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08-28-2009, 10:41 PM | #45 | |
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whatsup with you bashing me and other. calling the guy fanboy and stuff. that's not nice IMO about the new ferrari making 88lbs torque, you do realize it cost 5-6 times more than the m3 right? I say for 60 grands, the m3 has the best engine in it class. |
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08-28-2009, 10:54 PM | #46 |
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08-29-2009, 10:27 AM | #47 | |||
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Third, my belief is that it's an absolutely world-class engine. For a previous description, go here. Lastly, as to whether the M3 engine is the best in class, that's an honestly debatable issue. It certainly belongs right up there, though. I personally lean toward the Merc 6.2 liter a bit, but acknowledge the case for the bimmer. On the other hand, one could also make a case for the Chevy small block - although the last two times I actually did that a firestorm of biblical proportions was raised. |
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08-29-2009, 12:24 PM | #48 | |
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08-29-2009, 03:15 PM | #49 | |
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Wasn't intending to imply (or allow room for the reader to infer), that it all works out exactly equal though, because it essentially never does. My bad if that's how it read. Just wanted to show how increased stroke for a given displacement doesn't intrinsically make more torque. Your comment that "cylinder pressure varies with piston position" has no bearing, however, since all I said was that at given cylinder pressure, there will be more downward force on a larger piston mitigated by having less of that force translatable to rotational force. I personally felt that the gentleman with the question didn't need to hear about how rod length and piston pin placement might affect the outcome, or how flame front propagation vs timing vs cylinder pressure vs rod angle might affect the outcome, or how that outcome might vary depending on rpm. |
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08-29-2009, 03:40 PM | #50 |
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My IC engines bible, Heywood, does not directly cover this, so I am looking for a credible source. Any suggestions?
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08-29-2009, 04:28 PM | #51 | |
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I love my DCT especially with all the S and D Modes, all you have to do is set it up based on your driving preferences, the only flip side is the damn lag issus due to slow downs and reacceleration, you have to manage it. I suggest you test drive it if not done so, and this would be the time to start searching, you might be able to buy later this year with a good discount or trunk money.
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2008 - E92 AW DCT, AA Filter
Retired: 135i, 330i, LR3 HSE, Cooper S. |
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08-29-2009, 07:21 PM | #52 |
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Can't remember offhand, and the automotive library is is yet unpacked after the move, but I'll get to it. Maybe Taylor? (MIT Press). Of course, I only say that 'cause I liked his stuff the best.
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08-29-2009, 10:57 PM | #53 |
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Yeah, he is one of the big guns. I wonder what they use as text in an IC engine class these days...
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09-02-2009, 02:44 AM | #54 | |
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I own a 135I. Its a good car...the best daily you can have however the M3 is more rewarding and IS a DRIVER CAR. The 135I feels like a mustang with good brakes and good handling(not expectional). Im not a torque guy. This is the car with the most torque that Ive ever owned. Never again...will I buy a torquey car. It depends on your driving style and if you track or not etc. I just find the 135-335 too easy to drive...no need to downshift etc...power delivery is instant.
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Originally Posted by corneredbeast
An engine from a Z06 Corvette. A differential from a Vespa. Damn Quote:
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09-02-2009, 09:38 AM | #55 | |
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