11-28-2017, 10:54 PM | #23 |
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#cheers Great Job!
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11-29-2017, 05:45 AM | #24 |
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So cool! Looking forward to updates!
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11-29-2017, 06:14 AM | #26 |
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I salute you guys, an M5 Touring would be the ultimate dream car for me
With that said, I wonder what you mean with this? "In addition we know that BMW sold the M5 wagon in earlier stages extremely well and stopped production with the E61 M5 in 2010 for unknown reasons." As far as I remember, BMW sold only appr. 1000 e61 M5:s, while they sold 10 000 e60 M5:s. Hardly a success? Sold well in Germany, but not elsewhere I'm afraid. |
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11-29-2017, 09:24 AM | #27 | |
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11-29-2017, 06:40 PM | #28 |
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Awesome build!!!
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CURRENT: 22' INDIVIDUAL M5| CHALK | TARTUFO | CCB | MPE | H&R | IND
GONE: 19' M5C| SINGAPORE GREY| ARAGON|VELOS VLS-06|H&R|iPE|IND|XPEL|CF|RADENSO GONE: 15' F10 M5|BSM|BLACK|VELOS VSS-S2|KW|AKRA|IND|CF |ESCORT 360|VELOS PIGGY GONE: 13' F10 M5|SG|BLACK|AKRA|KW|IND LONG GONE: 09' E60 M5|02' E39 M5 |
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11-29-2017, 10:51 PM | #29 |
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M5 touring F10
Before ordering the new M5, I asked the dealer...... So when is it that you will bring an M5 in a wagon ( like the e63 that I wanted ) the sales man lougheddddd NEVER he said.
I would have bought one, no question , hands down. That is a sick build, here in Canada, good luck finding a wagon F10, never mind 550i no go here.... I have put my money on the new M5 ( G body still waiting ) I'm dissapointed that there is no sunroof for that car ( yet ) but wagon would be a siiiiccckkkkk thing..... |
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11-30-2017, 02:48 AM | #31 |
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sick stuff,
thanks for sharing.
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11-30-2017, 08:27 AM | #32 |
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bravo, this is amazing. Great photos as well. All around great post
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11-30-2017, 11:19 AM | #33 |
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Nicely done I couldn't stop staring at wagon and that it doesn't have the led headlights which I think make the lci 10x better looking but maybe that's just my opinion and that was something you didn't want?
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11-30-2017, 11:20 AM | #34 |
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No chance. Mechanicals are bolt-in/bolt-out. Rear hatch would mean new roof and therefore new B/C/D pillars, quarters etc. Changing structural panels are tricky to get perfect.
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11-30-2017, 09:41 PM | #36 | |
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12-02-2017, 11:05 AM | #37 |
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12-02-2017, 12:43 PM | #38 |
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Was there something technical that made you want to get an LCI base car?
I assume in Europe you were hunting for a 550i as the engine capacity is the same before and after? |
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12-05-2017, 05:56 AM | #39 | |||||
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Thank you all! Your comments gave us lot of power. We are glad that this project receives the recognition it deserves. Below some answers to your questions, but before a short preview of whats coming soon. If you´re looking more pics - please check out cars IG @m5_touring
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We don't know exactly. Just the engine swap must be around 40-50k€ plus a vast number of new control units. Quote:
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Yes there is a big point - the N63TU is very close to the S63TU and runs two DME´s like the M5. So the main harness is nearly the same. |
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12-16-2017, 05:25 AM | #40 |
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Part II - Codieren [koˈdiːrən] – or: rocket science
Our last part told our story of how it all began. Starting with the acquisition of the vehicle, technical parts and the engine swap. After the successful swap, FF Retrofittings (and Oliver), a specialized company on the matter of recoding, changed the coding for the vehicle. Thank you very much for the great and long work, that lasted way into the night at some points!
After the swap the engine started immediately but ran very unsmooth on neutral and didn’t respond to the pedal. No programming was done until that point, during the first test the car still thought it was a 550i. The first coding resulted in the car not starting at all, which would stay this way for several weeks while we frantically searched for the error, exchanging injectors, spark plugs, etc. to eliminate any mechanical problems. The big difference between our project and regular recoding is, that you have to make two different cars to match one. Two cars, that differ completely, not only in the body, engine or powertrain, but also with completely different software. The control modules are two completely different things with individual settings. Features from the 550i, like the rear air suspensionare just not present in an M5. And of course, since we are the first ones to try this, there was no way to read about these issues anywhere. So in the end the M5 Touring consists of 33 control modules. 7 only for the propulsion itself. So we needed to make some very complex thinking. Which control module would we exchange with M5 control module? In which control module would we have more freedom to code and which would help us find errors quicker? In the end we decided to equip the car with M5 hardware control modules and equip these with an F11 software to give the coding after this a sustainable basis. Extremely hard to solve were for example the steering hind-axis or the air suspension, which were availably for the F11 but never for the M5. To solve this, we had to create a lot of control modules that were both: A M5 and a F11. Because this was such a big project, the coding experts from FF Retrofittings had to work via remote connection which created new problems since nobody could check if a cable was actually attached or not right away. Endless telephone conferences, hundreds of changes in the way cables were attached and corresponding tests finally brought the desired result: The engine started up again. On a sidenote: In the end, the car is supposed to bring +800 hp to the table when the coding is complete and the TTE upgrade turbos are installed. With time, a small arsenal of sensors, cables, switches and control modules were exchanged. At this point we can honestly say that we all imagined this would be much easier. The weeks of long nights and super frustrating moments were a success on the end. The “provisional” result is awesome to look at and feels extremely good. It gives a perfect impression of how special and perfect this car is going to be, once it is truly done. And last but not least: A repeated THANK YOU at Alex and his company ECN2Film for the great pictures. |
12-17-2017, 07:41 PM | #41 |
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Awesome build
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CURRENT: 22' INDIVIDUAL M5| CHALK | TARTUFO | CCB | MPE | H&R | IND
GONE: 19' M5C| SINGAPORE GREY| ARAGON|VELOS VLS-06|H&R|iPE|IND|XPEL|CF|RADENSO GONE: 15' F10 M5|BSM|BLACK|VELOS VSS-S2|KW|AKRA|IND|CF |ESCORT 360|VELOS PIGGY GONE: 13' F10 M5|SG|BLACK|AKRA|KW|IND LONG GONE: 09' E60 M5|02' E39 M5 |
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01-10-2018, 04:49 AM | #42 |
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Part III - Tuningparts
To build a simple M5 touring wasn’t enough pressure, so we had to take it to the next level. R in „M5R“ is known for „racing“ so the key to making this car truly special was to push one thing to the maximum: performance. The third part of our story is all about how we did exactly that.
„You cant replace boost but for more boost“ The first step to hit that >800 HP are of course upgrade-turbos. Since in our opinion, the best upgrade-chargers are from Dachau in Germany, we decided to go with the TTE power pumps, that we allready used on the M4R porject. The TTE 800+ upgrade-turbos are actually based on the original Garrett M5 chargers. The boost engineers use CNC-machined high-flow compressors, gap-optimized for increasing efficiency. A bigger turbine wheel with grind is supposed to lower the back pressure with a precision balanced shaft over the entire operating speed range. Short hand, the two gold pieces were planted in our Touring. Five hours later the chargers are changed. From now on the S63TU can fire with more boost, final adjustments by Aulitzky Tuning will follow. More boost = more air So our TTE chargers can breathe smoothly at any speed, we equipped the M5R with an Eventuri intake. The market leader from the UK has had these solutions for the S63TU engine for a long time. The M5 intake is available in carbon and kevlar variants with color, the green thread is individually made and can not be purchased like this. Talking about colors – the M5R is black on black on black with neon green accents. Black car, black rims, black carbon – this car means business. To match the intake to the color scheme, we glazed the intake so it is – like the rest oft he car – unique. More pictures will follow. Next to more performance and better transition, the intake makes the car sound awesome. Brakeanquor That kind of performance wants to be controlled and slowed down. Like with our M4, when it comes to brakes we rely on Movit. A fixed caliper with 6 pistons, from two pieces of tempered and hardened aircraft alloy 7075 connected by steel braided hoses and of course powdered in Ultimate green. On top of that two part discs with overkill dimensions of 402mmx36mm. Braking with these babys is like throwing an anchor. Since the F11 has an electronic handbrake, we only rearranged the front axle. A corresponding application was not constructed at Movit due to a lack of demand. During the planning, various problems arose. Ordered was a F10 M5 brake, since the complete front and front suspension of the F10 M5 went in. The brake booster, however, remained of the 550i. During the technical inspection, it was noticeable that the M5 brake booster is smaller than that of the 550i. Thus, the piston geometry of the calipers had to be changed accordingly (enlarged) - which one could not necessarily expect. Next step: optics. Holed braking discs in front and smooth OEM in the back? Not our style. After a long and thorough search we found some holed discs at BMW for the hind axis. The diameter oft he discs of the 550i is the same of the M5, but M5 discs have a bigger friction surface. To transfer this to the hind axis would have required special adapters. Coming up: We and Neidfaktor take on the interiour. Thank you Alex and ECN2Film again for the great pictures. |
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04-11-2018, 11:02 AM | #43 |
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Today is the day: after a long pause our story finally continues. This part goes under the skin – to be exact under the cow-skin.
As announced, the leather-miracle-workers from “Neidfaktor” in Hamburg are responsible for the interior. The green common thread of this story also continues in the interior. Next to the Recaro Sportster Cross seats the cockpit, door panels, center tunnel including panels as well as the steering wheel were refined. While planning we were allowed to test and finger alot of different materials. In the end, both our favorite skins were delivered in a test with the green thread. We opted for a mixture of Alcantara and Porsche Nappa leather. Since the roof is already black, it was left the way it is. Week after week we sent out different parts of the interior to Neidfaktor in Hamburg. There they were manually and precisely disassembled and then processed. Because (as you already know) the engine was delayed so much, in the end it was very stressful to get the Neidfaktor part ready before the Essener Motorshow 2017. 48h before the show started, Neidfaktor employee Martin started with the installation of the interior parts. Only a few hours into this task, the whole interior was removed. Everything was marked and sorted out. After a short pause, the installation of the new parts now starts. Hopefully every switch and plug is, where it belongs… With every successfully installed part our anticipation for the endresult grew exponentially. The last screw was fastened after a long night with a subsequent extension. All the parts are in place, the Recaro seats are installed and the car was at the show in the last possible minute. The very exquisite and high-grade workmanship is picture perfect in every little detail. Just as expected from Neidfaktor. The individual interior is the perfect addition to the concept of the car and pure joy for every driver – every time we sit down inside the car. The next chapter will be dedicated to chassis, wheels, tires and more! |
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04-11-2018, 11:46 AM | #44 |
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Thanks for the continued updates, with pictures. The project looks fabulous! Looking forward to more in the future. Do you have any links to other coverage of your build on the internet?
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