[Igor.v_a]

Originally Posted by Torgus

IIRC you never want to run a fuel injector past 85-90% of it's CC/min rating to give some headroom.

Those Porsche GT2 fuel injectors are 590cc, assuming the right year I believe. Injector calculator online says they are good up to about 550BHP or 460 whp on 93.

https://deatschwerks.com/pages/fuel-injector-calculator


What are the injectors ESS supplies in their kits out of curiosity? Do you know what model and cc flow?

The ESS kit contains injectors from the bmw S65 engine.
They are almost the same as the N52 injectors in terms of performance.
I even wrote to ESS that the injectors are almost the same, to which they replied that the S65 ones are better.

[Igor.v_a]

Hi guys!
Can you tell me what oil you use on your supercharger?

According to my oil level dipstick, it’s a little less than halfway, but if I make the engine speed above 4000 prm, the oil starts to throw out through the breather hole.

Supercharger ESS G1 (gen3)

[Seattlesquash]

Originally Posted by Igor.v_a

Hi guys!
Can you tell me what oil you use on your supercharger?

According to my oil level dipstick, it’s a little less than halfway, but if I make the engine speed above 4000 prm, the oil starts to throw out through the breather hole.

Supercharger ESS G1 (gen3)

Just standard vortech fluid. Check their website. Come in 3 pack and pretty cheap. I change every second oil change and takes 1 container. Strange yours is blowing over, you have the gasket on both your 2 locations? Looks like brass to me, but you may have never version.

[Torgus]

Originally Posted by Seattlesquash

Just standard vortech fluid. Check their website. Come in 3 pack and pretty cheap. I change every second oil change and takes 1 container. Strange yours is blowing over, you have the gasket on both your 2 locations? Looks like brass to me, but you may have never version.

What is their recommended OCI out of curiosity?

[Raccoon]

Originally Posted by Igor.v_a

The ESS kit contains injectors from the bmw S65 engine.
They are almost the same as the N52 injectors in terms of performance.
I even wrote to ESS that the injectors are almost the same, to which they replied that the S65 ones are better.

Yes, I asked them about the injectors too. A 400 horse NA V8 injector profile would be marginally more flow than 230-260 hp inline six, generally speaking that is. I was told it will fuel to 330 whp, which seems a bit high especially comparing an NA V8 to a supercharged inline six. HP to HP a blower car will have a bigger demand for injectors flow per an injector given the extra parasitic loss & 2 less cylinders.
Of course they would not give me a flow rate of the s65.

[Seattlesquash]

Originally Posted by Torgus

What is their recommended OCI out of curiosity?

I think they say every 7500 Miles, but I change every 5k which is my oil change interval.

[Raccoon]

Originally Posted by Seattlesquash

I think they say every 7500 Miles, but I change every 5k which is my oil change interval.

Working for an engine company in engineering and development, and seeing how often times stuff like OCI and oil weight is driven by marketing and not engineering I always change sooner than the advertised OCI,much sooner. Durability and longevity is getting pushed way down on priority. I change at like 3-5k depending on the oil capacity of the pan. If you knew how much reliability took a back seat to $$$ or to get an extra 0.1 mpg or lower NOx by like 5 ppm you would be terrified.

[Raccoon]

I did some digging and found the s65 injectors are 36 lb/380 cc
Stock n52 are 24 lb.
Does this jive?
Given these number at 5 bar 90% duty cycle stock will (theoretically)do around 260 whp on s/c application and s65 will pull almost 400 whp (seems high since I was told 330 whp)
Based off when every throws on the bigger Porsche injectors I would have guessed 30-32 lbs.
Obviously real world values of course differ from HP calculators and what they find on the dyno.

I don't mean to spam the forum my sleep is jacked (strep/antibiotics) and I'm getting up at three AM and nerding out.

[Seattlesquash]

Originally Posted by Raccoon

Working for an engine company in engineering and development, and seeing how often times stuff like OCI and oil weight is driven by marketing and not engineering I always change sooner than the advertised OCI,much sooner. Durability and longevity is getting pushed way down on priority. I change at like 3-5k depending on the oil capacity of the pan. If you knew how much reliability took a back seat to $$$ or to get an extra 0.1 mpg or lower NOx by like 5 ppm you would be terrified.

Heard similar things, but I run Driven oil, which been tested very well even after 5k.

[Seattlesquash]

Originally Posted by Raccoon

I did some digging and found the s65 injectors are 36 lb/380 cc
Stock n52 are 24 lb.
Does this jive?
Given these number at 5 bar 90% duty cycle stock will (theoretically)do around 260 whp on s/c application and s65 will pull almost 400 whp (seems high since I was told 330 whp)
Based off when every throws on the bigger Porsche injectors I would have guessed 30-32 lbs.
Obviously real world values of course differ from HP calculators and what they find on the dyno.

I don't mean to spam the forum my sleep is jacked (strep/antibiotics) and I'm getting up at three AM and nerding out.

Sounds reasonable, especially on Specced ones with charger since I am 400whp and mine are holding fine at that rate for years. Also, get better man and sorry to hear you not feeling well.

[Raccoon]

Originally Posted by Seattlesquash

Sounds reasonable, especially on Specced ones with charger since I am 400whp and mine are holding fine at that rate for years. Also, get better man and sorry to hear you not feeling well.

Thanx man!
I'd be happy if I hit 315- 330 whp honesty. After I fix bmw trademark oil pan leak and throw on the sport springs I'll be switching Intakes. Kinda a toss up, the n54 is cheaper and has more potential but I can't go over 7k, it does seem to help a bit under the curve based of some dynos I've seen. But the 3stage is bolt in and go and does have good low rpm power, just very expensive and it's added complexity. Does the n52 throttle body work on the n54 intake?. I know it needs some offset bushing for the mounting to the head.

[chilledn52]

Originally Posted by Raccoon

Thanx man!
I'd be happy if I hit 315- 330 whp honesty. After I fix bmw trademark oil pan leak and throw on the sport springs I'll be switching Intakes. Kinda a toss up, the n54 is cheaper and has more potential but I can't go over 7k, it does seem to help a bit under the curve based of some dynos I've seen. But the 3stage is bolt in and go and does have good low rpm power, just very expensive and it's added complexity. Does the n52 throttle body work on the n54 intake?. I know it needs some offset bushing for the mounting to the head.

N52 Throttle will work on N54 Manifold. Same bolt pattern, is slightly smaller then N54 Throttle body.

Offset bushing dowels either DIY or 3D print.

[Seattlesquash]

Originally Posted by Raccoon

Thanx man!
I'd be happy if I hit 315- 330 whp honesty. After I fix bmw trademark oil pan leak and throw on the sport springs I'll be switching Intakes. Kinda a toss up, the n54 is cheaper and has more potential but I can't go over 7k, it does seem to help a bit under the curve based of some dynos I've seen. But the 3stage is bolt in and go and does have good low rpm power, just very expensive and it's added complexity. Does the n52 throttle body work on the n54 intake?. I know it needs some offset bushing for the mounting to the head.

I had both, just do N54, no looking back and more power throughout for me. Surely Zack would share the graphs before and after from Dyno runs w you. And yes, still on OEM throttle body, straight bolt on as mentioned.

[Seattlesquash]

Btw - on a random note - my message service stopped working and says no access - have you ever had that happen? And how do a resolve it? Not been very active there hence even more surprised, as I can’t see that I violated some ground rules.

[Raccoon]

Originally Posted by Seattlesquash

I had both, just do N54, no looking back and more power throughout for me. Surely Zack would share the graphs before and after from Dyno runs w you. And yes, still on OEM throttle body, straight bolt on as mentioned.

Excellent!
I think I seen it. It looked good especially 4-beyond 7. The 3 stage was only really better at like 3k and under the curve. I think that's gonna be the route I take then. The added cost isn't really worth the 5 ft lbs at 3k. I had a similar choice when I set up my old mustang. I went with the short runner....at the time the consensus was not too as it was too peaky and you lose torque (blah blah blah).... but it was way better considering it was a car with a high stall 4200 torque converter and it never went below 5k,nand shifted at 7k.
Would you believe the torque converter on that car was a more noticeable change than the supercharger on this one? Advert your eyes it a Ford, ya been warned.

[Torgus]

Originally Posted by Seattlesquash

Btw - on a random note - my message service stopped working and says no access - have you ever had that happen? And how do a resolve it? Not been very active there hence even more surprised, as I can’t see that I violated some ground rules.

I would msg a mod...

It let me send you a msg just now fwiw.

[Seattlesquash]

This is good location for boost/meth controller if anyone looking at n54 intake. Or on old intake you can tap in small plastic elbow by throttle body. Basically, don’t tap in a runner especially w 3 stage as reading fluctuates for obvious reasons w DISA. For me closest to throttle body the best/most steady and smooth linear progression on boost readout.

[Raccoon]

Originally Posted by Seattlesquash

This is good location for boost/meth controller if anyone looking at n54 intake. Or on old intake you can tap in small plastic elbow by throttle body. Basically, don’t tap in a runner especially w 3 stage as reading fluctuates for obvious reasons w DISA. For me closest to throttle body the best/most steady and smooth linear progression on boost readout.

Yup, id probably go ahead and throw on my boost gauge while I have it all apart.

Does anyone else with the GM transmission notice that first gear wants to shift early even manual mode?. Sometimes it force shifts at like 6-6250 and other times it may hit 6800, just in first. I have to manually shift it bc esstuning lowered the redline and the gm transmission still tries to shift at stock rpm/speed. My best guess is they think the crank hub is going to go sub orbital.... they were really way too conservative with this kit IMO.

[Igor.v_a]

Guys, now I have a 3.4 inch (86.36 mm) pulley with a max boost of 11 psi.

Attached are data on other pulley sizes.

I want to install a 3.15 inch (80 mm) pulley.
What do you think is the maximum boost I will get?

[Raccoon]

Originally Posted by Igor.v_a

Guys, now I have a 3.4 inch (86.36 mm) pulley with a max boost of 11 psi.

Attached are data on other pulley sizes.

I want to install a 3.15 inch (80 mm) pulley.
What do you think is the maximum boost I will get?

I'd guess maybe 12 psi.
Where are you sourcing these pulleys? I'd like to get my hands on a 100 mm for just in case.

[Igor.v_a]

Originally Posted by Raccoon

I'd guess maybe 12 psi.
Where are you sourcing these pulleys? I'd like to get my hands on a 100 mm for just in case.

I found a master turner and he makes custom pulleys for me.
He has already made a lot of pulleys for me: 115 mm, 110 mm, 100 mm, 3.8 inches, 3.4 inches.
Now I ordered 80 mm (3.15 inches)
On an 80 mm pulley I expect to get a max boost of 13-14 psi.

[Torgus]

I saw some post on the 'n52 boosted builds' facebook group of someone claiming to make 20psi with a 66mm pulley. The blower must be spitting out hot as hell air...I don't think it will last long...