08-19-2018, 03:06 PM | #45 | |
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All I’m trying to do now is use the extra power I’ve installed while keeping things cool. So far, I’m getting some great feedback from the rest of the community. |
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08-19-2018, 03:39 PM | #46 | |
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08-19-2018, 03:48 PM | #47 |
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Agreed.
Altho, having driven and tracked N55s and S55s, I much prefer the lower RPM torque delivery, more linear power delivery throughout the rev range, and the sound of the N55 over the S55. This cooling issue is the last step for me to dial in the car the way I'd like for daily and track driving, and to fully enjoy a fantastic car. |
08-19-2018, 06:54 PM | #48 |
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There is a absolutely nothing wrong with more power with M2 on track, except that it's stupidly tuned for low down torque surge which Dinan is not, unlike the most of others.. In fact, more manageable power is the next best thing to tire to improve lap time. F87 fully adopt the chassis engineered for all F80/82 variants that's 60~140ps more powerful from factory. And F87 is shorter but only slightly lighter. F87 this thing is desperate for more power than for anything else since day one. You can really feel it on track, once tire warm, even continental gets you full traction. And you feel absolutely nothing from 3rd gear. You will understand the strong torque you feel on street is just illusion. Smoking tire adds to that feeling. Once you have traction, there's very little left in M2 stock if you push more.
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08-20-2018, 11:34 AM | #49 | |
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My comments on this: 1) My data set is a lot more comprehensive. I have two full weeks of on track and daily driving vs one day of very limited tests. 2) My tests were completely independent from manufacturers. I spent my own money, time, and used my own equipment with no monetary or physical help from the manufacturers. The other test was done at Wagner's HQ, in presence of their staff (who were helping), and using their equipment at no charge to the tester. 3) There may be financial motive. The other tester is a vendor selling Wagner, but not ATM. Last edited by FaRKle!; 08-20-2018 at 11:39 AM.. |
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08-20-2018, 06:51 PM | #50 | ||
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I too think the other comparo is a little biased. Yours show ATM's cooling advantage over Wagner. Though as I mentioned already, pressure loss can't be measured at post intercooler because that's what DME is targeting, always the same. Great stuff!
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08-26-2018, 05:29 AM | #51 | |
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08-26-2018, 08:59 AM | #52 | |
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Won’t have all that done for a few weeks and won’t be able to test it until Oct. |
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08-26-2018, 03:15 PM | #54 |
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08-27-2018, 11:36 AM | #55 |
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Going to have to short-shift on the hotter days at the track then maybe. Or possibly look at retrofitting the charge cooler set up from the M3/M4 in place of the intercooler set up.
I think it also goes to limp mode on the oil temperature. |
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08-27-2018, 11:44 AM | #56 | |
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I’m not looking to drive around the problem or do any crazy retrofit work. I think it can be solved with better cooling and airflow within the constraints of the N55 M2. We shall see soon enough. |
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08-28-2018, 10:05 AM | #57 | |
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08-28-2018, 10:10 AM | #58 | |
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Apart from my water meth I've added these items below which possibly assisted with decent temp figures:
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08-29-2018, 05:24 PM | #59 |
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Hey guys new here but not new to bmw tuning.
Anyways I had a few thoughts after reading this thread. 1) How does the S55 oil cooler work (seeing that it is perpendicular to the ground), in regards to air flow? 2) Is it possible for us to use an S55 style oil cooler mounted under the car (alot larger than our oil cooler), so we can convert the AUX oil cooler rad to another AUX radiator? That should help us solve some of our temp issues. |
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09-26-2018, 12:44 AM | #60 |
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What about using Water injection like the M4 GTS? I'll admit I haven't researched this but there must be systems out there for those who need/want it.
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09-26-2018, 01:34 AM | #61 |
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Anyone running the ER oil cooler kit? I'm slightly lost between the CSF oil cooler and the ER one. Price difference is somewhat marginal. From the looks of it, the ER has better performance than the CSF, but that's because it isn't PnP.
So if anyone has any input on how much more difficult it is to install the ER, or which is better for extremely spirited daily driving, I'd appreciate it. Note: Summer temperatures here peak at ~38C, and we go through a lot of traffic before even reaching the good roads.
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10-05-2018, 05:38 AM | #62 | |
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Just because a cooler looks "bigger" doesn't mean it works better. CSF engineered the best oil cooler on the market, keeping in mind a drop-in fit solution. Other companies go to a different / bigger set-up because they don't have the manufacturing technologies to make what CSF has. |
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10-05-2018, 05:58 AM | #63 |
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Hard to keep cool in 107* ambient conditions! I've been running with the ER oil cooler and have been able to keep temperature thresholds below critical in 92* ambient. Installation is pretty involved but I'm happy with the results.
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07-26-2019, 07:35 PM | #64 |
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Hey guys, thought I'd update the thread with this year's open track battle observations.
Max temps: Ambient - 95F IAT - 155F Oil - 270F Coolant - 256F IATs were 10F lower than last year but matched ambient being 10F lower, as well. Oil/coolant max temps were similar to last year. So, no real change in max temps if I kept pushing the car for an extended period, but I'm putting out a decent bit more power as evidenced by: -I only made power mods to the car since last yr (already had suspension and AP BBK) -Me being able to keep up on the straights with my Uncle's supercharged E93 (567whp) if I had a good run off the corner -Top speed was 124mph this yr, vs 118mph last year -Lap times were 3sec quicker than last year, even tho we were running RE-71R's this yr, vs R7s last yr -M Laptimer comparison showing consistent time gain under power on the straights, and a little extra time gain under braking (using new Ferodo DS3.12 pads, which are great!) Hardware changes since last year, include: -Motul 300V vs BMW 0W-30 (I noticed 10F reduction in oil temps when doing BM3 test runs/logs) -Dinan IC changed to Wagner Evo2 Comp IC (definitely sheds heat much quicker during BM3 logging) -Replaced stock downpipe with HJS 300-cell DP (nice additional power bump & sound) -do88 remote radiator (already had CSF main radiator and DCT & oil coolers last year) -BM3 Stg 2H E30 tune & fuel vs Dinantronics Stage 4 with 96 octane (93/100 octane mix). Halim has been a huge help over the last few months in creating a Stg 2H E30 tune based on my logs, and the E30 keeps much more consistent power levels than pure gas as IATs get into 125-150F territory, see the MAF and timing values in the links below. While max temps ended up being the same as last year, the hardware changes helped temps to increase more slowly, and the E30 helped me maintain consistent power levels as temps got high. To add another interesting data point, below is a 100 octane session on the Stg 2 Race Gas map and one of my Stg 2H E30 sessions with E30 fuel. Boost actual vs target, MAF, and timing values remained higher with E30 vs 100 octane and the Race Gas map, even tho ambient was 10F higher during the E30 log! Stg 2H E30: http://www.bootmod3.net/log?id=5d3a12dac090c65ddbf48125 Racegas map with 100 octane: http://www.bootmod3.net/log?id=5d39e50bc090c65ddbf480c0 Next step is likely WMI, as that will provide IAT cooling and give a little additional fueling, and maybe have an impact on how quickly engine temps increase. Last edited by ZM2; 07-27-2019 at 08:14 AM.. |
07-27-2019, 12:01 AM | #65 | |
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Also TYSP33D was working on an m2 extreme cooling kit as per his Instagram, so if anyone was interested in getting a setup that's been race tested such as on his car hit him up.
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