[DrKevM5]

Dropped my lil' Beast off for DINAN Stage 4 upgrade and asked them to perform a pre-installation dyno run for comparison purposes. EDIT: Dinan dealer suspects the Stage 1 doesn't produce as much power as the Sport tune because of the additional parameters the advanced Dinantronics module adjusts for safety. You get Dinantronics for the ability to properly manage Stage 4. Apparently you can switch between Stage 1 and 4 easily with the app for a "valet" mode? What say you Dinan?!

[Dinan_Engineering]

Originally Posted by DrKevM5

Dropped my lil' Beast off for DINAN Stage 4 upgrade and asked them to perform a pre-installation dyno run for comparison purposes. EDIT: Dinan dealer suspects the Stage 1 doesn't produce as much power as the Sport tune because of the additional parameters the advanced Dinantronics module adjusts for safety. You get Dinantronics for the ability to properly manage Stage 4. Apparently you can switch between Stage 1 and 4 easily with the app for a "valet" mode? What say you Dinan?!

With factory CAT's at least the SPORT and the Stage 1 DPT should produce nearly identical numbers. The Stage 1 is adjusting more parameters so the curve and drivability may be a bit more refined but given the limited gains its questionable if that would be noticable or not. With a DP on the car it is entirely possible that the SPORT unit may make a bit more power then the Stage 1 as the SPORT gives you the option to change boost whereas the Stage 1 is "set in its ways" so to speak and optimized for a stock catalytic convertor and what that really allows. With stock CATs the car is really peaking at ~2.5 #'s of boost over stock regardless. When set to race (+4 PSI) the lower end and mid range may get a bit more power but the peak is not gaining anything but some heat as the turbo itself is already capped out. With the CAT's removed/altered it may open up a bit more power that otherwise would not have been possible with the stock turbo. Given we don't do any modified CAT testing so this is just speculation on my part.

Stage 4 allows for power potential beyond what SPORT is capable of though.

Regardless OP looks like you are well on your way to some enjoyable driving ahead of you.

Almost forgot--- Once Stage 4 is installed you can switch back and forth between stage 4, stage 1, and bypass via a BT smartphone app if you like.

[bi0hazard]

93 octane?

[DrKevM5]

93 octane.

[DrKevM5]

Awesome feedback Dinan_Engineering

[SeanWRT]

Thank you OP. Been waiting to see this for long time. Your number looks super legit, or even a little bit lower if 400lb*ft in torque is any indication, which is pretty much stock number on a dynojet we've been seeing. If there is a benchmark number to compare yours to, probably you will do it justice better.

From earlier conversation, I know you have a bigger IC installed as well. Please confirm.

My setup would be close to yours. Differences are my cat is a slightly more restrictive 300 cell but I have a new turbo inlet pipe which corrects BMW's mistake mating PWG inlet pipe to the EWG turbo compressor wheel inlet which is 20% larger in dia or 44% in cross area (see below pics borrowed). This is not going to make higher boost but more flow at any rpm instead, in other words, turbo will rev less hard at any given boost target and thus pick up a few efficiency it is lacking. Whatever difference that'll make to the peak power though.

My build would be much more powerful with a custom Jb4 setting, but I have no interest in maxing out anything. I want power as much out of efficiency as possible, hence all the supporting FBO stuff on the mild Dinan Stage One.

I will do a comparison dyno on dynojet involving:
1) Stock m2, though not my car unfortunately
2) FBO m2 on stock tune (Dinantronics bypass)
3) FBO m2 on Dinantronics Stage One
4) Stock m4
No PI, No meth, No E blend, 93AKI(98RON) only.

I'll see how I like my car with those stuff and decide when/if to jump into bigger turbo.

[DrKevM5]

I do have a larger IC. However, stock torque numbers are not even close to 400.

[SeanWRT]

Dinan, thanks for the info and insight. Can you comment:
1) There is no dip at peak from OP's graph like other m2 piggyback dynos. Reason?
2) By peak at 2.5 psi of boost, is it at 5500rpm? I thought it won't make that much boost at the real top end (6000-7000). Correct?
3) By peak at 2.5 psi of boost, are you referring to sport tuner or Dinantronics?

Originally Posted by Dinan_Engineering

With factory CAT's at least the SPORT and the Stage 1 DPT should produce nearly identical numbers. The Stage 1 is adjusting more parameters so the curve and drivability may be a bit more refined but given the limited gains its questionable if that would be noticable or not. With a DP on the car it is entirely possible that the SPORT unit may make a bit more power then the Stage 1 as the SPORT gives you the option to change boost whereas the Stage 1 is "set in its ways" so to speak and optimized for a stock catalytic convertor and what that really allows. With stock CATs the car is really peaking at ~2.5 #'s of boost over stock regardless. When set to race (+4 PSI) the lower end and mid range may get a bit more power but the peak is not gaining anything but some heat as the turbo itself is already capped out. With the CAT's removed/altered it may open up a bit more power that otherwise would not have been possible with the stock turbo. Given we don't do any modified CAT testing so this is just speculation on my part.

Stage 4 allows for power potential beyond what SPORT is capable of though.

Regardless OP looks like you are well on your way to some enjoyable driving ahead of you.

Almost forgot--- Once Stage 4 is installed you can switch back and forth between stage 4, stage 1, and bypass via a BT smartphone app if you like.

[FSociety]

DrKevM5 have dyno shop email you the DRF Files, i can load it up nicely and graphed for forum viewing pleasure.

SeanWRT so BMW put a more restrictive Inlet in the M2? will you be able to dyno before / after to see if this is true ? if it allows more flow then there should be a few more ponies or better curve?

[SeanWRT]

Originally Posted by FSociety

SeanWRT so BMW put a more restrictive Inlet in the M2? will you be able to dyno before / after to see if this is true ? if it allows more flow then there should be a few more ponies or better curve?

It seems BMW didn't want to invest new plastic injection molds to make bigger and diameter matching inlet pipe for EWG turbo compressor end.

The way I look at it - as long as EWG cars are making correct amount of power with smaller PWG pipe, why bother?

Obviously, the further you go into mods, more EWG cars will benefit from this correct part, as seen with STG one and two turbo cars. It helps in a similar way as a DP. Do it right away, you're welcome.

[BruceM]

Originally Posted by SeanWRT

Thank you OP. Been waiting to see this for long time. Your number looks super legit, or even a little bit lower if 400lb*ft in torque is any indication, which is pretty much stock number on a dynojet we've been seeing. If there is a benchmark number to compare yours to, probably you will do it justice better.

From earlier conversation, I know you have a bigger IC installed as well. Please confirm.

My setup would be close to yours. Differences are my cat is a slightly more restrictive 300 cell but I have a new turbo inlet pipe which corrects BMW's mistake mating PWG inlet pipe to the EWG turbo compressor wheel inlet which is 20% larger in dia or 44% in cross area (see below pics borrowed). This is not going to make higher boost but more flow at any rpm instead, in other words, turbo will rev less hard at any given boost target and thus pick up a few efficiency it is lacking. Whatever difference that'll make to the peak power though.

My build would be much more powerful with a custom Jb4 setting, but I have no interest in maxing out anything. I want power as much out of efficiency as possible, hence all the supporting FBO stuff on the mild Dinan Stage One.

I will do a comparison dyno on dynojet involving:
1) Stock m2, though not my car unfortunately
2) FBO m2 on stock tune (Dinantronics bypass)
3) FBO m2 on Dinantronics Stage One
4) Stock m4
No PI, No meth, No E blend, 93AKI(98RON) only.

I'll see how I like my car with those stuff and decide when/if to jump into bigger turbo.

Where did you get that inlet pipe??

[SeanWRT]

Originally Posted by BruceM

Where did you get that inlet pipe??

It's a Pure N55 turbo inlet pipe. Most dont do it because of the questionable gain in power until when installing bigger turbo and of course the labor cost. Though I am the kind of person wanting to spend more to have reliable and consistent and even NOT more power.

Originally Posted by DrKevM5

I do have a larger IC. However, stock torque numbers are not even close to 400.

You're right. Your number is legit. Considering a M2 MT puts down normally 330WHP on dynojet, seeing a close to 30WHP gain is actually not bad. Looking forward to you sharing the experience comparison between stg 1 and 4.

[BruceM]

[QUOTE=SeanWRT;21258000]It's a Pure N55 turbo inlet pipe. Most dont do it because of the questionable gain in power until when installing bigger turbo and of course the labor cost. Though I am the kind of person wanting to spend more to have reliable and consistent and even NOT more power.


Have you seen this thread? Looks like that inlet pipe could make a power difference, along with less stress on the turbo, with a Dinan Stage 4 on an N55 engine.... which makes me wonder why it is not part of Dinan's kit....

http://www.n54tech.com/forums/showthread.php?t=42512

[kiysersosae]

[QUOTE=BruceM;21258833]

Originally Posted by SeanWRT

It's a Pure N55 turbo inlet pipe. Most dont do it because of the questionable gain in power until when installing bigger turbo and of course the labor cost. Though I am the kind of person wanting to spend more to have reliable and consistent and even NOT more power.


Have you seen this thread? Looks like that inlet pipe could make a power difference, along with less stress on the turbo, with a Dinan Stage 4 on an N55 engine.... which makes me wonder why it is not part of Dinan's kit....

http://www.n54tech.com/forums/showthread.php?t=42512

Il tell you in around 3 weeks time as I have mine coming in form the US,providing Trump doesn't ban exports!, so will get the logs on stock setup before / after

[FSociety]

Originally Posted by SeanWRT

It seems BMW didn't want to invest new plastic injection molds to make bigger and diameter matching inlet pipe for EWG turbo compressor end.

The way I look at it - as long as EWG cars are making correct amount of power with smaller PWG pipe, why bother?

Obviously, the further you go into mods, more EWG cars will benefit from this correct part, as seen with STG one and two turbo cars. It helps in a similar way as a DP. Do it right away, you're welcome.

You make a good point
Bee Pee did show some gains under the curve on his M135

[QUOTE=kiysersosae;21260402]

Originally Posted by BruceM

Il tell you in around 3 weeks time as I have mine coming in form the US,providing Trump doesn't ban exports!, so will get the logs on stock setup before / after

Looking forward to your results!

[kiysersosae]

[QUOTE=FSociety;21261118]You make a good point
Bee Pee did show some gains under the curve on his M135

Originally Posted by kiysersosae

Looking forward to your results!

Unfortunately, after a long 2 week wait I went to DHL to collect my parcel and after paying the import tax I opened the box up to find a replacement turbine wheel.... I mean I ish it was a full turbo upgrade - I had received someone else's parcel and they obviously must have mine... I've contacted pure to sort it out. Gutted though!

[BruceM]

[QUOTE=kiysersosae;21274139]

Originally Posted by FSociety

You make a good point
Bee Pee did show some gains under the curve on his M135



Unfortunately, after a long 2 week wait I went to DHL to collect my parcel and after paying the import tax I opened the box up to find a replacement turbine wheel.... I mean I ish it was a full turbo upgrade - I had received someone else's parcel and they obviously must have mine... I've contacted pure to sort it out. Gutted though!

Bummer Hope that doesn't happen regularly to Pure shipments. I just ordered an inlet pipe myself. I will hold my breath when I open the box now....

[Bee Pee]

[QUOTE=kiysersosae;21274139]

Originally Posted by FSociety

You make a good point
Bee Pee did show some gains under the curve on his M135



Unfortunately, after a long 2 week wait I went to DHL to collect my parcel and after paying the import tax I opened the box up to find a replacement turbine wheel.... I mean I ish it was a full turbo upgrade - I had received someone else's parcel and they obviously must have mine... I've contacted pure to sort it out. Gutted though!

Mine took awhile to come thru to UK too. When it did finally arrive, the O ring gaskets were missing. Quick call to Pure and then DHL'd O-rings asap.

I'm happy with hi flo inlet even on stock EWG turbo. IAT's lower and throttle response is better.

[kiysersosae]

[QUOTE=Bee Pee;21279900]

Originally Posted by kiysersosae

Mine took awhile to come thru to UK too. When it did finally arrive, the O ring gaskets were missing. Quick call to Pure and then DHL'd O-rings asap.

I'm happy with hi flo inlet even on stock EWG turbo. IAT's lower and throttle response is better.

Glad for you mate.

Il just leave it for now, was going to do it sane time I had cat and intercooler out.

[Bee Pee]

[QUOTE=kiysersosae;21280006]

Originally Posted by Bee Pee

Glad for you mate.

Il just leave it for now, was going to do it sane time I had cat and intercooler out.

Yes install at same time as FMIC makes it much easier. I upgraded FMIC and connector pipes on both sides of FMIC at the same time as installing hi flow inlet pipe.

[Chaslieb]

Originally Posted by SeanWRT

My setup would be close to yours. Differences are my cat is a slightly more restrictive 300 cell but I have a new turbo inlet pipe which corrects BMW's mistake mating PWG inlet pipe to the EWG turbo compressor wheel inlet which is 20% larger in dia or 44% in cross area (see below pics borrowed). This is not going to make higher boost but more flow at any rpm instead, in other words, turbo will rev less hard at any given boost target and thus pick up a few efficiency it is lacking. Whatever difference that'll make to the peak power though.

My build would be much more powerful with a custom Jb4 setting, but I have no interest in maxing out anything. I want power as much out of efficiency as possible, hence all the supporting FBO stuff on the mild Dinan Stage One.

I will do a comparison dyno on dynojet involving:
1) Stock m2, though not my car unfortunately
2) FBO m2 on stock tune (Dinantronics bypass)
3) FBO m2 on Dinantronics Stage One
4) Stock m4
No PI, No meth, No E blend, 93AKI(98RON) only.

I'll see how I like my car with those stuff and decide when/if to jump into bigger turbo.

Hi Sean,

It seems like your build is similar to what I am working towards. Have you dynoed your car with the bolt ons and the Dinan Stage 1 tuner? If you have a JB4 for data logging, has the tune adapted to your down pipe and inlet and changed the fueling to meet the demands of your increased boost/flow?

[BruceM]

Originally Posted by DrKevM5

Dropped my lil' Beast off for DINAN Stage 4 upgrade and asked them to perform a pre-installation dyno run for comparison purposes. EDIT: Dinan dealer suspects the Stage 1 doesn't produce as much power as the Sport tune because of the additional parameters the advanced Dinantronics module adjusts for safety. You get Dinantronics for the ability to properly manage Stage 4. Apparently you can switch between Stage 1 and 4 easily with the app for a "valet" mode? What say you Dinan?!

Hey Doc--

For some reason I just flashed on the fact that you dropped off the car for a Stage 4 upgrade three weeks ago?

WELL? What do you think????? Is there a post somewhere that I missed???