[Grizzopit]

Hello guys, I finally measured my ess stock, I didn’t do anything, I just installed it out of the box and that’s it
To begin with, I measured the 120 pulley, in 4th and 5th gear and 5th was more effective
When I measured my atmospheric n52 here and there is an opportunity to superimpose the atmospheric graph on the ess, I did so
Total my config
N52B30
full disa intake
Ess kit stock 120mm-115mm
OEM manifold, non cat
manual transmission
short gearbox 3.64
Lightweight 19 Saiken wheels

Total 318 horsepower out of the box
the secret is in the engine from f10 2011
The freshness of the engine plays a role

[Raccoon]

Originally Posted by Igor.v_a

Hello guys!
I measured the power on a dyno stand.
The car showed 346 whp and 383 Nm.

The employee who measured the power said that the power was growing, but we were hitting the maximum speed limit of 6800prm.
The intake manifold is N52 stage 3
OEM exhaust manifold (catalytic converter removed).

I think if you install the intake manifold from N54, the power will be added.
You can raise the maximum engine speed to 7000 prm
This will add another 15-20 whp or so.

That's pretty good, what's that 86 mm pulley? You made 327 on 100mm correct?

[Igor.v_a]

Originally Posted by Raccoon

That's pretty good, what's that 86 mm pulley? You made 327 on 100mm correct?

That's right.
On a 100 mm pulley, 327 whp.
On pulley 86.4 mm, 346 whp.
Soon I'll install an equal-length exhaust manifold and measure the power on the dyno again.

[Igor.v_a]

Guys, I installed an equal-length exhaust manifold and installed a new tuning file from 22RPD.
The result was: 366whp and 392Nm.

[Seattlesquash]

Excellent result Igor, I bet car feels nice and strong!!

[Torgus]

Originally Posted by Grizzopit

The freshness of the engine plays a role

Why, specifically, does the 'freshness' of an engine matter for WHP output?

[Grizzopit]

Originally Posted by Torgus

Why, specifically, does the 'freshness' of an engine matter for WHP output?

Well, I think it’s just the engine and its condition. swap was removed from f10 2011 Has anyone shown 320hp with ess out of the box, without equal lengths?

[Torgus]

Originally Posted by Grizzopit

Well, I think it’s just the engine and its condition. swap was removed from f10 2011 Has anyone shown 320hp with ess out of the box, without equal lengths?

What type of dyno did you use? Any correction factors used? Any logs of the dyno?

I ask as other than worn piston rings I don't see how much else would matter...and bad piston rings would show up and be an issue for people. I am curious what else could contribute to higher WHP output.

The ESS kit will output the same amount of boost regardless, or show the same amount of restriction, however you want to put it. I am not trying to take away from your numbers you put down, just understand.


edit: If it is a V-tech Dynamometers dyno that might explain it. Most dynos in the state are Dynojets which are the gold standard everyone use to compare cars around the world, for a variety of reasons. But mainly because they will dyno the 'basically' the same. If it was a V-Tech the next question was it in inertial or braked mode when the dyno occured? Also, constant rpm mode and road-mode used for the dyno? I assume road mode given the graph...

The 'real way' of measuring performance would be dragy gps or a 1/4 mile strip at look at ending MPH assuming traction is not an issue. Unless a launch is botched ending MPH should be roughly the same assuming no knock/corrections. Dragy would be easiest to show if it is making more whp than a similar n52 SC'd, transmissions being the same and all etc.

[Igor.v_a]

Guys, did you find out somewhere what the minimum pulley can be installed on a supercharger?

I see that the smallest pulley that everyone has is 3.4 in (86.4 mm), which produces 11-12 psi at 7000-7500 prm of the engine.

What is the RPM limit on our supercharger? 52000 prm?

The idea arose to install an 80 mm pulley, thereby achieving a boost of 13-14 psi, but will the supercharger hold up?

[Seattlesquash]

I think the Engine intervals is the larger issue. My recommendation, if it’s a daily like mine, take it to 400 WHP +/- with Stockish redline and enjoy it. Mine been bullet proof for a couple of years or more. You can add meth to keep engine a bit happier as well and plenty of power to really enjoy the car.

[Grizzopit]

Originally Posted by Torgus

What type of dyno did you use? Any correction factors used? Any logs of the dyno?

I ask as other than worn piston rings I don't see how much else would matter...and bad piston rings would show up and be an issue for people. I am curious what else could contribute to higher WHP output.

The ESS kit will output the same amount of boost regardless, or show the same amount of restriction, however you want to put it. I am not trying to take away from your numbers you put down, just understand.


edit: If it is a V-tech Dynamometers dyno that might explain it. Most dynos in the state are Dynojets which are the gold standard everyone use to compare cars around the world, for a variety of reasons. But mainly because they will dyno the 'basically' the same. If it was a V-Tech the next question was it in inertial or braked mode when the dyno occured? Also, constant rpm mode and road-mode used for the dyno? I assume road mode given the graph...

The 'real way' of measuring performance would be dragy gps or a 1/4 mile strip at look at ending MPH assuming traction is not an issue. Unless a launch is botched ending MPH should be roughly the same assuming no knock/corrections. Dragy would be easiest to show if it is making more whp than a similar n52 SC'd, transmissions being the same and all etc.

It’s hard to say which stand buddy, I live on the other side of the world, we only have HP and Nm, we convert your ft-lb to Nm in order to understand anything, but HP is the same

When I had already clogged catalysts and I was in the naturally aspirated version, I showed 246 horsepower, but that was a different stand, then I installed equal-length manifolds and went to another stand and the car already produced 262 horsepower, this can be seen by comparing all the measurements above, green Line.

We have the European firmware 330i, it should have 272 horsepower, although this rarely happens on the stand...

[Igor.v_a]

We compared power measurements on dyno stands and came to the conclusion that American WHP is equal to European HP.
In Europe, power measurements on a dyno stand are also done on wheels, but the graph says HP.

[Seattlesquash]

Originally Posted by Igor.v_a

We compared power measurements on dyno stands and came to the conclusion that American WHP is equal to European HP.
In Europe, power measurements on a dyno stand are also done on wheels, but the graph says HP.

Great to hear. It should always be to the wheels since that’s the actual/real HP IMO, you go for inflated numbers then you don’t obviously snce drive train losses are ignored.

[Igor.v_a]

Has anyone been able to install an intercooler on an ESS?

[Seattlesquash]

I started that route. But for a full custom setup I pay $3-4K, versus a meth kit installed and tuning was less than $ 1.5k. Plus in my area I only have 92 octane (95 euro) and wanted to bump octane to 94 ish so win-win for me. Can be done but tight and lots of custom work.

[Seattlesquash]

Also interested to see if someone installed an intercooler setup and how well it worked on our cars to reduce the intake temps.

[Torgus]

Originally Posted by Seattlesquash

Also interested to see if someone installed an intercooler setup and how well it worked on our cars to reduce the intake temps.

You probably know this but even if you can fab it all yourself it will cost more and cool AITs less than running meth or water/meth. Meth also has the bonus of increasing your octane so you could run more aggressive timing/more boost while having cooler AITs to reduce knock/pre det.

It would be interesting to see an IC installed and some logs...but it can never cool below ambient and will weigh more than a meth kit.

[Igor.v_a]

Originally Posted by Torgus

You probably know this but even if you can fab it all yourself it will cost more and cool AITs less than running meth or water/meth. Meth also has the bonus of increasing your octane so you could run more aggressive timing/more boost while having cooler AITs to reduce knock/pre det.

It would be interesting to see an IC installed and some logs...but it can never cool below ambient and will weigh more than a meth kit.

I already have WMI installed from AEM.
I would like to additionally install an intercooler.

[Torgus]

Originally Posted by Igor.v_a

I already have WMI installed from AEM.
I would like to additionally install an intercooler.

Do you have AIT 'issues' still when running meth? If so, I would inject more meth or switch to a water/meth concentrate as the water will absorb more heat vs. pure meth. If AITs are low and no knock, there would be no reason to add an IC. All it would add is slight lag and and number of potential points a leak could come from.

Not a lot of room for a down and up pipe from the SC to IC and back to the TB:



Going to have to move a fair amount of stuff around potentially. The air intake and filter are right in your way.

At the end of the day the relatively small(in the grand scheme of things) SC will be your limiting factor. If you can get it to say 400 whp on a dynojet that is probably about all it has in it. Before you overspin the crap out of it.

It will be a custom job and not inexpensive. It will not be a great bang for your buck...but it would be cool to see. I think you should carry on but understand what you will or will not be gaining by adding an IC.

[Raccoon]

Originally Posted by Igor.v_a

Guys, I installed an equal-length exhaust manifold and installed a new tuning file from 22RPD.
The result was: 366whp and 392Nm.

You are tempting me to get headers...I just don't like stinky HC smelly exhaust. But,power wise they are definitely worth it.

[Raccoon]

Originally Posted by Torgus

Do you have AIT 'issues' still when running meth? If so, I would inject more meth or switch to a water/meth concentrate as the water will absorb more heat vs. pure meth. If AITs are low and no knock, there would be no reason to add an IC. All it would add is slight lag and and number of potential points a leak could come from.

Not a lot of room for a down and up pipe from the SC to IC and back to the TB:



Going to have to move a fair amount of stuff around potentially. The air intake and filter are right in your way.

At the end of the day the relatively small(in the grand scheme of things) SC will be your limiting factor. If you can get it to say 400 whp on a dynojet that is probably about all it has in it. Before you overspin the crap out of it.

It will be a custom job and not inexpensive. It will not be a great bang for your buck...but it would be cool to see. I think you should carry on but understand what you will or will not be gaining by adding an IC.

That was the conclusion I came too, I can fabricate decently and I make charge pipes all the time for diesels on the engine dyno I run; but decided it's not worth it unless I'm pushing like 12-14 psi , and even then if meth injection is cheaper easier then I would just do that. Shame, bc I nice shiny fmic would look great on the car.

[Seattlesquash]

Originally Posted by Raccoon

You are tempting me to get headers...I just don't like stinky HC smelly exhaust. But,power wise they are definitely worth it.

You can keep mid ones. I added headers bud kept two of my converters and flow great w no smell.