S54 Dyno Database

[stash1]

Stan,

My Man, you keep confusing based on what you are used to see on Dyno-Jet.

Again, follow the logic here, UK will rate BHP crank HP much lower than BMW
AG advertised the S54 at 343 DIN HP Crank.

In this exact case, you do have the saying.... "Dyno is a tool to see the improvements from the parts being installed"
aka Before and After. So if Martyn's S54 base run is 200rwhp and after tune box etc makes 230rwhp
you have 30hp gain over the base run and that's it don't keep looking for logic to compare to DJ

Accept the European Dyno services again as tool for "Before and After"..don't try to search for logic of
what you and I are used to see.

Like I mentioned before never been fan of this hp presentation. I am also pretty much sure that Dyno-Jet
will have much stable weather factor calibration, I have seen the Dyno-Jet too change from different days
from 14% down to 13%. So very little % in weather factor changes.


Regards,
Anri

Ahhh sh*t balls then, thought I was really on to something. Sooo, there is absolutely no way to make any type of comparison between EU BHP numbers and a Dynojet—got it! I thought that you were just saying that the driveline % calc was off...but it just doesn’t flush.

[stash1]

Lol don't worry about it dude. Trust me, I was expecting bigger gains with the airbox but no amount of vanos work could bring it any higher! Still a ~50bhp jump over stock isn't anything to sniff at.

Perhaps we need to start a 100-200kph time thread for those with VBOXs / Draggy etc.

Cool, yeah, 50 HP over stock is def noticeable in the seat of your britches! Ya, actual acceleration numbers would be a better metric to go by...providing traction isn’t a factor.

[paulclaude]

Lets not start another dyno vs. dyno numbers debate - too many variables to compare from one to another. Numbers differ, dynos differ, they all have their positives and negatives. I personally prefer a braked dyno that can control ramp time to simulate actual road acceleration vs. a large inertial roller as per DJ which can't be controlled (on most DJ, anyway) - then you end up with acceleration times of the power run that differ from real world conditions. That load/acceleration difference can lead to inaccuracies in the tune when the car hits the road or track, especially for turbo/boosted setups. As for the coast down debate - it's exactly that, negative losses on coast down from ending RPM which is added to the curve to calculate for flywheel. How the dyno uses those measured losses can differ, but either way it's the most accurate way to determine transmission loss vs. a fixed correction factor.

Anyway, here's one from my own Dyno, on my own track car.

-Supercharged @ 10psi boost
-Schrick 288/280
-Euro Headers
-2.5" Dual Section 1, 2 - decat
-SS LWR rear silencer
-Shite local fuel
-AEM Infinity Standalone

575HP / 379lb/ft TQ

[Anri]

I’ve often wondered how suspension set up might impact dyno numbers as well. Would be interesting to actually be able to test for that stuff!

Stan,

Logic again, We assume BMW knows what they are doing. Those Engineers designed the suspension
dynamics and the Axle, Differential position, Camber and Toe around the STD right hight as how BMW E46M3
was sold off your local authorized BMW dealer back in 2001.

Think about what is happening with your car when its dropped. I assume your M3 is lowered
by at least 1.5" inches from std right hight ?

Use logic how the Axle do work. The more you change them in the Wrong degree the more load you
are applying to the bearings. Differential clutches do get load as well. The Axle outer and inner bearings
do receive drag/loads when not as horizontal as possible under loads. Tow plays big roll into all of this,
set the toe-in at 0.17-0.20, camber at low -1.5 and you will note difference on the track at your trap speed,
most likely not visible on the street but with track data you will see few mph less.

Now, how much HP/drag all of this will filter coming from your cammed engine the only way to find out is
spent time for testing. The losses may be very very micro down to none I have no data but I know for a fact
that Axels do not work well when they are not as horizontal as possible under load.

Regards,
Anri

[Anri]

I think I’m following...so, his car made 378BHP, and 294WHP...based on a 22% driveline loss vs. the more normally accepted 14-15%—correct? So, if we extrapolate, and figure the WHP based on say 14%, his actual WHP would be closer to 325? That seems a bit low to me (for the mods) vs. what I’m used to seeing. Typically, cars w/cams air boxes & supporting mods are in the 340-350WHP SAE on a Dynojet.

Stan,

My Man, you keep confusing based on what you are used to see on Dyno-Jet.

Again, follow the logic here, UK will rate BHP crank HP much lower than BMW
AG advertised the S54 at 343 DIN HP Crank.

In this exact case, you do have the saying.... "Dyno is a tool to see the improvements from the parts being installed"
aka Before and After. So if Martyn's S54 base run is 200rwhp and after tune box etc makes 230rwhp
you have 30hp gain over the base run and that's it don't keep looking for logic to compare to DJ

Accept the European Dyno services again as tool for "Before and After"..don't try to search for logic of
what you and I are used to see.

Like I mentioned before never been fan of this hp presentation. I am also pretty much sure that Dyno-Jet
will have much stable weather factor calibration, I have seen the Dyno-Jet too change from different days
from 14% down to 13%. So very little % in weather factor changes.


Regards,
Anri