DE VELO PMENT G a s oline Engines

The BMW M760Li

xDrive Powertrain
BMW

The new BMW M760Li xDrive has a twelve-cylinder engine and all-wheel drive. The engine,
automatic transmission and transfer case have all been newly developed. The powertrain
of the flagship 7 Series model offers low fuel consumption and excellent driving dynamics.
For the first time, BMW has equipped a twelve-cylinder engine with its auto start-stop function.

36

AUTHORS

Dr.-Ing. Jan Clauberg

is Development Engineer for the
Calibration of 12-Cylinder Petrol
Engines at BMW AG in Munich
(Germany).

Dipl.-Ing. Philipp Fgmann

is Development Engineer for
Transfer Case of the Inline
Architecture at BMW AG in Munich
(Germany).

Dipl.-Ing. Daniel Weis

is Development Engineer for the
Calibration of Large Automatic
Transmission Longitudinal at
BMW AG in Munich (Germany).

DYNAMIC AND COMFORT

BMW is launching an M Performance

model in the 7 Series for the very first
time with the M760Li xDrive. Its out
standing dynamic performance and
exemplary smooth running are attri
butable to the twelve-cylinder engine,
which has established a long-standing
tradition at BMW, beginning in 1987.
Decisive milestones in its history were
the introduction of direct fuel injection
in 2003 [1] and turbocharging in 2009.
The new eight speed automatic transmis
sion and the innovative BMW xDrive allwheel drive system are the perfect sup
plements to the engine of the M760Li.
The new BMW twelve-cylinder V-en
gine, with turbocharging, Double-Vanos
timing and direct injection, was devel
oped in accordance with this tradition.
Apart from retaining the characteristic
properties of a twelve-cylinder engine,
development work primarily focussed
onreducing consumption, complying
with current emission requirements,
increasing output and achieving further
improvements in dynamic performance.
Apart from this, the powertrain in the
M760Li xDrive M Performance model is
also required to cover the entire spec
trum between uncompromising comfort
in the Comfort modes and pronounced
dynamism in Sport mode, FIGURE 1.
BASIC ENGINE AND PACK AGE

Dr.-Ing. Christoph Zlch

is Head of Large Automatic
Transmission Longitudinal at
BMW AG in Munich (Germany).

The time-tested closed-deck crankcase

design was adopted from the previous
engine. The stroke was increased from

80.0to 88.3mm, raising the displacement

from 5972to 6592cm3, while the bore
remained unchanged at 89.0 mm, TABLE1.
It has newly developed straight-split,
cracked connecting rods combined with
the modified crankshaft.
The cylinders and bearings were rede
signed in order to do justice to the new
operating range of the engine, running
in low load ranges for a large proportion
of the time, but also powering up to dy
namic, high-load states. The iron-coated
cast aluminium pistons were given a
redesigned third annular groove, eight
oil return holes, an oil retention groove
under the oil scraper ring and a larger
diameter in the first annular web. The
connecting rod end bearings have a
highly wear-resistant polymer coating
with iron oxide particles distributed in
the polymer matrix.
A new oil pump is being used to sup
ply oil to the engine, providing oil as
needed as a function of load, engine
speed and temperature. This enables
friction-optimised engine operation and
offers a means of controlling the oil
spray nozzles as a function of the operat
ing point, which means that the pistons
heat up more quickly and particle emis
sions are reduced, particularly during
warm-up.
The BMW M760Li is being only of
fered with the xDrive all-wheel drive
system. This posed special challenges for
the package compared with the previous
engine, which was only available as a
rear-wheel drive version. Apart from
redesigning the components on both the
intake and exhaust sides, it was also

FIGURE 1 BMW M760Li xDrive powertrain ( BMW)

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DE VELO PMENT G a s oline Engines

necessary to modify the oil pan for use

in an all-wheel drive vehicle. Space to
accommodate a second generator was
created by dropping the hydraulic steer
ing pump in favour of using electrically
assisted steering gear and an electric roll
stabilization system.
CHARGE CHANGING AND
COMBUSTION PROCESSES

The new engine boasts BMW TwinPower turbocharging, variable Double-

Vanos camshaft timing and direct in
jection with 200bar system pressure.
The six-hole injector coil is positioned
centrally, next to the spark plug, and has
been designed to produce a homogene
ous mixture when running at partial and
full load while minimizing the amount
of fuel sprayed onto the wall of the cylin
der and thereby ensuring a low level of
fuel ingress into the engine oil. This
design also permits stable catalytic con
verter heating. The camshaft adjustment
offers a highly dynamic means of adjust
ing the spread angles to enable optimized
valve timing in terms of consumption
and emissions without having to make
any sacrifices when it comes to the en
gines outstanding dynamic performance.
The turbochargers are equipped with
electric wastegate actuators. Apart from
high adjustment speed and accuracy,
these actuators enable the wastegate to
open wide when the engine is in the cat
alytic converter heating mode, allowing
the catalytic converter to heat up quickly.
Apart from these measures taken to
reduce emissions, an algorithm is also
used to control minimal quantities of
fuel exactly and reproducibly. This algo
rithm in the digital engine electronics
(DME) offers a means of controlling the
ballistic operating range of the injector
characteristic. This can be used to com
pensate injector-specific or age-related
fluctuations in opening and closing
behaviour. BMWs new twelve-cylinder
engine meets the requirements for the
stringent Euro 6c and ULEV125 emission
classes thanks to finely optimised meas
ures inside the engine, such as catalytic
converter heating with multiple injection
and exhaust gas postprocessing. We
were able to reduce particle emissions
significantly in the process, by optimis
ing the injection angle, the amount of
fuel injected and the valve timing, and
using switchable piston spray nozzles.

38

Characteristic

Unit

Value

Maximum power at engine speed

kW at rpm

448 at 5500-6500

Maximum torque at engine speed

Nm at rpm

800 at 1550-5000

Maximum engine speed

at rpm

6500

Specific power

kW/l

68.0

Specific torque

Nm/l

121.4

Displacement

cm 3

6592

Bore

mm

89.0

Stroke

mm

88.3

Stroke-bore ratio

0.99

Connecting rod length

mm

138.5

Cylinder distance

mm

98.0

Compression ratio

10.0

Emissions level

EU6c, ULEV125

TABLE1 Technical data of the new twelve-cylinder engine ( BMW)

The widely opening wastegate elimi

nated the need for a complex secondary
air system.
POWER AND TORQUE

Compared with the previous engine, the

power output has been increased from
400to 448kW and the torque has gone
up from 750to 800Nm, FIGURE 2. The rise
in displacement from 5972to 6592cm3
enables the pronounced low-end torque
of 800Nm at 1550rpm and selection of a
gear shift strategy that radiates effortless
superiority and calmness by using low
rpm and high gears. At the same time, a

FIGURE 2 Full load curves ( BMW)

highly dynamic response can be

achieved in Sport mode thanks to the
high naturally aspirated torque as a
result of the 6592cm3 displacement.
The build-up of torque at 1600rpm
inSport mode attests to the dynamic
character of the engine, FIGURE 3. The
naturally aspirated torque of the engine,
which is higher than that of the previ
ous engine, is available within a very
short period of time. The sporty nature
was underlined by choosing a steeper
torque gradient in naturally aspirated
mode than that of the previous engine.
Furthermore, the combustion behav
iour and calibration were finely opti

FIGURE 3 Throttle response at 1600 rpm ( BMW)

mised to enable the implementation of

a more dynamic build-up of boost pres
sure. Combining all of these measures,
the current engine already produces
750Nm of torque 0.8 s earlier than its
predecessor.
AUTOMATIC TRANSMISSION

The eight-speed automatic transmission

of ZF was first launched at BMW in 2009.
The fundamentally redesigned small and
medium-sized transmissions went into
series production in 2014 [2]. This year
isseeing the series production launch of
the largest transmission, which is being
used with the twelve-cylinder engine.
Unlike its predecessor, the new eightspeed automatic transmission permits
the use of an engine start-stop system and
all-wheel drive. The time-tested concept
with four planetary wheel sets and five
gear shift elements has been retained.
Two gear shift elements are open when
a gear is engaged.
The modified transmission ratios have
increased the overall gear ratio from 7.04
to 7.78 and enable a reduction in engine
rpm at higher speeds, thereby reducing
consumption within the cycle and in
customer-oriented operation. The effec
tiveness of the various consumption
reducing measures is shown in FIGURE 4.
Several efficiency-optimizing measures
were implemented in addition to opti
mising the gear set.
Neutral idle control is just one exam
ple of these. Churning losses are in
11I2016Volume 77

curred in the torque converter when the

vehicle is stationary with the engine
running. Neutral idle control reduces
these losses by opening a clutch and sep
arating the powertrain from the engine
when the vehicle is stationary. Complete
decoupling has been achieved in the new
generation of transmissions, bringing
substantial reduction in friction losses.
The disc separation system makes a fur
ther contribution towards reducing con
sumption, when no pressure is applied to
the clutch. It ensures maximum running
clearance in the multi-disc clutch with

the associated reduction in drag torque.

The on-demand pressure supply was
optimized to an even greater extent,
resulting in a reduction of the overall
system pressure and making a further
saving in consumption. All in all, the
implemented measures reduced con
sumption by 2.2% compared with the
previous transmission.
A new mechatronic concept was devel
oped in order to achieve the necessary
shifting speed and downshift flexibility
in an M Performance model. Available
since the initial launch, the ability to
perform all single and double shifts
directly has been retained. A consider
able improvement has been made with
respect to the indirect complex shifts,
however, which has led to a 300ms
reduction in the time required to reach
the target gear, FIGURE 5. The Sport trans
mission offers three different shifting
speeds, which are experienced auto
matically according to the setting of the
driving experience control switch and
the position of the gear lever. The high
est shifting speeds and most sportive
characteristic are achieved with the
gear lever in the manual position,
whereby gear shifts are effected by
means of paddles on the steering wheel
or the gear lever. Interacting with the
modified engine electronics, this has
improved intervention facilities sub
stantially with very fast shifting times
of around 250ms.

FIGURE 4 Reduction in fuel consumption ( BMW)

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DE VELO PMENT G a s oline Engines

NEW XDRIVE

FIGURE 5 Increased downshift dynamics ( BMW)

FIGURE 6 Transfer case ( BMW)

40

The powertrain is equipped with the 4th

generation of the xDrive all-wheel drive
system, which went into series produc
tion with the new 7 Series model in 2015.
While demand for all-wheel drive vehicles
is growing continuously rising from
20% of the BMW fleet in 2009 to the
current level of more than 30% the
twelve-cylinder powertrain is now being
offered as an all-wheel drive vehicle for
the very first time. Apart from the famil
iar xDrive genes for proactive, fully vari
able distribution of driving torque [3],
the newly developed system also includes
additional measures to achieve a signifi
cant reduction in fuel consumption.
The maximum torque that can be
transmitted to the front axle differential
was increased to 1300Nm with the new
generation Magna Powertrain transfer
case. The high level of crosslinking
between the all-wheel drive system and
the DSC (dynamic stability control)
ensures very fast, proactive actuation of
the clutch and the associated improve
ment of agility, driving dynamics and
driving stability. The torque to the front
axle is derived from the direct rear axle
drive and transmitted via the coupling
(1) and the chain drive (4), FIGURE 6.
Need-based actuation of the clutch and
the associated transmission of torque are
assured by the electromechanical actua
tor (3) and the ball ramp system (2). The
system efficiency of the drive train was
improved significantly, while increasing
torque capacity and full all-wheel drive
performance at the same time. This pre
supposes a consumption-optimised allwheel drive control strategy, enabled by
the intelligent crosslinking of driving
style detection and determined road
conditions. The all-wheel drive system
remains in standby mode (Efficient
mode) when driving on a dry road sur
face at a constant speed, for example,
whereby the vehicle is driven by the rear
axle. All-wheel drive mode is activated
within a few ms whenever it is needed.
Apart from this, the driving experience
switch can also be used to customise the
xDrive characteristic. While permanent
all-wheel drive performance is assured in
Sport mode and with DTC and DSC off,
the all-wheel drive system is controlled
in such a way as to ensure optimum fuel
consumption in the Comfort and Eco Pro
driving modes.

FIGURE 7 Oil management system of the transfer case ( BMW)

The demand-actuated oil manage

ment system makes a significant con
tribution towards increasing efficiency,
FIGURE 7. An oil level lowering facility
in the chain chamber reduces churning
losses considerably in Efficient mode.
This is implemented by means of an oil
bulkhead (6), which is actuated by the
ball ramp system (2) and separates the
chain chamber from a reservoir. This
blocks the return flow of oil from the

reservoir, thereby lowering the oil

level. A restrictor (5) inhibits the oil
flow through the open multi-disc
clutch in order to reduce the drag
losses in Efficient mode. All in all, the
consistent, intelligent further develop
ment of xDrive is generating a signifi
cant improvement in fuel consumption
with full all-wheel drive performance
compared with the previous all-wheel
drive train.

VEHICLE INTEGRATION
OF THE DRIVING MODES

The customer can use the driving experi

ence switch to choose between Eco Pro,
Comfort or Comfort Plus and Sport driv
ing modes and experience several differ
ent driving characteristics in one and the
same vehicle, FIGURE 8. The gear lever
can also be used to choose between shift
programs D and S or manual mode M.

FIGURE 8 Powertrain characteristic selection

options available via the driving experience switch
( BMW)
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DE VELO PMENT G a s oline Engines

FIGURE 9 Consumption during the NEDC and driving dynamics ( BMW)

The powertrain develops its maximum

dynamic potential in Sport mode. Ori
ented to higher engine speeds, the gear
shift characteristics have been dimen
sioned to enable immediate implementa
tion of the acceleration required by the
driver without multiple downshifts. The
load changes have been designed for
spontaneous, direct link-up in this mode,
without any delays. The transmission
already provides for fast gear changes
with the selection lever in position D,
increasing the sporty character to an
even greater extent when the lever is
moved to position S. The vehicle han
dling that is so typical of BMW is imple
mented by means of the transfer cases
rear-biased torque distribution.
The start-up mode Comfort offers the
driver a dynamic powertrain design
without making any sacrifices when it
comes to comfort, whereby the engines
direct load changes underline the spon
taneous, agile basic character of the
vehicle. The sporty nature of the load
changes increases with the engine speed
and the driver can actively influence
these by changing the position of the
gear lever (D, S and M modes). Dynamic
downshifts are made available to the
driver in optimum power ranges in order
to underline the vehicles positioning.
Gear selection in the lower output range
is primarily oriented to maximum pow
ertrain efficiency. Comfort Plus mode
offers the driver a powertrain that makes
no compromises whatever when it comes

42

to comfort and effortless superiority.

This mode is characterised by sensitive
proportioning of power and a gentle
vehicle response to load changes.
Eco Pro mode helps the customer to
achieve maximum driving efficiency.
The gearshift strategy has been devised
for low engine speeds in the low con
sumption range of the engine character
istic map. This is enabled by the high
torque developed at low engine speed.
The progression of the accelerator pedal
has been designed to avoid unnecessary
agitation in the engine torque. The coast
ing function is activated if the drivers
foot leaves the accelerator pedal in the
speed range between 160km/h and
50km/h, whereby the powertrain is
decoupled by opening a clutch in the
transmission and the engine speed drops
to idle. Unlike coasting down with the
drive train connected and fuel cut-off to
the engine, this offers a means of cover
ing a greater distance and cutting fuel
consumption in the process. This func
tionality is activated as a function of an
efficiency assessment with reference to
the navigation data.
AUTO START-STOP
AN LAUNCH CONTROL

BMW is offering the automatic engine

start-stop function in conjunction with a
twelve-cylinder engine for the first time
with the new powertrain. The decou
pling function for switch-off was opti

mized to ensure that the necessary com

fort is achieved; the transmission is now
capable of decoupling the engine from
the drive train while coasting down. The
ideal mass balancing of the engine makes
the actual switch-off operation virtually
imperceptible to the customer. Engine
restarts are both fast and convenient
thanks to the low ignition interval of
60CA and an acoustically optimised
starter [4].
The Launch Control function offers the
driver an automated means of accelerating
from 0 to 100km/h in just 3.7s. Specifi
cally developed, a dedicated turbocharger
control circuit that is capable of utilising
the output potential of the engine with
high dynamic performance is used for
this. The transfer cases multi-disc clutch
is closed to the greatest extent possible
atthe same time. The transmission
performs the gear shifts without torque
intervention in order to use the kinetic
energy from the engine to accelerate.
The function adapts itself to the friction
coefficient of the road surface and opti
mises the drive-off torque for the next
start-up, if necessary.
SUMMARY

A new engine, automatic transmission

and transfer case were developed for the
BMW M760Li xDrive. The BMW twelvecylinder engine is being launched for
thefirst time with all-wheel drive. The
new drive train enables low consump
tion paired with outstanding dynamic
performance, FIGURE 9. Driving perfor
mance was improved to an even greater
extent by comparison with the previous
vehicle, accelerating from 0 to 100km/h
in just 3.7s and reaching a top speed of
305km/h. As a result, the new 7 Series
flagship is truly the epitome of sheer
driving pleasure and is currently being
launched into the market.
REFERENCES
[1] Jgerbauer, E.; Frhlich, K.; Fischer, H.: The
New BMW 12-Cylinder Engine. In: MTZworldwide
64 (2003), No. 7-8, pp. 2-5
[2] Kraft, C.; Lindner, U.; Mischnick, M.; Reichler,
M.; Zlch, C.: The new BMW Powertrain with EightSpeed Automatic Transmission. VDI-Kongress
Getriebe in Fahrzeugen, 2015
[3] Ayoubi, M., Heitzer, M., Mayer, H.-F., Riedmiller,
G.: The new all-wheel drive generation from BMW.
In: ATZworldwide 111 (2009), No. 2, pp. 44-48
[4] Landerl, C.; Miritsch, J.; Brown, M.: The New
BMW 12-Cylinder Petrol Engine Outstanding
C omfort and Superior Performance. In:
Fortschritt-Berichte VDI, Reihe 12, No. 796, 2016

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