Article from Google.
Jaywalking pedestrians. Cars lurching out of hidden driveways. Double-parked delivery trucks blocking your lane and your view. At a busy time of day, a typical city street can leave even experienced drivers sweaty-palmed and irritable. We all dream of a world in which city centers are freed of congestion from cars circling for parking (PDF) and have fewer intersections made dangerous by distracted drivers. That’s why over the last year we’ve shifted the focus of the Google self-driving car project onto mastering city street driving.
Since our last update, we’ve logged thousands of miles on the streets of our hometown of Mountain View, Calif. A mile of city driving is much more complex than a mile of freeway driving, with hundreds of different objects moving according to different rules of the road in a small area. We’ve improved our software so it can detect hundreds of distinct objects simultaneously—pedestrians, buses, a stop sign held up by a crossing guard, or a cyclist making gestures that indicate a possible turn. A self-driving vehicle can pay attention to all of these things in a way that a human physically can’t—and it never gets tired or distracted.
Here’s a video showing how our vehicle navigates some common scenarios near the Googleplex:
As it turns out, what looks chaotic and random on a city street to the human eye is actually fairly predictable to a computer. As we’ve encountered thousands of different situations, we’ve built software models of what to expect, from the likely (a car stopping at a red light) to the unlikely (blowing through it). We still have lots of problems to solve, including teaching the car to drive more streets in Mountain View before we tackle another town, but thousands of situations on city streets that would have stumped us two years ago can now be navigated autonomously.
Our vehicles have now logged nearly 700,000 autonomous miles, and with every passing mile we’re growing more optimistic that we’re heading toward an achievable goal—a vehicle that operates fully without human intervention.
Look at the compressor housing embedded in the engine's front casing. For those who don't like to read there's only this video.
I won't bother you with details, guess everybody should know by now that Hamilton/Mercedes is on pole. But did you see Vettel and Red Bull at .055 from pole? And that's with Vettel getting the checkered flag when he was out for another fast lap, a rare mistake and lack of timing from Red Bull. OK it was raining you might say, but when Renault overcomes reliability and finds some extra ponies I predict Mercedes will be in trouble soon, the Red Bull chassis seems to tick all the boxes and to be very fast in the turns. The fact they're still running in the top places with a powertrain package that fails to deliver says it all. Damn those flow meters! :)
This is 6 cylinder engine by the way, but could be a rare sight at Porsche someday.
Here's an article with some more insider information from Autoweek,
B The larger, low-pressure turbo is located on the bottom and joins in with the smaller turbo located directly above it during medium engine speeds
C When the engine gets higher in the rpm band, the final, small, high-pressure variable geometry turbocharger joins in with the other two
D The Diesel catalytic converter is located close to the engine to take advantage of its heat; the oxidation-type converter oxidises hydrocarbons and carbon monoxide using the oxygen present in the diesel exhaust
E The EGR cooler prepares exhaust gases for reintroduction into the combustion chamber, which limits NOx formation
The Ultimate Driving Machine is a Diesel
The only thing we don’t like about the new BMW N57S triple-turbocharged Diesel engine is that it’s not available in the United States. Although it hasn’t physically reached our shores, the idea of a high-performance diesel that can dominate its gasoline challengers in every measurable way has sent shockwaves through the spark-ignited performance community. After the 127hp/liter diesel bomb went off and the dust settled, some automotive journalists with affection for gasoline engines took offence to the diesel onslaught and tried to downplay its high performance numbers by complaining about its lack of noise and unfamiliar feel. Others, such as former Motor Trend editor Angus Mackenzie, get it. And he offered an opposing view, expressed in a 2011 article titled, “BMW’s Best Six Is…A Diesel.” Perhaps the only ones not shocked by this high-performing diesel are the editors and readers of Diesel Power, who welcomed the news as confirmation of something we already knew.
BMW M Performance Diesel
Engine type: All-aluminum 3.0L diesel I-6
Displacement: 3.0L (2,993 cc)
Bore x Stroke (in.): 3.30 x 3.54
Compression ratio: 16:1
Fuel Delivery: Common-rail direct injection (31,908 psi) (2200 bar for us Europeans)
Valvetrain: 24-valve DOHC
Mfg.’s hp at rpm: 381 at 4,000
Mfg.’s torque (lb-ft) at rpm: 546 at 2,000 (that's 740 N.m for us Europeans)
- And of course the compulsory video:
Also people seem to forget earlier on there was a fire with a 991 prototype in Germany back in 2011, according to the article that car was running an engine specific for the Chinese Market. Related?