In what seems like the blink of an eye, the BMW 5-Series range has established itself as the best-selling model in the executive segment. A convincing balance between dynamics and ride comfort, exemplary efficiency, premium quality and innovative equipment features has earned both the Sedan and the Touring versions their huge popularity. Added to which, sporty yet elegant design and agile handling have helped fuel the fascination associated with the brand. And now the arrival of the BMW M Performance Automobiles aims to accentuate the sporting aspects of the BMW 5-Series' character. The BMW M550d xDrive and BMW M550d xDrive Touring capture the imagination with performance figures that leave their diesel-powered class rivals firmly in the shade. And they combine these leading values with the efficiency drivers have come to expect from diesel BMW cars.
The sporting focus of the BMW M550d xDrive and BMW M550d xDrive Touring is highlighted by bespoke modifications to power transfer, chassis and design components. These upgrades bear the signature of BMW M GmbH, which uses its development expertise to mould the two models into extraordinarily harmonious overall packages. The outstanding power of the tri-turbo straight-six diesel engine is translated into thrilling driving dynamics with impressive precision. This allows the 5-Series-based BMW M Performance Automobiles to offer the driver not only supreme diesel power, but also remarkably agile handling and predictable, controllable responses when exploring their dynamic limits.
Most powerful engine of its kind, sportiest diesel models in the segment.
The new and globally unique M Performance TwinPower Turbo technology gives the six-cylinder in-line diesel engine powering the BMW M550d xDrive and BMW M550d xDrive Touring maximum output of 280 kW/381 hp and peak torque of 740 Newton metres (546 lb-ft). The engine's instantaneous and sustained wave of torque allows it to lay down benchmark performance values for diesel-powered executive cars. The BMW M550d xDrive Sedan goes from 0 to 100 km/h (62 mph) in 4.7 seconds, while the BMW M550d xDrive Touring records 4.9 seconds for the same sprint. The duo also display addictive elasticity at higher speeds thanks to their engine's vast reserves of power. Top speed is electronically limited to 250 km/h (155 mph) in both cases.
The diesel technology developed exclusively for the BMW M Performance Automobiles also gives the new arrivals a convincing head start in terms of efficiency. The Sedan offers fuel economy figures of 6.3 litres per 100 kilometres (44.8 mpg imp) in the EU test cycle, while the Touring achieves 6.4 l/100 km (44.1 mpg imp). CO2 emissions are 165 grams per kilometre for the BMW M550d xDrive Sedan and 169 g/km in the case of the BMW M550d xDrive Touring. Standard-fitted BMW BluePerformance technology also allows the two models to meet the stipulations of the EU6 exhaust standard.
The new cars' outstanding balance between driving pleasure and fuel consumption can be credited to the impressive efficiency of the new diesel powerplant and the spread of BMW EfficientDynamics technology fitted as standard. The BMW M550d xDrive and BMW M550d xDrive Touring benefit, among other things, from the pace-setting efficiency of an eight-speed Sports automatic transmission with long high gears, precisely graded responses and minimal converter slip. Another standard feature, the Auto Start-Stop function, switches the engine off automatically when the driver stops at junctions or in congestion. And the ECO PRO mode activated using the standard Driving Experience Control switch helps the driver maintain an economical and relaxed driving style through tweaks to the engine management, accelerator responses and gearshift program. In addition, ECO PRO mode regulates the output of electrically operated functions such as the climate control, heated seats and exterior mirrors to provide extremely efficient energy management. The BMW M550d xDrive and BMW M550d xDrive Touring also come with Brake Energy Regeneration, need-based operation of ancillary units, active air flap control and a disengageable air conditioning compressor.
The powertrain: The most innovative and sporty diesel engine in the world.
Impressive statistics headline the enviable regard in which modern diesel engines are held. The output now within their compass, but more significantly the maximum torque they are capable of generating have fuelled their popularity among even performance-minded drivers. The high efficiency of diesel technology also ensures extremely low fuel consumption and CO2 emissions. BMW has played a major role in the burgeoning appeal of the diesel engine, developing units which have time and again raised the bar in terms of sports performance and efficiency. The company's record of diesel engine development, which began in 1983 with the launch of its first diesel model, now continues into another fascinating dimension. The first of the new BMW M Performance Automobiles - founding a product category focusing on sporty driving pleasure - are powered by a diesel engine. The 3.0-litre six-cylinder in-line unit, whose cover bears the M Performance badge, has all the necessary tools to fulfil the brief handed to the new breed: technology without parallel worldwide, the highest output ever achieved by a BMW diesel engine and outstanding levels of efficiency.
Fitted in the BMW M550d xDrive, BMW M550d xDrive Touring, BMW X5 M50d and BMW X6 M50d, the 2,993 cc engine generates maximum output of 280 kW/381 hp. No less imposing is its peak torque of 740 Newton metres (546 lb-ft), all of which the driver will find on tap as low down as 2,000 rpm. Instantaneous torque development maintained into the upper reaches of the rev range is the hallmark feature of the new unit, one underpinned by an array of innovative and globally unique technical wizardry. Taking centre stage - for the first time in a BMW - are a trio of turbochargers. Their arrangement and interplay strategy are the key to the engine achieving its exceptionally high efficiency
More pressure, more output, more torque: world premiere for six-cylinder in-line diesel engine with three turbochargers.
The coordinated interplay of turbochargers of different sizes endows an engine with instantaneous responsiveness at low revs and allows charge pressure to be increased according to need when the engine is placed under greater loads. BMW uses this concept in the six-cylinder in-line diesel engines with BMW TwinPower Turbo technology fitted in models including the BMW 535d, BMW X5 xDrive40d and BMW X6 xDrive40d. And now the company is set to become the world's first carmaker to present a diesel engine which expands the principle of multi-stage turbocharging to incorporate a third turbocharger. The engine developed for the BMW M Performance Automobiles will, for the first time, see two comparatively small high-pressure chargers working with a larger low-pressure unit. The integration of an additional high-pressure turbo increases the engine's capability when it comes to generating charge pressure, a key ingredient in taking the engine's power output to the next level.
The M Performance TwinPower Turbo technology - including the requisite charge air cooling - is, like its predecessor, integrated into a small space in the main unit. Its compact construction puts the engine in a position to meet future pedestrian protection stipulations, while the arrangement of the three turbochargers is also part of an extremely intelligent system. Both the exhaust inflow to drive the turbos and the supply of fresh air, plus the channelling of compressed air to the combustion chambers, have been designed to ensure that the three compression units work as a team as effectively as possible at all engine speeds. Efficiency is further optimised by the variable turbine geometry of the two high-pressure chargers, which allows them to react even more precisely to the driver's power needs.
Instantaneous responsiveness and precisely coordinated interplay.
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. 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.
Detailed optimisation enables higher combustion pressure, increased output and enhanced efficiency.
The new torquey and high-revving diesel engine also breaks new ground with its specific output of 93.6 kW per litre of displacement. However, the output possible using M Performance TwinPower Turbo technology is generated not in the turbochargers but in the core of the basic engine, which has therefore also been extensively modified. Maximum combustion pressure has risen from the 185 bar of the most powerful diesel engine in the existing BMW line-up to 200 bar.
As part of this development, the crankcase in the new 3.0-litre diesel engine features an innovative tie rod concept for the assembly of the main bearing caps and cylinder head. The sintered main bearing caps are given extra strength by a central screw. Like the crankcase, the cylinder head is also subjected to a special high-pressure compression process. This "HIPen" manufacturing concept sees the aluminium castings heated to solution annealing temperature and the casting pores created during manufacturing welded under high pressure. This process gives the finished component additional strength. A double diagonal bore ensures the interbore bridges have high thermal stability.
The geometry of the crankshaft and connecting rods has been further optimised and they are now made from higher-strength materials. Added to which, hub bushings and bowl rim remelting enhance the effect of the increase in piston compression height
BMW M550d XDrive Touring model year 2013
BMW M550d XDrive Touring model year 2013 From the inside
The sporting focus of the BMW M550d xDrive and BMW M550d xDrive Touring is highlighted by bespoke modifications to power transfer, chassis and design components. These upgrades bear the signature of BMW M GmbH, which uses its development expertise to mould the two models into extraordinarily harmonious overall packages. The outstanding power of the tri-turbo straight-six diesel engine is translated into thrilling driving dynamics with impressive precision. This allows the 5-Series-based BMW M Performance Automobiles to offer the driver not only supreme diesel power, but also remarkably agile handling and predictable, controllable responses when exploring their dynamic limits.
Most powerful engine of its kind, sportiest diesel models in the segment.
The new and globally unique M Performance TwinPower Turbo technology gives the six-cylinder in-line diesel engine powering the BMW M550d xDrive and BMW M550d xDrive Touring maximum output of 280 kW/381 hp and peak torque of 740 Newton metres (546 lb-ft). The engine's instantaneous and sustained wave of torque allows it to lay down benchmark performance values for diesel-powered executive cars. The BMW M550d xDrive Sedan goes from 0 to 100 km/h (62 mph) in 4.7 seconds, while the BMW M550d xDrive Touring records 4.9 seconds for the same sprint. The duo also display addictive elasticity at higher speeds thanks to their engine's vast reserves of power. Top speed is electronically limited to 250 km/h (155 mph) in both cases.
The diesel technology developed exclusively for the BMW M Performance Automobiles also gives the new arrivals a convincing head start in terms of efficiency. The Sedan offers fuel economy figures of 6.3 litres per 100 kilometres (44.8 mpg imp) in the EU test cycle, while the Touring achieves 6.4 l/100 km (44.1 mpg imp). CO2 emissions are 165 grams per kilometre for the BMW M550d xDrive Sedan and 169 g/km in the case of the BMW M550d xDrive Touring. Standard-fitted BMW BluePerformance technology also allows the two models to meet the stipulations of the EU6 exhaust standard.
The new cars' outstanding balance between driving pleasure and fuel consumption can be credited to the impressive efficiency of the new diesel powerplant and the spread of BMW EfficientDynamics technology fitted as standard. The BMW M550d xDrive and BMW M550d xDrive Touring benefit, among other things, from the pace-setting efficiency of an eight-speed Sports automatic transmission with long high gears, precisely graded responses and minimal converter slip. Another standard feature, the Auto Start-Stop function, switches the engine off automatically when the driver stops at junctions or in congestion. And the ECO PRO mode activated using the standard Driving Experience Control switch helps the driver maintain an economical and relaxed driving style through tweaks to the engine management, accelerator responses and gearshift program. In addition, ECO PRO mode regulates the output of electrically operated functions such as the climate control, heated seats and exterior mirrors to provide extremely efficient energy management. The BMW M550d xDrive and BMW M550d xDrive Touring also come with Brake Energy Regeneration, need-based operation of ancillary units, active air flap control and a disengageable air conditioning compressor.
The powertrain: The most innovative and sporty diesel engine in the world.
Impressive statistics headline the enviable regard in which modern diesel engines are held. The output now within their compass, but more significantly the maximum torque they are capable of generating have fuelled their popularity among even performance-minded drivers. The high efficiency of diesel technology also ensures extremely low fuel consumption and CO2 emissions. BMW has played a major role in the burgeoning appeal of the diesel engine, developing units which have time and again raised the bar in terms of sports performance and efficiency. The company's record of diesel engine development, which began in 1983 with the launch of its first diesel model, now continues into another fascinating dimension. The first of the new BMW M Performance Automobiles - founding a product category focusing on sporty driving pleasure - are powered by a diesel engine. The 3.0-litre six-cylinder in-line unit, whose cover bears the M Performance badge, has all the necessary tools to fulfil the brief handed to the new breed: technology without parallel worldwide, the highest output ever achieved by a BMW diesel engine and outstanding levels of efficiency.
Fitted in the BMW M550d xDrive, BMW M550d xDrive Touring, BMW X5 M50d and BMW X6 M50d, the 2,993 cc engine generates maximum output of 280 kW/381 hp. No less imposing is its peak torque of 740 Newton metres (546 lb-ft), all of which the driver will find on tap as low down as 2,000 rpm. Instantaneous torque development maintained into the upper reaches of the rev range is the hallmark feature of the new unit, one underpinned by an array of innovative and globally unique technical wizardry. Taking centre stage - for the first time in a BMW - are a trio of turbochargers. Their arrangement and interplay strategy are the key to the engine achieving its exceptionally high efficiency
More pressure, more output, more torque: world premiere for six-cylinder in-line diesel engine with three turbochargers.
The coordinated interplay of turbochargers of different sizes endows an engine with instantaneous responsiveness at low revs and allows charge pressure to be increased according to need when the engine is placed under greater loads. BMW uses this concept in the six-cylinder in-line diesel engines with BMW TwinPower Turbo technology fitted in models including the BMW 535d, BMW X5 xDrive40d and BMW X6 xDrive40d. And now the company is set to become the world's first carmaker to present a diesel engine which expands the principle of multi-stage turbocharging to incorporate a third turbocharger. The engine developed for the BMW M Performance Automobiles will, for the first time, see two comparatively small high-pressure chargers working with a larger low-pressure unit. The integration of an additional high-pressure turbo increases the engine's capability when it comes to generating charge pressure, a key ingredient in taking the engine's power output to the next level.
The M Performance TwinPower Turbo technology - including the requisite charge air cooling - is, like its predecessor, integrated into a small space in the main unit. Its compact construction puts the engine in a position to meet future pedestrian protection stipulations, while the arrangement of the three turbochargers is also part of an extremely intelligent system. Both the exhaust inflow to drive the turbos and the supply of fresh air, plus the channelling of compressed air to the combustion chambers, have been designed to ensure that the three compression units work as a team as effectively as possible at all engine speeds. Efficiency is further optimised by the variable turbine geometry of the two high-pressure chargers, which allows them to react even more precisely to the driver's power needs.
Instantaneous responsiveness and precisely coordinated interplay.
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. 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.
Detailed optimisation enables higher combustion pressure, increased output and enhanced efficiency.
The new torquey and high-revving diesel engine also breaks new ground with its specific output of 93.6 kW per litre of displacement. However, the output possible using M Performance TwinPower Turbo technology is generated not in the turbochargers but in the core of the basic engine, which has therefore also been extensively modified. Maximum combustion pressure has risen from the 185 bar of the most powerful diesel engine in the existing BMW line-up to 200 bar.
As part of this development, the crankcase in the new 3.0-litre diesel engine features an innovative tie rod concept for the assembly of the main bearing caps and cylinder head. The sintered main bearing caps are given extra strength by a central screw. Like the crankcase, the cylinder head is also subjected to a special high-pressure compression process. This "HIPen" manufacturing concept sees the aluminium castings heated to solution annealing temperature and the casting pores created during manufacturing welded under high pressure. This process gives the finished component additional strength. A double diagonal bore ensures the interbore bridges have high thermal stability.
The geometry of the crankshaft and connecting rods has been further optimised and they are now made from higher-strength materials. Added to which, hub bushings and bowl rim remelting enhance the effect of the increase in piston compression height
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