08-17-2018, 03:15 AM | #23 | |
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(Serious question, as it sounds counter intuitive to me)
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So far: 200cell downpipe, custom exhaust, lifhtweight splitter, m4 comp seats
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08-17-2018, 07:37 AM | #24 | |
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08-17-2018, 07:39 AM | #25 | |
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I haven’t found anyone that makes a larger Auxiliary radiator, yet.... |
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08-17-2018, 09:31 AM | #26 |
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I am surprised your coolant temp is getting that high. Did you change your thermostat for a low temp unit?
I would kill for 266 oil temps in 100+ degree ambient track days. On my TT RS (Loba hybrid turbo, catless downpipe, mid-cats deleted, Forge Race intercooler, 21 psi tune), I can get upto 280 for oil on 20-25 min sessions when beating the piss out of the car. I back off a bit when I see 280. Sorta sad to see that I’ll have to deal with heat on the M2 once I start tracking it; my Z4MC was rock solid on track. |
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08-17-2018, 09:42 AM | #27 |
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08-17-2018, 01:45 PM | #28 |
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I’ll take her in to my race shop over the next few weeks to figure out a solution.
All signs point to different IC setup to get more air across the radiator and figuring out how to get a larger main or aux radiator in place. |
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08-17-2018, 02:05 PM | #29 | |
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The only thing to consider is there's a higher likelihood of having to play with fit a bit more with the ATM since the inlet/outlets are at slightly different positions from the stock IC. If you see what combos have worked for the CSF IC, that will work with the ATM too since CSF copied the end tanks and inlet/outlets from ATM. |
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08-17-2018, 02:15 PM | #30 | |
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What’s the frontal footprint difference between these two? Because it sounds like the large ICs may be blocking air to the radiator, would the Wagner or ATM be better in this regard? Does the ATM have additional pressure drop or lag vs the Wagner? |
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08-17-2018, 02:26 PM | #31 | |
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Essentially changing parameters to optimize everything. You can make more power with less boost as sometimes that etxa boost is just blowing extra hot air, just over stressing the engine. |
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08-17-2018, 04:43 PM | #33 | ||
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The Wagner seems to have less internal volume than the ATM, however the ATM has rounded header bars inside the end tanks to smooth out flow. On the track I didn't notice any difference. I did notice a small difference in daily driving, specifically when accelerating from a stop where the turbo drive is very low (since rpms are low). There was just a hint more lag with the ATM, but it was nowhere near as bad as another IC I tried where you'd try to accelerate, get very little, and then have a surge of power come on once the system pressurized. Not smooth or fun. Here's a good post outlining the internal (also would apply to external) header bar shape and flow. ATM was the OEM/ODM for Helix. The Wagner Evo Comp 2 core inlet looks very similar to the tube/fin inlet in that example. On the track, the ATM gave me an average of 3mph higher top speed over the Wagner on the front straight. Quote:
Last edited by FaRKle!; 08-17-2018 at 04:56 PM.. |
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08-17-2018, 05:24 PM | #34 |
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Thanks for the Wagner, ATM, and do88 info!
I like that do88 drop in remote radiator replacement! Not sure if that alone will be enough to solve my heat issues. I need to compare specs on the do88 cooling pack items and the CSF items, too. Last edited by ZM2; 08-17-2018 at 05:34 PM.. |
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08-18-2018, 03:42 AM | #35 | |
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08-18-2018, 06:57 AM | #37 | |
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So, I’ll at least add the do88 remote radiator, and continue to think about trying a different IC than the Dinan as an airflow experiment. |
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08-18-2018, 01:13 PM | #38 | |
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I'm strongly considering meth injection now, but am unsure how I'd go about implementing it from a controller perspective. As I said, I'm running BM3 Stage 2 91 currently, but this is a DME flash and therefore cannot control the meth. What are you using as a meth controller?
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Current Performance Mods: CSF FMIC, ER CP, Fabspeed Cat, Aquamist WMI, GFB DV+, NGK 97506, BM3 (Stage 2 93 OTS), CDV delete, UCP, M2C/M3/M4 Strut Brace, M3/M4 Reinforcement Rings |
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08-18-2018, 04:58 PM | #39 |
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Or, considering that you're going to thrash it in such temperatures for the best part of an hour, accept that there are going to have to be compromises and focus on engine rather than charge cooling, and back off on the tune...
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08-18-2018, 08:34 PM | #40 |
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Yeah, I know where you were going, but what fun is that?
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08-19-2018, 09:57 AM | #41 |
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Wagner vs ATM, there are two comparison thread with different results... Check below.
https://f30.bimmerpost.com/forums/sh....php?t=1141360 https://f30.bimmerpost.com/forums/sh....php?t=1518971
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08-19-2018, 10:45 AM | #42 |
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The additional lag (however small) of the ATM has me hesitant to go that direction.
And, would love to see a head to head bn one of these and the Dinan. Haven’t found one. Last edited by ZM2; 08-19-2018 at 10:58 AM.. |
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08-19-2018, 01:40 PM | #43 | |
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You have a few options since that route might not be one you'd want to take...(have to buy the JB4 just to run their system) Main options are Snow Performance, AEM, Devils Own.....and probably the best one out there. Aquamist HFS-4. These would have there own controllers. |
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08-19-2018, 01:46 PM | #44 |
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Well, you appear to be focussing on peak power as a way to minimise lap time. There are other ways to do that without getting taken to the cleaners by suppliers of tuning and cooling parts.
Based on the links you're posting, it might be cheaper to move to Canada... |
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