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M2 Technical Topics > N55 Engine / Drivetrain / Exhaust / Bolt-ons / Tuning > NEW RELEASE: Dinan Performance Engine Software for the F87 M2 (N55)

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      06-04-2020, 02:13 PM   #23
Dinan_Engineering
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Quote:
Originally Posted by boostm3 View Post
Does the cost listed for the flashes include dealer labor for the install, or is that an additional fee?
That would be additional. Labor rates vary immensly across the globe and we can't dictate what a dealer would charge for their labor.
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      06-04-2020, 02:33 PM   #24
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Dealer has to install?

No interest.
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      06-04-2020, 04:52 PM   #25
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Can you (or should you) run the 93 octane flash if using an ethanol blend? For example, Husky premium 94? Thanks.
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      06-04-2020, 05:10 PM   #26
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Quote:
Originally Posted by JudasBeast View Post
Can you (or should you) run the 93 octane flash if using an ethanol blend? For example, Husky premium 94? Thanks.
Realistically you would want to run the 91 octane (AKI) mapping for Husky 94 (RON). In short stints its probably not going to really matter but over the long haul and the health of the motor stick to the 91 mapping.
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      06-05-2020, 06:28 AM   #27
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I have some custom coding for the MDM, Diff and EPS. Will this software overwrite that?
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      06-05-2020, 07:18 AM   #28
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Quote:
Originally Posted by BeastieBombRacing View Post
I have some custom coding for the MDM, Diff and EPS. Will this software overwrite that?
Coding that is tied to other modules (MDM, ABS, Suspension, etc) will be unaffected with the engine software. So the ones you mentioned will be retained. The only time they would be lost would be with a full factory reflash/i-level update.
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      06-05-2020, 05:15 PM   #29
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Quote:
Originally Posted by Dinan_Engineering View Post
Realistically you would want to run the 91 octane (AKI) mapping for Husky 94 (RON). In short stints its probably not going to really matter but over the long haul and the health of the motor stick to the 91 mapping.
FYI, we are AKI in Canada.
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      06-05-2020, 05:16 PM   #30
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Im getting this done next week, will share the results.
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      06-06-2020, 10:33 AM   #31
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This was exciting until I read I have to switch maps at a dealer. I have plenty of access to 93 octane but there are times I end up in an area with only 91. Wouldn’t want to end up stranded unexpectedly... how far could you drive the car (taking it easy obviously) without having to be too concerned?

Also, whatever happened to the whole “the N55 is tapped out?” thing from Dinan themselves? How much are we affecting long term reliability? Is this really possible without even an intercooler upgrade?

Last edited by Dasnub; 06-06-2020 at 11:22 AM..
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      06-08-2020, 08:36 AM   #32
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Quote:
Originally Posted by ///M² View Post
FYI, we are AKI in Canada.
I stand corrected. Tells you how often I travel to our neighbors in the north.

Quote:
Originally Posted by Dasnub View Post
This was exciting until I read I have to switch maps at a dealer. I have plenty of access to 93 octane but there are times I end up in an area with only 91. Wouldn’t want to end up stranded unexpectedly... how far could you drive the car (taking it easy obviously) without having to be too concerned?

Also, whatever happened to the whole “the N55 is tapped out?” thing from Dinan themselves? How much are we affecting long term reliability? Is this really possible without even an intercooler upgrade?
If you arent bouncing it off the rev-limiter and doing full obnoxious pulls or anything there is little concern of using 91 on the 93 octane mapping for a tank of gas. Is it ideal? No, but as long as you don't abuse it you should be fine.

In stock form the N55 M2 is pretty close to tapped out. 2 factors are the primary contributors to this-- the turbo and more importantly fueling. A larger turbo and intercooler will definitily help the top end and improve efficiency for some additional power, but only to a point. The car is more fueling limited then anything. Fueling with DINANTRONICS was indirectly controlled (and limited in scope) so there was little gain with a piggyback itself (stage 1) until some hardware was accompanied with it (stage 4 - turbo and intercooler). With a flash that is turned on its side a bit and we now have direct control of the fueling and are able to maximize what is already there. Getting very similar numbers without any modifications to what you saw with stage 4 previously in the process. When released, what you will see with the flash based big turbo mapping is that peak power is only minimally improved but the top end power lasts longer and will be flatter. Unfortunately it will still be fueling limited as that is simply what the pumps can handle.
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      06-08-2020, 08:48 AM   #33
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Is there any improvement in the "lag between shifts" issue seen on the 6MT? Currently being discussed here:

https://f87.bimmerpost.com/forums/sh....php?t=1699999
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      06-08-2020, 08:52 AM   #34
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Quote:
Originally Posted by Dinan_Engineering View Post
I stand corrected. Tells you how often I travel to our neighbors in the north.



If you arent bouncing it off the rev-limiter and doing full obnoxious pulls or anything there is little concern of using 91 on the 93 octane mapping for a tank of gas. Is it ideal? No, but as long as you don't abuse it you should be fine.

In stock form the N55 M2 is pretty close to tapped out. 2 factors are the primary contributors to this-- the turbo and more importantly fueling. A larger turbo and intercooler will definitily help the top end and improve efficiency for some additional power, but only to a point. The car is more fueling limited then anything. Fueling with DINANTRONICS was indirectly controlled (and limited in scope) so there was little gain with a piggyback itself (stage 1) until some hardware was accompanied with it (stage 4 - turbo and intercooler). With a flash that is turned on its side a bit and we now have direct control of the fueling and are able to maximize what is already there. Getting very similar numbers without any modifications to what you saw with stage 4 previously in the process. When released, what you will see with the flash based big turbo mapping is that peak power is only minimally improved but the top end power lasts longer and will be flatter. Unfortunately it will still be fueling limited as that is simply what the pumps can handle.
Very interesting, thanks for the detail. I was always under the impression that the turbo and IATs were the big limitations on the N55. These are pretty impressive gains for a Stage 1 reflash. In your opinion does that make a HPFP upgrade a priority over the intercooler or turbo?
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      06-08-2020, 09:10 AM   #35
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Quote:
Originally Posted by Nick2016M2 View Post
Is there any improvement in the "lag between shifts" issue seen on the 6MT? Currently being discussed here:

https://f87.bimmerpost.com/forums/sh....php?t=1699999
Waiting on response from the software guys. Not sure personally...

Quote:
Originally Posted by Dasnub View Post
Very interesting, thanks for the detail. I was always under the impression that the turbo and IATs were the big limitations on the N55. These are pretty impressive gains for a Stage 1 reflash. In your opinion does that make a HPFP upgrade a priority over the intercooler or turbo?
If you are going for big power then yes a HPFP is equally as important as the turbo and intercooler.
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      06-08-2020, 09:22 AM   #36
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Quote:
Originally Posted by Dinan_Engineering View Post
Waiting on response from the software guys. Not sure personally...



If you are going for big power then yes a HPFP is equally as important as the turbo and intercooler.
What do you consider “big power” for the n55?

I’m really looking to be in the 380whp/420wtq area, to optimize my power to weight ratio for series rules. Stock was 355/382
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      06-08-2020, 10:05 AM   #37
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Quote:
Originally Posted by Nick2016M2 View Post
Is there any improvement in the "lag between shifts" issue seen on the 6MT? Currently being discussed here:

https://f87.bimmerpost.com/forums/sh....php?t=1699999
They have never experienced the phenomenom described so are unsure if it was specifically addressed I'm afraid.

Quote:
Originally Posted by BeastieBombRacing View Post
What do you consider “big power” for the n55?

I’m really looking to be in the 380whp/420wtq area, to optimize my power to weight ratio for series rules. Stock was 355/382
Over 400 WHP you need more fuel so that would be considered "big power" on the platform in my eyes.
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      06-08-2020, 10:26 AM   #38
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Quote:
Originally Posted by Dinan_Engineering View Post
Waiting on response from the software guys. Not sure personally...



If you are going for big power then yes a HPFP is equally as important as the turbo and intercooler.
The lag issue is definitely a thing on the 6MTs. Very frustrating- there are some recent long threads on it. Any tuner that solved this would get my business even without a power bump.

Do you feel like the stage 1 tune is going to have a significant impact on longevity/reliability over stock without changing the IC and turbo as well? The tune really puts me where I’d like to be in terms of power but don’t want to do it at the expense of those things, as this is a 25k/yr daily driver.

Put another way- is this stage 1 tune or full stage 4 a more reliable option?
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      06-08-2020, 11:22 AM   #39
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Quote:
Originally Posted by Dasnub View Post
The lag issue is definitely a thing on the 6MTs. Very frustrating- there are some recent long threads on it. Any tuner that solved this would get my business even without a power bump.

Do you feel like the stage 1 tune is going to have a significant impact on longevity/reliability over stock without changing the IC and turbo as well? The tune really puts me where I’d like to be in terms of power but don’t want to do it at the expense of those things, as this is a 25k/yr daily driver.

Put another way- is this stage 1 tune or full stage 4 a more reliable option?
Flash stage 1 is more reliable then DINANTRONICS Stage 4 simply because its more comprehensive and has finer (and direct) control over a multitude of parameters.
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      06-08-2020, 11:25 AM   #40
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Quote:
Originally Posted by Dasnub View Post
The lag issue is definitely a thing on the 6MTs. Very frustrating- there are some recent long threads on it. Any tuner that solved this would get my business even without a power bump.
I agree. I wonder if they even utilized a 6MT for testing or if it was DCT. I can't imagine they wouldn't be able to replicate the issue if it was a 6MT
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      06-08-2020, 11:27 AM   #41
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Originally Posted by Nick2016M2 View Post
I agree. I wonder if they even utilized a 6MT for testing or if it was DCT. I can't imagine they wouldn't be able to replicate the issue if it was a 6MT
Forgive me, but I thought the 'solution' to the lag issue was to shift over 6krpm?

I was having the same (or similar ) issue, but I was shifting around 5500 at the track. This last event I shifted over 6k and never had the lag that I was experiencing previously.
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      06-08-2020, 01:07 PM   #42
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Quote:
Originally Posted by BeastieBombRacing View Post
Forgive me, but I thought the 'solution' to the lag issue was to shift over 6krpm?

I was having the same (or similar ) issue, but I was shifting around 5500 at the track. This last event I shifted over 6k and never had the lag that I was experiencing previously.
It masks the issue (boost gets rebuilt at higher rpm faster,) but does not actually correct it.
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      06-08-2020, 02:06 PM   #43
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Quote:
Originally Posted by Nick2016M2 View Post
I agree. I wonder if they even utilized a 6MT for testing or if it was DCT. I can't imagine they wouldn't be able to replicate the issue if it was a 6MT
Primary car involved for flash development was an employee owned DCT M2 that is onsite.
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      06-08-2020, 02:09 PM   #44
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Quote:
Originally Posted by Dinan_Engineering View Post
Primary car involved for flash development was an employee owned DCT M2 that is onsite.
Would be worth having your guys maybe look at some customer logs here... sounds like other tuners are working on it:

https://f87.bimmerpost.com/forums/sh....php?t=1699999
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