COVER STORY Intake System

The First Continuously

Variable Intake System
in the New Eight-Cylinder Engine
from BMW

The new BMW V8 petrol engine is the first standard production engine in the world to be
equipped with an intake module in which the length of the intake ports can be continuously
varied. As a completely new development, this is the initial implementation of the concept
of ideal adaptation of the lengths of the ports to the desired engine speed characteristics.
The torque and therefore the engine output have been considerably increased, especially at
high engine speeds. Pierburg, the system supplier, has succeeded in realising a complex
yet at the same time light-weight module by the specific use of light-weight materials such
as magnesium and plastic.

156 MTZ 3/2002 Volume 63


1 Introduction
At present, the new V8 petrol engine is the
basic engine in the new BMW 7 Series. In
addition to the desired reduction in fuel
consumption, an increase in the rated out-
put of the engine was a further important
requirement of the technical specification.
On the one hand, the high torque charac-
teristics of the predecessor engine in the
lower engine speed range were to be
exceeded if at all possible and, on the other
hand, a considerable increase in torque
was required at high engine speeds.
The intake system plays the central role
in the implementation of these require-
ments. The rigid resonance-type intake
system concept used in the predecessor
engine was unable to meet these require-
ments. Within the framework of concept
examinations, numerous designs and vari-
ants were discussed and analysed by BMW
and the system supplier, Pierburg. On the
basis of simple, rigid intake systems, Pier-
burg has implemented new charging and
weight optimisation options since 1990 by
means of consistent further development
in the fields of production technology and
materials technology. Milestones within
this development include:
the first variable intake system on the
German market
the introduction of shell technology
the introduction of composite design
(diecast metal and injection moulded plas-
tic parts)
the world's first standard production
diecast magnesium variable intake system
the first variable intake system with
three port lengths.
On the basis of this experience, a new
milestone was developed in the form of
the intake module for the new eight-cylin-
der engine [1] with 3.6 and 4.4-litre capaci-
ty variants. Thanks to the achievement of a
world first in the variable adjustment of
the length of the intake ports in standard
production, the goal of optimum reso-
nance pipe supercharging throughout a
wide engine speed range was achieved,
Figure 1.
2 Design of the Intake
Manifold
In the following, the functional principle,
the structure and the drive unit of the
intake manifold are discussed.
2.1 Functional Principle
The advantages of variable intake systems
were scientifically investigated as early as
the 1960s [2]. Of the possible basic con-
cepts, only the drum principle is suitable
MTZ 3/2002 Volume 63
The Authors
for use in standard production as a result
of lowest space requirements with full Dipl.-Ing. Klaus
port variability, Figure 2. An internal Hirschfelder ist Leiter
drum rotates in an outer, rigid, engine- Konstruktion und Ver-
mounted housing. The rigid sections of the such Motorperipherie
housing form the outer walls of the port, bei der BMW Group,
while the inner wall is formed by the hol- Mnchen.
low drum. The intake air is distributed in
the hollow drum and enters the intake
Werner Vlkl ist
ports via the apertures, which are posi-
Teamleiter Konstruk-
tioned in the drum. Rotating the drum
tion Saugmodule bei
enables the continuous variation of the
der BMW Group,
lengths of the individual ports without
Mnchen.
changing the exterior dimensions of the
intake system.
Hans-Ulrich Khnel
2.2 Structure
ist Leiter Entwicklung
The design of the variable intake manifold
Ansaugsysteme bei
used here is far more complex than the
der Pierburg AG,
principle model. Boundary conditions
Neuss.
such as adaptation to a V-engine and
requirements such as durability, manufac-
turing and cost optimisation result in
Dr.-Ing. Walther Sinn
additional characteristics. The intake
ist Leiter Entwicklung
manifold, Figure 3, is comprised of two
elektrische Aktua-
main elements:
toren bei der Pierburg
air-guiding, plastic inner assembly
AG, Neuss.
diecast magnesium outer housing.
All port length adjustment is imple-
mented in the inner assembly. Due to the
Dipl.-Ing. Armin Huck
sub-division of the cylinders into two
ist Leiter Mechanik-
banks, length adjustment had to be imple-
Versuch Ansaugsys-
mented by two counter-rotating adjust-
teme bei der Pierburg
ment units. In order to minimise space
AG, Neuss.
requirements, the adjustment units are
interlocked. Each adjustment unit is com-
prised of four "rotors", which are mounted
1 Introduction
Figure 1: Host of measured torque curves
157
COVER STORY Intake System
2.1 Functional Principle
Figure 2: Functional principle of an intake manifold (principle according
to [2])
2.2 Structure
together on a shaft. In the case of each
rotor, a ring element forms the inner
geometry of the intake port; the spokes
and hub link the ring to the shaft. In order
to optimise the flow, the inlet aperture
into the rotor ring is shaped as a bell-
mouth.
The outer limit of the individual ports is
structured in segments. Two sides of a
port's cross-section are formed by one
housing shell; the following shell forms
the end. The intake port is sealed by the
158
Figure 3:
Schematic struc-
ture of the intake
manifold
rotor ring, Figure 4. Nine housing shells
are therefore necessary to depict the entire
outer port geometry of the intake mani-
fold. Due to the repetitive geometry, only
five moulded parts are required. The last
one, the ninth, is merely a flat end cover.
The eight-cylinder engines package is
favourable for such a principle, but
unfavourable as regards adjustment, as
the rotors of the relevant banks have to be
adjusted counter to one another. Counter-
rotation and additional functions such as
the necessity of the shaft bearings are
unfavourable boundary conditions for the
use of identical parts. Nevertheless, only
one type of rotor is required for all eight
intake ports. Implementation of the struc-
ture of the outer port assembly was possi-
ble with only five different housing shells,
Figure 5.
The rotors and housing shells are man-
ufactured from glass fibre-reinforced
Duroplast. The determining factors in the
selection of this material were:
the mouldability of complex geome-
tries under adherence to stringent compo-
nent tolerances
the high moulding and temperature-
resistance of the phenol resins.
The hollow steel rotor shafts offer the
best rigidity/weight ratio. A gear is weld-
ed onto the end of each shaft. Synchro-
nised and counter-rotating shaft adjust-
ment is guaranteed via these low-play
spur gears. The application of force from
the electric drive unit to the intake mani-
fold, which is necessary for adjustment,
occurs at only one shaft. The force flows
via a spiral gear coupling which engages
in the inner toothing of one spur gear.
The magnesium outer shells form the
load-bearing spine of the intake system,
and guarantee the external leak-tightness
of the intake module. On the inside, these
carry the plastic functional unit; on the
outside, they form the link to the cylinder
heads and the throttle valve assembly.
Magnesium was selected as the material
for the two half-shells for reasons of
weight optimisation.
This is used in a highly-pure form in
order to ensure durability without any
further corrosion protection measures.
The half-shells are bolted air-tight to
one another via a CIP (cured in place) gas-
ket. Due to stringent casting tolerances,
mechanical processing predominantly
involves drilling the threaded holes for the
threaded connections and milling the con-
necting face.
The inner assembly is elastically linked
to the outer assembly. In this manner, the
intake module is acoustically unobtrusive
and can be rigidly bolted to the cylinder
head without additional decoupling.
The maximum adjustment range of the
intake system is limited to 260 due to the
structure of the two rotor shaft units. The
operating range is limited to 236. If
required, the entire angle range can be tra-
versed through in less than one second. Up
to an engine speed of 3500 rpm, the sys-
tem remains at its longest setting (length
of port up to intake valve 670 mm). The
shortest port length, 230 mm, is set at
maximum engine speed.
MTZ 3/2002 Volume 63
COVER STORY Intake System

2.2 Structure
2.3 Structure of the Drive Unit
The electric drive motor unit, which is
positioned at the rear of the intake mod-
ule, adjusts the rotor shaft units via a
worm gear. Bearing feedback from the
drive unit to the engine control system is
carried out via an integrated potentiome-
ter, Figure 6. The design of a drive is
dependent on the following variables:
torque requirements
adjustment speed
maximum ambient temperature
adjustment frequency.
A DC motor, which has also proven its
worth in other BMW applications, and
which also provides sufficient reserves
when attached to internal combustion
engines, was chosen as the drive. Step-
ping-down is carried out via a single-stage
worm gear. The worm gear ratio is the Figure 4: Schematic structure of the port geometry: Sides 1 and 2 via
result of the torque required at the drive housing ring n, side 3 via housing ring n+1, side 4 via rotor ring
and the torque supplied by the DC motor, i.
e. the torque which can be provided under
rated conditions during continuous opera-
tion at maximum ambient temperature.
This requirement was fulfilled with a sin-
gle-stage worm gear unit. Figure 5: Exploded
The polyamide worm gear is moulded view of the housing
directly onto the drive shaft. At the same shells and rotors
time, it is also the bracket for the angle
sensor slider. During assembly, the drive
unit is centred with the intake module's
drive shaft via a low-play gear coupling.
Diecast aluminium is used for the drive
unit housing. This material ensures ade-
quate thermal dissipation from the DC
motor. At the same time, mechanical pro-
cessing of the motor mount and the drill
hole for the gear shaft ensures the necessary
degree of accuracy for the worm gear unit.
The drive unit is completed via a multi-
functional contact unit. This integrates all
electrical connections to the inside and
2.3 Structure of the Drive Unit
outside, the angle sensor and seals, the
drive unit itself and the seal for the inter-
face to the intake module. The basic mate-
rial of the contact unit is a high-tempera-
ture-resistant, fibre glass-filled polyamide.
The contact unit's two gaskets are
moulded on. In order to improve adhesion
onto the basic material, both gaskets are
additionally mechanically anchored via
undercutting.
A single-turn potentiometer is used as
an angle sensor. The potentiometer PCB is
glued onto the contact unit with a UV-acti-
vated adhesive. The electrical connection
to the injected contact comb is designed as
a bonded connection.

3 Development

Figure 6: Schematic depiction of the drive unit

From the original concept to the standard
product, the intake manifold passed

160 MTZ 3/2002 Volume 63

COVER STORY Intake System

3.1 Charge Cycle Design through several development stages [3]. In

addition to the classic A, B and C sample
stages, the completely new type of adjust-
ment principle led to a multitude of basic
questions which had to be answered.
Development was carried out in the form
of intensive, iterative interaction between
simulation and testing, with all efforts
being constantly directed towards defin-
ing the optimum form for intake system
function and durability [4].

3.1 Charge Cycle Design

Simulation was heavily involved in the
basic design of the intake system. An ini-
tial model of the intake module was drawn
up on the basis of the key engine data. Due
to the complex port geometries, the
approach of simple calculation with the
substitute system of pipes and vessels was
not helpful. In order to enable multidimen-
sional calculations, the intake manifold
Figure 7: Examination of areas of separation in the intake area
was depicted entirely as a 3D model (in the
program Fire). This model was integrated
into the corresponding 1D engine model
(program Promo). Interconnected 3D / 1D
Figure 8: Compari-
calculations provided information regard-
son of the standard
ing status data such as pressure and flow
rotor and the proto-
behaviour at each point of the intake sys-
type variant
tem at any point in time during a working
cycle, Figure 7.
In order to maximise the ram effect
of the intake system, the pressure wave
fronts at the transition point between the
manifold volume and the actual re-
sonance pipe must be reflected as evenly
as possible. The main conclusion of these
simulations was the design of precisely
this point of reflection. The bell-mouth
form which was calculated was convert-
ed into rotor prototypes and optimised
to its final form on the flow test rig, Fig-
ure 8.
A considerable increase in volumetric
efficiency was achieved via the creation of
an additional volume. A link to the
additional volume between the plastic
assembly and the lower magnesium shell
was created via housing shell apertures in
the area of the longest port setting. Mea-
surements revealed that, at higher engine
speeds, a considerable percentage of the
air flow is guided into the intake ports via
the additional volume, Figure 9.

3.2 Development of the Parts

Tract leak-tightness is vital if the reso-
nance pipe is to function. A slight internal
leak within the intake system instantly
leads to pressure loss, which negates the
desired supercharging effect. In the case of
the intake manifold, solutions had to be
Figure 9: Increase in torque via additional volume found for various areas in order to ensure
leak-tightness:

162 MTZ 3/2002 Volume 63

COVER STORY Intake System
During intake manifold assembly, the
port transitions from the plastic assembly
to the outer magnesium shell are sealed
with an FIP (formed in place) gasket.
The joints between the individual hous-
ing ring shells are designed as a plug-in
system. The housing rings engage into one
another throughout the entire contour. In
addition, the contours in the assembly
form a cavity, into which adhesive is
inserted prior to the joining process.
A solution had to be found for joining
two counter-rotating components the
rotor ring and housing ring shells: Com-
parative measurements revealed that sig-
nificant volumetric efficiency losses occur
in the case of even minor leakage. Howev-
er, auxiliary contacting sealing elements
for tolerance compensation were not
allowed to significantly increase the
torque required to adjust the intake sys-
tem. In addition, geometrical implementa-
tion was not permitted to impede the port
cross-section. A radial-acting seal concept
proved to be the best solution from a num-
ber of variants. Both sides of the rotor are
equipped with a continuous groove, into
each of which a slit steel ring is inserted.
On assembly of the rotors in the housing
ring assembly, this sealing ring is support-
ed on a shoulder in the housing rings. The
sealing ring is slightly pre-tensioned and
firmly seats the steel housing ring in the
3.3 Test of Durability
Figure 10: Back-fire test on a bursting test rig
164
plastic housing rings. The sealing effect
results from the labyrinth which is creat-
ed.
The free movement of the adjustment
unit is vital as regards the constant func-
tion of continuous port variability. Axial
contact between the rotors and the adja-
cent housing rings had to be avoided and
shaft bearing friction had to be mini-
mised.
The former was solved by the adherent
attachment of the rotors onto the shaft:
The shaft and hub are designed in a square
shape. Leaf springs are inserted into the
rotor hub on two adjacent surfaces of the
square. These guarantee firm rotor seating
and the induction of torque for port
adjustment. In the assembly process, rotor
fixation is completed without additional
components or operations when the push-
ing-on process has been completed; com-
ponent tolerances can be balanced out by
measuring the pushing-on process.
Each of the shafts is equipped with
three sliding bearings. The bearing at the
spur gear is designed as an axial bearing.
For reasons of installation space, the bear-
ing seats are designed as coupled sintered
metal bearings. These are coated when the
relevant housing rings are being injected.
The supporting bearings are manufac-
tured from fibre glass-filled polyamide. All
bearing points and gears are lubricated
with high-performance grease, which
combines a low coefficient of friction with
outstanding temperature and media resis-
tance.
The intake system's operational adjust-
ing range is 236. In this case, the charac-
teristic adjustment curve is optimally
attuned to the relevant engine capacity
(3.6 or 4.4 litres) and is stored in the engine
control module. Depending on the rele-
vant actual position of the intake system,
which is reported to the digital engine
electronics (DME) by the integrated poten-
tiometer and the current nominal values
from the characteristic engine map, the
position control system generates a
clocked voltage signal for the DC motor.
Pierburg has developed the position
control system software in close co-opera-
tion with BMW. The characteristic values
required for this were determined in a
comprehensive series of tests. Certain aux-
iliary functions were implemented in
addition to the position control system.
Each time a new installation is carried out
(on assembly in the plant, replacement of
the drive unit or replacement of the entire
intake module), the system is automatical-
ly calibrated. As a result, clearances to the
mechanical stops in the intake module can
be minimised, in order to enable the
fullest possible use of the installed adjust-
ment range.
MTZ 3/2002 Volume 63
 4.1 Casting
3.3 Test of Durability
In a multitude of endurance tests, the
overall module proved its durability in the
face of mechanical, thermal and chemical
stress. Engine and vehicle endurance tests
and extreme tests on individual test rigs
revealed, during the development phase,
limits of stability under loading and in
the standard product durability. For
example, the module was successfully
tested in excessive resonance dwell tests
on vibration test rigs, in back-fire tests on
bursting test rigs and adjustment
endurance tests on functional test rigs,
Figure 10. In the development phase, vari-
ous individual component tests with
respect to material selection and compo-
nent design were additionally carried out.
As in the case of any intake manifold,
engine vibrations and pressure pulsations
represent the mechanical stress excitation
variables during operation. In combina-
tion with the large, moving suspended
masses prespecified via the component
geometry, all of the variable intake sys-
tems elements were subjected to high
loading values. Component optimisation
led, on the one hand, to the cross-section-
related reduction of high, local peak loads
and, on the other hand, to the minimisa-
tion of excessive increases between force
excitation and response. One and three-
dimensional vibration tests and simula-
tions were the main tools used in design- Figure 11: Casting cell of the upper magnesium shell
ing and verifying components.

4 Production

The intake system is manufactured in

Pierburgs Nettetal production plant. All 4.3 Cutting
manufacturing stages for the production
of diecast aluminium and magnesium
intake manifolds are carried out here [5],
including casting, cutting and assembly.

4.1 Casting
The Nettetal production plant is equipped
with one of the most modern diecast mag-
nesium part production facilities in
Europe. This is mainly used for intake
manifold shells. Up to 2500 tonnes of mag-
nesium are processed each year. Continu-
ous material analysis guarantees the qual-
ity of the cast parts. Modern casting cells,
Figure 11, with a clamping force of up to
1400 tonnes form the central units of the
magnesium foundry. Handling robots
carry the cast parts to a cooling basin and
the deburring station. Downstream of
this, 100 % leak testing ensures that no
parts containing casting defects are
passed on. Figure 12: Dosing robot for the adhesive

MTZ 3/2002 Volume 63 165

COVER STORY Intake System

4.2 Cutting
4.3 Assembly
Stringent casting tolerances have been
implemented thanks to a casting-friendly
design and casting process optimisations.
As a result of this, cutting has been consid-
erably reduced. Necessary cutting is car-
ried out on CNC machine tools, all of
which are equipped with the additional
facilities required to process the magne-
sium (first certified magnesium process-
ing using aqueous emulsions).

4.3 Assembly
The intake module of the V8 engine is
predominantly assembled on automated
conveyor belt lines. At the picking sta-
tions, cast parts and bought-in parts
such as the Duroplast components, for
example are manually inserted into the
workpiece carrier mounting facilities.
Assemblies are pre-assembled in individ-
ual square conveyor belts before being
fully assembled to form the finished
product on the final belt.
On the first square conveyor belt, adhe-
sive is dosed onto the Duroplast housing
shells. The plastic components are fed
fully-automatically into a dosing station
in sets. A robot, Figure 12, moves along the
complex contour with a dosing head. The
connected robot and barrel pump control
system guarantees the constant quality of
the adhesive bead.
The plastic assembly is assembled in
the following square conveyor belt. In the
first operation, each workpiece carrier is
equipped with eight rotors with pre-
assembled gaskets and springs, a pair of Figure 13: Rotor press-on station
shafts and the first housing ring. Second,
the circlips for securing the axial bearing
are pushed into position. This is followed
by the construction of the overall assem-
bly in a complex rotor press-on station.
The rotors are mounted in the hub,
placed onto the relevant shaft and pushed
into position via a pressing head. The high
joining forces of approximately 1 kN are
introduced via the hub. In order to align
the components precisely, the distance
between the rotor and the relevant hous-
ing ring is continuously measured during
the pressing-on procedure. Once a defined
nominal dimension has been achieved,
the joining process is automatically
stopped.
In this manner, the constant position
of the rotors in relation to the outer port
geometry can be guaranteed throughout
the entire assembly. The addition of com-
ponent/manufacturing tolerances is Figure 14: Comparison of the torque curves between the predecessor
thereby avoided. The assembly is con- engine and the new eight-cylinder engine
structed successively. Following each
rotor, the next corresponding housing
shell is manually removed from the dos-

166 MTZ 3/2002 Volume 63

COVER STORY Intake System
ing belt and positioned onto the assem-
bly, Figure 13.
Following the assembly of the final,
concluding housing shell, five anchor
ties are laterally inserted into the hous-
ing shell apertures and riveted in the sub-
sequent station as the final inner assem-
bly production operation. On the final
belt, the magnesium shells and the plastic
assembly are assembled. The inner
assembly is manually inserted; the upper
magnesium shell is joined and subse-
quently bolted automatically. Following
the completion of the intake system by
bolting this to the drive unit and the pres-
sure sensor, the module is subjected to a
final inspection. The leak-tightness of the
intake module is determined by subject-
ing it to a static vacuum and checking the
loss in pressure. The function of the
adjustment unit is checked via movement
cycles between extreme port lengths,
short, long, short. In this case, adherence
to the limit values by the adjustment cur-
rent, travel and time is checked.
Important process data are monitored
at all stations during production. For
example, the force-travel of all pressing
processes is monitored, and bolting sta-
tions are torque/rotary angle-controlled.
Only if the data lie within the prespecified
limit values are the assembled parts or
assemblies passed on to the next stages.
All intake systems are provided with a
barcode within the framework of quality
assurance and in order to ensure trace-
ability. Relevant product data such as the
168
auf den Ladungswechsel mittels gekoppelter
final inspection measurement values are 1D-3D-Strmungsberechnung. In: MTZ 61
individually stored and archived under (2000), Nr. 4
this code, Figure 14. [5] Langner, F.: Ansauganlagen vom Konzept bis
zur Serie. Vortragsreihe im HdT Haus der
Technik, Essen, April 2001
5 Teamwork
Processing in simultaneous engineering
teams with experts from various disci-
plines formed the basis for the successful
completion of the first continuously vari-
able intake manifold system for the BMW
V8 petrol engine as a unique product. This
was only made possible by the committed
and competent work of the specialist
departments and persons involved at
BMW, Pierburg and the suppliers. A
demanding concept has been developed
into a high-performance product within a
short period of time. Together with further
innovations in the new BMW V8 engine,
this has led to the creation of an inspiring
major assembly. The fully-variable intake
system has enabled the realisation of
ambitious goals with regard to torque and
power output.
References
[1] Hirschfelder, K.; Hofmann, R.; Jgerbauer, E.;
Schausberger, Ch.; Schopp, J.: Der neue
BMW Achtzylinder-Ottomotor. In: MTZ 62
(2001), Nr. 9, S. 630640
[2] Lenz, H. P.: Gemischbildung bei Verbren-
nungsmotoren; Springer-Verlag, Wien, New
York 1990
[3] Sanders, M.; Khnel, H.-U.: Entwicklung von
Saugrohren in der Praxis. In: MTZ 55 (1994),
Nr. 7/8
[4] Durst, B.; Thams, J.; Grg, K.-A.: Frhzeitige
Beurteilung des Einflusses komplexer Bauteile
MTZ 3/2002 Volume 63