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05-31-2014, 04:02 PM | #2 |
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250WHP all motor sounds a bit generous to me...just not enough displacement or revs.
Bet you could get darn close though.
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05-31-2014, 04:23 PM | #3 |
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I think the No Mods base line is above 170 whp, even on a Mustang. The charts above post 175-185 whp avg for base lines.
The Disa manifold should add about 15-20 whp. I imagine the headers release 10-15 whp, especially if file is optimized, a non optimized file shows 6.5k drop very clearly So the end result is 25-30 whp add on for full bolt on
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128i Sport 6MT converted to Euro 130i spec, 3.73 diff, tuned by evolve ~220 whp 207 wtq(ft-lb) SAE
In-progress: //M front arm, M3 rack, e36M lip Wishlist: Coils, n55 mnts, headers, LSD, e60 finn diff "The 1-series is the last car that BMW engineered before the Germans, as a car-making culture, fell out of love with driving." - R&T 2013 135is |
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05-31-2014, 04:35 PM | #5 | |
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Far easier to add boost, though personally i'm confused as to why folks are doing that on this motor. But that's besides the point. As an aside, it's pretty sweet you guys can pick up 20WHP via a revised intake mani.
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05-31-2014, 05:48 PM | #7 | |
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05-31-2014, 06:22 PM | #8 | |
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05-31-2014, 06:57 PM | #9 |
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I mean i made 225rwhp 201rwtq on a dynojet dyno with DISA, primary cat delete(Mapleridge) headers, and AA tune.
Intake manifold alone i made 218rwhp 193rwtq for comparison. Same dyno, very similar conditions. I think it'd be possible to get to 250rwhp without FI, it's just too expensive to justify IMO. I love my car for what it is currently and have no desire to go any further. My next step would be back in the suspension department if anything.
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06-01-2014, 08:27 AM | #10 |
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We may all be driving turbos in a few years. The ability to make max torque at low rpm coupled with an automatic transmission that keeps rpm low will improve gas mileage and may be the only way to achieve the future targets. They won't be 3l turbos, however. Little motors on lots of boost. 2L may seem big in a few years.
But today I can still have my NA motor. I prefer to have power build gradually and peak near redline. I like that pattern. I also prefer a manual transmission in a sporty car (I even have a manual in my SUV). So while I still can, I prefer to drive NA. I might put a manifold on some day and may even headers and a tune. But even if I stay stock, I have enough power to have fun. So to those with turbos I will admit you are driving the style of motor I will probably be forced into in a few years but for now you can have it, I'll stay NA. I understand you can make more power and your car will be faster. But it will also drop in power near redline. I like the loads of torque down low but overall I prefer the NA. Your choice is not diminished by the fact it isn't my choice.
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06-01-2014, 10:14 AM | #11 | |
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Last edited by MarkkyyMan; 06-01-2014 at 10:20 AM.. |
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06-01-2014, 07:03 PM | #12 |
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i got 205rwhp bone stock on my 130i (pretty much just DISA+slightly different tune) on a dynodynamics, 15rwhp for headers seems pretty realistic
anything more you'd need a really aggressive tune (E85 probably), maybe cams, then it goes insane from there like $10k stroker kits and junk lol. fastest 1ers are getting up to high 7xx whp and weigh a shitload less than a 5.0. |
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06-02-2014, 06:36 PM | #13 |
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BMW 135i= around 3350lbs
Mustang GT(coyote motor)= alittle over 3620lbs The difference isn't as drastic as you might think. Coyote with KB can easily be 600 crank hp, near 1000 with the right build. Where are these 700whp 135i's? |
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06-02-2014, 06:44 PM | #14 |
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I'll be one of those guys trying to squeeze as much as possible out of the engine.
To compete in SCCA STX, you are allowed to do headers, exhaust, tune, and IIRC injectors. So, considering I have a N51 and have a DISA manifold (under the rules you CANNOT do a manifold swap) I think I have a step in the right direction with getting some decent whp. I need to get above 225 whp in order to have the same weight/hp ratio of a prep'ed FRS/BRZ. I'm assuming 2900lb curb weight (hopefully less) |
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06-03-2014, 09:00 PM | #15 |
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Seriously, these threads make my head hurt . . .
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06-04-2014, 01:47 AM | #16 |
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06-04-2014, 02:47 AM | #17 |
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I can vouche for this, I seen the thread too, but too lazy to find it lol.
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06-04-2014, 03:58 PM | #18 | |
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I wander over to the dark-side occasionally and have yet to stumble across this mythical 700 WHP 135i. Last edited by MarkkyyMan; 06-04-2014 at 05:22 PM.. |
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06-04-2014, 04:28 PM | #19 |
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I'm trying to think of how to make a 135i worse than having 700hp, but I'm not having a whole lot of luck. Talk about completely ruining a car.
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06-04-2014, 06:17 PM | #20 | ||
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twin HPFP solution nearing release (couple of months away) drop in super high flow LPFP's coming out now. lots of people doing full rebuilds. not to mention BMS's single turbo 135i with a 5862 making ~600rwhp on a fairly mild tune. Quote:
have you seen the power/torque curves? they're butter smooth, rather than the massive midrange hump on stock twins, making power BEYOND factory redline! DI on these motors let you go for incredible spool on a reasonable sized single. plus, less, less aggressive torque (so less stress on motor, trans, driveline etc.) for more, easier to control, power. i'd say massively improved personally. these cars will sing with a well tuned GTX3582, and i can't wait to see someone try to fit a 42R or 9180 or something haha |
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06-04-2014, 06:17 PM | #21 | |
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06-04-2014, 10:47 PM | #22 | |
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He thinks anything is ruin if it's not OEM. Lol personally I feel the 135i was the car for me, I'm always tinkering with power. Miss my old car.
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