Quote:
Originally Posted by Cheesy Myneezy
Newbie here, just got 22" m50i black sapphire 22"742. Considering it's the exact same engine detuned, used in the M competition, I'd like to know people's thoughts? I get that some will say no way it's not an M car, others will say it's in between, but technically bmws website when you go to order the car, M50i is under the M setup, combined with the M competition. If you google it, many websites will argue it is "every bit an M car" where others will say absolutely not.
You basically can find info in today's day in age to back up whatever your claim/stance/opinion is.
Thoughts?
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You should pose your question in the X5/6 M F95/96 forum:
https://g05.bimmerpost.com/forums/fo...play.php?f=705
TL;DR There is more than enough technical differentiation between a M50i (M "Light / M Performance marketing") and a truly specialized X5M/C.
M50i is a phenomenal vehicle for many owners, drivers and driving enthusiasts. For long time BMW enthusiasts, there's a clear differentiation and understanding of the M marketing changes.
And no, the M50i N63TU3 is not the same engine nor a detuned X5M/C S63B44T4. They share the blocks and cylinder dimensions but different cooling and oil passages, fuel system, etc. That's just the start of the differences:
Catalytic converter S63B44T4 engine has 2 catalytic converters per cylinder bank, each with one ceramic monolith
Gearbox F95/96 GM8HP76Z M automatic transmission with Drivelogic is based off of 8HPTU2 gearbox and benefit from significantly improved gear shift responsiveness and even further optimized control of the converter lock-up clutch.
M xDrive used on the F95/F96 is based on the all-wheel drive system of the G12 with the ATC13 transfer box and has been carried over from the F90. The torque generated by the engine is stepped up in the automatic transmission and is supplied
via the transmission output shaft to the transfer box. The
transfer box forming the next stage in the drivetrain has the task of varying the torque distribution between the front and rear wheels across the full range from 0:100 % to 100:0 % as demanded by the driving situation.
Drivetrain, front drive shaft was taken over from the G12 for the F95/F96.
Active M Differential carry-over from the F90 and provides Demand-controlled lock. The lock is a demand-controlled rear axle differential lock which is active in the following situations:
• Pullaway
• Differential speed at the rear axle for straight-ahead driving under tension due to various coefficients of friction, left/right
• M dynamic cornering tensioned
• Power oversteer (drifting)
• Stabilization in coasting/overrun mode
Adaptive M suspension (EDC)
Similar to the G05/G06, EDC control valves are also installed at the shock absorbers on the outside. The shock absorbers have been developed with the supplier ZF Sachs and the system has been adapted to the F95/F96.
The EDC works with infinitely variable valves in the absorbers. The hydraulic oil flow is controlled
via electromagnetic control valves. It is thus possible to make available the damping force actually required at all times.
The following variables, among others, were processed into the corresponding control variables in the M vertical dynamic platform (M VDP): vertical acceleration, wheel speeds M DSCi, steering angle change M EPS, angle change rate ACSM and damper piston speed.
In addition, the ride height between the wheel suspension and body is used as a control, reference and load variable and is read off of the ride height sensors of the headlights. Two sensors each are installed at the front and rear. They operate on the basis of the potentiometer principle and their signal is made available to the M vertical dynamic platform (M VDP).
Suspension front axle, double-wishbone front axle from the G05/G06 is used as the front axle. Compared to the standard suspension, the front axle was not lowered. A upper triangular wishbone was adapted in order to achieve the M-specific higher camber values for sportier suspension settings. The rubber mounts of the lower wishbone and the tension strut have been adapted for the F95/F96. The spring strut has been adapted by a separate damper variant together with the coil spring to the F95/F96 and bolted at the top by a newly dimensioned support bearing in the spring strut dome; in addition, the auxiliary damper, installed between the shock absorber and the support bearing on the piston rod, has been adapted.
Suspension rear axle, five-link rear axle known from the G05/G06 is used as the rear axle. The rear axle support of the F95/F96 is however supported by the incorporation of Cellasto discs at the top and bottom of the bolting points of the rear axle bearings. The incorporation of Cellasto discs at the front prevents the rear axle support from tilting at the rear axle support bearings in the event of a marked load reversal. The rear axle support bearings have been adapted in terms of a harder design to the F95/F96. The shock absorbers have been adapted to the F95/F96 by a separate damper variant with outer EDC valves together with the coil spring and bolted at the top with a newly dimensioned support bearing. In addition, the auxiliary spring, installed between the shock absorber and the support bearing on the piston rod, has been adapted. All rubber mounts of the suspension arms have been adapted to the M- specific model.
Rear area of the F95/96, attaching the chassis and suspension components and increasing the vehicle rigidity have implemented in the rear end of the vehicle:
• Strut block adopted from G05/G06
• Tension struts with connection to the strut block and to the rear door sill, front rear axle support
• Triangular struts with connection at door sill, rear axle support at the front and driveshaft
Front area of F95/96, attaching the chassis components and increasing the vehicle rigidity have been implemented in the front end area:
• Dome bulk head struts
• Combined dome-front-end strut
• Stiffening plat
I could continue but thumbs are tired.