S54 Dyno Database

[eXpensiveGears]

Had to redyno for the nasa season ahead. No major changes from before but karb cal and SS headers and BW exhaust.

326 whp is fun when the car weighs 2900 with me in it!




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2900 lbs!? Please share the car diet...

[digger]

Looks too lean upto 6/6.5k if the o2 is to be trusted

[sc_tr0jan_m3]

Had to redyno for the nasa season ahead. No major changes from before but karb cal and SS headers and BW exhaust.

326 whp is fun when the car weighs 2900 with me in it!




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[LSBNick]

Really impressive numbers. What camshafts are you running?

I got similar numbers on my SS and Karbonius setup and everyone said I should be making closer to 330-340whp But this seems to be more in line with recent dyno sheets I’ve seen.

[heinzboehmer]

Wow … even more impressive.

So, just Super Sprint + CSL air box = around net 30 HP bump. Is that how we should read it?

Wonder what you would get if you had Schrick 280/272?

That’s going to be my setup :-)


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Actually 46 whp gain from stock with the airbox, SSV1s and PCS dyno tune.

https://nam3forum.com/forums/forum/main-forum/e46-2001-2006/1925-s54-dyno-database?p=140185#post140185

[HanSooloo]

Stock!

Wow … even more impressive.

So, just Super Sprint + CSL air box = around net 30 HP bump. Is that how we should read it?

Wonder what you would get if you had Schrick 280/272?

That’s going to be my setup :-)


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[heinzboehmer]

Really impressive numbers. What camshafts are you running?

Stock!

[HanSooloo]

I know I said I was done chasing power (and I am!), but I have all this incremental dyno data and recently got lighter wheels (~6 lbs per corner), so I couldn't help myself. Was back at the dyno this morning to see what effect they had on the whp.

Updated setup:

• 130000 mI
• US spec pre-facelift M3
• Karbonius full carbon intake with carbon snorkel
• Kassel MAP
• Stock CSL IAT location and sensor
• HP converted MSS54
• SSV1s and SS oversized section 1 with HJS cats
• Stock section 2 and 3
• All engine maintenance done
  • Rod bearings replaced ~17k mi ago
  • VANOS done ~17k mi ago, passes VANOS test with no issues
  • Engine retimed ~6k mi ago
  • Valve adjustment done ~6k mi ago
  • New front and rear TPSs ~2500 mi ago
  • New precat O2 sensors ~1500 mi ago
• No mechanical fan, just aux
• Rogue engineering water pump and power steering pulleys
• Dynoed at Sonoma racetrack so altitude is ~sea level
• 52ºF ambient temp
• 90% (!) humidity
• Running Shell V-Power 91 octane

Really impressive numbers. What camshafts are you running?

[digger]

You also need to be logging ignition timing when comparing mods especially with small deltas as weather corrections won’t account for that

[heinzboehmer]

^^^ I think that the lighter wheel results were def a result of the different days/weather conditions, because I've seen a few dyno's that showed just the opposite. I think that if you had swapped wheels back 'n forth during either session, there would've been a difference...albeit, a very small one (favoring the lighter wheels).

Yep! I agree. Next time I do an experiment like this I'll make sure to take all measurements during the same session.

[stash1]

^^^ I think that the lighter wheel results were def a result of the different days/weather conditions, because I've seen a few dyno's that showed just the opposite. I think that if you had swapped wheels back 'n forth during either session, there would've been a difference...albeit, a very small one (favoring the lighter wheels).

[heinzboehmer]

And just for fun, we ran a quick experiment. I had the operator do a run with the AC compressor off and then do another with it on immediately after.

Dyno graph comparing the run with AC off (red) vs the run with AC on (blue):



The runs were done at the very end of the session, so car was heat soaked by this point. Not an issue really, as I was just interested in the delta between the two.

And once again, yes you're reading that right, the car made more whp with the AC on.

Pretty interesting that you can see at which point the compressor becomes a real problem (~6.5k rpm). At around 7250 rpm, it seems like the DME disengages the clutch and the power jumps back up. I can't confirm that the clutch actually disengaged (since the airbox is so damn loud), but that's what it looks like from the plots.

So even though I didn't get the results I was expecting today, I did learn a couple things:

1. Comparing data from different days is basically meaningless. Even if most variables are controlled for (dyno, dyno operator, correction factors, car setup, etc.), the variance in conditions from one day to the next is enough to completely skew the numbers.
2. The numbers themselves are pretty much meaningless too. There are just way too many variables that are constantly changing for this sort of measurement to be precise and repeatable. Numbers are nice for ballpark figures, but the shape of the curve and AFRs seem to be much more meaningful.

[heinzboehmer]

I know I said I was done chasing power (and I am!), but I have all this incremental dyno data and recently got lighter wheels (~6 lbs per corner), so I couldn't help myself. Was back at the dyno this morning to see what effect they had on the whp.

Updated setup:

• 130000 mi
• US spec pre-facelift M3
• Karbonius full carbon intake with carbon snorkel
• Kassel MAP
• Stock CSL IAT location and sensor
• HP converted MSS54
• SSV1s and SS oversized section 1 with HJS cats
• Stock section 2 and 3
• All engine maintenance done
  • Rod bearings replaced ~17k mi ago
  • VANOS done ~17k mi ago, passes VANOS test with no issues
  • Engine retimed ~6k mi ago
  • Valve adjustment done ~6k mi ago
  • New front and rear TPSs ~2500 mi ago
  • New precat O2 sensors ~1500 mi ago
• No mechanical fan, just aux
• Rogue engineering water pump and power steering pulleys
• Dynoed at Sonoma racetrack so altitude is ~sea level
• 52ºF ambient temp
• 90% (!) humidity
• Running Shell V-Power 91 octane

Dyno graph comparing the run with 19" wheels (blue) vs today's run with 18" wheels (red):



312 max WHP, 250 max WTQ

Yes, you're reading that right. The car made less power with the lighter wheels. Or maybe more accurately, the car made less power today than the last time I was at the dyno. Would not be surprised if the 90% humidity played a big role in it. I'll mess around with correction factors and all that to see what I can learn from these plots, but I think it's pretty clear that doing these sorts of comparisons in different conditions (even with the same dyno, same operator and same car setup) is not very meaningful.

One thing I don't love is the AFRs. Car is leaning out a lot at 7k rpm. The AFR curve looks pretty similar between the two runs, except that today's is shifter up. Maybe also related to humidity? Definitely not an equipment problem, as we swapped out the AFR probe's O2 sensor for a brand new one when we saw how lean it was measuring. I'll reach out to Paul to see what his thoughts are on this.

[eXpensiveGears]

^Understood, thanks guys! The only reason I thought of Steve is because his stuff used to be CA/Smog Legal, or at least you got the certs? but maybe not even worth the trouble and $$$$ if I can't legally drive it.

[stash1]

Finally got the supercharged Z4mc back on the dyno after 5 years of work on the Frankenstein supercharger kit.

Thanks to the mss70 master Severn tuning really happy with the car as we now approach tune iteration 85.

12psi, e85, high rpm contoured Si trim impeller, stock pullies, id1050Xs, walbro 450, gigantic AtW heat exchanger

Car weighs in at 3125 full fluids (no driver), and is running low 8 60-130s and trapping mid 120s. Excited to get it back on track this fall for some sub 2:20s at Sebring.

video on my ig: _SB__Garage_

car made 308/280 when na with euro headers and a TTFS tune way back in the day.

Nice numbers, congrats, and thanx for contributing to the thread!