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      04-01-2008, 09:04 PM   #1
aesthetect
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128i -> 130i N52 3 stage manifold tech

Quote:
Originally Posted by ksfrogman@e90post
Tech Info: E90 330i N52 Three-Stage Intake Manifold


(1) Collector for intake air
(2) Resonating pipe
(3) Overshoot pipe
(4) Resonance pipe

DISA actuator motor



(1) DISA actuator motor
(2) Throttle valve

The actuator forms a unit with the drive. The actuator is driven by an electric motor and gearing. The control electronics are integrated in the DISA actuator motor. The DME controls the DISA actuator motor by means of a pulse-modulated signal. There are only 2 possible positions. The actuator can be closed or opened. When activated, the actuator moves the flap to each end position. Depending on the engine concerned, the N52 is fitted with 2 DISA actuator motors, or 1 DISA actuator motor, or without.

How it works
The power and dynamics of an engine depend heavily on the quality of the cylinder filling. The intake air mass oscillates due to the piston motion. These oscillations are overlapped in turn by oscillations from pressure peaks. To guarantee optimum air intake, the N52 engine has a three-stage differentiated air intake system (DISA).

The air intake guide is realized by a switchover mechanism in the inlet pipe with two DISA actuator motors and an overshoot pipe in the intake area. The DISA actuator motors are each driven by an electric motor. The two DISA actuator motors are of different sizes. DISA actuator motor 2 is fitted in the overshoot pipe and DISA actuator motor 1 is fitted in the collector for intake air in front of the resonating pipe.



1st stage - idling/lower engine speed range
At idle speed and in the lower engine speed range, the DISA actuator motors 1 and 2 are closed.
The intake air flows past the throttle valve into the resonance pipe. In the resonance pipe, the intake air mass splits. The air is fed via the collector pipe and resonating pipes into the individual cylinders. In this way, three cylinders are provided with a comparably high air mass.



2nd stage - medium engine speed range
In the medium engine speed range, DISA actuator motor 2 is opened.
In this case, it is assumed that the inlet valves of the first cylinder are just closing. The gas motion creates a pressure peak at the closing inlet valves. This pressure peak is passed on via the resonating and collector pipes to the in next cylinder in the firing order. This improves the filling of the next cylinder to be charged.



3rd stage - upper engine speed range
In the upper engine speed range, both DISA actuator motors are opened.
In this case, it is assumed that the inlet valves of the first cylinder are just closing. The gas motion creates a pressure peak in front of the closing inlet valves. The intake air mass is now fed via the resonating, overshoot and collector pipes.

EDIT: The firing order of the N52B30M1 engine is 1-5-3-6-2-4

The N52B30 engine uses Valvetronic II technology along with the 3 stage DISA intake manifold, electric coolant pump and new Engine Management System (MSV70). These improvements resulted in a 12% reduction in fuel consumption and a 10% increase in dynamics compared with the previous M54/M56 engine.

Both the US 330i and 325i engine variants are designated as N52B30. However, the engine codes found on the driver's side of the engine block, which by the way, are very difficult to see (look between the 2nd and 3rd intake resonating pipes), are labeled either "AF" or "AE." "AF" refers to the upper ouptut stage or "OL" (High Output). "AE" refers to the lower output stage "UL" (Low Output).

The engine management system or MSV70 is responsible for many tasks: ignition control, injection control, Valvetronic II control, double VANOS, Engine temperature control, electronic collant pump control, knock control, lambda control, activation of DISA, etc.

My theory is that without the DISA actuators (i.e., 3-stage differentiated intake manifold), engine management via MSV70 would have to be mapped differently to optimize the delivery of power throughout all RPM ranges, and perhaps to comply with fuel consumption and emissions objectives. The presence of resonating, overshoot and collector pipes all work in concert to maximize power output during upper engine speed ranges. However, without the actuator valves (as in the case of the 325i) to close off the pressure flow through collateral channels at lower engine speeds, engine efficiency and performance would probably be compromised at lower rpms. Too much pressure would be passed on to the next cylinder in the firing order--i.e., it might "flood" that cylinder. In order to compensate for this problem, fuel injection control, valve attenuation control (VANOS) or combination of any of the MSV70 tasks listed in the preceding paragraph are probably changed for the US 325i (vs the 330i). This could explain why the peak output of the US 325i is lower than that of the US 330i in spite of using the same engine.
BMW 330i N52B30: 195 kW (262 hp) @ 6650 rpm and 315 Nm (232 ft-lb) @ 2750 rpm (E92)
BMW 128i N52B30: 172 kW (230 hp) @ 6500 rpm and 271 Nm (200 ft-lb) @ 2750 rpm

attempting to fit the three-stage intake manifold and replace ecu onto a 325i was attempted by RichP also on e90post - however he never finished, and the question is still up in the air

http://www.e90post.com/forums/showthread.php?t=27727

honestly i wouldnt feel right saying that this is probably the best way to start trying to get more power out of the 128i (honestly if thats all you care about really spend the 5k and get a 135) but the gains in emissions, efficiency as well as what probably are the most substantial torque/power gains your going to get on an N52, are all very attractive to me. the main reason i wouldnt just jump on the 128i are because for the compromise in hp youre really not getting better fuel economy and for me the prospect of a M120 CS what-have-you is worth holding out. but the technical possibility of this suggests significantly better engine performance.

really its all just for discussions sake, and to bring to the attention of those that were unaware or were in the same camp as I when i saw BMW produced a 3.0l N52 that made 32 more horses and lb-ft. i especially am still unsure as to how these differences in intake manifold design wouldnt allow the 325 the same performance at high rpms assuming it's intake manifold essentially operates the same as the 330 but with all 3 pipe valves open all the time.

can anybody shed some light on the differences in the 325 v 328? im digging around for that now, i had found a great resource that compared the three on the surface level very indepthly (if that makes sense) but cant find it now

also anybody have any dynos for comparisons sake? I cant find any from E9X 325, 328 or 330.. and that would probably contribute a lot to the discussion
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      04-03-2008, 06:00 PM   #2
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I'm interested to see how the different intake manifold affects gas mileage/performance. I'm only looking at the 128 because of it's mileage rating for performance and $ output. I've heard of a lot of 328 guys consistently getting well over 30mpg on the freeway, and mid-low 20's in the city. The 135 is just too thirsty. Fast, but bank breaking at the pump.

If the 330 manifold/sofware retains good gas mileage along with a bump in power, It may be worth the extra money, for some. Thanks for the info, aesthetect!
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      04-03-2008, 09:40 PM   #3
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yeah thats essentially the same reasons im interested in all this. i dont need 300hp and would much rather get a little better gas mileage. it would seem to me that above all else adding the 3 stage manifold would increase fuel economy as well as performance in the intermediary range. because the 128 as it is does not yield enough of a fuel economy gain for it to really be worth sacrificing the power one could get with a 135 (although the jury on real world driving reports on the respective fuel economies is still out).

however it really wouldnt surprise me if bmw upgraded to the 130 once the 135 got a little more boost or was taken out of the picture.. just one more reason why going through all the headache of fitting the manifold and getting the ecu to use it correctly wouldnt be worth it.
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      05-30-2008, 06:52 AM   #4
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converting 128 -> 130

Couldnt we get the 130 hatches ecu and 3 stage intake manifold.. seriously I don't see what this would be so hard to do?
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      05-30-2008, 06:58 AM   #5
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Here is the dyno of the bmw 130. Clearly gains to be had...!

http://www.rri.se/popup/performanceg...p?ChartsID=239
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      05-30-2008, 12:28 PM   #6
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there are numerous posts on this, but I agree completely!
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      05-31-2008, 12:13 PM   #7
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For what it would cost in parts, labor, and programming, you could have bought a 135i and have 30 more hp than the n52b30O and keep your warranty..
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      05-31-2008, 02:13 PM   #8
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could have, but this is a mod for a couple years down the road after I get tired of the same HP
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      06-01-2008, 12:13 AM   #9
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I'd say a small shot of nitrous, but I doubt it will play nice with valvetronics.
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      06-01-2008, 07:18 AM   #10
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Quote:
Originally Posted by Mad Dragon View Post
For what it would cost in parts, labor, and programming, you could have bought a 135i and have 30 more hp than the n52b30O and keep your warranty..
I have not bought either car yet but I actually prefer driving the 128. It just needs a little bump in power say 30 ft/lbs. I am willing to pay parts, labor, and programming but I can not find anyone who knows how.
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      06-01-2008, 09:50 AM   #11
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Parts is the easy part. I don't know if it's possible to change the vehicle order to accept the DISA intake.
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      06-04-2008, 06:41 PM   #12
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seriously? you even wrote the title in the same way..

http://www.1addicts.com/forums/showthread.php?t=6487

follow that link to E90post for more information or to find people who have tried
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      06-04-2008, 07:28 PM   #13
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Sorry - merged them now.
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      06-06-2008, 12:00 PM   #14
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strange no tuners will touch this... I guess the bmw mod scene is limited to 335/135
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      06-06-2008, 12:06 PM   #15
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Quote:
Originally Posted by DocHoliday View Post
strange no tuners will touch this... I guess the bmw mod scene is limited to 335/135
That sucks...even though im not getting a 128i, this still really sparked my interest. *cough* hmmm guess I..with the help of some good 1addicts, could start this..we would basically have the 128i market to ourselves....just a thought:thumbup: just need the
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      06-06-2008, 12:24 PM   #16
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getting your hands on the ecu and making it function correctly is the issue.. but anything is possible
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      06-14-2008, 07:18 PM   #17
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did anyone else catch that the acronym doesn't match with it's description:

Quote:
differentiated air intake system (DISA).
i think that would expand to "differentiated intake system air" which doesn't make much sense.

i guess it doesn't matter, it just made me laugh.
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      06-14-2008, 07:23 PM   #18
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BMW arconyms are German.
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      06-14-2008, 07:24 PM   #19
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Quote:
BMW arconyms are German.
ah okay that makes sense now.
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      06-20-2008, 04:23 PM   #20
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Does the 2006 330i have this DISA system too? The N52 in that car was rated at 255 hp IIRC...
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      07-12-2008, 04:06 PM   #21
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Yes, it does.


Upon further investigation, it might be possible to retrofit the DISA from an N52B30O (X3/Z4/X5) 3.0si into an N52B30M (_28i). If you look at the intake, there are two plugs attached to it. They are for the DISA valves. That takes care of the wiring issue. If BMW can issue a new VO for programming, all it might need is a new intake and the DISA valves. I have training in Montvale next week, so I'll ask one of the instructors.
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      07-13-2008, 12:48 PM   #22
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YOU MY FRIEND are the bomb :thumbup:
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