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M is a letter that stands for so much in the world of BMW, and the M2 Competition is the latest expression of the brand's formidable performance credentials. Could BMW's M2 Competition be the best M car ever? Read Andrew's full review: https://carsgui.de/2KhMKC6 Visit our BMW hub: https://carsgui.de/2LL9OyM Check out more prestige and luxury cars here: http://carsgui.de/2lu7CcL CarsGuide - Go beyond the test drive Check us out: www.carsguide.com.au Subscribe to our channel: http://carsgui.de/2aMzFTT Follow us on Twitter: http://carsgui.de/2ah6eta Like us on Facebook: http://on.fb.me/17kv9Ui See our Instagram: http://carsgui.de/2aQ0M1H We're on Google+: http://carsgui.de/2atBwbF
The BMW 3 Series Sedan has epitomised the concept of sporty driving pleasure in the global premium midsize class for more than 40 years. Exuding dynamic design, agile handling, exceptional efficiency and innovative equipment features, it takes the signature characteristics of a BMW and turns the volume up several notches.
Subscribe for new videos every Wednesday! - https://goo.gl/VZstk7 Related Videos Engine Balance - http://youtu.be/aonbwOxooGA Primary Balance - http://youtu.be/9Bdc9CuBOzc Secondary Balance - http://youtu.be/gdHQ8aTfiQQ 3D Printed I4 - https://youtu.be/LglOUj7AsQA 3D Printed Boxer 4 - https://youtu.be/y5oRsvRH_Ig 3D Printed Models - Big Thanks To Eric Harrell: Straight-4 Model: https://www.thingiverse.com/thing:644933 Boxer-4 Model: https://www.thingiverse.com/thing:1643878 In this video we are going to be comparing inline four cylinder engines with boxer four cylinder engines, and talking about the individual advantages and disadvantages of each engine layout. We have a 3D printed EJ20 Subaru boxer engine, as well as a 22RE Toyota inline-four engine. We’ll start fairly basic and work our way through several different topics for each layout, including the four strokes, the firing interval and order, the vibrations of each layout, the packaging differences, the cylinder head differences, and finally a bit about the sound. Looking at either layout, they’re both based on the same four strokes. Intake, compression, power, and exhaust. Both engines fire one cylinder for every 180 degrees of crankshaft rotation, but they have slightly different firing orders. On each engine, we can see cylinders one, two, three, and four. For the boxer engine, the firing interval is one, three, two, four, while on the straight four it’s one, three, four, two, so the order of the last two cylinders firing is switched. On the boxer engine, you’ll notice the pairs of pistons move in and out together. This means that the primary forces when the piston reaches the top of the cylinder, as well as when they reach the bottom of the cylinder, are canceled out. On the inline four cylinder engine, it’s the same story, the primary forces cancel out as the pairs of pistons reach the top and bottom at the same time. When we get into secondary forces, however, the engines begin to differ. Secondary forces are created due to the piston traveling faster at the top half of the piston than at the bottom half, something I’ll include a link to in the description for a video that breaks it down in great detail. What you need to know though, is that when the piston reaches the very top of the cylinder, or the very bottom, the secondary force points up or out from the piston. Now with the boxer engine, since the pistons point opposite each other, these forces are balanced out, resulting in a very smooth running engine. For the inline four, all of the forces point in the same direction, and thus do not cancel each other out, causing the engine to vibrate unless balancing shafts are used. The boxer engine isn’t perfect, however, because the pistons do not perfectly align with each other, it creates a rocking moment which makes the engine want to rotate back and forth along the vertical axis. What’s fascinating, however, is that if you add two cylinders to either of these designs, whether it’s a boxer six or an inline six, you can perfectly eliminate all first and second order forces and moments. You might think the boxer six would have a rocking motion from the cylinder banks of three, but each bank of three cylinders cancels out the rocking motion of the other, unlike in a V6 configuration. The other biggest advantage of the boxer engine is the low profile, which keeps the center of gravity low and thus reduces the amount of load transfer you have in the car during braking, cornering, or accelerating, which improves grip. With a lower center of gravity, you can also reduce body roll and choose to use softer springs. Additionally, in the event of a collision, it’s easier to position the engine so that it goes underneath the passenger compartment, rather than into the passenger compartment, for improved safety. That’s not to say the inline four doesn’t have it’s own size advantages. Generally it’s a bit more compact, with only one cylinder head, and it’s not quite as wide as the boxer engine. This leaves more room for suspension geometry, and can also allow for a better steering angle, since the tires won’t have as much of an interference at full lock. Don't forget to check out my other pages below! Facebook: http://www.facebook.com/engineeringexplained Official Website: http://www.howdoesacarwork.com Twitter: http://www.twitter.com/jasonfenske13 Instagram: http://www.instagram.com/engineeringexplained Car Throttle: https://www.carthrottle.com/user/engineeringexplained EE Extra: https://www.youtube.com/channel/UCsrY4q8xGPJQbQ8HPQZn6iA NEW VIDEO EVERY WEDNESDAY!
Introducing the all new 2019 BMW M2 Competition, we are fortunate enough to release the first review filmed on Australian soil. It now comes feature packed with the S55 6 cylinder twin turbo engine and a 0-100 km/hr in only .... secs, you'll find out when you watch the episode. A special thanks to BMW Australia, BMW Canterbury and all the team that was involved in making this happen. Sit back and enjoy the sound of those quad exhaust pipes and most of all, our road test review of the 2019 BMW M2 Competition. It's so great that we purchased one ourselves, which so happens to be the first customer car to be delivered. http://www.supercaradvocates.com http://www.facebook.com/SupercarAdvocates http://www.instagram.com/Supercar.Wifey Presented by Lecha Khouri at Supercar Advocates Edit & Camera by Daniel Gundling at Supercar Advocates Co-ordinated by Nathan Rahme at Supercar Advocates Thanks to Joseph Tayoun at Canterbury BMW Filmed in Sydney Australia Vehicle: BMW M2 Competition
The BMW M2 is dead, but now there’s the BMW M2 Competition, which is better. Better in the sense that it’s the M2 Coupe but with the engine out of an M3 making over 400 horsepower. Where the BMW M2 Coupe always had a performance-tuned version of the N55 inline-six cylinder from the 2 Series, the new M2 Competition, which replaces the old M2 even though it’s essentially the same car, instead gets a detuned version of the S55-designated inline-six cylinder from the M3 and M4. Got something to say? Leave a comment below. Enjoy the video? Give it a thumbs up! As always, Subscribe! End Credits: Video: Provided by Free Stock Videos Song: Dreams by Joakim Karud https://soundcloud.com/joakimkarud Creative Commons — Attribution-ShareAlike 3.0 Unported— CC BY-SA 3.0 http://creativecommons.org/licenses/b... Music promoted by Audio Library https://youtu.be/VF9_dCo6JT4
We always loved the BMW M2 but now it’s even better. Because it’s even more M, thanks to a real M engine. The M2 Competition, which replaces the regular M2, has been endowed with a version of the awesome twin-turbo six-cylinder from the M3 and M4.
Given that the M2’s rivals mostly have four cylinders (Mercedes-AMG CLA45, Ford Focus RS, Porsche 718) or at a stretch five (Audi RS3) this is a profound advantage.
It isn’t just the engine that’s so M. The M2’s chassis has always been very closely related to the M3/M4’s, which is why the 2-Series Coupe bodyshell needed to be widened. That’s what gives the M2 its solid, tough stance.
The M2 can be had with either a DCT semi-auto seven-speed transmission, or a six-speed manual. The existence of the manual shows this car’s character: a traditional no-fuss driver’s car. Lots of cylinders, front-engine, rear-drive, non-adaptive dampers.
That suspension has been further recalibrated from the M2 to the M2 Competition. It has slightly looser ESP, and modified software for the most fancy piece of tech in its chassis, an electronically controlled locking differential.
Also new for the Competition is a carbon-fibre V-brace around the engine bay. It too is making a special guest appearance from the M3/M4. By tying the front bodywork more rigidly together, it sharpens the steering’s precision and feel.
The Competition’s engine, codenamed S55, has two turbos, effectively making it operate as a pair of three-cylinders end-to-end. As a consequence the puffers can be small and light so they spin up quickly to cut low-rev lag, but as there are two they can push plenty air at big revs. The old M2 engine (which was a single turbo) would go to 7,000rpm and was smooth doing it, but the new one will hit 7,600rpm. And it has 40bhp more at big revs. That’s a total of 404bhp.
A slight facelift has come with the arrival of the Competition badge. It isn’t just for show. The grille kidneys are bigger, and the new teeth-sucking lower bumper has enlarged inlets to send cooling zephyrs over the multiple-radiator system, again taken from the M3/M4.
Inside, the Competition gets M signifiers: the purple-blue-red triple stripe appears on the seatbelts, and the seats have an illuminated M badge. Like you’d forget.
It’s a hoot, a real classic. You can take this epic engine to its hammer-and-tongs red-line, and smoke the tyres in big drifts. Or you can take advantage of the turbo torque and use the neatness and precision of the chassis. It’s a car with many ways to be happy.
The new engine isn’t just about power. It has depths of spine-tingling extroversion compared with the original M2’s motor (which was itself pretty darned fine let’s not forget).
Go to the red-line and drop-kick into a new gear and feel this happy savagery redouble itself as it goes back for another bite at the top end.
Lower down the revs you will find a little inevitable turbo lag, but also crashing waves of character and immersion, a whole playlist of different tones and rhythms as you use different throttle openings at different revs.
In short, there’s no finer propulsion in a car anywhere near this price.
It shakes out at a zero-to 62 figure for the manual of 4.4 seconds, or 4.2 for the flappy-paddle twin-clutch because in that one you aren’t pausing to change gear. But we’d say save money and have the manual – this is a car that’s all about driving’s sensations and interactions. The shift is solidly deliberate, so the brief pause to enjoy it is like a pause for lunch. The twin-clutch job is non-stop, but so is being fed via a drip.
At every point between the extremes of a gentle curve and a full-on skid, the chassis is pretty much as sensational as the engine.