297RWHP
272 RWTQ
on a Mustang dyno
1998 M3/4/5
3.3L Stroker
Custom Schrick cams (the idle is unlike any engine I have ever heard)
42lb/hr injectors
M50 Manifold
Euro MAF
ATI Crank Damper
Custom Carillo rods and pistons (forged, and dished to allow for full VANOS travel)
Del-west titanium valves (+1mm size)
Ported and polished head
INA 309J lifters (lighter than stock by a few grams)
Euro S50 oil pan and pump
Schmiedmann E46 headers (modified to have v-bands)
Supersprint X Pipe
AA Muffler
Stock throttle body for now, I will get ITB's and some real fuel (E85) in this car soon and get it back on the rollers to see the difference
Dyno'd the car on Shell 91 octane with some Torco octane booster
Tuned by HTE (fantastic tuner to work with btw)
Dyno'd at Bains Tuning in San Jose, CA (also a great guy to work with and very accommodating)
63971200766__64F250F4-F264-42FE-B997-17D031E0432F
Last edited by Johal E32; 05-03-2021 at 05:04 PM.
Very nice! HTE tuning has been killing it. I will likely go to them for a revision of my current setup vs back to Epic.
LOL Wow... There's a fella' who went way beyond "bolt-ons"!
Nice job! That's a pretty awesome torque curve.
1999 M3 Convertible
137k MILES
DynaPack dyno
241.28 hp
235.88 ft pounds
Note I also did "proper" 5th gear pulls (1:1) and had slightly lower numbers. (229.23 hp 230.49 ft lbs)
Since I had never been to redline since the last flash, the ecu seemed to be "learning" as the session went on. I had a higher number each pull right up until the very last (unfortunately 4th gear) pull of my 6 pull session... It was adding a bit more timing each run until you can see in the final one it pulled a little timing just after peak.
Performance/Mechanical
Removed CDV
Stainless braided clutch line
Aluminum thermostat housing
Redline LSD diff fluid
Redline MTF transmission fluid
26 pound injectors
AFE cold air intake
3.5" Porsche MAF
Smooth silicone 3.5" throttle boot
Stromung cat-back
BAV High power ignition coils
Schrick cams
Cut ring head gasket
Dinan BBTB
Upgraded valve springs and retainers
UUC Evo 3 short shifter
AA tune
M50 manifold
Dr. Vanos stage 2
Air pump delete
Stuart high flow water pump
Thermostat controlled electric fan with shroud
Mishimoto Aluminum radiator
Mishimoto aluminum overflow tank
Turner underdrive pulleys (water pump and steering only)
Shorty headers (wrapped)
Magnaflow high flow cat section (with H pipe)
South Bend “Stage 3 street clutch”
Steel single mass flywheel (16 pound)
Traction/Handling
All new/upgraded suspension bushings
New Transmission bushings
Bilstein shocks
Turner sway bars
Strut Bar
Rear sway bar reinforcements
H&R sport springs
Thicker 25mm upper rear spring hats
Stainless braided brake lines
Cross drilled/slotted brake rotors
Cool Carbon Street/Strip pads
Rolled fenders
AC Schnitzer Type III summer rims spaced flush
Michelin Pilot Sport 4S summer tires (235/40/18 square)
Comfort/Aesthetics
ZHP weighted lighted shift knob
Aluminium ///M pedal set
New Condor Speed Shop clutch pedal bushing
UUC clutch stop
Depot glass HID projector headlights with 55W ballast
LED bright Angel eyes (as DRLs)
Clear corners, side markers and tail lights with “stealth” amber bulbs
Euro M-Technic steering wheel with ///M stitching, chrome insert, and red top center line
18 button OBC upgrade including stalk switch
Colour match ///M leather armrest, shift boot, handbrake boot
Colour match leather dash insert
Reinhold Engineering one touch roof opening module
Reinhold Engineering operate roof up to 50 kph module
New Tension strap assisters
AGM battery
New soft top headliner
Dynamat insulated hard top
New alcantera hard top headliner with ///M stitching
Upgraded alarm with comfort opening roof, motion sensor, and flip keys (UAS)
Indyglow instrument cluster face
Chrome guage surrounds
Chrome vent surrounds
Chrome oil cap
Chrome shifter boot surround
CD43 HU
Grom USB/BT/Aux unit
Extra guage package (oil temp, oil pressure, voltage)
Bavarian Autosound "Stage 1" (rear only now)
Morel Elate 503 Component front speakers (each driver separately amplified)
Replace HK ib sub with sealed enclosure and Pioneer flat piston sub
Rockford Fosgate P300.X1 sub amp
Audiocontrol LC-1200.6 6x125W front stage amplifier
Sound dampened trunk, back seats, and front footwells
Clear third brake light
Trunk lip
4th gear dynoJPG.jpg
97' Estoril Blue M3, S52 with 187,000 kms
DynoJet
M50 manifold
3.5" MAF (540i MAF)
Custom cold air intake
Silicone intake book
ASC delete
Stock headers
AA section A/B
US spec Eisenmann Race muffler
Stock injectors
Stock internals
Tune from the sauce man at HTE Performance
250.96 whp @ 6,650 rpm
238.37 wtq @ 4,400 rpm
Coming soon,
Full SS euro headers, mid pipe, exhaust
24 lb injectors and new spark plugs (see misfire blip in graph)
Sent from my SM-G960W using Tapatalk
Last edited by dragoshaba; 01-29-2023 at 10:02 PM.
Last edited by GG///M3; 06-18-2021 at 06:14 AM.
“If liberty means anything at all, it means the right to tell people what they do not want to hear.”
― George Orwell
I don't have a dyno chart to contribute yet, but I do have a few questions and was hoping to get some clarification.
-My S52 has Riot Racing cams and an M50 manifold, among other smaller mods. I have heard conflicting info about when the stock MAF gets maxed out. There was a post somewhere in this thread showing what (apparently) happened to the stock MAF around 5700 rpm when it got maxed out. I understand going to a 3.5" MAF by itself won't gain power, but rather can meter correctly at higher volumes (and RPMs), so if the stock one is maxed out and not metering correctly, you can pick up lost power by retuning with a 3.5" unit. I guess I won't know without getting on a dyno, but can anyone shed light on when the stock MAF gets maxed out? I see lots of the higher HP cars in here are running them, but very little, if any, info on why they installed it and what the results were.
-Someone posted up about comparing the Turner shorty headers to some Euro replica long tubes (IIRC) and the Turners had much better mid range torque (+30) and only slightly less peak HP (-6). I'm interested in area under the curve and not peak HP numbers, so the Turners sound appealing. But what I didn't see was an A to B comparison of the Turners to stock OBD2 manifolds. Do they actually gain TQ and HP over stock? Some people have said they do, while others say they lost torque.
-What's up with the BimmerWorld Track Pipe Kit (Link)? Is there a reason it goes from 2-1-2 pipes like that? Does anyone know the size of the piping before the merge? Is it 50mm or 60mm? Does anyone know if this kills mid range torque to gain top end HP? How restrictive are the factory cats really?
-I was poking around the TRM Tuning site and came across an article about adjusting cam timing while on the dyno (Link). I have never seen this mentioned anywhere else. It certainly sounds like it could be very useful, but I'm having trouble wrapping my head around what is being discussed and how it could be done without removing other timing equipment. Can anyone shed some light on this topic?
Thanks!
Only one real change AA Stage 3 Supercharger kit installed (which includes even bigger injectors and a bigger fuel pump)
Results matched the marketing claim.
image.png
After 6 iterations of the tune, and some blown out and some collapsed vacuum lines being replaced with stronger silicone ones and routed away from heat... (drive for a couple days, report results or bitch about problems, bring it in for my tuner and AA to check it over and make changes, lather, rinse, repeat)...
It's now solid as a rock... It's my summer daily, so I was very particular that it drive smoothly, start first crank, and idle well... aside from the obvious supercharger suction sound I don't think it would be noticeable to most people... If there's one little tweak still to come it would be a slight stutter at idle when fully warmed up... It has the Dinan BBTB, and large injectors and pump, so I think I may have to overlook that little quirk until I maybe think about a standalone ECU with faster/more processing power and more inputs... It's the stock DME (flashed by AA a bunch of times LOL).
Never stalls, no backfires, consistent pedal response... A reliable (so far) daily... But it's going to be real winter here in the next few days so I will be driving my E83 X3 mostly for the next several months.
170k miles on engine. Dinan SC kit from Brett. Stock exhaust.
image000000 (1).jpg
Year:1998
Milage: 190K
Mods: AA Exhaust, mystery tune (I'm guessing it has a tune since Rev limit is at 7K, bought car as is), rest is stock
Dyno Type: Dynojet
Dyno Conditions: SAE Smoothing 5 (NASA TT requirements)
Gear Dynoed: 4th
Peak HP: 213.96
Peak Torque: 225.83
M3Dyno.jpg
Last edited by LuisGT; 01-30-2024 at 11:44 AM.
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