351CJ said:
Sean, you're grasping at straws, jumping all over the place in your arguemnts and contradicting yourself. It's pretty clear that you've drunk the BMW Cool-Aid and no longer want to follow any semblence of logic.
Production volume, nor what configuation cars (FWD/ RWD) the engine will be used in is not the issue. You started out your arguement saying that I6s cost more to make, without putting any of these conditions on your statement. This is pointless since BMW does not build FWD cars. But Volvo does use an I6 transversely in a FWD car, so your argument doesn't hold any water.
It doesn't matter whether the OEM is manufacturing the parts or they are buying them from a supplier, more parts = more cost AND more assembly time which = still more cost.
Give it up and admit that BMW has done a masterful job convincing people like you that I6s are superior.
But if I6s are really that superior, please tell my why BMW uses V8, V10 and V12 engines in their most expensive models? By your logic BMW should be putting those cheap V12s in their 1 series and saving the expensive I6s for the 7 series.
Finally, using your logic, please explain to me why a V8 545 costs more than a I6 530? Shouldn't the V8 545 be cheaper?
351 I have an engineering degree albeit in electronics but for the first two years we usually go through the basics wherein I opted for the mechanics of automobile engineering. I ended up with a master's in s/w but besides the degrees and what-not's the knowledge of increase in costs for Inline sixes vs 60 degrees v6's and 90 degree v8's is pretty much common.
The reason BMW does not go for inline sixes with a bigger engine volume is again the length of the unit. A 6.0 litre V12 will be approximately equal to the length of one 3 litre inline unit and the journal bearings is again maintained at 6 (6 * 2)whereas one would require a really long crank to accomodate for an inline 12 or inline 8 not to mention the huge length required in the engine bay and again the cost to stiffen the block. Keep in mind the main/rod end bearings are usually made of 'shells' of softer metals or specially developed alloys usually of lead, tin or bronze often with small amounts of more exotic metals deposited on a strong steel backing plate. These bearings usually combine resistance to high degree of erosion with a degree of 'give' to accomodate the ultra-thin oil film which actually carries the load.
Hence the cost of production again goes up as the number of journals and main bearings increase.
Of course I am guessing this is common place knowledge among mech engineers & I am surprised since you say you have experience in machining. Regarding reference to all this information I am not sure if one may find it on the internet.
Let's just say I have gone through & am quoting from reputable engineering book(s)/article(s) by American/European authors, the latter who mainly focuses on Euro engines and technologies citing machines from MB, BMW, Audi, Renault, Peugeot as well as the Euro Ford division as examples.
For instance resolutions for Al inherent problems, include treatment of machined aluminum alloy surfaces chemically, with a deposited layer which is then partially etched away to leave a raised surface basically of silicon with a network of microscopic channels to hold the lubricating oil in place....
.....one of the most familiar treatment is the Nicasil process, originally developed for the interior walls of the Wankel engine (the rotary engine) & first used in production piston engine by Porsche in it's so & so sized engine for the so-and-so model".
Crankshaft design schematics vary and depend upon engine load conditions & according to the load imposed by combustion pressures.
The crankshaft for Ford's Duratorq DI Direct Ignition turbo-diesel as used in the new Mondeo is formed by forging, has substantial overlap between the main and big-end bearings and eight counterweights, two per cylinder throw. In contrast the far more lightly loaded crankshaft for the Mondeo's 4-cylinder petrol engine is made of cast iron with only four conterweights.
I don't know if you want to believe all this information but you can run it by any Ford/BMW engineer any given sunday & they will confirm it's validity alongwith with other facts such as the theoritical peak effciency of an Otto cycle engine is no more than 20%.
BTW: Volvo uses a transversely mounted Inline 5 (2.3 through 2.5) & the only 2.9 litre inline 6 is also turbocharged and all these motors are undersquare in nature, i.e their bore is less than the stroke meaning the depth of the block will have an increase rather then the length. However it's still tight and that's why they opt for TC. The chassis where the inline 6 is mounted onto is the s80/XC90 which is wider than the s40-s60 series.
The S80 and XC90 are in the midsize and SUV segment having a width of about 72.1"/74.7" with a bore and stroke of 3.28 * 3.56 with a weight distribution of 57/43 fore and aft and overall weight of 3737/4750 respectively
The Zed4 is in the roadster category, overwall width around 68.5, bore * storke being 3.31 * 2.91 (oversquare) and overall weight of 2932 lbs. with a 50-50 weight distribution.
The dynamics of installing and adapting (packaging) the same motor longitudinally will bring change in the chassis characteristics mainly to maintain the rigidity and weight distribution evenly 50-50. (read previous post).
As for the higher base price of the 545. The car is placed in a different sector, in the midsize segment ( a 2.5l %-er costs about 15-17k more than a 2.5 I6 3 series. The 545 also has more technological gadgetry such as the I-drive, active roll stabilization, active steering, dual climate control, bigger wheels, 6-speed transmission with triple and double cone synchros. Well the list is quite different from say a 2.5 Zed4 hence the increase in base price.