01-17-2021, 11:49 AM | #23 | |
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The N55 in the OG was the best choice for them before the B58 was ready. Of course, it was also influenced by the fact the spiritual predecessor 1M had a similar M-fied N54. The M2 was all about continuing that philosophy/tradition and it did it well. Remember, the 1M and OGM2 was always a parts bin car, a car where the M division came up cause they wanted to have some fun, see what would happen if they bolted a wide track to a small car and didn't cared that much about numbers. In a way it was never a sensible decision. If anything it was supposed to be a bit ridiculous. Last edited by OG///M; 01-17-2021 at 12:00 PM.. |
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01-17-2021, 11:57 AM | #24 | |
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Even though I still don't like the connected grille, I'm glad the M2C was a continuation of the OGM2 and was able to escape before the current status at BMW settled in. Last edited by OG///M; 01-17-2021 at 12:03 PM.. |
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01-17-2021, 12:24 PM | #25 | |
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01-17-2021, 12:51 PM | #26 | ||
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I actually know all that The OG was what I was referring to The M2 Competition started production July 1, 2018
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01-17-2021, 04:33 PM | #27 | |
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01-21-2021, 12:47 PM | #28 |
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The B58 was introduced in 2015. BMW didn't use the B58 in the M2 largely because they weren't certain of its reliability in track use situations with the air/water intercooler and stock oil pump/sump. The N55 was tried and true by 2015. BMW simply used the forged crank from M235's N55, made some revisions to the piston rings, added the S55 oil pump/sump system for high G loads, and gave it a factory tune. The N55 could easily handle track duty except for the underspec'd intercooler. If you track an M2 N55, you need an intercooler upgrade to maintain consistent power on warmer days.
The M2 N55 makes the same whp/wtq as the non-MPPK tuned B58 (330whp/360wtq) on the Dynojet. The MPPK B58 in the M240 makes around 350whp/380wtq. The B58 does have a slightly better powerband and can sustain power to 6700rpms vs around 6200rpms for the M2 N55. The turbo on the B58 is slightly larger and the fueling system better for 400+whp gasoline (non-ethanol) applications. The N55 needs an upgraded HPFP to reliability handle 400+whp on gasoline only. Above 100mph and the B58 is the better motor with its wider powerband. Yes, the B58 does have a closed deck, largely because the block is shared with the turbo diesels, but you never hear of block issues with the N55s, even ones running 500+whp. The N55 uses forged steel cylinder sleeves. The B58 uses arc-sprayed coating which are starting to show wear issues in certain tuned B58s which requires a short block replacement. The N55 is arguably easier to work on as well and parts are cheaper. The B58 has a number of extra coolant pumps and reservoirs, an air/water intercooler, and the timing chain and VANOS are on the back of the motor. BMW's long term reliability with rear mounted timing chains/tensioners has been terrible. The B58 also weighs about 50lbs more than the N55.
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01-23-2021, 02:07 AM | #29 |
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B58TU O1 as in M340i guise is much nicer for street use, a pity it wasn't ready in time. S55 is nice but has drawbacks like spun crank hubs, charge air cooler leaks, and vulnerable oil cooler location.
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01-23-2021, 08:38 AM | #30 | |
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Every M car that I've owned has had a few "weak" points. I've taken care of all 2 of the 3 on my S55... 1) VTT S55 Crank Bolt Capture 2) TMS Oil Cooler Guard I'll replace the A/W Intercooler if it ever leaks. These are all low probability concerns, but I track my cars quite a bit... Both the N55 & S55 motors are strong. I wanted the S55 for 2 big reasons. Much more upside to both tuning, and its robust cooling package.
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