05-12-2011, 08:42 PM | #45 | |
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05-12-2011, 08:55 PM | #46 |
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Can some one link me to the specs released that show the intake and piston differences?
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05-12-2011, 09:06 PM | #47 | |
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05-12-2011, 09:08 PM | #48 |
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It is the same transmission found on my car (2011 135 6mt) part number for part number. They never made a big deal about it for the 2011 135i, but they are highlighting the differences since it's now on the 1M. The throws are shorter (and the lever on the 1M may be even shorter than the one on my car).
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05-12-2011, 09:20 PM | #49 | |
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Last edited by adrean8j; 05-12-2011 at 09:28 PM.. |
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05-12-2011, 09:24 PM | #50 |
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I know the pistons are different than what is in a N55. That's for sure. I just don't think they are different than any other forged N54 piston. I mean, these pistons are pretty dang good.
Edit: read, I just saw pistons on the post I quoted, missed rings all together. Rings are very possible. That is an easy change that could have been for many reasons. Different manufacturer, etc, etc.
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Last edited by JHOOPS2; 05-12-2011 at 09:56 PM.. |
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05-12-2011, 09:27 PM | #51 | |
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05-12-2011, 09:28 PM | #52 |
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05-12-2011, 09:39 PM | #53 | |
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05-12-2011, 09:44 PM | #54 | |
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I have to disagree that a light flywheel setup could go unnoticed. Without having driven the car, just by watching video just pay attention to how quickly those are rpms rise and fall when the car is revved; this is 100% crucial when it comes to the responsiveness and cat-like reflexes that this car is said to have. Such advantage is directly related to the lighter flywheel and not just the DME mappings. |
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05-12-2011, 09:45 PM | #55 |
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I've built and engine or so in my life, so I know what's what. I must have misread that part. I'm on an iPhone. Still for about the third time can anyone cite where any of this is mentioned from BMW other than just Internet conjecture.
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05-12-2011, 09:48 PM | #56 |
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I'm excited to hear people's reviews/thoughts on 135i vs. 1M once the honeymoon period is over. I have no doubt the 1M is the superior car but how much better remains to be seen.
Pretty sure the 1M will be my next car (if I can obtain one) regardless. |
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05-12-2011, 09:49 PM | #57 |
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I compared some parts on Realoem. I am not sure how accurate this info is, but the pistons and rings were the only parts that had a different PN.
Intake, air box, and even the flywheel were the same on a 3/09 build N54 for the 135 compared to a 3/11 build N54 on the 1M. But, as mentioned I don't know the accuracy of the information.
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05-12-2011, 09:52 PM | #58 |
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After coming from a 750hp car weighing 3600lbs (dry) to this little nimble critter, I have rethought what my next car would be. I was thinking of going the M3 route, but now I don't know. Might have to see what the next gen 1'er has in store.
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05-12-2011, 11:42 PM | #59 |
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05-13-2011, 02:33 AM | #60 | |
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If map 5 is 14 psi then its 14 psi in either car, one car may have started at 9 and the other at 12 but they will both be at 14. It is not like a bolt on that adds X hp to baseline. What BMW changed on the 1M (as far as software changes go) ate up into the space that the tune works in. |
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05-13-2011, 04:37 AM | #61 | ||
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This is correct assuming a flash tune. Piggy backs add to the base map, since the DME is being fooled.
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05-13-2011, 06:50 AM | #63 | |
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05-13-2011, 07:55 AM | #64 | |
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That's not what this thread is about. This thread is about engine performance in regards to tuning. I think we all can agree that the 1-Series M Coupe is going to be a great track car. However the best way to gauge overall power train performance from the crank pulley to the differential is in a straight line. I'm sure there will be plenty of handling dynamics threads in the future. This is more or less to know how things stack up once a JB4, Cobb, proceed or some other tuning system is applied. I also don't think anyone is saying that the M is just another 135i. I am still going to stick to my guns that the long block is still the same N54 that is in the N54 powered x35 cars. I can easily expect that there could be different rings evolved, however what kind of rings are they? Are they a better performing ring, or are they different because they come from a different source than the earlier N54 came from? I just want to see where these specs are coming from that everyone keeps bringing up. I have searched everywhere and can find no factual evidence to back up anything to do with intake, flywheel, piston rings, or any other changes. That's all I'm pointing out. I don't think I am in denial. I just like facts, and until someone can show it to me on a piece of paper I am going to stick to my guns.
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Last edited by JHOOPS2; 05-13-2011 at 08:01 AM.. |
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05-13-2011, 08:05 AM | #65 |
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I think the small motor tweaks (Yes, they are small tweaks to me) wouldn't have been first on anybodies list if they were the ones designing the 1M. Nobody would have said "Let's keep the same motor, but swap piston rings an flywheel.". Even aftermarket companies haven't pursued changing these items. I'm not suggesting that they are negligible upgrades, but I think people are trying to make the motor more than it really is. The DME doesn't count. Anyone can get and probably will get a reflash. We can also easily swap the flywheel (that's a common mod on other cars), but in the end the upgrades are nothing groundbreaking or major. Can you call it a different engine? Sure, if that makes you feel better. Can you call it relatively the same? Yup, you sure can. The bigger picture of the car as a whole is what should be celebrated. We all have an awesome powerplant!
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05-13-2011, 08:08 AM | #66 |
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Proof that I know what a piston is, LOL. This is just one of my left over Cobra pistons that I am going to machine down slightly to make a cup holder out of. I'll be using it with an old engine block to make my very own "Top Gear" engine table...;-)
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