Engine management with a wide range of additional functions.
The MSS60 control unit is more than "just" a conventional engine manage-ment system in the direct sense of the word. With its hardware, software and functions having been developed completely by BMW M GmbH, MSS60 is able to support numerous M-specific functions on the clutch, transmission, steering and brakes.
Precisely this is why the driver of the new BMW M3 is also able, simply by pressing the Power Button on the selector lever cover, to activate an even more sporting and dynamic driving program. This provides an even more progressive control map for accelerator travel acting on the throttle butterfly opening, with the dynamic transition functions on electronic engine management showing an even more direct, spontaneous response.
As soon as the driver starts the engine, the control system automatically switches to the more comfortable of the two programs. The driver never-theless has the option to preconfigure and activate the change in programs in the MDrive control unit, which also offers another, extra-sporting and dynamic program.
Last but certainly not least, engine management also performs a wide range of on-board diagnostic functions using various diagnostic routines for servicing at the workshop, just as it offers other sophisticated functions and masterminds various peripheral units around the engine.
The highlight in engine management: ion flow technology.
One of the highlights of the engine control unit is ion flow technology serving to determine the risk of the engine knocking as well as misfiring and miscombustion. This significant innovation from BMW was introduced as a standard feature for the first time on the V10 power unit in the BMW M5. Now, in its latest configuration, ion flow technology no longer requires an ion flow satellite, whose function has been integrated in the ignition coil."Knocking" is undesired selfignition of fuel in the cylinder. Engines without knock control have a lower compression ratio and their ignition point comes later (retarded ignition), since the engine would suffer from going beyond the knock limit. However, this "safety margin" costs fuel, engine power, and torque.
By contrast, active knock control allows the engine to run with optimum ignition timing and protects the engine from damage. It also offers the highest standard of efficiency.
With conventional anti-knock control sensors measuring body sound are fitted outside on the cylinder. But the ability of such sensors to detect knocking in the combustion process decreases with increasing engine speed and a growing number of cylinders - and particularly such accuracy and reliability is essential on a fast-revving eight-cylinder in order to optimise combustion quality in the cylinders and, as a result, the service life of the battery and the exhaust emissions. Hence, ion flow technology measures the risk of knocking exactly directly where this phenomenon occurs - within the combustion chamber. ...next page >>