11-02-2015, 04:30 PM | #1 |
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M2 (N55B30T0) Aftermarket Tuning Potential
Would anyone be able to give somewhat of an educated guess as to what the tuning potential of this new engine would be compared to the regular (w/ MPPK) N55? As we know from the press release it has:
-Pistons from M3/M4 S55 engine, with top ring optimized for the use of grey-cast iron liners -Crankshaft main bearing shells from M3/M4 S55 engine -Turbocharger integrated into the exhaust manifold -Aerodynamically tuned air intake manifold -High performance spark plugs (lol) The question at hand is, is this an already tuned up N55 that is very near its performance ceiling? Or will the strengthed internal components allow for safer levels of higher boost and 400+hp with software only? Food for thought...
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11-02-2015, 04:35 PM | #2 |
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I think the important question is whether it has the same size turbo charger as the m235i.
If it does than it pretty much has the same tunning potential as the m235i. Lets hope the turbo is different.
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11-02-2015, 04:41 PM | #3 |
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I am quite sure it is the same, maybe other than the fact that it is integrated into the exhaust manifold. I am sure they would of mentioned it if they did anything to upgrade it. Lets hope I am wrong though.
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11-02-2015, 04:41 PM | #4 |
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It will most definitely have a much higher safe tuning potential with all that hardware on board vs a "regular" N55.
I am surprised that the rev range isn't as high as the S55, but the differences in both forged crankshafts might account to that. BMW revises hardware internals all the time without marketing it. Even between E-series N55's and F-series N55's. The difficult part will be the software tuning, and extracting the upper potential out of the platform. |
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11-02-2015, 06:10 PM | #5 | |
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As posted above, if it's a "regular" N55 turbo, that's the limiting factor. Now, the a/w IC might get you some added headroom, but there's simply not a ton more power to be made without replacing it (unlike the N54/S55). Even with the larger aftermarket turbo swaps on the regular N55, the rotating assembly isn't a point of failure. So again, while it's nice, assuming it's going to result in a tangible performance or reliability advantage for most owners isn't necessarily true. Why would the difficultly be the software tuning? The platform has been out for over 5 model years now. It's likely not going to take much to put a JB4 on this car, if the existing one doesn't work as-is. Not sure if this ECU can be cracked like others can't (likely it can't be, or won't be), in that case...we're left with bench flashes or a piggy. But anyway, the tuning is going the relatively easy part when dealing with an older engine/ECU platform. Not sure why you'd think otherwise.
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11-02-2015, 06:15 PM | #6 |
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edit, double post
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11-02-2015, 06:28 PM | #7 |
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Time, research and developments will tell for sure. The turbocharger itself is the bottleneck in any forced induction engine, as is the fuelling system. Cooling is also a massive one.
The "regular" N55 is very strong with the right changes thrown at it (I know this as mine certainly is). Then again, any engine can be made strong with the right R&D...how deep are your pockets? Bench flashing is inconvenient for some people but that's the reality of the platform these days. The JB4 is great for many (and for me) but again you can't adjust fuel trims, scalars and ignition timing, which is a shame. All other parts being equal, all that hardware does amount to something when you're looking for true reliability. Something reliable enough to beat on the track, not overheat, not knock, not spin rods....(M2 has baffling and additional pumps in sump and for the turbocharger). Everything helps. Different horses for different courses. |
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11-02-2015, 10:33 PM | #8 |
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Think of it this way...my N55 would gain max 20-35 hp with a Pure turbo swap sans tuning....the big numbers would come from a LPFP and injectors upgrade+tune...
I think real opportunity here is the fact that you can throw a lot at the DCT (potentially), which is the limit in my current setup.
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11-03-2015, 09:05 AM | #10 |
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I'm guessing that some of you didn't see this announcement.
http://www.bmwblog.com/2015/10/21/al...80-horsepower/ |
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11-03-2015, 09:18 AM | #11 |
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it's funny how none of you have even driven an M2 but already want to modify it....modern car culture has become so silly.
enjoyment has been replaced by specifications and numbers-fronting. |
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11-03-2015, 09:44 AM | #12 |
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You can always use more horsepower! I have modded every car I have owned for 30 years.
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11-03-2015, 09:49 AM | #13 | |
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If someone feels 370hp isnt enough....it's probably better for them to get an M4 instead. ...IMO. it's like buying a book and the typing some extra pages to tack on 20 pages to the ending to fit what you wanted to happen....the deception may temporarily work but the actual book is still there. |
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11-03-2015, 10:05 AM | #14 |
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I'm going to keep the engine stock for a while. Probably will just get an exhaust for sound and few cosmetic pieces.
I find it more fun to drive a lesser HP car to the limit and learn how to drive properly than drive a high HP car and drive it 1/2 the limit.
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11-03-2015, 10:40 AM | #15 | |
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11-03-2015, 12:16 PM | #17 |
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11-03-2015, 12:19 PM | #18 |
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Wait it said 480? I thought it said 380. I stand corrected then, I guess that's what I get for looking at it while at work. But even then, they clearly don't have their hands on the car yet, they are just saying it's going to have that much. How the hell do they know?
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11-03-2015, 01:24 PM | #19 | |
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11-03-2015, 02:40 PM | #20 |
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I wouldn't tune it just yet until BMW figures out how to keep the crank hub and cam gears from slipping as they are on the S55. If this motor has the same crank as the S55, we will have the same problem.
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11-03-2015, 02:57 PM | #21 |
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It doesn't share the S55 crankshaft, just the crankshaft bearings.
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11-03-2015, 06:33 PM | #22 | |
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