Captain Insano's 2007 e90 6MT is going to break some hearts. As well as all of our old, yet still standing, 1/4 mile and 60-130mph world records!
Details:
2007 335i 6MT
Lots of miles (over 70k)
Lots of track time at Laguna
Lots of oil coolers
Some ridiculous clutch with LWFW
VFF in-line fuel pump
Upgraded fuel rail
Bilstein Coilovers
Flared fenders with wide wheels wrapped in Toyo R888s
VFF900 (6466 Twin Scroll)
Vishnu PWM Meth
Procede+OpenFlash Tablet
Since the last time we tested the car, it make a
healthy 700whp at 26psi.
Since then, it has been converted over to a disturbingly beautiful twin scroll manifold. Looks about the same from up top, but when viewed on the engine stand, it's a work of art. It's so well fabricated I want to punch myself in the face whenever I look at it:
The turbo has been upgraded to a larger 1.0 hotside with divided housing (twin scroll). This means dual wastegates and a lot more work for the fabricators (see above).
Today we finally got some time to visit a Dynojet at DNR Performance, Hayward CA. FFTEC's in-house Dyno is a Mustang Dyno and, while great for initial calibration/tuning, its not the best for dyno comparisons since it's so configurable.. as it should be for tuning!). Our goal was to run 27-28psi and see what this magic turbo can do.
First several runs of the day were at 24-25psi:
Datalog:
Another datalog:
No matter how much we raised boost target up top, we couldn't make any more peak power. Power just stopped climbing at 6700rpm, limiting power to a disappointing 707whp.
The datalogs revealed that we weren't hitting our boost targets above 6700rpm. No matter how much WGDC we added, nothing helped. Turns out we the 10psi WG springs weren't stiff enough to be controlled over 25psi using the dual port wastegate control solenoid set-up we decided to use. The dual port set-up offers incredibly good accuracy and resistance to overshoot. But with all electronic wastegate control setups, you need to choose your mechanical WG spring just right (not to stiff, not too soft) and this is often a trial and error thing. So you say this is one of those errors.
Refusing to go back to the shop, install stiffer WG springs and come back next week, we decided to get a little creative. So we changed the wastegates boost reference signal from the nipple on the turbo's compressor housing to a nipple on the intake manifold. What this essentially does is compensate for a little pressure loss cause induced by the FMIC. Which should mean just a tad bit more boost up top. Not the 28psi (775+whp) we were targeting. But just maybe 25.5. It worked. Just barely! 738whp. Not close to we were aiming for when we first came to dyno tonight. But at least good enough to break the existing world record by a good margin. And more importantly, with broader, much more useful powerband. Did I mention this thing holds power until the rev limit @ 7300?
0068:
Datalog:
And sometime during this dyno session, I inadvertantly did a run in Map1 (low boost (22psi) with no meth:
Next:
Stiffer wastegates are going in next. Then back to the dyno to run at full boost. And then 60-130 acceleration tests (high 5s or go home!). And then to the dragstrip to break my own N54 WR time of 10.8@132 from last year. Compared to my car, this car is making about 100whp more with way more top end power. It should run low 10s
Big props to Captain Insano for being insane enough to let us build and tune something like this for him to drive on the street and race on weekends.:thumsup:
Best Regards,
Shiv
PS. Video to come next week. The car sounds rad. Way different than our previous single scroll single turbo cars.
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