S54 Dyno Database

[stash1]

Stashy Stash,

To Stash HP on top using 93 Octane fuel is not Magic. Its been proven on the same dyno-jet S54 using
91 California lovely summer blend makes 330-339rwhp and ones you drain the 91 fuel and put
on Pump-100 octane the gains are not Magic, barley 7-9rwhp, so on 93 the gains to be had are micro.

Using VP-M5-fuel yeeeees will Stash as many HP as you want... :-) but its cheating fuel.

The curve shows everything and how the engine cam timing is set. Not feeling the love..

Just thinking of your set up we know were the truth is...papappaaa paappa pap apppa... LOL 😂

At the track when people are around my car they always tell me that my S38 has a massive misfire
I always tell them I have a bad coil or a wire 😅 Much the same with your S54, Stash your S54 has miss-fire..
do you have bad coil or a wire ?

Regards,
Anri.

Dude, I like you, but WTAF are you talking about!? Are you drunk typing again? Maybe YOU ARE breathing in too many VP vapors? I have misfires? We’re talking about ‘duracellttu’s car—right? So confused right now.

Anyway, the reason I suggested that he might be having a timing issue...is that power seems to peak around 7,500, which seems on the low side for cams/port work.

EDIT: ...and only my sexy time friends get to call me “stashy stash” btw.

[duracellttu]

In the meantime, maybe he can go back & recheck cam timing to make sure there’s no issues there.

Stashy Stash,
The curve shows everything and how the engine cam timing is set. Not feeling the love..

The head and cams were installed by Land Racing and the engine pulls strong. I have little doubt the timing was not set correctly. What info on the dyno chart would indicate that the timing is off? Is the timing on 288/280 cams the same as stock cams? I have the timing bridge, just wondering how I can verify. Thanks for the input

[Anri]

Stashy Stash,

To Stash HP on top using 93 Octane fuel is not Magic. Its been proven on the same dyno-jet S54 using
91 California lovely summer blend makes 330-339rwhp and ones you drain the 91 fuel and put
on Pump-100 octane the gains are not Magic, barley 7-9rwhp, so on 93 the gains to be had are micro.

Using VP-M5-fuel yeeeees will Stash as many HP as you want... :-) but its cheating fuel.

The curve shows it all.

Just thinking of your set up we know were the truth is...papappaaa paappa pap apppa... LOL 😂

At the track when people are around my car they always tell me that my S38 has a massive misfire
I always tell them I have a bad coil or a wire 😅 Much the same with your S54, Stash your S54 has miss-fire..
do you have bad coil or a wire ?

Regards,
Anri.

[stash1]

Stash,

I think he is a bit down on power, 340 on 91 with ported head and same cams as yours is bit low..

I have a local tuner who did 339 on fresh std S54 engine put on Haltech Standalone which it
does not matter for power vs std DME.

DynoJet variation do exist but its minimal. Anyway, there is gain before and after which is most important.

From around 2500k rpms up to about ~6600rpm there is avarage around ~5-9rwhphp gain thru the curve
at 6300rpm there is 0 gain. It seems very little considering the long list of parts.

Regards,
Anri

Ehh, possibly, but even DJ’s can vary slightly from one to another, & it was tuned on piss water 91 octane...sooo, kinda hard to pass judgement. I’m sure it runs strong, and maybe it will surprise us when he re-tunes on 93. In the meantime, maybe he can go back & recheck cam timing to make sure there’s no issues there.

[maupineda]

your curves look fine tbh. flat and no dips, and dyno power charts don't the whole story. I hope I could do a dyno run soon, but TBH I fear to read "low" and start chasing ghosts, my car drives fine and is plenty quick for me as it is right now

[gorilla69]

Here's a graph from when I first bought my car, '05 M3 ZCP package, EU spec, stock, with 195.000 kms on the clock.
2 runs, the one after the other, during September with 38C room temperature. Mustang dyno shows whp.
Trying to solve some VANOS issues and I will repeat the dyno; She's currently running eventuri intake, 100 cell cats, ss non-res and ss street.

[Anri]

^^^^ Nice results man, and thanx for providing the detailed info!

Stash,

I think he is a bit down on power, 340 on 91 with ported head and same cams as yours is bit low..

I have a local tuner who did 339 on fresh std S54 engine put on Haltech Standalone which it
does not matter for power vs std DME.

DynoJet variation do exist but its minimal. Anyway, there is gain before and after which is most important.

From around 2500k rpms up to about ~6600rpm there is avarage around ~5-9rwhphp gain thru the curve
at 6300rpm there is 0 gain. It seems very little considering the long list of parts.

Regards,
Anri

[stash1]

^^^^ Nice results man, and thanx for providing the detailed info!

[duracellttu]

Finally getting around to posting my results to this thread. My build thread LINK

Here is a summary of the mods:

2005 ZCP w/ 155k miles at the time of the build.

Karbonius CSL Airbox (OEM trumpets) w/ OEM Snorkel and operational flap
Lang Stage 2.5 head w/ Supertech valves and springs
Schrick 280/288 cams, 12.5mm lift w/ DLC rockers
Port exhaust side of head
SS V1 stepped headers
SS catted section 1
SS resonated twin pipe section 2
SS race mufflers
Kassel Performance CSL ECU conversion
Kassel Performance MAP sensor
TMS underpower pulles, water pump and power steering
SPAL electric fan conversion
Turbo Toys V3 exhaust hub
Custom tune by Paul Claudes
91 octane pump gas

TLDR version; 340 rwhp / 247 rwtq on a Dynojet w/ 91 octane pump gas. More power on the table once I get 93 octane gas.

-- Dyno Curves --
Blue: Mostly stock, aFe Stage 2 intake, Borla V2 midpipes and mufflers
Red: aFe Stage 2 intake, AP V2 headers, CPI Euro section 1 w/ resonators, OEM section 2, Borla mufflers
Green: Final tune results from CSL airbox conversion, custom head build, and full SS exhaust (full list above)

[paulclaude]

Adding mine to the new database!

base run specs:

• Stock US spec engine w/ mechanical fan
• Stock US spec exhaust
• 91 octane pump gas
• Epic Motorsports tune
• 281.87 WHP, 231.42 ft/lb

Modded run specs:

• Karbonius CSL intake w/ snorkel and factory plastic trumpets
• Kassel MAP & intake air temp sensor kit
• Mechanical fan
• Paul Claude Tune
• Euro headers & cats, stock section 2 & 3
• 91 octane pump gas
• 331.57 WHP, 254.26 ft/lb

https://youtu.be/d_eMOxGe-hU

Nice result and great sound! 😁

[2004LSB]

Adding mine to the new database!

base run specs:

• Stock US spec engine w/ mechanical fan
• Stock US spec exhaust
• 91 octane pump gas
• Epic Motorsports tune
• 281.87 WHP, 231.42 ft/lb

Modded run specs:

• Karbonius CSL intake w/ snorkel and factory plastic trumpets
• Kassel MAP & intake air temp sensor kit
• Mechanical fan
• Paul Claude Tune
• Euro headers & cats, stock section 2 & 3
• 91 octane pump gas
• 331.57 WHP, 254.26 ft/lb

https://youtu.be/d_eMOxGe-hU

[stash1]

^^^^ Nice Kareem, thanx for contributing to the database!

[x Spades x]

So many of you know me as I'm one of the 288/280 "God Fathers" (the title is a work in progress damnit, lol). Anyway, my mods for both graphs (taken at the introduction of cams) are the same. The ONLY DIFFERENCE is the CF box (Evolve vs Karbonius w/CSL flap). I had a HUGE write up on M3forum about the differences (sound and feel). The last two dyno'd were BACK TO BACK)...


Engine 172k miles
Schrick 288/280 came
Schrick coated followers
Evolve airbox
Euro headers
Euro sec 1 (400 cell CATTED)
OEM Sec 2
Scorza exhaust (Oakville)
HP: 334
TQ: 247


Mods:
Engine 176k miles
Schrick 288/280 cams (normal lift)
Schrick coated followers
Evolve vs Karbonius w/ CSL flap airboxes
SSV1 headers
SSV1 Spipe (200 cell CATTED)
OEM Sec 2
Scorza exhaust (Oakville)

Evolve: 353hp, 246tq
Karbonius w/ CSL flap: 347hp, 260tq

Toss 15-20hp on top of both for NON-CATTED folks.

Regards,
Kareem

[x Spades x]

Just dyno'd and the dashboard is still lit up (after 30 miles of driving). Is this normal (SMG)?

[paulclaude]

i find the single larger roller to be more consistent due to the huge variables associated with the tyre interface being more controllable. Both Maha and DJ use a single roller. DD, mustang, DC, mainline use a twin roller although some brands have both twin and single rollers depending on model. i also have a theory that a 2WD dyno reads a bit more than a 4WD in 2WD mode.

Many years ago i tested within a couple days a DD, DJ and Maha (couldnt get a booking with a Mainline) on an old shit box ill see if i can dig out the results. DD i find inconsistent really need to stick to 1 dyno and operator on those.

Agree that a single roller system has it's benefits, however I think the consistency of the readout comes down to the setup of the dyno, how well balanced and aligned the rollers are etc. From what i've been told, the balancing and alignment of some roller sets can be poorly set from the factory, even from reputable dyno brands. My own is a 4-roller set, and I've had it all realigned and rollers balanced, and it's super consistent, usually within a couple of HP each pull.

I've used both the later digital type DD and earlier analogue (DOS based) systems, and definitely agree that the later digital controllers are nowhere near as repeatable as the older type.