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BMW 3-Series (E90 E92) Forum
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Bimmer Performance Center revisits an old friend
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04-11-2018, 07:56 PM | #24 |
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04-11-2018, 08:23 PM | #25 | |
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Secondly, almost every head can use headwork from the factory for it to perform optimally in a high velocity/boost environment. Custom cams if they felt the need to go for big numbers. Finally, if they need or want to add larger valves that would in theory be an option. Just a thought. The head has better for flow vs the n54, not sure how far it can rev out safely. Last edited by Torgus; 04-11-2018 at 10:51 PM.. |
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04-11-2018, 08:38 PM | #26 | |
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good for me!
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04-11-2018, 11:03 PM | #27 |
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ooo maaan. more bwooost
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04-11-2018, 11:10 PM | #28 | |
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As far as revving safely, we have a 7k redline stock, which is pretty high for a traditional BMW I6 (normally it was like 6200rpm). Only a 10% bump is 7700rpm - but the issue here isn't the strength of the motor, it's the tuning of the whole induction system which is not designed beyond the stock redline. See the power dive on the N52 using a 3-stage manifold vs an N54 manifold (which while likely not ideal, doesn't have the high RPM resonance issues). Anyway, all of that is likely irrelevant on a boosted motor, which is probably not going to have an 8k redline anyway - but that's for BPC to answer. |
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04-12-2018, 07:12 AM | #29 | |
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After we did the swap we cut the stock manifold in half and ran the car as a make shift "ITB" application. This with some software tweaking and we revved the car to 8,000 rpms. We did this to help find limitations of the E90 N52 platform. With the turbo installed we don't have plans to rev it 8,000 rpms. |
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04-12-2018, 10:24 AM | #30 |
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Although forged internals would be nice, it would be interesting to see what the limits are of a stock block. Seeing these don't have sleeves like there boosted predecessors, and that they are already equipped with forged rods, is this a nessary upgrade, what levels do you guys plan on taking to? Then again, the n55 is everything that the n52 could've had, I see another video comparison between the 52 and 55!
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04-12-2018, 03:50 PM | #31 |
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how much stronger? asking for a fren..
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04-12-2018, 05:07 PM | #32 |
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the 328i uses the GS6-17BG (170NM, 125ft-lbs) - while the 330i has the GS6-37BZ (370NM, 273ft-lbs). It's rated for more than twice the torque. The 335i is rated for 530nm, and is definitely stronger, but they tend to be pretty conservative.
Actually it's a wonder the 325i/328i can get away with such a light trans (they used the same one on 4cyls, lol), but I guess BMW felt it would work just fine. But obviously with 500wtq, the GS6-17BG wasn't going to last very long.. |
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04-12-2018, 06:34 PM | #33 | |
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04-12-2018, 09:44 PM | #35 | |
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The GS617BG is a Getrag. I think the G at the end is for Getrag. I want to say mine has a stamp on the housing, but I only took one picture when I did my clutch.
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http://www.bimmernut.com/forum/archi...p/t-44824.html and https://www.newtis.info/tisv2/a/en/e...earbox/1RnIpsi Last edited by Phyrexia; 04-12-2018 at 09:51 PM.. |
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04-12-2018, 09:50 PM | #36 |
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Arg, you are right - im sorry, i was paying too much attention to the BMW part number but not enough. B = benzene (gas), D = diesel, Z = ZF and G = getrag.
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04-12-2018, 09:59 PM | #38 |
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Hey, I get it. I'm never wrong. I thought I was, once, but I was mistaken.
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04-12-2018, 11:47 PM | #39 | |
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04-13-2018, 11:41 AM | #40 |
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04-13-2018, 12:04 PM | #41 |
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That is interesting. I wonder where this TQ limitation is being measured? At the crankshaft/flywheel/clutch/tranny input shaft (yes I said it), I'm guessing? I'm assuming that the TQ force should be about the same across all of those components.
This all has my brain on overdrive. I'm thinking.. OK so how does the DME even know what TQ is being produced? Perhaps it is measuring the acceleration of the flywheel and then crunching the numbers based upon it's size and weight, sort of like a dyno does. If that's the case though, I wonder if simply switching to a lightweight flywheel would cause the car to go into the over-TQ limp mode. Then again, I suppose if the clutch was engaged, a lightweight flywheel overall wouldn't make a large enough difference in the entire drivetrain to change the acceleration all that much. But if we are already riding the edge, as it seems we are when tuned/FBO, it could cause issues. Ha can you imagine going into limp mode by just revving your engine?? Furthermore, I'd imagine that an immediate, great increase in TQ (an increase in value over a set, small period of time) would have a much higher chance of damaging things, so you'd think that the DME would be looking out for that a lot more than it does overall TQ. Maybe it is. I wonder if Getrag's published limit is really the overall TQ capacity of the transmission, or if it's a "safe" value because they are keeping in mind how immediate TQ could wreck things. Maybe the real physical limitation of the transmission is higher than 350 nm, however an increase from 0 TQ to 350 immediately (within reason) is actually the limitation they are referring to. Fun stuff. |
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04-13-2018, 01:00 PM | #42 | |
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04-13-2018, 01:05 PM | #43 | |
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IIRC it's the instantaneous torque that the DME tracks internally. I'm not sure if it's 100% accurate or not - probably depends on how good the calibration is.. |
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04-13-2018, 01:28 PM | #44 | ||
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