Quote:
Originally Posted by lemetier
They're part of a modular "family" but the B58 wasn't designed for split charging, where as the B57 was. The S58 is based on the B57 variant but that's somewhat of a loose blanket statement.
Or all three.
The S58 in the G8x is the 3rd variant (X3/4M Typ 1, Alpina Typ 2). It doesn't have the same characteristics as the other two. Additional variants will follow.
The gear display only shows, well, the active gear. An uncoupled clutch with the gear selector in 2 isn't in neutral. It's in 2nd. Gear selector in neutral displays N. Engagement Assist is for acceleration, overspeed protection is for deceleration.
It's not a method of limiting the gear lever. That's been used to an extent in different variations and is completely the wrong approach. Toss out the half-asses measures and return to a tight precise lever actuation. On the pedal side, why not? Why has it taken this long to actually implement it? On a modern synchronized MT, clutch pedal modulation is rarely used for more than start off. >90% of pedal operation is in an on-off manner. Replacing the the clutch master cylinder with a variable resistance servo and utilizing an electro-hydraulic or electro-mechanical clutch actuator not only allows for a perfect pedal feel, but different feel modes/characteristics.
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So will clutch pedal feel now be adjustable through the M buttons like the brakes?