S54 Dyno Database

[dl.m3]

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

[tcp]

Took my mostly stock car to the dyno day at a local shop this weekend. Here are the results: 251 toque / 296 hp.

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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 car had an AFE cone intake and a Remus section 3 when I bought it, so maybe it had a tune as well? Not sure, but I'm pretty happy with the results, since I considered it to be a stock car.




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.

[Nikolaid89]

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.

[digger]

yes racecar with short gears you dont much care below 4000rpm so the X-pipe or y-pipe should be closer than where you would want it on the street

[BBRTuning]

Guys, 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?

There is no correct answer here as the placement of the crossover will change what RPM peak exhaust scavenging effect occurs, so it will depend on what sort of powerband you are after, and is also a function of other components of your setup.

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.

[BMWfanz]

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."

In same PDF- Exhaust Back-pressure Due to the largely throttle-free exhaust pipes and generous dimensioning of the catalytic converters and silencers, pressure loss has been kept down to 300 mbar at 8000 rpm (in standard operating conditions), which is actually 40 percent better than on the previous model (E36 M3). So as i understood- X-pipe/ h-pipe sorts out only torque curve form, not peak power/torque

[Slideways]

Previous setup was like on old photo, now i moved X-pipe before resonators (green X)- and now minding made i right desicion or not.

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."

[BMWfanz]

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.

Previous setup was like on old photo, now i moved X-pipe before resonators (green X)- and now minding made i right desicion or not.

[Slideways]

Guys, 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?

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.

[BMWfanz]

Guys, 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?

[EthanolTurbo]

Looks like he listed Dinan TBs on the mod list.

Yep, that's why I mentioned them...

[duracellttu]

These are great numbers for 91 with cats on stock cams. I wonder if the Dinan TB's help out with this setup.

Looks like he listed Dinan TBs on the mod list.

[HanSooloo]

SAE vs STD correction on the dyno plots will mess with the numbers a lot.

See my post here where I messed with the correction factor for an example: https://nam3forum.com/forums/forum/m...185#post140185

Reach out to the dyno operator and see if you can get the raw .wp8 files from the dyno runs. You can open those up in WinPEP 8 and adjust the correction factors to all be the same. Should give you a better comparison, but also weather, time of day, phase of the moon, etc. will mess with the numbers that the dyno read out.

Reached out to the dyno shop, so let's see if I can get the WP8 files.

Lately I have been hearing whiny / screechy sounds coming from the front of the car, and RRT Racing told me that bearings on one of the pulleys might be going bad. Last couple of days, I heard it louder and more often.

Do you think that would have affected the runs? Maybe more drag on the engine?

[EthanolTurbo]

2004 M3 with ~119k miles

HTE Base-Map Tune: 326hp 252tq
HTE Final Dyno Tune: 339hp 257tq

Setup/Mods
- 91 octane pump gas (Shell)
- CSL clone software running on a map sensor
- Karbonious Race Style CSL Airbox
- Dinan high flow throttle bodies
- Supersprint V1 Stepped Headers (63.5 mm)
- Supersprint Catted (HJS 200-cell) Section 1
- Supersprint Resonated Twin-Pipe Section 2
- Supersprint Sport Muffler
- Turner Power Pulley
- 4.10 diff gears

Tuned at EAS in Anaheim by HTE HassanEido
Video if you want to hear the airbox 🎶 https://youtu.be/JZdOWyXp7bQ

These are great numbers for 91 with cats on stock cams. I wonder if the Dinan TB's help out with this setup.

[heinzboehmer]

2004 M3 with around 88K miles. List of mods:

1. Karbonius air box: https://karbonius.net/producto/bmw-m...will=twill-2x2
2. ITG CSL Airbox Airfilter: https://karbonius.net/producto/itg-c...box-airfilter/
3. OEM CSL snorkel, flap, and related hoses: various eBay and ECS Tuning purchases
4. Schrick 280/272 cams with followers (ordered through RRT): https://www.turnermotorsport.com/p-3...-lift/?pdk=AgE
5. SuperSprint 63.5mm stepped headers (44001), section-1 with sport cats (44002), and resonated twin-pipe section-2 (44003).

Baseline dyno results _BEFORE_ the upgrades were installed; car cut off at 6,200 RPM because the dyno rev limiter wasn't raised. Topped out at little over 252 WHP.


Did 3 runs with the help from HTE Performance Tuning _AFTER_ the mods were installed:
0: baseline, dyno rev limiter removed: 267.13 WHP
1: tweaked based on the first run: 293.83 WHP
2. tweaked one more time: 295.56 WHP

As always, Hassan was great working with me throughout the entire process.



What was really disappointing was that the _before_ mods baseline at 6,200 RPM is almost the same as _after_ the mods value of around 250 WHP. In the end, Hassan's tune got me about 28 WHP _with_ the mods installed. However, I was expecting a definitive delta between the _without_ mods and _with_ mods baselines.

I am wondering if my engine wasn't one of the lucky ones to begin with, but would be curious to see what others with similar mods have to say.

SAE vs STD correction on the dyno plots will mess with the numbers a lot.

See my post here where I messed with the correction factor for an example: https://nam3forum.com/forums/forum/m...185#post140185

Reach out to the dyno operator and see if you can get the raw .wp8 files from the dyno runs. You can open those up in WinPEP 8 and adjust the correction factors to all be the same. Should give you a better comparison, but also weather, time of day, phase of the moon, etc. will mess with the numbers that the dyno read out.