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N54 vs N55
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06-01-2011, 11:23 PM | #1 |
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N54 vs N55
Which engine yields better tunability, I know the N55 is fairly new but in the long run which of the two will get the significant gains??
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06-02-2011, 07:55 AM | #4 |
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you've got to be kiddin'
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06-02-2011, 10:50 AM | #5 |
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who knows, once theres a turbo upgrade for the n55 we will see. But as of now the n54 is ballin. stoock for stock its the same
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06-02-2011, 11:01 AM | #6 |
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The N55 is like the hidden nine tails power inside naruto... once its released its gonna poo on everything, just wait till the turbo upgrade comes out for it ^^
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06-02-2011, 11:28 AM | #10 |
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It will be interesting to see what the N55 is capable of once tuners have more time under the hood. But wth that said when it comes to performance BMW prefers to use the N54 (IS model and the new M1). So that must mean something.
Last edited by BoostedE90; 06-02-2011 at 11:35 AM.. |
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06-02-2011, 12:08 PM | #11 | |
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Quote:
I was just talking to my friend about naruto 10 minutes ago
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06-02-2011, 03:00 PM | #13 | |
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The n55 was out and running when they were deciding on what engine to put in the 1m. BMW went with the N54 for a reason. -Travis |
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06-02-2011, 03:25 PM | #14 |
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I drove an N54 for 3 and half years, now I drive a new N55. I can say without a doubt the N54 is a more powerful engine stock, it just is. I am a bit disappointed in my new car's more pronounced turbo lag. In my previous 335, I punched it in 2nd gear and it was violent, my current car feels more conservative in power delivery.
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06-02-2011, 03:26 PM | #15 |
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06-02-2011, 04:25 PM | #17 |
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Currently, N54 can make more power due to twins and upgraded twins that are available.
In terms of *POTENTIAL* ... who knows.... the blocks should be the same strength, the only real difference between the two motors assuming that the tuning side can be solved, is the valvetronic control on the N55... which is a bonus for daily drivers as it yields slightly better gas mileage. If/when an upgraded single comes out for the N55 it'll be a real crap shoot - till then, N54 is king. |
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06-02-2011, 04:33 PM | #18 | |
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What I do know is that the N55 turbo is larger than the N54 turbos so could you please cite me your sources explaining how you came up with a larger cfm number? My guess is that you are also just answering without knowing.
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Last edited by Aries932; 06-02-2011 at 04:45 PM.. |
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06-02-2011, 04:36 PM | #19 |
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This is thanks to Drakel and Turbolader for putting this together
Here's the differences I can find. IMO, the differences are "evolutionary" with exception of the Valvetronic system and much simpler oiling system. I have a feeling the N55 is going to be easier on oil than the N54. N54: Some cams are cast, some are lightweight hollow N55: All cams are lightweight hollow N54: Vacuum pump gets oiled by unfiltered oil N55: Vacuum pump gets oiled by filtered oil N54: Connecting rods (small ends) do not have a hole N55: Connecting rods (small ends) have a hole (Which distributes load better) N54: Crank is forged, weighs approx 23.3Kg N55: Crank is case, weighs approx 20.3Kg N54: PCV system uses "cyclonic separators" N55: PCV system doesn't use them N54: No Valvetronic system (More complex oiling system) N55: Valvetronic system, with simplified oiling system N54: Intake valve size: 31.4mm, Lift is 9.7mm max N55: Intake valve size: 32.0mm, Lift is 9.9mm max (exhaust valve size/lift values are the same) N54: Less span on intake/exhaust duration N55: more span on intake/exhaust duration N54: VANOS units are heavier (possibly not Al), and slower adjusting N55: VANOS units are lighter (Made from Al), faster adjusting, simplified oiling N54: BMW Piezo high pressure (HPI) multi-hole fuel injectors N55: Bosch solenoid-valve fuel injectors (HDE) multi-hole are used N54 & N55: Use same HPFP, Pressure sensor & fuel rail N54: Dual mass (heavier) vibration dampener for crank N55: Single mass (lighter) vibration dampener for crank N54: Diverter valves are operated pneumatically N55: Diverter valve is operated electronically N54: Four catalytic converters are used N55: two catalytic converters are used (two "bricks" are inside the single canister) N55: PCM "DME" is mounted directly to intake manifold, and is cooled by intake air. N55 has newer ignition coils. N55 has newer oil pressure sensor that reads absolute pressure (N54 reads relative pressure) N55 has a newer more accurate O2 sensor N55 uses a Mass airflow sensor, N54 does not.
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Last edited by Aries932; 06-02-2011 at 04:58 PM.. |
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06-02-2011, 04:43 PM | #20 |
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This is the other thing I wanted to bring over that I thought was interesting. Now granted there are a lot of variables, but this is the closest thing to a tune on tune test I could find.
Below are two dyno charts Chart 1 2008 E90 335i AMS Intercooler AMS Catback Exhaust VK Downpipes CP-E Charge pipe/Tial BOV DCI 3 Runs with PROcede v4 Autotuning 100 octane (19psi) 3 Runs with JB3 dynos on Map 7 on Pump Gas. (15-16psi) Chart 2 N55 135 w/7DTC 91oct Vishnu Procede v5 Vishnu DP Vishnu Large charge pipe Cat-back No Intercooler No Cat back exhaust Now these cars are the closest I could find to similar mods. Obviously the N54 running 100 octane is going to make a huge difference. Please note that the N55 is running less than 15psi. Chart 1 3.0 - 220 3.5 - 250 4.0 - 280 4.5 - 320 5.0 - 360 5.5 - 380 6.0 - 380 Chart 2 3.0 - 230 (+10) 3.5 - 260 (+10) 4.0 - 295 (+15) 4.5 - 350 (+30) 5.0 - 360 (+0) 5.5 - 355 (-25) 6.0 - 340 (-40) So even though the JB3 is running more more psi and pulling 25 more peak HP..throughout the RPM band the N55 holds its ground all the way until the last 1000 RPM's. I just think that is worth noting. Now put that together with the DCT.
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06-02-2011, 04:44 PM | #21 |
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06-02-2011, 04:46 PM | #22 | |
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Oh and it was not me that put that together...notice the Thanks Dackel part.
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