|
|
|
09-14-2007, 02:44 PM | #23 | |
Second Lieutenant
27
Rep 290
Posts |
Quote:
I have alot of money set aside for this car, it will be my first project car. I was planning on using my 335i and now I have to wait again..........it's getting painful. |
|
Appreciate
0
|
09-14-2007, 03:34 PM | #24 |
Private First Class
104
Rep 148
Posts |
About the high compression, assuming the block and internals are up to par with a substantial increase in cylinder pressures, a thicker headgasket to lower compression may be all that is needed to support higher manifold pressures without inducing knock.
Is there any data on the absolute strength of the N54 block/internals?
__________________
|
Appreciate
0
|
09-15-2007, 06:42 PM | #25 | |
Stay a while and listen...
21
Rep 375
Posts |
Quote:
Imo the greatest advantage of DI is how fast it can get the fuel in the cylinder. The more time the fuel spends in the cylinder, the greater possibility for pre-ignition and detonation. The next greatest advantage is the fuel is injected in vapor form(a great side effect of how fast its injected) and atomizes very quickly with the intake charge. Does anyone know if BMW uses individual cylinder knock control? All this talk about motors and turbos has me excited for this http://paultan.org/archives/2006/03/...-cycle-engine/ I can't wait to see what this technology is capable of. |
|
Appreciate
0
|
09-17-2007, 05:07 PM | #26 | |
Second Lieutenant
27
Rep 290
Posts |
Quote:
My straight line accerleration goal is 11.9 ET at 4200 feet elevation. I wonder it the Direct injectors/fuel pump used on the new V8 TT to be used in the next six series will work with the n54 so that larger turbo's can be added. Shiv vishnu says with procede v2.0 the injectors are already at 80-85% of their limit so new ones will be a must with bigger turbos. A six series with TT V8 sure sounds sexy. |
|
Appreciate
0
|
09-17-2007, 05:23 PM | #27 | |
Captain
59
Rep 765
Posts |
Quote:
|
|
Appreciate
0
|
09-17-2007, 05:48 PM | #28 | |
Second Lieutenant
27
Rep 290
Posts |
Quote:
Yes with all that plus 93 octane (good for 10whp with procede) at a fast track, 11.9 is possible with a 1.7 60 ft. But not on my slow ass, slippery 4200ft. elevation track. Not gonna happen. Zo6's run 12.6 here. My friend's 400awhp Evo MR runs 12.2. I think I'll need 500rwhp to do it. But I wanna do it while adding only moderate turbo lag, which seems possible based on the info I've gathered so far. FWIW, I've beat my buddies m6 vert from 0-120 and my other buddies 300c srt8 from 0-120 many, many times, by a couple carlengths with e90 AT procede v1.4 otherwise stock except wheels/tires. Elevation kills these NA motors up here. |
|
Appreciate
0
|
09-17-2007, 11:56 PM | #30 |
Santa Fe Concorso
103
Rep 2,984
Posts |
335iti135i,
4200 feet? You ought to try driving at 7000 ft. altitude in a N/A car. :smile:
__________________
Santa Fe Concorso - The Southwest's Premier Automotive Gathering.
|
Appreciate
0
|
09-18-2007, 12:52 AM | #31 |
Second Lieutenant
27
Rep 290
Posts |
|
Appreciate
0
|
09-18-2007, 10:14 AM | #33 |
Santa Fe Concorso
103
Rep 2,984
Posts |
335ito135i
I'm 65. There are tons of Japanese boost-buggys running around now. zba857, Yes, it's great place to live. Best summer weather of any place I've ever lived.
__________________
Santa Fe Concorso - The Southwest's Premier Automotive Gathering.
|
Appreciate
0
|
09-18-2007, 03:02 PM | #35 |
Stay a while and listen...
21
Rep 375
Posts |
Separate reservoir. I would imagine that you would need to fill it when you gas up. Distilled water is necessary. You would be saving so much gas that a large tank isn't necessary for long trips
|
Appreciate
0
|
09-23-2007, 01:01 AM | #38 |
New Member
0
Rep 25
Posts |
just a few ideas!
10-12 lbs single mass light weight flywheel with bigger turbos what are safest and best to upgrade at this point turbo wise? why not bore and/or stroke to get the higher rev band and a more helpful boost range say 7700 to 8200 rpm safely tested and pressure tested? how can you keep air temps cooler for more punch in a hotter place? altogether a light weight flywheel combined with bigger turbos and a bored/stroked out engine wouldn't you get similar performance to stock feel ? why not? Just exploring my possibilities |
Appreciate
0
|
09-23-2007, 06:38 AM | #39 | |||||
Stay a while and listen...
21
Rep 375
Posts |
Quote:
I don't have whats necessary to see what compressor/turbine will fit in the stock CHRA and housings. If you got aftermarket manifolds and supporting mods,etc... a couple of GT25's would net you a significant increase in hp/tq Quote:
Quote:
Quote:
There is also various other ways of reducing air temps, ie: bigger intercooler, air-water intercooler, larger turbos, ceramic coating, thermal wrap, CAI, CF, ice in air-water reservoir, refrigerator for air-water, etc. Keep in mind that you won't see huge gains from lowering the temp unless it is accounted for in the tune. Quote:
IMO you don't modify your car with the intent of keeping the stock feel. Once you mod it alters the stock feel. This can be good or bad depending solely on your opinion. regards Zak |
|||||
Appreciate
0
|
09-23-2007, 08:08 AM | #40 |
New Member
0
Rep 25
Posts |
thanks for all the info zak. i figured a lwfw with bigger turbos and bored with a longer rev band would allow a stockish feel while reaping extra gains and with PROcede and a custom tune i thought it would be a large gain. (with all other parts needed FMIC CAIetc.)
|
Appreciate
0
|
Post Reply |
Bookmarks |
|
|