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BMW M3 Development Exhaust System Thethe Exhaustexhaust Systemsystem Forfor Thethe Newnew BMWBMW M3M3

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BMW M3 Development Exhaust System Thethe Exhaustexhaust Systemsystem Forfor Thethe Newnew BMWBMW M3M3 TheThe ExhaustExhaust SystemSystem forfor thethe NewNew BMW M3 Development Exhaust System TheThe ExhaustExhaust SystemSystem forfor thethe NewNew BMWBMW M3M3 Rear end view of BMW M3 By Christian Eichmueller, Gerhard Hofstetter, complicate the design. The engineers Winfried Willeke and Peter Gauchecl therefore set themselves the task of mitigating conflicts of objectives and In connection with BMW, the letter M has stood for exceptional developing technical solutions that sports vehicles since 1978. This tradition is being continued with match the vehicle concept, as well as the new BMW M3, which is a sport coupe absolutely tuned for appeal to customers. Development everyday driving and at the same time performing like a thorough- of the new M3 exhaust system was bred sports car. BMW M GmbH, a company within the BMW defined by BMW M and brought to GROUP, has developed the M3. At the heart of the M3 is the series-production readiness in coop- equally new, high-revving inline six cylinder naturally aspirated eration with the manufacturer engine. From a displacement of 3,246 cc, the engine achieves a ArvinMeritor. ArvinMeritor develops power output of 252 kW (343 bhp) at 7,900 rpm. With a specific and manufactures exhaust systems output of 105.7 bhp/litre and a broad usable speed range, this for the automotive industry at its pro- high-speed engine represents the very best in naturally aspirated duction center in Finnentrop (North- engine design. The realization of the high engine-speed concept Rhine Westphalia, Germany). required highly innovative development of the engine’s specific functional elements. The design of the new exhaust system was therefore perceived as a special challenge. mance and the high-speed design of 1 Introduction the engine represent a major stress factor with regard to the strength of The Exhaust System for the New The new BMW M3’s exhaust system the exhaust system. The exhaust BMW M3 began with the premise of justifying system’s necessary lightweight con- the special vehicle concept. The new struction and the confined assembly BMW M3’s dynamic road perfor- situation on the vehicle (Figure 1) also Exhaust System Development Figure 1: Platform with exhaust system system as well as all the mounting The design of the exhaust manifold 2 Development Aims and attachment elements were was consistent with calculated gas newly designed. The 3D data exchange requirements. The M3 The following development aims created at BMW M with the CATIA engine therefore has tubular ex- were defined for the new exhaust CAD system is used throughout the haust manifolds, such as are nor- system: process chain (analysis, DMU, mally only to be found on racing manufacturing, quality assurance). engines. (Figure 2) • Optimizing the gas exchange with The direct further application of the exhaust system CAD data served as a basis for a The exhaust gas flow from the • Consistent lightweight construction short, effective development exhaust ports to the collector pipes (target weight < 50 kg) period. is in six individual primary pipes of • Limitation of the heat capacity in identical length. A succession of the manifold, down pipe and pressure and induction waves in the catalytic converter areas 4 Component Design exhaust pipe correctly phased to the • Compliance with emission valve timing is the precondition for regulations (exhaust, noise) 4.1 Exhaust Manifold good gas exchange. Exhaust from • Characteristic sporting exhaust sound • Restrained, but sporting interior acoustics • Crash-optimized exhaust tailpipes in BMW M look • Long-term BMW quality • Economical manufacture • Exhaust manifold and catalytic converter usable as identical parts on the BMW M3, BMW M Roadster and M Coupe 3 Design To achieve these development aims, Figure 2: Exhaust manifold (ECE) the exhaust manifold and exhaust Development Exhaust System cylinders or primary pipes is there- fore only led to common collector pipes if the relevant exhaust valve opening times do not overlap at all or only slightly. Because of the engine’s firing order (1-5-3-6-2-4), the three cylinders 1-2-3 and 4-5-6, respectively, were therefore led to a common collector pipe. The exhaust manifold pipes are manufactured by internal high-pressure molding (IHU). In Figure 3: Mounting flanges (old / new) cooperation with ArvinMeritor, the world’s first tubular manifold was produced by this process back in when heated up. This was a major forged flanges are also used at the 1992 for the M3 model then being precondition to improve the light-off connection to the exhaust system. manufactured. performance of the catalytic con- Here, a weight saving of 50 percent verter. is achieved. By integrating linear This prior knowledge was drawn on and angular compensation for the and further refined for the new BMW To avoid further heat reduction and absorption of heat expansion and M3’s exhaust manifolds. All primary reduce component weight, all assembly tolerances an expensive and secondary pipes are in one connecting flanges were of new, corrugated pipe compensator can piece, despite the complex molding, lightweight design. The flanges are thus be avoided. so that many sockets and their weld formed in such a way that the seams disappear, and, conversely, lowest amount of mass is directly As the sheet metal flanges repre- fewer obstructions arise in the coupled to the piping. The patented sent a completely new development, exhaust flow. In addition, a cross- flanges for attachment to the cylin- they first had to prove their worth sectional reduction in the pipes is der head were, in contrast to the with regard to strength, distortion avoided, since nether folds nor previous model, converted from and sealing. flattened bends occur in manufac- precision castings to sheet metal, ture. and the number of mounting screws Despite its complex shape, the for each reduced from four to three. exhaust manifold is suitable for use The considerable cold hardening in (Figure 3) This results in a weight in both left-hand and right-hand the IHU process yields a stable, saving in detail of more than 66%, drive vehicles. As the BMW M3’s lightweight construction. A wall as well as better pressure distribu- new engine will also be installed in thickness of only 1 mm is sufficient tion at the sealing face. the future in the BMW M Roadster for the exhaust manifold. The thin- and M Coupe, the installation walled design limits thermal inertia Sheet metal flanges instead of conditions for these vehicles also had to be taken into account. The Authors For the U.S. model, a different Christian Eichmueller Winfried Willeke exhaust manifold was developed. Because of the position of the catalytic converter next to the engine, a different pipe layout from the ECE model has been devel- oped, but the design features Gerhard Hofstetter Peter Gauchel resemble the ECE version. 4.2 Exhaust System and Silencer The twin-pipe exhaust flow was maintained up to the rear silencers, Exhaust System Development higher natural frequency, a greater axial secondary moment of inertia, Only be means of a modification of more homogeneous radial rigidity the floor pan specific to the M3 and the larger brazing surface could a large-volume rear silencer between the matrix and the jacket. (40 dm3) be located across and behind the differential at the rear of IHU pipes are used for the flow to the car. the catalytic converters. This technology enabled the required The rear silencer housing consists cross-section for the twin-flow of two deep-drawn sheet metal half- exhaust system and free-flowing shells. These are welded together transitions (diffusers) to be realized. after the internal components have been installed. In order to avoid After the catalytic converters, an structure-borne noise, curved, but interference pipe connects the two relatively large, boundary surfaces pipe runs. This cross-coupling point are strengthened by swage-lines leads to an increase in torque at and panels. Only glass (Advantex) medium engine speeds. is used as an absorption material for the M3. This material combines 4.2.2. Exhaust Pipe with Interme- high acoustic silencing properties Figure 4: Entire exhaust system diate Silencer with lasting quality at low weight. To attenuate the ignition frequencies, The required cross-sections in the one chamber of the rear silencer in view of the resulting gas ex- rear axle area could only be ob- acts as a resonator. The twin change benefits. In order to reduce tained by means of special IH exhaust flows are divided to obtain exhaust backpressure, the compo- molded pipes. Because of the high the four tailpipes in this chamber. It nents were designed to be as free degree of cold hardening during was necessary in particular to test of throttling effects as possible. manufacture, there is no reduction the new form and installation of the in strength despite the thin walls. A large-volume, transverse rear 4.2.1. Front Pipes with Catalytic further step in the direction of silencer. (Figure 4) Converter lightweight construction can thus be achieved. The intermediate silencer 4.2.4. Exhaust Tailpipes A closed-loop, three-way catalytic has a volume of 1.8 dm3. The one- converter is integrated into each of piece outer casing is double-walled. Two pairs of cylindrical, chrome- the two pipe runs for the purification plated exhaust tailpipes in two of exhaust emissions. Two cylindri- 4.2.3. Rear Silencer cutouts of the bumper trim empha- cal metal monoliths from the com- size the car’s sporting character. pany EMITEC are arranged in To improve the gas flow, gas col- sequence for each catalytic con- umn oscillations of broad amplitude In a rear-end collision, the exhaust verter. The main design priorities are necessary, whereas, the silenc- tailpipes almost inevitably suffer were the conversion rate, rapid light ing requires the smoothing out of damage due to their exposed off and limitation of pressure losses.
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