Braking the coupe and convertible BMW M8 Competition

A closed two-door M8 costs at least 10.8 million rubles, an open one - 11.7 million. Competition versions will appear a little later for space 12.5 and 13.3 million, respectively. The entry-level eighth series coupe and cabriolet (840i) is nearly half the price.

Amazing nearby! The BMW M8 Coupe is 30 kilograms heavier than the M5 super sedan. These cars have a lot in common, in particular, the identical V-shaped "eights" with a capacity of 600 horsepower, or, as we have, 625 - in the performance of the Competition. They have similar suspensions and all-wheel drive transmissions, right down to gear ratios. Tire sizes and models are the same. But the M8 Competition gains 100 km / h one tenth of a second faster than the M5 Competition sedan in just 3.2 seconds. The Coupe is the fastest production BMW. And the point is ... the brakes!

Following the X5, X7 and "colleagues" in the eighth series in the face of conventional coupes, convertibles and the sedan Gran Coupe, the "emka" received a braking system with control "by wire". By pressing the pedal, the driver moves the piston in the master cylinder as usual. But if everything goes smoothly, the liquid from it flows only into another cylinder, where the piston moves, abutting against the rubber element. This is a "loader", that is, a structure that simulates the force on the pedal. All that the driver does with his foot is squeezes this very elastic band! And the electronics, tracking the pedal position with the help of a sensor, creates pressure in the main brake system with a hydraulic pump.

It turns out that the effort on the pedals is always constant, except that it can grow in severe frost, when the rubber "loader" loses its elasticity. In all other conditions - whether the brakes are wet or overheated - the pedal feel is the same. The electronics will ensure that the relationship between deceleration and pedal position is constant. If overheating becomes critical, following the messages on the instrument panel, the system will switch to a conventional hydraulic circuit: a bypass between the main brake and wheel cylinders will open. As in the case of malfunctions or with the ignition off.

Another plus from all this mess is the simplification of the block that controls the pressure in the brakes when the traction control systems or stability control are working. Instead of several electric pumps, only one remained, and it works without a hydraulic accumulator. The result is a saving of two kilograms of curb weight and a significantly faster response. So much so that it is thanks to the speed of the traction control in the launch control mode that the heavier M8 takes off more efficiently than the M5!

From the driver's seat, of course, you cannot feel the difference in a split second. The start is mesmerizing as before. With a strong but painless blow, the car rushes forward, a couple of times gently squeaking tires. Supercar dynamics side by side with amazing docility - precise control of traction and smooth shifting of an eight-speed "automatic". Previously, the chassis, powertrain and suspension settings were changed with the help of a whole garland of buttons. Even with an engineering education, they were difficult to understand. Now the tunnel has a universal Setup key: press - and a map of all parameters opens on the touchscreen. Simple and convenient!

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