BMW M4 (F82) and BMW M3 (F80) - Technology Workshop and Underbody Inspection

it was a low temperature water circuit for the intercooler and the intercooler sits as you can see on top of the engine so one big one in the middle and one in the right hand side fender that they produce the cold water for the intercooler so behind that one we have the regular high temperature cooler water cooler for the engine and an extra water cooler here in this fender the oil cooler sits in horizontally and the air goes in and streams through the oil cooler and goes out here and underneath the car so and then if you have the double clutch transmission you have an extra cooler for the double clutch transmission so but this is important for us to do is very consequently because cooling means performance and we know our customers they take their cars on the track when there are track days and we design our cars not only for one or two laps for journalists that we get a nice comparison test we develop our cars that our customers can really enjoy them and have a real track day and get some gas and that's it and just keep enjoying and driving and what also is good the whole system of cooling but also the turbocharger system we designed some backup into the system so when it's getting warm or when you go up in the mountains we can always increase the turbo pressure so when the conditions become more challenging it's not a problem we have very good cooling in the car and we can increase it to a charge pressure so we can maintain the performance level of the car in a very very wide range but typically the competition cannot deliver and the naturally aspirated engines they are lost anyway so so we have a big advantage if you have a toolbox java system that we use when the circumstances really become challenging and our customers especially in germany on the other one our m5 m6 customers they enjoy this already for a while and in the summer time nobody touches you basically on the autobahn because everybody knows when it's getting warm you better stay away from an m5 or m6 so this is very important for us aerodynamically this is a little bit of a disadvantage i agree so but by employing the air curtain system here and also with the air breezer we could at least make up a little bit for this disadvantage was a very powerful cooling system yeah aerodynamically speaking we have this flaps we have a very flat on the body and together with the specially shaped triflet or with the gurney on the sedan we have a little gun like on the m5 we could achieve a very good aerodynamical balance yeah so cooling is important oil system very important suspension wise everything is is new on this car all the kinematic parts the wheel carriers brake system everything is completely new design and typically we went from from cast aluminum parts to forged aluminum parts so they are stiffer but lighter at the same time and all the geometry is completely new so on the front axle we have a new aluminum front axle carrier which is about five kilogram less in weight than the comparable part of a regular four series and we have extra attachment points in the outer areas of the floor pen so we have two more attachment points so that is important to stiffen up this area and then we we put this shear plate underneath yeah so we we close this whole area here with this aluminum chip blade and make this a very stiff front of the car the under layer sort of same underneath the engine so underneath in the front everything very stiff very precise yeah if you look at this i open this up here you find our nice position bar and i put some of this covers away so that you can see what's going on here underneath the hood so this is the upper point of the macpherson strut where all the load of the wheels go and we reinforce this spot a lot and we also put an aluminum framework between here and the firewall and we extended this the flow of the forces to the a-pillar and going here to an extra fixation point so this is a little bit the way we did the roll cages on the race cars from it from the concept from the geometries the conceptual thinking is like we did the racecars yeah and we have this very strict upper layer and then there goes a part between the upper layer and the lower layer you can see it if you look through here to the kidney so we we connect the upper layer and the lower layer so and this stiffens up the whole front part of the car yeah and this is very important how sensitive your car reacts for steering input and what the car is telling you when you go over a bump or when you steer in so that the the whole line of force of the flow of information that you get from your car this is very important to do things like this we are moving definitely in the direction of of race cars here with this new m3 and m4 so and on the rear in the rear of the car the thinking was the same yeah we applied what we already did on the m3 gts from the last generation but we pushed it even further on this new m3 we attached the rear axle carrier directly to the body in white with four big screws and typically you would have four big rubber bushings and the rear axle carrier would be isolated by four big rubber bushings so under cornering braking accelerating that rear extra carrier would always move because it's all in soft rubber and the wheels and the connection rods they are attached to the rear axle carrier so when the rear axle carrier moves the whole kinematics geometry of the rear axle moves which is not a good thing if you go on the nordschleife over schwein coils with 230 240 kilometers per hour you don't want to have your rear axle move around you know so this is why we implemented this concept of our race cars into the new m3 m4 but the magic is that an m car also has to be a very good every day's car a day that you can drive to your office or downtown for dinner whatever so we isolate by rubber bushings and in some spots we have real ball joints yeah but also rubber bushings to isolate from the rear extra carrier and we also isolated the final drive because one job of the rear extra carrier is to hold the final drive this is a big final drive of the m5 and the m6 with the m active differential the same this very precise very fast and we can adjust the lock of the final differential break from 0 to 100 percent within just the eye ibling so to stay very fast very precise system and we have isolated the final drive as four rubber bushings in the front and one rubber bushing in the rear big one so that you wouldn't get the harshness into the body in white from the final drive the final drive does not need extra cooling we have a complete new concept started with the m5 where we separate the final drive not vertically with the lid from behind we separated it horizontally we have a real oil pan underneath with this long huge cooling fins so you can't kill this differential on the track no way yeah so but talking about the rear axle carrier we also integrated this even more consequently than on the gts with extra reinforcement bars to the floor plan like this ones those ones going out to the outer skirts of the floor pin and another short one up here so this is a damn stiff point in the car yeah very very stiff yeah so and and this and together the stiff front the stiff rear that makes a big difference how precise the car can be and how you feel the car so this is like one key aspect of the new m3 m4 i developed the roll cage of the e30 m3 group a race car so i was involved in that like 28 years ago or whenever there was and the base m3 was already a very stiff car at that time had about 12 500 newton meter bare degree so if you would work the body so then with a with a roll cage in it with a hundred feet of high strength steel welded into the body in white i could double that to 23 500 newton meter per degree which at that time was the stiffest race car on the track by far and still today is the most successful race car of all times so later on i was in charge of the e46 m3 gtr race car the one that drove in the american le hmong series and that was winning here the 24 hours twice and that race car had 46 000 newton meter per degree so double as stiff as the m3 group a race car so this car now no roll cage has a torsional stiffness of 40 000 newton meter per degree which is unbelievable if you just look at the figures if you look underneath the cars what we did if you look underneath the hood then you get the understanding what we did to this car so it's about 40 000 newton meter per degree almost as stiff as our very successful uh gt race cars so and and this tells you the story so the regular three series already is a very good car we need that very good basis otherwise we couldn't do things like this yeah that is a big benefit advantage that we have that we have a bmw as a basis which means you have a very good body and white there are not many cars out there that would survive this action yeah and this is a big advantage that we have i mean some will try to copy for sure i think they're pretty busy already with it and yeah we will see if they can really live with it or not yeah time will tell so yeah this is one one key point of the car very important to to bring the car to this level the the speed of this car is is already on on club sport level the car is more or less as fast as the three gts on the notch life it's maybe a second slower that's it so if you put some nice cup tires on it and throw the rear seats out you you get the gts in fact the exact same thing i think it's 0.4 seconds or whatever a showroom car like this one 19-inch town fiber bricks so that's all what it takes to perform on a club sport level already so if you're asking me when does the next gts come it's already here yeah that's pretty much it from my side i think we all need to go to the forza pretty much pretty fast but i think we have another five minutes four questions and yeah so are there questions yes maybe that's is if you take the base version with the manual gearbox and if you would have the same equipment level as a predecessor which you you basically cannot buy it's around 80 kilogram but if i when i order my m3 yeah there's so much already standard in the market so in germany led lights is standard electric seats leather seats so i just couldn't bring the car down to that way that i wanted it to have because it's all they put made so much equipment standard but if you would compare that to the predecessor then on the manual gearbox it's about 80 kilograms the dct is a little bit less because we made a big step and weight down on the manual gearbox

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Keywords: BMW, BMW videos, BMW news, BMW reviews, BMW Test Drives, BMW M3 And M4 (Model), Albert Biermann, BMW M4, BMW M3, F80 M3, F82 M4, BMW M3 underbody, BMW M4 underbody, BMW M4 technology, BMW M3 technology, BMW M3 engine, BMW M3 suspension, BMW M4 engine, bmw m4 technology workshop, f82 bmw m4, bmw f82 m4 review, bmw f82 m4 exhaust, f80 m3, f80 bmw m3 review, f80 bmw m3 specs, f80 bmw m3 engine, f80 bmw m3 exhaust

Id: 8CJ6IwVzV-A

Length: 14min 27sec (867 seconds)

Published: Mon Jun 23 2014