I have driven them in terrible Utah mud and they preformed well for an all terrain tire. Actually they did much better than the truck that was with me on Nitto Grapplers. The Nitto’s are absolute crap and worthy of their own post. The Mickeys are not a mud tire but I believe they are better in mud than the KO2’s and Wildpeak AT3’s that I have experience with.
I am on the 255/85R17 Mickey Thompson tires. At 75mph my speedo is slow by ~3mph compared to GPS reported speed. Actual speed is ~78mph. The effect on gearing is noticeable but it is still very drivable because of good low end torque provided by the turbo engine.
That is great to hear then thank you. Yeah power wise not too worried about, I'm working with local BMW performance shop on getting the ECM's sent out a downpipe and tune should see about 150hp/90tq jump without moving any OEM safe guards. I'm a big BMW guy so I have zero concerns on the ZF8 which we have already has the upgraded clutch pack according to ZF so good to about 800TQ or so, and the B58 platform is a tank anyway.
I’d personally be more concerned about the stock brakes adding that much extra power to such a heavy vehicle.
Oh I haven't seen any issues with them? To be clear not about speed or changing top speed just the grunt it needs to move this beasts. I've only had one emergency braking at an intersection someone turned left in front of me 50mph to zero was just fine for me at that point. Are they known to fail or unsafe ?? Might be new to me.
I wouldn’t say there are issues with them in stock form (although i do think the Grenadier feels its weight when braking hard), just adding ~50% hp presumably means you’ll generally be accelerating harder and driving faster in general with no improvements made to stopping distance. I’m super interested in the final hp/torque numbers you achieve!
ahh I see, yeah from a speed perspective I mean 65 is 65, acceleration yea should move a bit faster but I'm not talking crazy numbers when you factor weight. I know adding nearly 50% crank HP seems crazy but considering the weight that should put it more in line with what I'm looking for. You raised a concern now for me thinking I was going to be towing with this thing and if there is concern with just the vehicle my tow was going to be 5800lbs, should that be a concern? I think adding weight to a vehicle impacts its braking more than adding HP numbers.
Ineos isn't running anything "on top" of BMW control... The DME's (engine ECU) programming (calibration as it is referred to in the industry) is completely bespoke for the Ineos application. Those that have delved into pulling the actually coding off the DME to develop flashed software have found that it isn't just a remapped BMW-spec DME, but vastly different. While the DME is the same type (same Bosch unit), everything related to how the programming is written for it is unique.
This is the metric sizing scheme utilized globally
Same. I have towed as much as 7500 on this same setup.
Agreed. I've experienced the same thing.
That is great to know!!! Adding weight and big heavy tires seems like a no win situation but glade to see many who have zero issues with it.
You can buy a bigger brake kit from Buzz Overland. They built and tested them on their rally Grenadier.
I have towed two of my ski boats with my Grenny up and down from Lake Arrowhead. That is a 5,500 foot elevation change in 16 miles. The larger boat is about 5,500 pounds and the tailer brakes don’t work. That put a strain on the IG brakes but didn’t warp the rotors. I suspect that better brake pads would go a long way to eliminating the brake fade or course the right solution is to fix the trailer brakes. The lighter boat is maybe 4,500 pounds with the trailer and that one has working trailer brakes. The IG brakes worked perfectly with this that boat.
Can you expand on this? I haven’t heard anything about the trans other than the diesel trucks get a beefier version.
I'm curious also, as the two charts I've see show the same unit Geely is using. As such my brain went to "cheapest" unit internals, hence the engine HP cut.
So its from my under standing when they spec'd the ZF for this drive train they took in account the weight and power. Keep in mind its not HP that kills the transmission really its the TQ. I see guys running 800hp/790ftbls on M3's with the ZF stock but anymore they install upgraded clutch packs to handle the power. So my twin turbo V8 is pushing the ZF well over 840tq but as I push above the 1k mark I needed to retune and upgrade the packs. This on significantly lighter ride. So as I am working to understand the limits of what's in the Grenadier I dove into the ZF on this ride as well. It being basically the same as what I found in the M440I I knew limitations start to comin a bit earlier, so wanting to vet out cost of upgraded clutch packs and tune the only thing we could find was that the clutch packs are the beefed up ones and the tune is specific for the Grenadier so that will need to be adjusted to keep the same TQ curve based on the amount of power added. To me I would assume its closer to the ZF in BMW's full size SUV the X7 M50i than it is to what looks to be from the 4 series. Meaning heavier vehicle demands a different recipe for the build of the ZF.
