|
|
|
03-31-2012, 12:11 AM | #1 |
Major General
154
Rep 4,995
Posts |
new intake piping
What do you guys think of this?
http://www.n54tech.com/forums/showth...t=15409&page=5 Seems pretty good since our stock piping is a crappy flat pancake style? |
03-31-2012, 01:29 AM | #2 |
Brigadier General
167
Rep 3,093
Posts |
Looks good and sure it does a better job that the plastic oval shaped OEM intake tubes but still sucks in hot air.
The key is volume + cold air. His review regarding how the car drives is I'm sure like what most of our cars feel/drive like. Still feel that the Mr 5 is best and im sure it played some part in my recent dyno run. |
Appreciate
0
|
03-31-2012, 01:57 AM | #3 | |
Major General
154
Rep 4,995
Posts |
Quote:
|
|
Appreciate
0
|
03-31-2012, 03:47 AM | #7 |
Major General
154
Rep 4,995
Posts |
The length of an intake pipe directly correlates to how big your manhood is
Yeah it would be but would be curious on some dyno and see what kind of gain you will get! |
Appreciate
0
|
03-31-2012, 08:19 AM | #8 |
Banned
138
Rep 2,042
Posts |
That's very nice work. I have had custom pipework done for intakes before and it isn't cheap. The price of $650 exc. filters is reasonable given the mandrel bends used (about a dozen if I am correct), silicone couplers, lipwork and chroming/polishing. I am sure it would give a better throttle response at the very least.
|
Appreciate
0
|
03-31-2012, 05:09 PM | #9 |
Captain
41
Rep 666
Posts |
Hi Gents,
here is a post from N54Tech and my take on this kit. Quote: Originally Posted by ****** Like I said im not the one making this so I cant set his price. Its a lot of work and has to be all hand done. If it was my choice I would just make you one for tests but its not. 650 is a decent price for all the work it takes to make. Hey mate, I can certainly see why the $650 asking price is justified, nice work indeed. We know too well that custom fabrication takes time and time is money. My 135i would be a perfect test vehicle for this kit. Not only because I am FBO with Meth' + Rob's turbos, but our DynoDynamics dyno is very accurate and I know what my car makes, after some 200+ pulls. I will speak to Peter the workshop owner and Chief Mechanic and see if he would like to fit this intake kit up, as an exercise if nothing else. To be honest my main interest in this kit, is whether or not the removal of the potential restriction on the inducer air inlet path, would increase maximum horsepower substantially. Our testing suggests that beyond 19 psi up top, the RB turbos are moving out of their efficiency range, as increasing boost by 0.5 psi increments above 19 psi, nets very small horsepower gains. The dyno graph illustrates the current state of tune of our 135i shop-car, the 190 rwkW figure was done when the vehicle was totally stock (save a Dinan CAI). Cheers, Justin. Last edited by Justin@ADVAN Performance; 03-31-2012 at 07:27 PM.. Reason: Typo |
Appreciate
0
|
03-31-2012, 08:18 PM | #10 | |
Brigadier General
167
Rep 3,093
Posts |
Quote:
That's some bad ass boost your running Justin. Keep up the great works guys. |
|
Appreciate
0
|
03-31-2012, 09:38 PM | #11 | |
Captain
41
Rep 666
Posts |
Quote:
thanks Edwin. Yep, that is a lot of dyno pulls, I think it's around the 210-215 number now. I believe the RB's could comfortably support 22-23 psi through the midrange, this would increase peak torque substantially, but the car already lights up the tyres at 2,500 rpm in second gear from a roll. This is without Meth' on the low boost Map of the Procede, so whilst massive engine torque is great for bragging rights and a lot of fun with super sticky tyres, it is of no real use on the street. FYI, the RB turbo's on my car utilise a complete TD04 CHRA or cartridge. As such they can support higher sustained boost pressures than their BMW OE TD03L counterparts, as the centre section bearings are more robust as is the shaft. Peter is currently in the process of developing what would be considered a Stage 1 turbo upgrade with GCG, that will see the Mitsubishi TD03 compressor wheel swapped out for a new generation billet comp' wheel. The inducer ID will also be increased in a similiar manner to the RB turbos, however I am told the turbine wheel and exhaust housing will no be altered. We are also exploring the possibillity of removing my RB turbos, to make way for a Garrett turbo upgrade. Unfortunately following a closer examination of the space we have to work with, my dreams of twin Garret GT2860-5's or "dash 5's" as they are more commonly known, have been dashed quite literally. However "young" Chris has some rather interesting thoughts on what could be done with a larger single frame turbo, notably a Garrett GTX3582R. Anyway whilst I am not a fan of open air cone intakes for a number of reasons, I would love to see if the OE air inlet path to the turbocharger inducer, is in fact a bottle neck... Last edited by Justin@ADVAN Performance; 03-31-2012 at 09:42 PM.. Reason: Typo |
|
Appreciate
0
|
03-31-2012, 10:20 PM | #12 | |
Major General
154
Rep 4,995
Posts |
Quote:
I am looking forward to what you guys come up for a turbo upgrade, my wallet is not though What intake are you using? Dinan's? |
|
Appreciate
0
|
04-01-2012, 08:41 PM | #14 | |
Captain
66
Rep 853
Posts |
Quote:
|
|
Appreciate
0
|
04-03-2012, 04:43 AM | #16 | |
Breakfast at Tiffany's
24
Rep 1,053
Posts |
Quote:
Next step would be bigger twins, I know Peter was thinking about this a while ago and I believe Kenny had a conversation with Peter a few months back outlining the merits of going for a single turbo conversion over a set of aftermarket twins. The downside of a STC is then you are on a slippery slope, the car won't look stock and resale will be severely hampered. BUT that isn't an issue or concern for everyone and a big single will make more than twins. |
|
Appreciate
0
|
04-03-2012, 07:27 AM | #17 | |
Colonel
122
Rep 2,695
Posts |
Quote:
I'm always a believer of well setup single vs smaller twins, but Peter might argue for circuit racing the twins are worth all the extra weight and complexity. Luckily drag racing is well suited to those of us with simple minds and some scrape marks on the back of our hands.
__________________
.-=[ Kenny ]=-. 1999 BMW M Coupe 10.775 @ 134.35 mph w/1.600 60' (Best 136.07 mph) 25th August 2004. +2010 X5 35D+
Check out the 1Addicts Drag Racing Standings and Drag Racing 101. |
|
Appreciate
0
|
04-06-2012, 03:31 PM | #18 | |
Captain
41
Rep 666
Posts |
Quote:
I very recently had a long conversation with Mr Rob Beck, he is quite confident the OE compressor air inlet pipes are hurting the performance of his turbos. As to how much he is not entirely sure, but the rear turbo pipe is particularly nasty and it has to be a flow restriction, as you screw more boost into his turbos in the upper rev range. He also said that 2.25" pipes would flow sufficient CFM and could be utilised in place of the 2.5" pipework in the kit being produced. If "young" Chris could fab up a solution that saw the rear turbo pipe run behind the motor and not over the valve cover, whilst also retaining the use of the OE air box, I would cough up the "freight" and we would do or own kit. I am using the Dinan CAI, whilst it's stupid expensive it does look quite sexy and I am not a fan at all of seeing cone filters in the engine bay. I will keep you guys posted as to whether or not we get our hands on the US made kit, or do something home grown ourselves. Cheers, JD. |
|
Appreciate
0
|
04-06-2012, 03:44 PM | #19 | |
Captain
41
Rep 666
Posts |
Quote:
if "young" Chris could Frankenstein up a Garrett GT2860-5 conversion for the N54, I would not at all be considering a large single. But after playing around with a -5 on Clinton's car whilst his OE turbos are being repaired, there is just no way in hell they will fit. There is another option for upgraded twins that may just fit in the limited space we have to work with, but they will support considerably less power than -5's. Last edited by Justin@ADVAN Performance; 04-06-2012 at 04:33 PM.. |
|
Appreciate
0
|
04-06-2012, 06:44 PM | #20 | |
Major General
154
Rep 4,995
Posts |
Quote:
Would be cool either way to see what kind of powers it produces and/or what kind of intake you guys come up with in-house. I am also not a fan of the cone filters - that is why I am weighing up my options. |
|
Appreciate
0
|
04-07-2012, 09:39 PM | #21 | |
Captain
41
Rep 666
Posts |
Quote:
with regards the potential for power gains on the stock TD03 turbos running at say 16-17 psi up top, that will depend on how restrictive the OE compressor intakes pipes truly are. I have been discussing a method with Peter and "young" Chris, by which we could measure the resitance to airflow from the airbox to the compressor inducer, whilst the car is at WOT in 4th gear, under load on the dyno. If in fact we are seeing a significant amount of vacuum across either pipe, there would be some horsepower gains to be had on the stock turbos and substantially more on "upped" RB turbos, that can sustain 19-20 psi of boost beyond 6,000 rpm. I also dislike the look of cone filters in the engine bay and whilst I applaud the efforts of the US fabricator thus far, I would much prefer to retain the use of the OE airbox, in conjunction with my Dinan CAI. Cheers, JD. |
|
Appreciate
0
|
04-17-2012, 02:52 PM | #22 | |
Captain
41
Rep 666
Posts |
Quote:
just to give you an update, I have been speaking to Peter regarding the above and we are considering doing a complete custom intake system on my car. The stock air box base and Dinan CAI will go, as too will the BMW OE compressor inducer inlet pipes and the exducer pipe that feeds the hot side of the intercooler. I will be at the workshop today and hopefully Peter and "young" Chris will have some time to spare, to discuss the setup in more detail with me. If I decide to go ahead with it, I will be saying goodbye to my Dinan CAI, so please let me know if you are interested in purchasing it. Cheers, JD. |
|
Appreciate
0
|
Post Reply |
Bookmarks |
Thread Tools | Search this Thread |
|
|