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Dyno Runs: UR Catless DP, JB2HR
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01-01-2008, 10:55 AM | #1 |
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Dyno Runs: UR Catless DP, JB2HR
Setup:
E90 335i MT, Sport (18" wheels, runflats), OEM Exhuast Dynojet; 4th gear pulls Relevant Mods: Ultimate Racing Catless DP JB2HR 02 Simms 100 Octane Sunoco "reset" the ECU, and was driving in "R" mode (relatively hard) for about 75 miles prior to dyno for a bit of "adaptation" (FWIW). Run 1: The air filter was removed (the airbox was latched closed), R switch on Run 2: OEM air filter was replaced, R switch on Run 3: R switch off ("daily driver mode") Observations: 1) The wideband kept having issues, so that data isn't relevant... sorry! 2) Using a mechanical boost gauge, I noticed that when the R switch is on, boost "holds" right at 15.0-15.5 psi. With the R switch off - 10.5-11.0 PSI. I didn't notice any spiking. 3) All this banter about different air filters, I wanted to see some real difference bewteen no air filter and the OEM air filter. Look past the peak numbers, my conclusion: don't waste your $$$ on an air filter. (replacing the whole airbox may be a different story, but that's not for me.) 4) No codes were thrown. Note: I paid for all of the modifications except the "H" resistor that Terry provided me to beta test a few weeks back. See graph. (I'm sure you already have) Speculation: So let's use the "Car & Driver" 15% parasitic loss and the daily driver is putting out crank: (350/.85) = 411 HP (356/.85) = 419 Ft-Lb. Race trim: (371/.85) = 436 HP (398/.85) = 468 Ft-Lb. More importantly - that torque curve is simply astounding. Before you ask, I didn't do any baseline dynos prior to this. Cheers |
01-01-2008, 11:05 AM | #4 |
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Hey Josh, I was looking at the .drf files and noticed the correction factor on these runs was -1%. But your file above says the dyno is at 4500'? Seems like a mistake. Might want to post uncorrected graphs before the boo birds come out.
PS. Awesome numbers! Right on par with my car. |
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01-01-2008, 11:18 AM | #5 | |
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There IS NO WAY we were at 4500' - probably 200 ft. (I pulled these right from the .drf files - so maybe they don't have their dyno set up correctly?? ) BTW, the temp and humidity "felt" correct! |
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01-01-2008, 11:25 AM | #7 | |
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I'm guessing the higher numbers could be reduced rotational inertia to overcome (your wheels/tires are super light right?) Ultimately, every car is a little different!! |
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01-01-2008, 11:30 AM | #8 | |
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I just installed a dual cone air filter setup (which is noisy as hell and really sucks on a daily driver BTW), just to see if there are any gains. Hopefully I can make it back to the dyno next week. |
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01-01-2008, 11:35 AM | #9 |
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Amazing numbers. Nice to see HP getting closer to TQ theretory.
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Last edited by NRG; 01-01-2008 at 12:42 PM.. |
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01-01-2008, 02:04 PM | #12 |
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Here is a video of one of the preliminary runs, so you can hear the UR downpipes with the OEM exhaust.
Please note that I didn't get a "full bore" 4th gear run - it sounded awesome - simply my bad for not recording. I've only heard this through crappy laptop speakers, so I can't attest to the sound quality or realism. Overall, my impressions inside the car are great - not raspy or tinny, just a nice off-idle burble, plus not too different than stock when you start to "get on it" |
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01-01-2008, 02:06 PM | #13 |
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Nice numbers, congrats.
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16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ 08 ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ 08 E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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01-01-2008, 02:09 PM | #15 |
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Are you running pure 100 Octane full time?
I like your "daily driver" numbers too. Did you dyno a "daily driver" JB2H with UR Catless DP's on pump 93 Octane before? I'd be curious as to what that would do for you? Would give you an idea if it is worth spending so much on 100 Octane (if you are running pure 100 Octane full time). |
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01-01-2008, 02:14 PM | #18 | |
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24 G82 Xdrive Comp
16 F82 M4 DCT - ZCP - JB4 - 556WHP / 570WTQ 08 ESS VT3-750 - 60-130MPH 6.14s - 10.81 @ 135.13 MPH 690WHP/463WTQ 08 E92 M3 - 1/2 Mile Trap Speed WR - 174.13 MPH |
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01-01-2008, 02:17 PM | #19 | |
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Seriously, no . . . not all the time. My typical ride is 93 octane and certainly NOT with the R switch on. I've run a blended mix of 96 with H+R and have no issues (its been cool in NJ though). For purposes of the dyno, (no air flow over the oil cooler), I didn't want to put my car at risk at all, hence play it safe with some pure 100. Except for risk of detonation and PERHAPS the computer getting a little smarter with some advanced timing, I don't think Octane plays too much. I have an OBDII scanner hooked up and almost across the board I've seen timing of "about +10 degrees" in almost all circumstances of R, non-R, H, no H under WOT. Hope that helps. (no previous dynos - too inconvienient for me) |
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01-01-2008, 02:18 PM | #21 | |
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Yep, it sure looks like the MS109 made a huge difference for you. 500 whp is pretty fricken awesome!
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01-01-2008, 02:21 PM | #22 |
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Good point, I think on the VP website, they actually produce fuels with more "energy" per gallon than typical pump gas. Not sure of the specifics on the Sunoco 100 . . . but getting a 50 gal drum of the VP 109 Octane is a little excessive for me ($9/gal, plus the logistics...)
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