09-15-2019, 06:24 PM | #485 |
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You are partially correct, if you see my last post, I completed another brake compound test on 370x30mm strand Woven CCBs. Needed some heat cycles. But not before squeezing a 47 km cycling ride in 80 min, and 1.5 scoops of Bio Steel protein after. Am not in shape after my mission abroad. Either case, I was baking, but see pics, something far far cooler...
Last edited by Musashi; 09-15-2019 at 06:33 PM.. |
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09-15-2019, 06:32 PM | #486 |
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Awesome you had a laugh. But I am not laughing. Because a dozen of forum friends have been PM pesting me to get them in on it, not to mention my city's BMW Club pals whom drool each time seeing my car. For reasons that you can understand, I avoided helping them order the kits because I did not want to be the cause for some mishap in case of discovering a fundamental material flaw that I would have missed.
if you think it is easy, it is not. Figuring out a hot 40C day to simulate Arizona driving, is not easy, nor it is as easy for a 4piston Brembo kit to go well above a Gt steel feel and to dissipate the 3700lbs F30 Gx heavy braking (E=mc2 after all) on a 4 piston, 37x30mm set. So smaller calipers, 30mm smaller diameter rotors, getting the science right took.. 14 months now? minus my time away and data in the hands of the manufacturer... |
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09-15-2019, 06:38 PM | #487 | |
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If im wrong give up your IG (or other) of your car and let us see - otherwise shut up blah blah blah you know you are a key board thug and not a driver / "others drool" and you care? |
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09-15-2019, 06:43 PM | #489 |
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09-15-2019, 06:45 PM | #490 |
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Let us speak plain English. What is IG or FB? Some slang for Instagram or Facebook? You seem to mistake privacy with hiding. Like do you think I go on main boulevards revving my engine and spluttering exhaust burbles? lol.
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09-15-2019, 06:48 PM | #491 | |
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and then because your own position is not good enough you have to bring up strangers - you say: "Because a dozen of forum friends have been PM pesting me to get them in on it" And at the end of the day if anyone gives a crap what you are saying....take a moment by yourself and ask yourself why you keep posting - no one gives a shit - so sit quietly and accept the fact that you are worthless *edit* I'm done here young lady - say what you want - I don't care which is why I'm out / if you're confident you won;t respond to this stranger - if you are fragile you'll have to it's typically the end - when you have to show "others" are in agreement with you - stand on your own young lady Last edited by itsglen; 09-15-2019 at 07:21 PM.. |
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09-15-2019, 07:21 PM | #492 | |
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09-15-2019, 07:22 PM | #493 |
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09-16-2019, 04:31 AM | #494 | |
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guess what genius. every time a new engine comes out that's an improvement on the previous gen, it doesn't mean the previous gen was a flop or ticking time bomb. there will be a b58tu2, a b59, and on and on and on. sounds like you're the only one in the thread that's lacking. |
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09-16-2019, 04:37 AM | #495 |
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ahh yes, of course you're also the one that was trying to sell the forum on CCBs. learn to drive and maybe you won't be overwhelming your steel brakes on the street.
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09-17-2019, 07:27 AM | #496 | |
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https://www.forumbmw.net/topic-255-l...r-bmw-b58.html http://www.bmw-one.com/phpbb3/viewtopic.php?f=4&t=39817 In the end, TU1 looks excellent (bringing it close to the S class for obvious lessons learned reasons) and so on.. The forums are very useful. Years ago, when an HVAC rattled at acceleration, it was a forum post with a Bulletin Code that enabled the workorder, the local Service Center being clueless. "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, the 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/ Last edited by Musashi; 09-17-2019 at 07:36 AM.. |
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09-17-2019, 07:29 AM | #497 | |
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https://www.forumbmw.net/topic-255-l...r-bmw-b58.html http://www.bmw-one.com/phpbb3/viewtopic.php?f=4&t=39817 In the end, TU1 looks excellent (bringing it close to the S class for obvious lessons learned reasons) and so on.. |
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09-17-2019, 07:40 AM | #498 | |
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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, the 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... |
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09-17-2019, 07:45 AM | #499 | |
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09-17-2019, 09:01 AM | #500 |
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Nothing you posted above is new to us and we knew of the changes in TU1. The TU1 is still the B58 with some improvements some for EURO regulation. What catastrophic fixes are you referring to? One more time: TROLL. Does anyone know why this guy is doing this non-sense?
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09-17-2019, 09:44 AM | #501 |
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WARNING! This thread is generating dangerously high EMF levels. Time to microwave my Gauss meter.
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09-17-2019, 11:00 AM | #502 | |
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Also I've worked in automotive engineering for years, globally. The same thing happens with all automakers. So unless every pre-2020 engine design is a failure, I'd say that you're still blowing smoke. Not to mention in 2 years, the B58TU1 will have a host of revised components. They'll still continue to update it's design until it goes out of service. That's how engineering works. Just stop posting bs so we can get the thread back on track with useful, data-driven info and user feedback. |
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09-17-2019, 01:47 PM | #503 | |
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09-22-2019, 07:09 AM | #504 | |
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"TU1 is still the B58" GOOD LUCK telling yourself that, no one with an engineering degree, not the least the FIA, would look at the list of changes and call it THE SAME ENGINE. Cry me a river because BMW has improved the inherent B58 weaknesses. What, you think they did all that for free, bona fide? And another thing, I suspect you have no technical, engineering background, or you would not advance preposterous premises. "What catastrophic fixes are you referring to?" ALL THOSE THAT RESULTED IN HUNDREDS UPON HUNDREDS of VIN recalls or warranty replacement, in the EU, North America, Asia, related to piston failure or thermodynamic issues (jargon- overheating). Now, if you want to dive in, go look for user testimonials, befriend Sr mechanics at a BMW service centre, they will let you know. OR READ THE BLOODY PUMA NOTICES FOR B58.. Either case, TU1 redesigned thermodynamic and structural failure points- SOMETHING N55 never had to do. Oh wait, do you think the S55 WAS THE SAME as the N55 even though based on similar architecture? keep thinking that Here is ONE, a crankshaft bearing issues int he first months of production and PUMA description: "The upper crankshaft guide bearing may wear out prematurely. The wear on the upper guide bearing can cause the clutch pedal to malfunction during shifting. The Engine Malfunction warning may be illuminated and a fault will be stored in the DME memory for the crankshaft sensor. Noise may be heard from the lower engine and transmission bell housing area. If the crankshaft guide bearing or crankshaft is found damaged during the inspection then the engine must be replaced. Engine damage is a rare occurrence." WBA8B7G57GNT70413 WBA8B7G58GNT70405 WBA8B7G51GNT70410 WBA8B7G56GNT70404 WBA8B7G55GNT70409 WBA8B7G54GNT70403 WBA8B7G5XGNT70406 WBA8B7G52GNT70416 WBA8B7G51GNT70407 WBA8B3G59GNA92609 WBA8B7G53GNT70411 WBA8B7G58GNT70419 WBA8B7G50GNT70401 WBA8B7G56GNT70421 WBA8B7G59GNT70414 WBA8B7G59GNT70400 WBA8B7G50GNT70415 WBA8B7G56GNT70418 WBA8B7G52GNT70402 WBA8B3G53GNA92606 WBA8B7G55GNT70412 WBA8B7G53GNT70408 WBA8B7G5XGNT70423 WBA8B7G5XGNT70440 WBA8B7G53GNT70439 WBA8B7G53GNT70425 WBA8B7G59GNT70431 WBA8B7G57GNT70430 WBA8B7G54GNT70434 WBA8B7G52GNT70433 WBA8B3G50GNA92613 WBA8B7G58GNT70436 WBA8B7G56GNT70435 WBA8B7G55GNT70426 WBA8B7G51GNT70441 WBA8B7G51GNT70424 WBA8B7G58GNT70422 WBA8B7G50GNT70432 WBA8B7G5XGNT70437 WBA8B7G55GNT70457 WBA8B7G51GNT70455 WBA8B7G53GNT70456 WBA8B7G5XGNT70454 WBA8B7G57GNT70458 WBA8B7G56GNT70466 Last edited by Musashi; 09-22-2019 at 07:16 AM.. |
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09-22-2019, 07:11 AM | #505 |
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09-22-2019, 07:16 AM | #506 | |
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1. A rockguard to protect the radiator 2. Improve fuel delivery system 3. Tweaks to be able and comply with EU standard which reduces the overall engine power. The core engine is still the same. The crankshaft barring issue that you mention all occur on manual something that not even an option anymore for the b58 |
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