SAC throughout the s. Replacing the Boeing B Stratojet strategic bomber, the B was originally intended to fly at high altitudes and supersonic speeds to avoid Soviet interceptors. The B became notorious for its sonic boomwhich was often heard on the ground by the public as it passed overhead in supersonic flight. Following the introduction of highly accurate Soviet surface-to-air missilesthe B was forced to adopt a low-level-penetration role that severely limited its range and strategic value. It was never used to deliver conventional bombs. The B was substantially more expensive to operate than other bombers, such as the Boeing B Stratofortressand required more frequent aerial refueling. The B also suffered from a high rate of accidental losses. All of this led to a relatively brief operational career of ten years. The B was succeeded in its role by the smaller, swing-wing FBA. Specifically, ARDC sought the best attainable numeric data, challenging the industry to devise their own solutions to attain the stated goal. Despite scepticism from some quarters, multiple contractors decided to submit bids for GEBO II, which was viewed as an influential step towards securing a future to a development contract; these included BoeingConvairCurtissDouglasMartin and North American Aviation. The majority of submissions were relatively straightforward and unambitious, as well as typically involving considerable expense. The initial Convair proposal, coded FZPwas a radical two-place, delta wing bomber design powered by an arrangement of three General Electric J53 turbojet engines. In JanuaryConvair submitted the FZP proposal, this being received later than the majority of competing bids. It was during this phase of development that Convair decided to take advantage of recent developments made by General Electric, replacing the two large J53 engines with four smaller J79swhich had been determined to be more optimal for supersonic flight. Having been refined as such, Convair redesignated their renewed submission MX In AugustConvair's design was determined to be the superior;  According to Gunston and Gilchrist, Boeing's submission was viewed as being equally good, but that company's securing of a separate contract to produce the Boeing B Stratofortress had undoubtably influenced decision makers in their selection for this competition. In Februarythe Air Force issued a contract to develop Convair's design, which had been formally designated B on 10 December The B programme, unlike preceding military aircraft, was organised in a fashion now recognised as being the first weapon system contract.
BMW’s N55 engine will be missed, but the new B58 might be even better
BMW B58 straight-6 3.0 DOHC engine
Anyway, this update gave the 3 Series some new headlamps, taillamps, some new interior bits, sport seats as standard, some new wheels and even a new engine. The latter is available in the newly formed i and it replaces the old N55 found in the i. The BMW N55 engine was something of legend. It was easily one of the best engines on the market throughout its entire tenure, regardless of what else was on the market. It was jet-turbine smooth, powerful and made a great noise. It was everything one could want from six inline cylinders. But, like all things, the N55 must retire and it will be deeply missed. Much like the N55, the B58 displaces 3. This increases performance by maintaining more even temperatures inside the intake. During our recent trip to Mexico to spend some time with the new BMW iwe got a technical briefing on the new engine, explaining all of this. Well, wrong in this case. They say imitation is the sincerest form of flattery. After sampling the B58, we realized it was doing one helluva N55 impression, except it might have even been a bit better. The power comes immediately and surges as the rev needle climbs. It still amazes me how BMW is able to make its turbocharged I6s feel naturally-aspirated. Not a whiff of turbo lag, just smooth, deliberate power. You can trim the throttle mid-corner and get back on the power on corner exit without a hint of lag. And the noise, what a noise. This new i could make the M3 look bad. It sounds like BMW I6s of old, with a throaty, metallic rasp and a wail as the rev needle touches red. For those of you who will miss the N55, fear not. One of the journalists on our press trip owned an E92 i coupewith the famous N55 engine, and claimed that the B58 was just as good. The North American publications has recently …. The Toyota Supra is probably one of the most famously tune-able cars ever made. The new Toyota Supra has been getting a lot of praise since it was launched.
Tearing Down The New 2020 Supra B58 Inline-Six Cylinder Engine
The current BMW straight-six gasoline engine B58 receives its first technical revision. The main objective of the revision was to further improve emission performance to meet the requirements of the WLTP cycle and RDE measurements. In addition to the CO2 and particle emissions, the focus was on future legal limits as well. One of several important technical innovations is a completely new fuel system that operates at an injection pressure of up to bar. The significantly higher injection pressure necessitates numerous further changes, ranging from the injection valve via the high-pressure lines to the delivery volume of the high-pressure pump. The bar injection makes a significant contribution to reducing the cumulative number of soot particles produced during combustion by more than 50 percent when driving in accordance with the WLTP cycle. In order to realize the bar injection, the chain drive had to be fundamentally revised. This eliminates the base wheel which together with optimized slide rail design contributes to a considerable 30 percent less friction in the chain drive. The split-cooling approach, which fundamentally changes thermal management, is also completely new. Unlike in the past, there are two separate cooling circuits for the cylinder head and crankcase. At low and medium load, the cylinder wall temperature is not unnecessarily lowered, which brings advantages in the combustion, which has a significant impact both in the WLTP cycle and in the low-load daily routine of most customers. Another advantage of the always high cylinder wall temperatures is that the engine generates less soot particles in the event of a sudden load jump. On the other hand, the tendency to knock does not increase because the split-cooling approach simultaneously ensures a well-cooled combustion chamber roof. The profound changes in chain drive and cooling have also necessitated a redesign of the crankcase. Here, the wall thickness was optimized and the engineers implemented some other lightweight construction measures, for a total of weight savings of just over 2 kilograms. The forged crankshaft was once again optimized, resulting in an additional weight saving of around 2 kilograms. Initially, two power levels are planned, called ML middle power level and OL upper power level. In the middle performance level, a new cylinder head with integrated manifold is used. This sophisticated solution brings various advantages in terms of thermal management and, among other things, allows a more efficient distribution of heat to relevant points. The exhaust gas turbocharger of the middle power level has been adapted to the new position of the manifold, which in addition to the cost benefits also brings a weight saving of 2 kilograms. The upper power level uses a turbocharger with integrated manifold, which has also been further refined. At the same time, the engineers are also promising lower emissions, improved acoustics, further reduced weight and increased power and torque capacity. No surprise is that the new straight-six gasoline engine is also prepared for future electrification measures and can be easily adapted for the use of appropriate components. The M1 is not …. Around this time last year, BMW Motorrad took the wraps off of something quite unique.