28i Auto Remap
- Thread starter lewis1962
- Start date
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Anonymous
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https://www.performance-centre.co.uk/pages/power-gains ?
Yes thanks. I had it done at the Performance Centre - https://www.performance-centre.co.uk/in Sunderland, they have an offer in January of £279.
The owner and the staff all have BMW's, so know our cars really well.
Great customer service, with a good and functional website, showing a lot of their remaps.
They tend to use Facebook on a daily basis to show the latest vehicles they've had in, very happy with the outcome
The owner and the staff all have BMW's, so know our cars really well.
Great customer service, with a good and functional website, showing a lot of their remaps.
They tend to use Facebook on a daily basis to show the latest vehicles they've had in, very happy with the outcome
A
Anonymous
Guest
Its interesting that their dyno seems to follow the manufacturers orginal numbers quite closely across the 18i 20i and 28i Z4s that they have done..
As far as you can tell do they 'tweak it' on several runs or is it loaded with a run just to confirm the numbers / all ok?
As far as you can tell do they 'tweak it' on several runs or is it loaded with a run just to confirm the numbers / all ok?
A
Anonymous
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lewis1962 said:
Being sad I looked at the various Z4 N20 graphs they posted...what I don’t yet understand is why the the torque curves of the re-maps seem to vary quite a lot but the end bhp graphs are relatively similar...or maybe it’s just the way it comes out..what’s amazing compared to the old days of highly tuned engines is just how broad and flat even post tweaking the torque curves are and even more the bhp curves..huge areas of torque and bhp...you can’t say they are peaky, allied to my favourite gear box you have 3 gears for almost any situation..
Pbondar said:lewis1962 said:
Being sad I looked at the various Z4 N20 graphs they posted...what I don’t yet understand is why the the torque curves of the re-maps seem to vary quite a lot but the end bhp graphs are relatively similar...or maybe it’s just the way it comes out..what’s amazing compared to the old days of highly tuned engines is just how broad and flat even post tweaking the torque curves are and even more the bhp curves..huge areas of torque and bhp...you can’t say they are peaky, allied to my favourite gear box you have 3 gears for almost any situation..
Maybe the difference stems from super unleaded fuel as opposed to normal fuel, it might be knocking the boost down and impacting on the torque. Max bhp is more a question of peak air flow the turbo can shift? :?
Rob
Hi all,
My name is David, software developer for the CustomPro brand and I also tuned this car today.
Lewis1962 sent me a link to this post so I thought I would join in the discussion and answer a few queries that members had.
We custom tune every car individually, this particular car had 3 software revisions, we make changes based on the power curve and various datalogs that we record while the car is on the dyno. The N20 platform is one we k ow and love, having bought a 320i many years ago to use as a Guinea pig for our software development.
The main channels we look at are:
Requested load
Actual load
Reference load
Ignition timing
Boost pressure
Intake air temperature
Fuel pressure
An average N20 makes around 440nm and 285bhp on 99ron fuel at stage 1, but this can vary from car to car, last week we managed 430nm and 290bhp on a 328i using 95ron, which is an extraordinary gain on a car with such poor fuel.
We carried out 8-10 runs on the dyno on this car today, testing and logging various gears and software revisions.
This paticular car loved the low rpm and midrange power, but didnt seem as happy to respond to increases in ignition timing at higher rpm, so we impoved it where it was happy through the midrange rather than forcing it do do something it wasnt happy with to try and chase a big bhp number at very high rpm.
Happy to answer any questions.
David @PerformanceCentre
My name is David, software developer for the CustomPro brand and I also tuned this car today.
Lewis1962 sent me a link to this post so I thought I would join in the discussion and answer a few queries that members had.
We custom tune every car individually, this particular car had 3 software revisions, we make changes based on the power curve and various datalogs that we record while the car is on the dyno. The N20 platform is one we k ow and love, having bought a 320i many years ago to use as a Guinea pig for our software development.
The main channels we look at are:
Requested load
Actual load
Reference load
Ignition timing
Boost pressure
Intake air temperature
Fuel pressure
An average N20 makes around 440nm and 285bhp on 99ron fuel at stage 1, but this can vary from car to car, last week we managed 430nm and 290bhp on a 328i using 95ron, which is an extraordinary gain on a car with such poor fuel.
We carried out 8-10 runs on the dyno on this car today, testing and logging various gears and software revisions.
This paticular car loved the low rpm and midrange power, but didnt seem as happy to respond to increases in ignition timing at higher rpm, so we impoved it where it was happy through the midrange rather than forcing it do do something it wasnt happy with to try and chase a big bhp number at very high rpm.
Happy to answer any questions.
David @PerformanceCentre
A
Anonymous
Guest
CustomPro..thank you for joining and giving your ‘from the front desk’ info, much appreciated... 
I did in the past some development work on abs / dsc systems with various rtos and I’m intrigued how these ECU’ s and associated sensors would work so forgive my questions, if anything is commercially sensitive obviously say so as this is an uncontrolled environment...
Some suppliers ship a standard version...I can see some benefits to hand tweaking a variant but if you subsequently change a component and/or a sensor / system drifts in terms of capability what happens then?
In your experience are there any systemic differences between the 3 different N20s fitted to E89s?
Slightly related in your ‘standard figures’ why can’t you get a 18i or 20i to do a 28i numbers?
If you tweak it for 98 Ron what happens with normal 95?
Or if you tweak it for 95 what happens when you run on 98?
I did in the past some development work on abs / dsc systems with various rtos and I’m intrigued how these ECU’ s and associated sensors would work so forgive my questions, if anything is commercially sensitive obviously say so as this is an uncontrolled environment...
Some suppliers ship a standard version...I can see some benefits to hand tweaking a variant but if you subsequently change a component and/or a sensor / system drifts in terms of capability what happens then?
In your experience are there any systemic differences between the 3 different N20s fitted to E89s?
Slightly related in your ‘standard figures’ why can’t you get a 18i or 20i to do a 28i numbers?
If you tweak it for 98 Ron what happens with normal 95?
Or if you tweak it for 95 what happens when you run on 98?
Attleborough, Norfolk
Pbondar said:
An interesting question that I was also about to ask.
Back in the good old days, I would get my 2.8i Capri tuned on bog-standard 95 RON, then put in V-Power plus a lead additive with octane booster. The difference in performance was really noticeable.
However, on one occasion I got it tuned on the good stuff, then got caught short and had to fuel it with 95. Ran like a dog!
So, does anything similar happen with an N20 remap or is the electrickery clever enough to iron it out these days?