It's a photoshop of this photo:
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I'll try to find out the release date ASAP.
And this time I'm going to publish it when I'll 100%ly know the date given is the date when media are allowed to publish official spec and pics, not something else.

I was screwed twice till now & my reputation is hurt a lot.

If you remember Dec 20 was the day BMW showed the car to BMW representatives in Munich, now Jan 17 is the day development team is meeting to close the case.

Nah, she told you weren't that bad!?

Besides, we all still you as much!

Latest news:

As I had told some on this forum BMW sales&marketing boss & E92/3 development chief presented the E92 and E93 to BMW management and marketing stuff few days ago in Woodcliff. The cars were European specificied, since US versions were not finished yet.

I've also got the confirmation the US version of 335i would almost 100%ly have different engine specs than European one.

The problem are the U/LEV II standards which the new engine (European specified) still does not meet.

BMW are to tune the engine further to make it to comply with specific enviromental standards (we are talking about the N54 engine).

The plan is to deliver the E92 to US market in the late summer (August / September) 2006. Europe will get it in June. Premiere in Geneva. Euro dealers will start collecting fully specified orders just in that time.

So, US is getting variable twin turbo 3.0L I6 N54 engine after all, but most likely with lower HP / torque output - a detuned version. In purpose to meet the standards.

So, let's say 330HP for Europe, ~310HP for US.

Unless BMW engineers perform a miracle and find the tweaks how to force European specificied N54 to comply with US standards.

Press release will be out soon since the car is now 100% ready, promo material too, text is written ... Only the final editorial tweaks, and - here we go. So any day soon.

There is still no D - day scheduled. It's all in the hands of communication department boss to decide when to go out with the PR. But as said - from engineering perspective - it could be any day soon since all is done.

But to be clear: non-US specs will be shown in the initial PR. US specs will come with US specific PR later this year.

And note: Lehmann's pic is in detail (except missing wheel logos & orange tape)!

Damn American Standards..............

TOO many idiot politicians

Tine, excuse me for asking the obvious but I just need to clear this up... normally aspirated versions of the new generation six cylinder engines are designated N52 and turbo'd versions are to be coded N54?

True. And the forthcoming engines with direct injection are coded N53.

Tine, you're the bomb. I'm assuming the N53 will combine Valvetronic with DI?

Thanks bud!

I suppose so, yes. It's not likely BMW is going to ditch Vavetronic. It's beyond brilliant

All we know for now about the N53 is the info from BMW IAA 2005 PR:

Now BMW is moving up to the next level of technology at the 2005 Frankfurt Motor Show: Introducing a breakthrough technology for lean direct injection
of gasoline referred to as High Precision Injection, BMW is setting out to solve the conflict of interests in the next few years between sporting performance and superior fuel economy, moving up to a standard of excellence never seen before. Indeed, High Precision Injection will save up to 10 per cent fuel in the European test cycle and between 5 and 15 per cent under typical customer driving conditions, depending on the route taken and the driver’s style of motoring, over and above BMW’s VALVETRONIC engines already renowned for their outstanding efficiency. High Precision Injection therefore for the
first time offers the full thermodynamic potential direct gasoline injection is able to provide.



So far direct gasoline injection systems have not been able in practice to provide the advantages in fuel economy originally anticipated. The first technical solutions were therefore completely unable to fulfil the demands made by BMW’s engineers, which is why in 2001 BMW launched an alternative technology for optimum fuel economy, the Company’s throttle-free VALVETRONIC engine load control concept, as a standard technology featured on BMW cars. Proven hundreds of thousands of times in the meantime and now featured worldwide throughout BMW’s entire range of models, VALVETRONIC has definitely turned out to be a lasting,
sustainable solution.
At the same time BMW has continued to focus carefully and consistently on the development of direct gasoline injection – especially because it was always known that direct gasoline injection had the potential to offer even greater benefits than all alternative technologies.
BMW is therefore now becoming the first car maker in the world to offer
High Precision Injection as a solution appropriate for large-scale production saving fuel to an extent in practice simply unparalleled by other technologies.
A particularly important new feature is that BMW’s High Precision Injection
no longer requires a specific flow of fuel and air in the combustion chamber to provide the right mixture. Rather, BMW’s engineers are able to prepare the appropriate mixture by means of a stable, conical configuration of the injection jet entering the combustion chamber, the fuel/air mixture then igniting
directly in the area of the injection jet. Precisely this is why experts refer to this technology as jet-guided direct injection as opposed to air- or wall-guided injection.
The injection valve configured as a piezo-injector and positioned in the middle between the valves and the spark plug also at the centre of the combustion chamber represented a challenge in the past simply insurmountable,
since both temperatures and pressure levels were too high above all within
the cylinder head with its confined space.
Now the reward for the great efforts made by BMW’s engineers is a very robust combustion process functioning efficiently throughout a wide operating range and therefore far superior to former solutions in the market. Hence,
the engine is now able to run on a lean mixture all the way from idle speed to high revs, maintaining a surplus share of air at all times. And precisely this gives the customer significant benefits in terms of fuel economy, marking the big difference between BMW’s solution and other concepts in the market allowing lean burn operation only within a small “window”.

A further advantage is that High Precision Injection does not call for any compromises in the design of the cylinder head and pistons depriving the car and the driver of the high level of maximum torque and output so typical
of BMW.
Introducing High Precision Injection, BMW is therefore once again proving the Company’s leadership in drive technology – especially because it is BMW’s philosophy not to introduce innovations merely as a purpose of their own, but rather only when such innovations are appropriate for the brand and therefore offer genuine customer benefits.
BMW High Precision Injection will first be launched in the European markets. Then, with sulphur-free fuel becoming increasingly available as the
essential ingredient for this engine with its NOx catalysts, High Precision Injection will also be introduced in other markets one after the other.

Thanks again Tine, so if I read between the lines Valvetronic will be dropped when HPI is introduced. Is my interpretation off the mark here?

Oh and klier, it's interesting to note that despite Valvetronic's obvious benefits it has thus far never been implemented on an M division engine, nor will we ever see it in one either...