His appearance in the light of this car is fully obliged to only one man - Dr. Karlheinz Lange and his two highly enthusiastic colleagues - #Adolf-Fischer
. All of them were very senior and influential members of BMW from the mid 70's and early 90's. Fischer, now retired, was in his face is actually a man-department, to develop the most esoteric projects, some of which went into production, but the majority do not. Vaysbart was a leading project manager of the 8-Series (E31) and 7-Series (E32). Dr. Lange was also the head of the department of engines, which was the situation with enormous responsibility in the BMW. It was he who suggested to Fischer develop engine design M70 V12 and later, V16. #BMW-E32
/ Fischer / #Karlheinz-Lange
With the recently released at the time of the 7th edition of E32 body, which was available a magnificent 5-liter the V12, it was natural that the company is so confident in their own ability, as BMW, would push the boundaries of possibility.
In July 1987, Fischer Lange commissioned the further development of the M70 V12.
"Unfortunately, this was not the result of confidence in the launch series production," says Fisher, "but I am in any case, it was nice to be able to create the most outstanding engine BMW".
Fisher was so keen on the idea that the first ready V16 engine was tested on the stand already on Christmas Day, 1987, less than 6 months after the start of work on it. This is not a typo, but the real number of cylinders!
Inside the company, this engine was given the nickname "goldfish". Many previously thought that it was nothing more than a survey on paper or even a myth. However, it is quite real. That is how he got his nickname, in itself interesting and sheds light on the often everyday thinking these very senior managers. Vaysbart remembers it this way: "The machine is 7-series, which we used was golden brown and while we were discussing some aspects of the project with Dr. Reitzle, he simply called it" Goldfish "and so is the name entered in the folklore of BMW" .
The next step was quite logical - to take the body of the standard 750iL and adapt it for the new baby, the engine V16, and put him in his place V12. This stage was completed by May #1988
. Tells Vaysbart leader of the project: "It was obvious from the very start, the engine will not fit without a thorough review of the design of the car."
Fisher's problem was that the addition to the M70 V12, he created specifically for E32 led by Lange, another four cylinder engine is made longer by about 30 centimeters.
Even with M70 closely under the hood, it was occupied every square centimeter of space. What to do?
For Fisher and his colleagues, the decision was more or less clear - to rearrange the cooling system in the trunk! In any case, it was to be a prototype, whose purpose was only to prove the feasibility of the idea in principle. In itself, this was not difficult. Instead of one large front radiator unit two smaller been selected and set at an angle in the right and left of the trunk. They in turn were connected to the duct system, which covers them and direct the flow of air over the outboard their cores.
Intakes with "gills" were handcrafted from fiberglass and mounted on the rear fenders, with auxiliary thermo-electric fans on each radiator in the case of a temperature rise above the norm.
Air outlet provided through a specially crafted grille on the rear panel in place license plate between the lamps. To do this, lights even have to be reduced in size, depriving them of section reverse and side lights.
But let's get back to the engine. To say that it was only an extension, it would be to play down the reason for its existence, but in fact, as the case and situation was. The cylinder block was cast silumin with a high content of silicon, the sleeve is not installed, instead, the cylinder walls were etched and honed. This iron-coated pistons are at work on the walls went extremely hard silicon crystals. Similarly, the cylinder head are made of the same material and V12, with a two-row drive circuit for the top two camshafts (one for each direction) and a valve lash, which eliminated the need for periodic adjustments of backlashes. While V12 had forged steel crankshaft having seven main bearings in V16 were installed nine, and for the same camshaft.
In the case of V12 engine control two computers #Bosch-DME
1.2 and worked as two six-cylinder engine. For the two more powerful V16 #Bosch-DME-3.3
were selected, each managed "their" row "eight" with the electronic throttle.
The dimensions of the cylinder - 84h 75 mm, diameter and stroke, remained unchanged, respectively, the working volume rose from 4988cc (standard M70 engine) to 6651cc.
Maximum power increased from 300bhp at 5200rpm to 408 hp at the same speed, a torque of 450 Nm at 4100rpm to 637 Nm at 3900rpm.
Valve lift and valve timing were the same as the distance between the centers of the cylinders, 91 mm. And, just like the M70 V12, V16 was modestly boosted compared to the smaller engine size. Despite the fact that the V16 was 25% more than the fellow, he weighed only 310 kilograms, only 60 kilograms more than M70.
The interesting thing is that since this was the only one of its kind experimental car, Fisher and Vaysbart choose to install a six-speed manual transmission from the 8th series, not "automatic" 4HP from ZF. According to Fisher and Vaysbarta this was not any particular reason, other than the cost and availability of the unit in the warehouse at the time of construction of the vehicle.
"Of course, the six-speed manual gearbox has enabled us (and me in particular) to better understand the characteristics of the engine"
- Says Fischer, adding that, "I went on with a prototype V16 several times Norisring in Austria, where he was able to experience the various aspects of its dynamic behavior; the sound of the engine above 4500 RPM was fantastic!". It turns out that the car was then set not a standard factory exhaust system, which, however, there is now.
The dynamic characteristics of a large sedan were excellent, 6.0 seconds needed to accelerate from a standstill to 100 kmh (0-62MPH) and unlimited top speed of over 280 kmh. Although, of course, the car go into production, it would have been reduced to only 250 km h.
Economy "Golden Fish" was its Achilles heel, with fuel consumption in urban driving more than 20 l / 100 km, drops to 14 liters / 100 km at a cruising speed of 120 kmh and rises to 20-23 liters / 100 km in flight on the autobahn at 200 kmh.
As stated in unison, and Fisher Vaysbart "He V16 was completely brought to mind and is ready to run. BMW meant the release of 'Super 7' with a V16 engine, but we could not get approval from the board of directors, which, of course, it was a great pity! It would certainly put BMW on top of the podium! ".
To our chagrin, this very special vehicle is not driven for many years and for the time that was available, the fuel system could not be purged - need injectors have been changed because of the long downtime - and thus, unfortunately, the car is static exhibit. What exactly do you need to get it moving again, it is not known - New injectors, fuel pump, and perhaps a cooling system would require a check - but we hope that this service one day will be held and we will be able to enjoy the sound and drive 767iL really.
All successful automobile manufacturers have their own experimental laboratory where designers and engineers are assessing and come up with ideas that maybe see the light, but maybe not. Usually, the more successful the company, the greater the activity goes on behind the scenes this activity.
"Goldfish" V16 only had to demonstrate the capabilities of the enterprise, to show the level of BMW in regards engines.
Curiously, in the same program it was a small three-cylinder engine unit, use similar technology, which was considered with an eye for a city car, but he also remained at the prototype level.
For many years, BMW Technik GmbH uses the services, which examines the many new technologies and ideas, some going into production, but many others, after their study and conclusions about their non-applicability of the moment, quietly laid on the shelf.
Whether BMW will release ever V16 for future Super 7s or even Rolls-Royce? Of course, the use of such engines considered carefully, but the economic and environmental climates, is not likely to give the possibility of such exotic appear in the hands of car enthusiasts.