01-04-2023, 09:18 AM | #1 |
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I’ve been reading a bit on the M2/M235i’s engines and it seems that there is mixing information on what’s different (if anything) about the turbocharger/ exhaust systems.
Ignoring all of the “x makes more on the dyno” and other variables or part numbers, is there any hard data/ measurements/ images saying there’s any difference between the EWG N55s exhaust manifolds or turbochargers? I’ve heard stories saying opposite things. |
01-10-2023, 12:42 PM | #2 |
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I’m very curious about this as well. A higher flowing manifold and turbine housing would explain higher power numbers that tuned M2’s produce in the upper RPM range vs a regular EWG car.
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01-10-2023, 12:55 PM | #3 | |
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01-10-2023, 02:59 PM | #4 |
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I’ve heard some saying the M2 makes “no more than a standard EWG car” as well as exactly what you’re saying. I don’t buy too heavily into dyno results so I was hoping there was some proven information floating around out there.
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01-11-2023, 09:09 AM | #6 | |
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Quote:
https://www.bmwblog.com/2016/07/28/b...ven-better-m2/ |
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01-11-2023, 09:16 AM | #7 | |
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01-11-2023, 09:20 AM | #8 | |
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01-11-2023, 09:24 AM | #9 |
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I was told by TTE that the manifolds are the same.
There are dynos out there of similarly mod'ed N55's on the same OTS tune and the M2 does put down a little more power. Some folks think it is due to less engine friction bc of the cylinder wall linings in the M2 motor. |
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01-11-2023, 06:09 PM | #11 |
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Can’t recall, aren’t the intake/ exhaust cams a different part? In conjunction with the valvetronic thing that makes the “brrrt” sound when we let off throttle (can’t recall the name)
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01-11-2023, 06:51 PM | #12 |
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Nope.
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01-11-2023, 10:34 PM | #13 |
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Yup it is only the diverter valve that is the difference.
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01-11-2023, 11:17 PM | #15 |
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01-12-2023, 05:38 AM | #16 |
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01-12-2023, 08:01 AM | #17 | |
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Intake air system The air intake system is in principle comparable with that of the N55B30O0 engine. The most important changes in the air intake system are adaptation of the intake silencer housing. On the N55B30T0 an additional opening is provided in the bottom housing section, to optimize the power potential and for dethrottling purposes Differences in the oil supply in the N55B30O0 and N55B30T0 engines The oil supply was adapted in the N55B30T0 for race circuit suitability: • Additional oil sump cover to restrict oil movements at high acceleration. • Additional suction pump to return the oil to the rear area of the oil sump during high lateral and longitudinal acceleration. • Extraction from the exhaust turbocharger in the event of high lateral acceleration. With these changes the oil supply can be guaranteed up to a longitudinal acceleration of 0.61 g. This can even be achieved up to - 1.2 g in the case of deceleration. Also with lateral acceleration, for example during cornering, this structure enables a secure oil supply up to constant 1.2 g 4.1.5. Exhaust turbocharging Overboost On the N55B30T0 engine, the torque is increased from 465 Nm/343 lb-ft to 500 Nm/369 lb-ft (overboost) by a brief increase in the charging pressure of 0.1 bar above the normal charging pressure. Blow-off valve A blow-off valve without diaphragm from the N20 engine is used in the N55B30T0 engine. 4.1.6. Exhaust system The exhaust system was newly developed for the F87 BMW M2. Differences in the exhaust system: • Vacuum operated exhaust flap replaced by electrical exhaust flap. • Dethrottling of the exhaust system for optimum gas exchange. • Exhaust routing adapted to F87 BMW M2. • Sporty exhaust sound combined with ASD to the vehicle occupants. 4.2.1. Manual gearbox A manual gearbox is standard on the F87 BMW M2. It is an adapted K-transmission, which is known from the production vehicles of BMW AG or the F80/F82 and F83. The following components were already adapted in the F80/F82 and F83: • Weight reduction compared with predecessor gearbox. • Smaller size and thus lower weight. • Improvement of the shifting comfort thanks to use of new type of carbon friction lining at the synchronisation units. • Reduction of noise level. • Increased efficiency due to dry sump lubrication (“churning” in the oil is prevented, specifically designed oil ducts). This made it possible to reduce heat generation to such an extent that external cooling is no longer required. |
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01-12-2023, 08:31 AM | #18 |
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nd now proofs:
The midpipe is worth about 10whp+ on the low to mid range - the power dropps off up top because boost is tapering, and restriction is lower. On a FBO car, I think a midpipe and muffler (standard N55 cars) is worth 10-15whp peak gains:
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Last edited by AmuroRay; 01-12-2023 at 08:40 AM.. |
01-12-2023, 10:02 AM | #19 |
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Thanks for this information. Is the BOV less of a failure point as a result of being the N20 design vs the EWG BOV?
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01-12-2023, 01:22 PM | #21 |
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That's still proof of a better exhaust leading to more power, this thread is still about the turbo exhaust manifold not the exhaust pipes post turbo.
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01-12-2023, 07:06 PM | #22 |
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The thread is about what makes it different, because people are noticing a difference in power production between a M2 and other N55 cars. Per BMW, It’s the intake and exhaust system, not the manifold directly.
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