Shadowing Practice: The BMW Engine Born From Racing🏎️ | Explained Ep.43 - Learn English Speaking with Video
Les maken...
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The V10.
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It creates an unmistakable harmony that erupts from its cylindrical pipes and travels through the medium of air to vibrate our eardrums.
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It is inherently flawed by the laws of physics, two banks of five cylinders in a perpetual fight against each other trying to rip itself apart.
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But with engineering, it somehow just works.
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In 1997, BMW's motorsport division would begin a journey into mastering the art of the V10 with one goal in mind.
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their V10s on the podium in the pinnacle of motorsports, Formula 1.
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What would emerge from this expensive endeavor was infrastructure, tooling, and processes to not just build record-setting V10s for Formula 1,
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but also a V10 for a road car wearing an M badge.
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It wasn't a reworked lower trim engine with higher outputs.
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It had no lineage or connection to the series production engines of the past.
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It was the dawn of a new era, an era that now revved above 8000 RPM from the factory.
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In this episode of explain we will detail the journey of
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how BMW's quest to take down Ferrari in F1 birthed the most infamous sedan of all time.
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The BMW of today has no interest in Formula 1.
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But in the 80s, they built a turbocharged F1 engine
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that can be regarded as one of the most powerful engines ever put into an F1 car.
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It was the brainchild of Paul Roche, technical director of BMW Motorsport, and it was a fascinating piece of engineering.
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A 1.5 liter dual overhead cam four-cylinder engine based on a common iron block architecture
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that made 1300 horsepower and qualifying trim of 5.5 bar boost pressure from the triple K turbo.
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It was a force to be reckoned with in the Brabham BT52 designed by Gordon Murray,
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propelling Brazilian driver Nelson Piquet to a Formula One World Championship in 1983.
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The power of the M12 did come at a cost.
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The turbo lag was essentially an on and off switch.
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It consumed fuel like no other, and at nearly 1,000 horsepower per liter,
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the engine was pushed to its structural limits, and reliability was concerning.
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As other teams quickly caught up through the years, BMW Motorsport withdrew as an engine supplier from F1 at the end of 1986.
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a world championship, 9 wins, 15 pole positions, and 14 fastest laps under its belt with the M12.
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And the subsequent ban on turbocharged engines put the nail in the coffin for BMW's Formula One efforts for a decade.
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The rumblings of BMW re-entering the arena of Formula 1 were solidified in September of 1997.
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Paul Roche and Gordon Murray's collaboration on the McLaren F1's S70 V12 gave promise to a new engine for Formula 1.
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And despite having a free choice of the number of cylinders,
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all the manufacturers eventually ran naturally aspirated V10 engines under the 3000cc FIA regulation for F1.
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The V10 design was an engineering nightmare.
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Two banks of five cylinders that aren't naturally balanced like a V12, putting harmonics into the chassis.
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The ideal bank angle of a V10 is 72 degrees,
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since a V10 fires 10 times during 720 degrees of crankshaft rotation for a four-stroke cycle.
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But the 72-degree bank angle made the engine taller, giving it a higher center of gravity.
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Ferrari tackled this problem by using a 90 degree Banekegel V10 on the Tipo 049, giving it a lower center of gravity,
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helping handling characteristics and tuning out the harsher harmonics with an endless engineering budget at their disposal.
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The first BMW F1 V10,
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the E41, was ready in the year 2000 with an output of 810 horsepower in the Williams BMW FW22,
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and placed Williams third in the Constructors' Championship,
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behind McLaren and Ferrari, which was promising for a company 10 years behind in F1 experience.
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The second iteration, the BMW P80 V10, had a 90 degree bank angle just like Ferrari, and it was lighter by 12 kilograms, a lower center of gravity,
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and rev higher to 18,000 RPM and made 880 horsepower.
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And in the Williams FW23, it won four races, making it an improvement, but still placing third in the Constructors' Championship.
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Juan Pablo Montoya, you were going very well then, and then a lot of smoke under the engine.
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Yeah, I was a bit disappointed because it was a very good race, to be honest.
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It was a bit too great in the start, I went straight through.
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But, you know, it's fine, you know, everything is free and I'm pretty happy with the result.
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The P82, the P83, and P84 were incremental changes, making them lighter and more powerful.
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But Ferrari and Michael Schumacher were on a generational run, winning back-to-back driver's championships for half a decade.
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The hundreds of millions poured into Formula One by BMW resulted in no driver or constructor wins.
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But from it came an F1 foundry built for light alloy
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castings with maximum precision an in-house electronics department containing a prototype production facility and a team of engineers at their disposal.
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This would lay the groundwork for a new project, bringing F1 engineering into a road car.
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During the F1 development years, the replacement to the E39 chassis 5 series was underway.
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Daveed Archangeli, under the guidance of BMW Chief of Design Chris Bangle, designed a revolution to the 5 series rather than an evolution.
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A big risk with the potential of lots of reward.
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Only days after the new E65 series design was greenlit by the board, Archangeli died of leukemia.
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What he would miss out on was seeing his design become the next M5.
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In secret, BMW developed a new V10, dubbed the S85B50 for the E60.
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It was more than just inspired by its F1 program.
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It would use advancements learned in the crucible of F1.
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The V10 had a 90 degree bank angle, just like the P8X series of engines, to lower the center of gravity.
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It used an alucil alloy two-piece block with a bed plate like the E41 V10 from the early years for rigidity.
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The crankshaft was nitrocarburized, a technology learned in the F1 program, and the connecting rods were steel versus titanium,
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and the pistons were cast aluminum units with coated skirts from the carbon coating program and produced 12 to 1 compression.
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A dual overhead cam design with four valves per cylinder with
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titanium alloy exhaust valves to withstand the heat was an obvious choice,
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and carried over double vanos technology with 60 degrees of intake variation and 37 degrees of exhaust variation.
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10 individual throttle valves control the air supply hidden by an air intake plenum for each cylinder bank.
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The exhaust manifolds were hydroformed with an equal length 5-in-to-1 collector.
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It made over 507 metric horsepower at 7,750 rpm and revved all the way to an 8,250 rpm redline.
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The over square bore and stroke configuration didn't give it copious amounts of torque,
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but with seven tightly spaced gear ratios in the Getrac 247 SMG transmission,
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it didn't need it.
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The new M5 was quickly followed by an M6 Coupe.
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The M6 weighed a tiny bit less than the M5,
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but both were heavy executive German cars when compared to the E46 M3 and other brands like the Porsche 911.
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They weren't meant for the Nürburgring, they were meant for the Autobahn.
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188, 190 miles per hour, 92, 194, and now we have to slow down and see how fantastic those brakes are.
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With the M Drivers package, it could reach a still restricted speed of 305 kilometers an hour.
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And unrestricted, it could touch 320 kilometers an hour.
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In its debut, the M5 was the fastest sedan you could buy.
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The M5 and M6 were the final boss of German over-engineered machines,
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and over time, the concept of F1 tech for the road proved to be an expensive endeavor for not just its owners, but BMW themselves.
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During the four-year 80,000-kilometer warranty period, many M5s and M6s incurred issues,
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leading to updates throughout its lifespan and many warranty claims for engines and transmissions.
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The high pressure oiling system for the variable valve timing in early production cars was known to fail,
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leading to a service bulletin to replace the internal line on the pump with an uprated unit.
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The oil pan was updated with a twin drain plug design for more complete drainage during oil change intervals.
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The vano solenoids were eventually upgraded to better units in 2006, but most expensive of all was a rod bearing premature wear concern on the S-85.
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The bearing clearance from the factory was extremely tight and designed for a high zinc content engine oil.
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But with a recommended oil change interval of 15,000 miles or 24,000 kilometers,
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the oil would break down prematurely from degradation and fuel contaminants from the combustion process leading to premature wear.
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This issue was exacerbated by oil manufacturers reducing the amount of zinc additive in oils to protect the catalytic converter,
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which created a recipe for disaster on an engine with such tight tolerances.
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Simply put, as the cars aged and depreciated, they became enticing on the second-hand market for their F1 drivetrains.
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But servicing them properly became so expensive
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that they became just as infamous as early 2000s Ferraris when it came to the ownership experience.
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The legacy of the S85 V10 could have been even more groundbreaking than it already was.
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That is, if BMW Motorsports followed through with their CSL prototypes in 2009.
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This new engine was dubbed the S85 B55.
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It was stroked from 5L to 5.5L with a massive one-piece carbon intake plenum
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and made an estimated 600bhp with an 8750rpm redline.
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The CSL replaced the SMG3 with the E9X M3 dual clutch transmission, which was light years faster.
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On the M5 CSL it had a carbon roof that shed 100lbs
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and used the 167M wheels that were forged and lighter than the 166 M wheels.
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Altogether it shaved over 20 seconds off its Nurburgring lap time, and then BMW went quiet.
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No concept, no trickle down of parts like the carbon intake, no anything.
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In the grand scheme of BMW M5s, the E60 generation is a clear outlier.
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It was too outlandish to be considered a businessman's express.
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It was a Ferrari-esque attempt to use F1 as a marketing ploy to sell cars,
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even using the Porsche 911 and Lamborghini Gallardo as benchmarks for comparison in official documentation.
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The F10 M5 was more civilized, more business, faster, and laid the framework for BMW's future.
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But the E60 explored the what ifs.
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What if an F1 derived V10?
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What if an 8250 RPM redline?
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What if rod bearings were a maintenance item?
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Today BMW has no real interest in competing in F1, but I remember when they did, and the world hasn't been the same since.
Speaking Goals for This Clip
This video is perfect for english speaking practice focused on explaining technical processes and storytelling with passion. You’ll work on fluency in describing complex ideas (like engine design) and maintaining a conversational flow while sharing historical context. It’s great for reaching the milestone of speaking confidently about specialized topics, whether you’re a car enthusiast or just want to sound more articulate in detailed conversations.
Phrase Bank
- "inherent flaw by the laws of physics"
- "perpetual fight against each other"
- "dawn of a new era"
- "brainchild of [name]"
- "force to be reckoned with"
- "put the nail in the coffin for"
- "rumblings of [event] were solidified"
These phrases add color to your speech and work in contexts beyond cars—try using "dawn of a new era" when talking about tech trends or "brainchild of" to credit a friend’s idea.
Fix Your Weak Spots
The video’s rhythm is ideal for improve english pronunciation and mastering stress in multi-syllabic words like "infrastructure," "harmonics," and "reliability." Notice how the speaker emphasizes key terms (e.g., "8000 RPM," "1300 horsepower") to highlight importance—this is crucial for clear communication. For shadowspeak practice, mimic the pacing: slow down for technical details ("720 degrees of crankshaft rotation") and speed up slightly during exciting moments ("erupts from its cylindrical pipes"). A shadowing site can help you compare your delivery, but even repeating the clip aloud will sharpen your ability to balance clarity and energy in speech.
Wat is de Shadowing-techniek?
Shadowing is een wetenschappelijk onderbouwde taalleermethode die oorspronkelijk is ontwikkeld voor professionele tolkentraining en gepopulariseerd door polyglot Dr. Alexander Arguelles. De methode is eenvoudig maar krachtig: je luistert naar native Engelse audio en herhaalt het onmiddellijk hardop — als een schaduw die de spreker volgt met slechts 1–2 seconden vertraging. In tegenstelling tot passief luisteren of grammaticadrills, dwingt shadowing je hersenen en mondspieren om echte spraakpatronen tegelijkertijd te verwerken en te reproduceren. Onderzoek toont aan dat het de uitspraaknauwkeurigheid, intonatie, ritme, verbonden spraak, luisterbegrip en spreekvaardigheid aanzienlijk verbetert — waardoor het een van de meest effectieve methoden is voor IELTS Speaking-voorbereiding en echte Engelse communicatie.