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Originally posted by BMWfanz View PostGuys, has anyone tested different x-pipe placement on dyno? I have S54 swap in E30- and trying to find out any info about best x-pipe location, have dual 2.5" pipes, now x-pipe is near gearbox- is it affects on torque curve? Is it better to place x-pipe as long as it possible?
Last edited by Slideways; 09-06-2023, 04:47 AM.
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Originally posted by Slideways View Post
You want a cross-over pipe between the two pipes as close to the stock location as possible. It is located between the gearbox and rear differential on the E46, more towards the differential.
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Originally posted by BMWfanz View PostPrevious setup was like on old photo, now i moved X-pipe before resonators (green X)- and now minding made i right desicion or not.
"After the catalytic converters, an interference pipe connects the two pipe runs. This cross-coupling point leads to an increase in torque at medium engine speeds."Last edited by Slideways; 09-06-2023, 10:51 AM.
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Originally posted by Slideways View Post
You don't want the crossover there. If anything, the x-pipe should go behind the resonators, or even better an H-pipe/crossover. Here is a link to the PDF on the design of the exhaust system - http://www.unofficialbmw.com/images/...ust_System.pdf
"After the catalytic converters, an interference pipe connects the two pipe runs. This cross-coupling point leads to an increase in torque at medium engine speeds."
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Originally posted by BMWfanz View PostGuys, has anyone tested different x-pipe placement on dyno? I have S54 swap in E30- and trying to find out any info about best x-pipe location, have dual 2.5" pipes, now x-pipe is near gearbox- is it affects on torque curve? Is it better to place x-pipe as long as it possible?
Generally the closer the X pipe is located to the headers, the higher the RPM you will see the exhaust scavenging benefit. For instance if you look at the BMW P54 powered racecars you will see the crossover is immediately after the header flange. This will give you some high RPM benefit, assuming the rest of the engine’s setup is able to take advantage of it, at the expense of low-end torque.
The factory location is very far back and you will see that reflected in an increase in engine VE around the 3000-4500 RPM area over an engine without the crossover or with a single exhaust setup. The factory exhaust design is very good at giving you a nice wide flat torque curve which in reality is what most of us actually want.
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I just got my car dynoed at EAS with HTE Performance.
Mods:
Eventuri Intake
Macht Schnell Intake boot
SG Headers
Dual Magnaflow Resonators in section 2
Ebay Muffler
IAT Relocation
Deatschwerks 440cc Injectors
AEM 340 LPH fuel pump
ApeFlex fuel kit
First run was on 91 octane and second run was on e30 fuel.
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Took my mostly stock car to the dyno day at a local shop this weekend. Here are the results: 251 toque / 296 hp.
The car is a 2005 M3 with 136k miles running on 93 octane with minimal mods.- Intake: Stock
- Exhaust:
- Headers: Stock
- Section 1: CPI rasp terminator (from the previous owner)
- Section 2: Stock
- Section 3: Stock
The coils, plugs, and pre-cat O2 sensors were all replaced within 20k miles. I've also done all the standard Beisan VANOS rebuild stuff.Last edited by tcp; 10-09-2023, 02:29 PM.
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Got the car on a Mustang Dyno, supposedly calibrated to output "Dynojet" numbers. A stock G87 M2 dyno'd 460whp for reference.
332 hp
247 torque
My mods as i can think of:
-Status Gruppe headers, AR20 added to sec1, stock section 2, Dinan muffler
-Turner motorsport CSL carbon intake
-oversized waterpump, ps and alternator pullies
-MSS54HP running MAP tuned by HTE
-Shell 93 fuel
-180,xxx km on the odometer
Last edited by dl.m3; 10-14-2023, 09:01 PM.
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Originally posted by cornerbalanced View Post321whp & 250wtq on a Dynojet with shitty ARCO 91oct
Mods:
- CPI/Bimmerworld headers
- Dinan muffler
- HTE tune
…otherwise bone stock.Instagram: @logicalconclusion
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Originally posted by EthanolTurbo View Post
Didn't get a chance to look now but I see this is STD correction. It should be SAE to be comparable. SAE corrected is about 10 whp less I'm guessing. So that would mean 311 whp up from 270-280 stock. Still a massive gain and a very healthy motor.
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New engine as my old block cracked. Dyno was after about 500 miles of breaking in.
324hp & 254tq on a Dynojet with 93 fuel and temps in the 40's/50's
Mods
- Stock compression forged mahle pistons
- rebuilt head
- Karbonius Race Airbox
- SS V1, SS Catted Section 1, OEM/Stock Section 2, SS Sport Muffler
- Epic Tune
Curious on people's thoughts on how this looks.
Last edited by MarcoPolo; 12-23-2023, 07:55 AM.'06 Carbon Black
Sabelt, Brey Krause, MCS 2-way, SuperSprint, Karbonius, Epic, Volk
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