Quote:
Originally Posted by BMWILUVU
You are all hot air. So wheres your logs and data? You wrote over a thousand words and none substantiates anything you've said about the B58.  |
Can you read? Do you expect others to read and spoon feed you data? Your tricks to drag me down to a sublevel well,, they all failed. You have not read German, Italian, French posts issues that resulted in TU1. And hey, here is FACT: BMW SELLS MORE of these cars in the EU than in USA and Canada combined!!!
The point is, even if you read the TU1 mod info, you will never grasp the program management (B58 that it) driving so many substantial changes. But if you think BMW made SO MANY changes to B58 because it felt like it, you are smoking something. In fact, these are the most substantial 6 cylinder changes BMW ever made as a TU, and after a short run period. Period. (do you need fact check that)..:
"Another advantage of the always high cylinder wall temperatures is that the engine generates less soot particles in the event of a sudden load jump. On the other hand, the tendency to knock does not increase because the split-cooling approach simultaneously ensures a well-cooled combustion chamber roof.
The profound changes in chain drive and cooling have also necessitated a redesign of the crankcase. Here, the
wall thickness was optimized and the engineers implemented some other lightweight construction measures, for a total of weight savings of just over 2 kilograms.
The forged crankshaft was once again optimized, resulting in an additional weight saving of around 2 kilograms.
Of course, t
he BMW B58 TÜ1 outperforms its predecessor in terms of performance. Initially, two power levels are planned, called ML (middle power level) and OL (upper power level). In the ML comes the B58 TÜ1 with 250 kW (340 hp) and 450 to 500 Newton meters of torque, the OL has 275 to 285 kW (374 to 388 hp) and 500 Newton meters of torque. Of course, the new M-engine S58 will adopt some ideas of the B58 TÜ1 development in an adapted form.
In the middle performance level,
a new cylinder head with integrated manifold is used. This
sophisticated solution brings various advantages in terms of thermal management and, among other things, allows a more efficient distribution of heat to relevant points.
The exhaust gas turbocharger of the middle power level has been adapted to the new position of the manifold, which in addition to the cost benefits also brings a weight saving of 2 kilograms. The upper power level uses a turbocharger with integrated manifold, which has also been further refined.
Overall,
it can be said that the BMW B58 TÜ1 clearly outperforms its predecessor in all important engineering aspects. At the same time, the engineers are also promising lower emissions, improved acoustics, further reduced weight and increased power and torque capacity.
No surprise is that the new straight-six gasoline engine is also prepared for future electrification measures and can be easily adapted for the use of appropriate components." SOURCE: BOERIU 2018,
https://www.bmwblog.com/2018/10/31/b...88-horsepower/
Yep, after 2 years of data Munich scrambled to implement TU1, end of year 3 it is ready, Year 4, TU1. You need DATA ? lol Take it with BMW...