The 3 Series diesel four is a highway dream
As we have just recalled, all engines are by no means equal. Here, the Autocar team talks lyrical about their favorites
From vintage BMW ICE to classic Ford-Cosworth, these are our favorite engines.
Mark Tisshaw – BMW M41, M47, N47 and B47
No more reliable combination of letters and numbers than 320d has been stuck on a trunk lid for much of the 21st century. If you wanted the perfect blend of performance and economy to cover great miles, this 2.0-liter oil burner ticked all the boxes. Frankly, for anyone who still drives big miles, it still does – and not just in the 3 Series, given its ubiquity in other BMW models. Perhaps BMW’s diesel highlight was the E90-generation 335d’s sass and six-pot smoothness. But for longevity and versatility, the 1995cc engine (which dates back to the 1994 M41 unit, since superseded by today’s M47, N47, and so-called B47) gets my nod.
Richard Lane – Porsche MDG.GA
My favorite? Porsche’s MDG.GA, aka the 4.0-liter flat-six of the 991.2 generation 911 GT3. The old 997-era GT3 RS 4.0-liter M97.74 would be the pinnacle of legendary Mezger-based engines and therefore the best road 911 engine ever, but I’ve never experienced it, so I can’t comment. And maybe that’s just as well. I’m really not sure I can deal with anything even sharper than the 9000 RPM MDG.GA, whose red scream seems to have been a bit dulled by big new particulate filters on the new 992 GT3. . No, the 991.2 is the sweet spot: the throttle response is extremely sharp, as it matches that of the electric Taycan; the intake bellows wildly cross the mid-range; and the top end is so metallic and grease-free you’d swear the material was planned three times. It’s a clenched fist of an engine, but also so usable day to day.
James Attwood – Ford-Cosworth DFV
No engine has had such a profound impact on motorsport as the Ford-Cosworth Double Four Valve. Developed after Lotus boss Colin Chapman negotiated a deal for Ford to fund Cosworth’s light and powerful unit, the DFV scored the first of 155 wins when it debuted in 1967. As an affordable customer engine, he transferred the balance of power in Formula 1 from manufacturers to teams. , setting the stage for Bernie Ecclestone’s business revolution. It had longevity, securing its last Grand Prix victory in 1983, and it not only succeeded in F1: DFV-powered cars took two wins at Le Mans, and the turbocharged DFX spin-off won 10 Indianapolis. 500. No matter how many races the Mercedes-AMG V6 turbo hybrid powertrain wins, it will never compete with the DFV for impact. It will never sound so glorious on a full song.
Felix Page – PSA XUD Group
It doesn’t seem out of place in such an esteemed company, that humble diesel fourbanger, but let me explain. The XUD has found its place in everything from the Citroën BX to the Lada Niva and remains revered even decades since its launch for its relative balance of frugality, oomph, and sophistication – boxes few diesels of its time managed to. check simultaneously. My old Peugeot 405 GTX Estate featured a 1.9-liter (thankfully turbocharged) variant of the XUD, and while the rest of the car collapsed around it, the engine remained crisp, responsive and smooth even with 200,000. miles on the odometer. Around the car’s 25th anniversary, in fact, it carried me, along with four passengers and a ton of luggage, 800 miles into the south of France and back without even coughing. And it was averaging just over 50mpg. Moreover, it can work with vegetable oil. Try this with your Colombo V12.
Steve Cropley – Series A BMC
Arriving in the Austin A30 of 1951 and lasting until 2000 in the Mini, being produced in numerous capacities from 803cc to 1275cc, the BMC A series helped put Britain on wheels. It was a simple, overhead valve, pushrod, iron block cheap to make and modify for cars as disparate as the Mini Cooper S and the Austin-Healey Sprite. I enjoyed the way he drove, coming to life on a U-turn like I was just waiting for the chance. It seemed to produce more low-end torque than was claimed, but it was reluctant to turn without the help of “ hot bits. ”
James Ruppert – BMW M20
Building the M20 specifically to fit the E21 3 series was a masterstroke. Instead of putting on the big M30, here’s a smaller, lighter and more beautiful six-cylinder. Rather than making the car heavy up front, here’s a bespoke unit that has helped move BMW from enthusiasts to the mainstream. It sounded superb, with an appropriate turbine whine when pulled up. The M20 will travel 250,000 miles with regular belt changes. Never mind the sublime low-rev, emissions-friendly Eta version, and it’s faster than the six-cylinder 635.
Matt Saunders – Chevrolet LS
The small block V8 of the LS generation, in its many, varied and wonderful forms, is something else. In my experience, this has elevated otherwise ordinary sports cars to the next level for the driver …
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Source: www.autocar.co.uk
This notice was published: 2021-05-16 05:01:23
