Evolve carbon fibre intake- now with a video
- Thread starter Woots
- Start date
The CSL has a different ECU or mapping as well right?
Thanks 
Beedub said:
There is a difference in the engine internals of the CSL and the other "lesser" S54B32 engines, and cams are different so this does account for some difference in performance. Apparently the OEM CSL CF airbox isn't actually a particularly good design and is somewhat restrictive, because the filter is placed too close in front of the velocity stacks, so hopefully the Evolve CF air box corrects this and significant gains could be possible from perfecting the design of the airbox itself, particularly at higher RPMs. I would expect to see higher torque figures from a better airbox and if these can persists above 5252rpm, then this will translate into greater HP figures. However, in combination with Shrick cams, the gains could be potentially greater.
When I was doing that mod I got a pair of CSl Spec schrick cams, made a louder CSL sound and pulled more above 5K. I do have a pair of CSL schrick cams if anyone's interested as I now have a set of wilder cams in because of the cylinder head work I had done. Hopefully I'll be going with the Z to the Gaydon BMW show next weekend so will be there to discuss the mod.
Have to say its a fantastic sound that I never tire of, LOL.
Have to say its a fantastic sound that I never tire of, LOL.
carl said:
Correctomundo + you need hotter cams in and out+ throttle bodies+ new valves and springs on top of the CF airbox and Alpha Numeric tune up. Other auxiliary bits apparently need to be changed too apparently although they're a minor cost. All in you'd be looking at €6 to 8k depending on spec.
Thats why the CSL cost £18k more that the E46M3 (althoçugh that also included a raft of other changes such as lighter body panels and I don't just mean the CF bits).
Fantastic on keeping you engine NA!
Tempting to just SC it as more ponies for less $, but that would really change the car's characteristics.Update,
initial baseline dyno test done. Not fantastic results at all but there is always a reason!
Dyno Test (Evolve Dyno Dynamics)
Z4M Stock + Afe Intake Kit
High Octane Fuel
I am sure many of you have seen this dip at 6000rpm.
See below a quick data log from one of the runs above.
We can clearly see the ignition timing is dipping just before 6000rpm on the data log and this corresponds to what's happening on the dyno also exactly.
Comes back up on the data log and then also on the dyno graph. Ignition remains pretty much the same to the rpm limiter after than and again the graph corresponds well by pretty much flattening off.
So why is this?
Well, to understand this we can look at a few different factors.
IAT - we can see from the dyno graph the ambient is around 24 degrees. The actual IAT is 29.5degC through the run. Not bad but clearly the AFE heatsheild is not doing the best of jobs with our very powerful fan. However this is not a high enough IAT to really worry about.
Knock values per cylinder were all measured and remained consistent. No sudden spikes or anything to worry about.
So why?
Well, we can look at the ignition maps to understand what's going on here.
Below is the Ignition timing full throttle target map for under lowered conditions:
As you can see the shape of the ignition curve in the data log is very similar in that there is a dip very close to just under 6000rpm and then it begins to rise and plateau.
The DME is not still allowing even these targets (around 1-2 degrees less).
So, tomorrow morning we will test again and data log again.
We can estimate the power curve as we know from multiple tests what the shape of the power curve should look like when the DME allows ignition timing for optimal conditions or not lowered conditions.
We will compare the torque through the rpm range to other cars and make an educated guess as to what realistic power should be made.
Clearly there is no knock going on.
If we get a chance we will retest tomorrow morning.
Just thought this bit of information would be very useful to you all and give you an understanding of what actually goes on and why.
QUOTE
initial baseline dyno test done. Not fantastic results at all but there is always a reason!
Dyno Test (Evolve Dyno Dynamics)
Z4M Stock + Afe Intake Kit
High Octane Fuel
I am sure many of you have seen this dip at 6000rpm.
See below a quick data log from one of the runs above.
We can clearly see the ignition timing is dipping just before 6000rpm on the data log and this corresponds to what's happening on the dyno also exactly.
Comes back up on the data log and then also on the dyno graph. Ignition remains pretty much the same to the rpm limiter after than and again the graph corresponds well by pretty much flattening off.
So why is this?
Well, to understand this we can look at a few different factors.
IAT - we can see from the dyno graph the ambient is around 24 degrees. The actual IAT is 29.5degC through the run. Not bad but clearly the AFE heatsheild is not doing the best of jobs with our very powerful fan. However this is not a high enough IAT to really worry about.
Knock values per cylinder were all measured and remained consistent. No sudden spikes or anything to worry about.
So why?
Well, we can look at the ignition maps to understand what's going on here.
Below is the Ignition timing full throttle target map for under lowered conditions:
As you can see the shape of the ignition curve in the data log is very similar in that there is a dip very close to just under 6000rpm and then it begins to rise and plateau.
The DME is not still allowing even these targets (around 1-2 degrees less).
So, tomorrow morning we will test again and data log again.
We can estimate the power curve as we know from multiple tests what the shape of the power curve should look like when the DME allows ignition timing for optimal conditions or not lowered conditions.
We will compare the torque through the rpm range to other cars and make an educated guess as to what realistic power should be made.
Clearly there is no knock going on.
If we get a chance we will retest tomorrow morning.
Just thought this bit of information would be very useful to you all and give you an understanding of what actually goes on and why.
QUOTE
IMO you're making less power than expected because you've removed the OEM air filter box and replaced it with the AFE kit. Because the AFE system is not sealed, you are not benefitting from the ram-effect. The OEM air-intake system is designed as a complete package and removing part of it just for induction noise is having negative effects upon the system as a whole. The dip seen at 6,000rpm is occurring because the static pressure of the air from the fan placed in front of the car on the dyno reaches its maximum at an equivalent of around 75mph (i.e. 6000rpm in 3rd gear of a Z4M), and above that speed the NA engine is getting less air than it gets in "real world" conditions on the road. Likewise, because the air-filter box has been removed, the usual resonance of the system has also been lost at that point. In other words, you are letting the sound waves of the induction roar escape for your aural pleasure, rather than letting them remain trapped inside the air-filter box, where they bounce around and help pack more air into the cylinders, which would normally make you car produce more torque/hp (i.e. go faster).Woots said:
You really need to see the plot for "Airflow Through the MAF" v RPM to see how the system is actually working; normally, this should be relatively linear but it won't be in your case. I have offered Sal the use of an OEM air-intake system to do a baseline dyno, but I haven't heard from him.
exdos said:
Thanks mate
Tbh I was surprised it even made 320 hp as I know these engines never make their advertised power, was actually expecting less peak hp in all honesty
I think sal and co have no time to fit another airbox, they've got a few projects on the go at the mo so I think with one week to go they are on a tight deadline....
