e55 torque curve
06-28-2004, 06:22 AM
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e55 torque curve
We have all seen the e60 M5 torque curve in another thread but does anyone have the curve for the e55?
I did a quick search but haven't found anything significant especially in the upper half of the rev range.
It would be interesting for a comparison across the whole rev range to see the contasting methods used by BMW and Mercedes to achieve performance.
Cheers
I did a quick search but haven't found anything significant especially in the upper half of the rev range.
It would be interesting for a comparison across the whole rev range to see the contasting methods used by BMW and Mercedes to achieve performance.
Cheers
06-28-2004, 08:57 AM
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AMG
Originally Posted by reggid
We have all seen the e60 M5 torque curve in another thread but does anyone have the curve for the e55?
I did a quick search but haven't found anything significant especially in the upper half of the rev range.
It would be interesting for a comparison across the whole rev range to see the contasting methods used by BMW and Mercedes to achieve performance.
Cheers
I did a quick search but haven't found anything significant especially in the upper half of the rev range.
It would be interesting for a comparison across the whole rev range to see the contasting methods used by BMW and Mercedes to achieve performance.
Cheers
Funny I wanted to post the same question lol.... and also couldnt find e55 dyno graph.....
EDIT: found one dyno graph here it is.
lets see it!
Last edited by BoBcanada; 06-28-2004 at 09:11 AM.
06-28-2004, 09:21 AM
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06-28-2004, 11:07 AM
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OK, total usable torque (best estimate):
E55: (from http://www.mercedes-benz.com/omb/am...ech_data_06.htm)
3,015,000
M5: (from the torque in the press release)
3,157,000
Those are approx. I would be exact and take the definite integral of each curve, if i was given the function for each graph, but i have a feeling it would be really damn ugly. Anyways, for any of you calculus people, For the approx, I used a riemann sum approximation by splitting the function into linear sections, then approximating with trapezoids.
The subdivisions were:
E55: this one was easy
from 1900 to 2500 rpm: rises from 650 to 700nm
from 2500 to 4500 rpm: remains at 700nm
from 4500 to 6500 rpm: drops from 700 to 510nm
M5: harder, as it was curvy...
from 1200 to 2000 rpm: remains at 385nm
from 2000 to 3200 rpm: rises from 385 to 440nm
from 3200 to 5200 rpm: rises from 440 to 460nm
from 5200 to 6000 rpm: rises from 460 to 520nm
from 6000 to 7000 rpm: drops from 520 to 500nm
from 7000 to 8000 rpm: drops from 500 to 420nm
The M5 has more overall usable torque, if they get the 7spd gearing right, it should be able to out accelerate the E55 in a straight line.
E55: (from http://www.mercedes-benz.com/omb/am...ech_data_06.htm)
3,015,000
M5: (from the torque in the press release)
3,157,000
Those are approx. I would be exact and take the definite integral of each curve, if i was given the function for each graph, but i have a feeling it would be really damn ugly. Anyways, for any of you calculus people, For the approx, I used a riemann sum approximation by splitting the function into linear sections, then approximating with trapezoids.
The subdivisions were:
E55: this one was easy
from 1900 to 2500 rpm: rises from 650 to 700nm
from 2500 to 4500 rpm: remains at 700nm
from 4500 to 6500 rpm: drops from 700 to 510nm
M5: harder, as it was curvy...
from 1200 to 2000 rpm: remains at 385nm
from 2000 to 3200 rpm: rises from 385 to 440nm
from 3200 to 5200 rpm: rises from 440 to 460nm
from 5200 to 6000 rpm: rises from 460 to 520nm
from 6000 to 7000 rpm: drops from 520 to 500nm
from 7000 to 8000 rpm: drops from 500 to 420nm
The M5 has more overall usable torque, if they get the 7spd gearing right, it should be able to out accelerate the E55 in a straight line.
06-28-2004, 11:49 AM
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MB E55 AMG
Originally Posted by makken
OK, total usable torque (best estimate):
E55: (from http://www.mercedes-benz.com/omb/am...ech_data_06.htm)
3,015,000
M5: (from the torque in the press release)
3,157,000
Those are approx. I would be exact and take the definite integral of each curve, if i was given the function for each graph, but i have a feeling it would be really damn ugly. Anyways, for any of you calculus people, For the approx, I used a riemann sum approximation by splitting the function into linear sections, then approximating with trapezoids.
The subdivisions were:
E55: this one was easy
from 1900 to 2500 rpm: rises from 650 to 700nm
from 2500 to 4500 rpm: remains at 700nm
from 4500 to 6500 rpm: drops from 700 to 510nm
M5: harder, as it was curvy...
from 1200 to 2000 rpm: remains at 385nm
from 2000 to 3200 rpm: rises from 385 to 440nm
from 3200 to 5200 rpm: rises from 440 to 460nm
from 5200 to 6000 rpm: rises from 460 to 520nm
from 6000 to 7000 rpm: drops from 520 to 500nm
from 7000 to 8000 rpm: drops from 500 to 420nm
The M5 has more overall usable torque, if they get the 7spd gearing right, it should be able to out accelerate the E55 in a straight line.
E55: (from http://www.mercedes-benz.com/omb/am...ech_data_06.htm)
3,015,000
M5: (from the torque in the press release)
3,157,000
Those are approx. I would be exact and take the definite integral of each curve, if i was given the function for each graph, but i have a feeling it would be really damn ugly. Anyways, for any of you calculus people, For the approx, I used a riemann sum approximation by splitting the function into linear sections, then approximating with trapezoids.
The subdivisions were:
E55: this one was easy
from 1900 to 2500 rpm: rises from 650 to 700nm
from 2500 to 4500 rpm: remains at 700nm
from 4500 to 6500 rpm: drops from 700 to 510nm
M5: harder, as it was curvy...
from 1200 to 2000 rpm: remains at 385nm
from 2000 to 3200 rpm: rises from 385 to 440nm
from 3200 to 5200 rpm: rises from 440 to 460nm
from 5200 to 6000 rpm: rises from 460 to 520nm
from 6000 to 7000 rpm: drops from 520 to 500nm
from 7000 to 8000 rpm: drops from 500 to 420nm
The M5 has more overall usable torque, if they get the 7spd gearing right, it should be able to out accelerate the E55 in a straight line.
My car is arriving here July 20, I cant wait longer!
Of course if I would have the chance of an E60 M5, ill say nope!
But im looking forward to the new M6.
06-28-2004, 08:57 PM
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1989 Toyota Tercel EZ - dyno'd @ 70whp/77wtq
Yes, theoretically..... but we always need to shift gears during a race, don't we (especially for 7sp SMG)? So looking at one curve does not give you complete picture.... you should assemble each gear's curve used during the race (I would even suggest looking at the HP curve as well b/c higher RPM the horsepower takes more role).
A simple example:
If E55 is in 2nd gear @ 5000rpm to get 100mph (sorry, I've never put notes when I tried this.... so numbers may be off) and the driver shifts to 2nd at approx. 5000 rpm (650nm) and, let's say, 2nd gear entered at around 3000rpm (700nm). The average torque used would be ~670nm.
If M5 is in 3rd gear @ 6500rpm to get 100mph (not sure how 7sp SMG performs) and the driver shifts to 2nd at 7500rpm (460nm), 2nd's entered at around 5500rpm (500nm), and does it again for shifting to 3rd. The average torque used would be ~480nm.
If you look at this, E55 may still be able to beat M5 in straight line.
In short, M5 may be faster on paper.... but in real life it's A LOT trickier to master given the curve's shape. E55's curve is a lot flatter and higher in most RPMs.... so lower skills may give little impact in car's performance.
A simple example:
If E55 is in 2nd gear @ 5000rpm to get 100mph (sorry, I've never put notes when I tried this.... so numbers may be off) and the driver shifts to 2nd at approx. 5000 rpm (650nm) and, let's say, 2nd gear entered at around 3000rpm (700nm). The average torque used would be ~670nm.
If M5 is in 3rd gear @ 6500rpm to get 100mph (not sure how 7sp SMG performs) and the driver shifts to 2nd at 7500rpm (460nm), 2nd's entered at around 5500rpm (500nm), and does it again for shifting to 3rd. The average torque used would be ~480nm.
If you look at this, E55 may still be able to beat M5 in straight line.
In short, M5 may be faster on paper.... but in real life it's A LOT trickier to master given the curve's shape. E55's curve is a lot flatter and higher in most RPMs.... so lower skills may give little impact in car's performance.
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06-28-2004, 09:01 PM
#8
Personally without a lot of the trolls interjecting their useless objections and what not (those aren't allowed to be called opinions) this is turning out to be a VERY interesting topic of discussion. I don't think there has been a rivalry as intesne as the E vs 5 ever!
06-28-2004, 09:29 PM
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Originally Posted by zoink
Yes, theoretically..... but we always need to shift gears during a race, don't we (especially for 7sp SMG)? So looking at one curve does not give you complete picture.... you should assemble each gear's curve used during the race (I would even suggest looking at the HP curve as well b/c higher RPM the horsepower takes more role).
A simple example:
If E55 is in 2nd gear @ 5000rpm to get 100mph (sorry, I've never put notes when I tried this.... so numbers may be off) and the driver shifts to 2nd at approx. 5000 rpm (650nm) and, let's say, 2nd gear entered at around 3000rpm (700nm). The average torque used would be ~670nm.
If M5 is in 3rd gear @ 6500rpm to get 100mph (not sure how 7sp SMG performs) and the driver shifts to 2nd at 7500rpm (460nm), 2nd's entered at around 5500rpm (500nm), and does it again for shifting to 3rd. The average torque used would be ~480nm.
If you look at this, E55 may still be able to beat M5 in straight line.
In short, M5 may be faster on paper.... but in real life it's A LOT trickier to master given the curve's shape. E55's curve is a lot flatter and higher in most RPMs.... so lower skills may give little impact in car's performance.
A simple example:
If E55 is in 2nd gear @ 5000rpm to get 100mph (sorry, I've never put notes when I tried this.... so numbers may be off) and the driver shifts to 2nd at approx. 5000 rpm (650nm) and, let's say, 2nd gear entered at around 3000rpm (700nm). The average torque used would be ~670nm.
If M5 is in 3rd gear @ 6500rpm to get 100mph (not sure how 7sp SMG performs) and the driver shifts to 2nd at 7500rpm (460nm), 2nd's entered at around 5500rpm (500nm), and does it again for shifting to 3rd. The average torque used would be ~480nm.
If you look at this, E55 may still be able to beat M5 in straight line.
In short, M5 may be faster on paper.... but in real life it's A LOT trickier to master given the curve's shape. E55's curve is a lot flatter and higher in most RPMs.... so lower skills may give little impact in car's performance.
06-30-2004, 12:27 PM
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1989 Toyota Tercel EZ - dyno'd @ 70whp/77wtq
Originally Posted by makken
Yeah, the overall engine torque curve is just one aspect of it, but until i get info on the gear ratios / differential ratio of the M5, this is probably the best i can do. There's also a lot of other things that would affect acceleration (eg weight, driveline power loss, tire traction etc)
I think rw power per lbs should be the best way to measure... as for tire, you could always make it bigger (assuming your car allows it).
But I think most of us here already know that M5 and M3 are always high-rev car.... while MB tends to go for lower rev car.
06-30-2004, 12:59 PM
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E55
Originally Posted by makken
Yeah, the overall engine torque curve is just one aspect of it, but until i get info on the gear ratios / differential ratio of the M5, this is probably the best i can do. There's also a lot of other things that would affect acceleration (eg weight, driveline power loss, tire traction etc)
