[DWR]

Borg Warner did a crappy job working out control of the R2S system and BMW followed. Really, both turbos should have speed sensors and the transition worked out on that level.

As soon as you significantly up the fuel flow all the event timing changes. tuikku's suggestion adjusts transition timing on the turbine side of things. He likes to see the LP turbo come in sooner, because with more fuel there is more exhaust to drive the turbine and bring it up to speed.

You changed the flow characteristics of the wastegate. The relationship between PWM of the EPDW and wastegate flow has changed. The ECU maps are now off. But you have another control. By intercepting the PWM signal to the EPDW, you can add a correction map in your piggyback. Once transition to the LP has occurred, you can set the boost level by rpm.

[tuikku]

.
System follows always program maps, no matter is it right or wrong.
I can change the system working as I want to, software is not a problem.
The most important single part of the douple turbo working is that exhaust flap.
Try
It is not very easy to find the best position.

[tuikku]

Originally Posted by tuikku

.
System follows always program maps, no matter is it right or wrong.
I can change the system working as I want to, software is not a problem.
The most important single part of the douple turbo working is that exhaust flap.
Try
It is not very easy to find the best position.

The main things shortly:

WG
Job is only to watch out the max boost pressure.

Compressor side flap
It is only needed, when bigger don´t yet work.
It´s job is prevent the boost pressure "turn back" to bigger turbo in that precisely situation.
When bigger starts to spool => go out the front, quicly.
No need any " intermediate positions".

Exhaust side flap
This adjusts the whole system work.
If it´s adjustment is not right, nothing work "as best".
By adjusting this, you adjust in fact the engine character.
Cdi engine works just as good as turbo(`s) work.

Flap can be adjusted both mechanically and via program.
To you, the easiest way is mechanical.
In program, there is some maps to this operation.
Not difficult, but need to know what changes is needed.

[iaknown]

Originally Posted by tuikku

.
System follows always program maps, no matter is it right or wrong.
I can change the system working as I want to, software is not a problem.
The most important single part of the douple turbo working is that exhaust flap.
Try
It is not very easy to find the best position.

That explains why lambda is on the rich side around when turbos switch, because maps stay the same and the boost is lower....

Definitely going to try this when it isn't so cold out. I also don't see the harm in tightening the wastegate up a little too, as long as it can relieve what it needs to.

But all in all I'm not too worried, I see hybrids in my future

[TDIwyse]

Originally Posted by HeatherM35d

I'm sure we can run some tests. ...

Was curious if you've had an opportunity to log boost and exhaust manifold pressure vs rpm for a full fueling pull? Would be beneficial to see how hard the various options/configurations have to work to produce a given amount of boost.

[HeatherM35d]

Originally Posted by TDIwyse

Was curious if you've had an opportunity to log boost and exhaust manifold pressure vs rpm for a full fueling pull? Would be beneficial to see how hard the various options/configurations have to work to produce a given amount of boost.

I'm sure I can arrange something in the near future.

[Works]

Does anyone know if someone is working on a hybrid turbo solution for the single turbo N57 (LCI330d)?

It's not that I NEED to have more power and less cash.. but an upgrade would be lovely

[tuikku]

Originally Posted by Works

Does anyone know if someone is working on a hybrid turbo solution for the single turbo N57 (LCI330d)?

It's not that I NEED to have more power and less cash.. but an upgrade would be lovely

Read my topic in btcf fin.
You find all your answers there.

[BEWWWM]

is this the 35x wheel most are working with?

7 blade 54 x 78mm

[tuikku]

.
Isn´t that a bit too big.
You are not able to get suitable big turbine to original housing.
So compressor becomes bigger than turbine - no good, don´t work well.
Original is capable clearly more than ~420 hp, turbine limits, not the compressor.
The key to the power is the hot side of that turbo.
Better hot side gives immediately more airflow = possible to have more power also.

By looking the compressor maps, you can quite easily to find the suitable size compressor wheel.
With these cdi-engines it is almost so that 40lbs =400hp, 50lbs = 500hp ....
No sense to put bigger than needed, only harm.
... And look the size of "factory turbines" also.

For instance garrett gtx-series is easy to watch and all the dimensions is shown.

[Works]

Originally Posted by tuikku

Read my topic in btcf fin.
You find all your answers there.

I did, but perhaps I missed the most important bits in short form that I got from Motorbit (my tuner) today. Since I have struggled to find this info, I'm gladly sharing this with the rest of you lot.

Apparently N57D30O0 which I have in my LCI 330dA (the basic 245hp version) runs out of fuel before the turbo gives up. Therefore, the suggested upgrade path for this engine is:

1. DPF and CAT replacement pipe (490€) or gutted DPF with CAT (?)
2. Beefed up intercooler (690€)
3. F10 550d rail pump and injectors (new at 3110€!!!)
3.5 Retune (380€)
4. Hybrid turbo / turbo upgrade (?)
4.5 Retune (?)

I also dropped a line to a local turbo service/re-manufacturer and they advised me to upgrade the turbine to 49mm amg and compressor to 47mm billet wheels. Apparently they've done few of these already. But my first goal is now to find out who will sell me a DPF replacement pipe for the N57 (which are REALLY hard to find) or do I have to custom order one. Ecotune in Scotland sells a kit for astonishing £900 price, but this includes software as well which I do not need since I have a local tuner taking care of the DPF functionality removal. Hopefully they are able and willing to sell the pipe alone. [edit] Just heard back from Stan at Ecotune and if the pipe is exported from UK they can let me have the DP alone for £375 which sounds a lot better than the original £900.

And the last, I need to find a place that can source me the pump and injectors from 550D. Perhaps a salvage yard somewhere in EU has a side impact wrecked M550xd that they can get the parts out of, looking at how much they are new I pretty much have to find used and tested parts.

Upgrading the baseline N57 looks like to be getting REALLY expensive REALLY fast due to the stock fuel system being inefficient for large gains.

[DWR]

Originally Posted by tuikku

.
By looking the compressor maps, you can quite easily to find the suitable size compressor wheel.
With these cdi-engines it is almost so that 40lbs =400hp, 50lbs = 500hp ....
.

50lb/min is possible with the stock turbo, by making flow and density improvements in the intake system.

tuikku, do you have a compressor map for our LP turbos? I have older K26 maps but they do not look right, based on the performance we are seeing.

[tuikku]

Originally Posted by Works

I did, but perhaps I missed the most important bits...

More than anything you need a new remapper...

[tuikku]

Originally Posted by DWR

50lb/min is possible with the stock turbo, by making flow and density improvements in the intake system.

tuikku, do you have a compressor map for our LP turbos? I have older K26 maps but they do not look right, based on the performance we are seeing.

Sorry ...

~Orig size kompressor is ok, a little bigger inducer gives more extra air.
But only if hot side can handle that.

[Works]

Originally Posted by tuikku

More than anything you need a new remapper...

So you are definitely thinking that the OEM fueling solution on N57D30O0 is good enough with a hybrid turbo or .. what exactly?

[tuikku]

.
I told you earlier, where do you find nearly all answers for one turbo solutions up to => +400hp.

That cr-pump can produce ~370hp, injectors far more.

You can remove dpf.
Bigger cooler + good hybrid turbo gives you the power, that cr-pump can give.

[QUIKDZL]

Isn't BPC coaxing over 420 hp out of NC335d's ride? Stock fuel pump, right?

[DWR]

Originally Posted by QUIKDZL

Isn't BPC coaxing over 420 hp out of NC335d's ride? Stock fuel pump, right?

The methanol doesn't go through the fuel pump.

[BEWWWM]

359/586 before meth.

in comparison, Venom's car put down 330/531 with stock turbos without meth using BPC tuning as well.

[NC335d]

Originally Posted by BEWWWM

359/586 before meth.

in comparison, Venom's car put down 330/531 with stock turbos without meth using BPC tuning as well.

This was done a considerable time ago (6 months). There have been numerous hours of R&D since then and many adjustments done since then which resulted in more power. I'm sure Bob can chime in. Either way, I am very happy with the end result.

[BEWWWM]

Those hybrids definitely shine with more fuel(meth) as shown with your #'s, can't wait to see when someone upgrades the fuel system + meth.

[NC335d]

Originally Posted by BEWWWM

Those hybrids definitely shine with more fuel(meth) as shown with your #'s, can't wait to see when someone upgrades the fuel system + meth.

To upgrade the fuel i.e. N57x injectors and fuel pump etc., would be approx. $4,000 plus labor, plus additional tuning expenses. Basically looking at something around $5,500.

Personally, I' rather add to the slush fund for a 2017 M5 Comp. Pkg or 2017 AMG E63 S and upgrade it, to a BEAST.