The new BMW 5 Series, the power is specially adjusted to 190 horsepower, in order to be more suitable for the Chinese?

Generally, after the New Year and before the Spring Festival, the domestic auto market is often in a stable period. However, January this year was particularly lively, and even the BMW 5 Series, the benchmark of luxury medium and large cars, chose to usher in its own new generation during this time period. In the new era, the all-new BMW 5 Series will achieve full coverage from fuel to pure electric vehicles. So in the fuel part of the new car's basic plate, what are the technical characteristics of the new BMW 5 Series that are worth talking about?

The "national version" BMW 5 Series is specially tuned to 190Ps?

From the perspective of parameters alone, some of the fuel models of the new BMW 5 Series in China seem to be lower than those with the same positioning overseas. The most representative is the "525" version, which is positioned as an entry-level model in China. Judging from the data, the new BMW 5 Series 525Li has a maximum horsepower of 190Ps and a maximum torque of 310N·m. The European version of the new BMW 5 Series 520i has a maximum horsepower of 208Ps and a maximum torque of 330Nm. Interestingly, the standard wheelbase BMW 5 Series 525i of the domestic imported version has exactly the same power parameters as the domestic version.

The more powerful "530" version has this problem? Since the European version does not have a corresponding power version (the diesel version is provided instead), we can only find the answer from the American version. Although the BHP horsepower value of the American version is difficult to convert, it can still be seen clearly from the conversion of the torque value, and the power performance of the new BMW 5 Series 530Li model in the domestic version should be consistent with the corresponding model in the American version.

Returning to the BMW "525" version, that is to say, the gap between the "national version" and the European version is 18Ps horsepower and 20N·m. According to the description of the European version, the official 000 acceleration time of the 520i version is 7.5 seconds. The official 000 acceleration time of the corresponding domestic version of the 525Li model is 8.2 seconds. But after all, there is a size gap between the two, but as mentioned earlier, the imported version of the new BMW 5 Series, which is the so-called standard wheelbase version, has the same power as the domestic version. The official 000 acceleration time is 8.1 seconds.

With only 18Ps horsepower and 20N·m power difference, how does the difference in acceleration performance pull up by 0.6 seconds? The answer is actually that this part of the extra power mainly works at the start. That's right, the reason for the power gap is the 48V mild hybrid motor. It's not that the "national version" doesn't have a 48V motor, on the contrary, the "national version" of the BSG motor also has 11Ps horsepower. However, the ISG motor used in the European version can directly participate in the drive, which is difficult to do with the BSG motor of the "national version". Combined with the output characteristics of the motor, it is obvious how to contribute to the performance of the vehicle at the start-up stage. But why is there such a difference in the new BMW 5 Series?

It's easier to design, at least it's cheaper

In fact, whether it is BSG or ISG, they are not essentially supported by large-capacity batteries. Therefore, the difference in their efficacy is more determined by the assembly position. To put it simply, the BSG motor is located at the front end of the engine, while the ISG motor is equipped at the rear end of the engine. Objectively, in the vast majority of cases, ISG motors do have more power than BSG motors. However, the work to be performed by ISG motors is also more difficult. For example, direct involvement in vehicle propulsion, higher power kinetic energy recovery, and deep electrification of engine components, etc. On the other hand, the functions of BSG are relatively concentrated, mainly focusing on improving engine smoothness, reducing idle scenarios, extending the use time of vehicle electrification equipment (such as air conditioning, etc.), and improving fuel economy.

But having said that, judging from the above statement, it can be roughly said that the functions of BSG motors, ISG motors can do it. But the effect that the latter can achieve, the former can't achieve. In short, there are three reasons: it is not just necessary for the engine, it is slightly picky about the use scenario, and it may be stressful for the audience.

Let's start with the first point, the ISG motor is not just needed for the BMW engine. The BMW B48 engine has long been famous, as a modular concept of production of power systems, its model adaptability is extremely high, is widely installed in BMW, even the brand's transverse platform models. The advantage is naturally that users of the low-end product line can also experience BMW's signature power system as much as possible. Therefore, the degree of electrification of the B48 engine is actually more pursued to the point. It is clear that deep electrification is needed in the electronic valve technology. However, BMW has always provided separate servo motors. Compared with Mercedes-Benz, which vigorously promotes ISG motors, the latter's M254 engine does not even have a belt, and it relies more on deep electrification from the perspective of internal combustion engines. However, the price is that the Mercedes-Benz C-class with a longitudinal platform still needs to reduce its displacement, and the transverse platform has a 1.3T engine to control costs.

The second is that ISG motors are slightly picky about use scenarios. The so-called pickiness is also related to the location of the carry. Even if the longitudinal platform with relatively sufficient space needs to be configured with the ISG motor at the rear end of the engine, it must be deeply bound between the engine and the gearbox. For BMW, its transmission partner ZF has an 8AT solution with integrated P2 motors. However, the ISG motor solution is still a single motor that is both a father and a mother, combined with more and more in-depth integration, charge and discharge intensity and heat dissipation pressure, etc., are also tied into one. In fact, the plug-in hybrid version of the Jeep Wrangler has encountered many stability problems when using the ZF 8AT integrated P2 motor. Of course, the working conditions of the Wrangler are much worse after all, and the load of the vehicle, including the car company's own tuning skills, etc., also has a gap. However, it is undeniable that the ISG motor solution is picky about the use scenarios. The effect of the difference between European and domestic road conditions, we can actually combine the previous popularization process of dual-clutch gearbox in China, we can get a little reference.

The last point is actually a continuation of the previous point, that is, "there may be pressure on the audience". As mentioned earlier, the ISG motor solution is deeply integrated, and this trend is still intensifying. And integration, to put it simply, means that there is not much single maintenance in the later stage. When it comes to luxury brands, this potential burden may not necessarily appear, but it must be weighed when configuring. On the contrary, the new BMW 5 Series is the only U.S. model in the world to offer the 540i, and its 3.0T power is equipped with an ISG motor. On the one hand, it is already a configuration that pursues performance, so it is better to be more aggressive. On the other hand, potential users of the 540i will be less price-sensitive, both in terms of purchase and maintenance.

Write at the end

In the face of the modular powertrain, BMW provides users around the world, and even users of different levels of BMW models, with the performance experience of "equal treatment" as much as possible. Falling on the all-new BMW 5 Series, the attitude towards the use of mild hybrid motors subtly determines the performance differences in different markets. Of course, its impact on everyday use is not decisive. The difference in parameters cannot truly and comprehensively feedback the consideration of the whole life cycle of car companies.