Woots said:
Rpi scoop and afe intake..
- Thread starter Woots
- Start date
Woots said:
My Ramcharger II mod is now a fixture to my car and would take some time to remove, although I could easily stop it from working, but for confidential reasons, I wouldn't be able to let anyone see the parts or how I stop the mod from working. The modified silencers can be swapped for OEM, but would take some time to do. BTW, I've made no secret of how I've modded the silencers and previously posted photos of the mod on here.
The easiest way to compare is this: datalog via the OBDII socket, my car and another Z4MC in OEM format, using the following 4 parameters: Engine RPM, Airflow through the MAF, Intake Air Temperature and Vehicle speed. You simply do an aceleration in 3rd gear over the same tarmac from 2Krpm to the redline, then compare the data. The airflow through the MAF would show the difference in Airflow through the MAF between the intake/exhaust system and the difference in time that it takes to accelerate from 2k to redline, which shows the improvement in performance. This is exactly the same procedure that I've used throughout the modding procedure, where I use the data that I obtained when my car was OEM as the baseline "control" so that I've always been comparing any changes against OEM figures.
Woots said:Ok now plot a stock line on that graph and your halfway in my book
Where are you based?
Here ya go! Here's a section of an acceleration through the gears showing the 3rd gear bit when the car was stock on the day i bought it.
I'll save you doing the maths. In the third gear in this graph there's an acceleration from 427.121secs at 5462rpm to 430.856secs at 7447rpm. This takes 3.735secs to increase the revs by 1985rpm. This equals 0.00188161secs per increase in 1 rpm. If you assume that the rate of acceleration is the same through the rev range for 3000rpms from 5krpm to the redline, then it would take 5.664secs to do this.
If we do the same for the graph I've just done from earlier today, the figures are these: 122.148secs at 5493rpm to 126.018secs at 7687rpm. This takes 3.87secs to increase the revs by 2194rpm. This equals 0.0017639secs per increase in 1rpm. If you assume that the rate of acceleration is the same through the rev range for 3000rpms from 5krpm to the redline, then it would take 5.291secs to do this. This represents an increase in speed of 6.58%.
I bet you'll still want that race! 8) I'll send you a PM with my location.
Looks really interesting Jon, the ram charger setup seems to be working great...........
AFRs seem nice, obviously different my car runs alot richer, I see 11.5 at wot in the higher rev range, exactly what I want to see on a boosted setup
Do you get any sound change??? Sorry if this had been discussed already...
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AFRs seem nice, obviously different my car runs alot richer, I see 11.5 at wot in the higher rev range, exactly what I want to see on a boosted setup
Do you get any sound change??? Sorry if this had been discussed already...
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Beedub said:Looks really interesting Jon, the ram charger setup seems to be working great...........
AFRs seem nice, obviously different my car runs alot richer, I see 11.5 at wot in the higher rev range, exactly what I want to see on a boosted setup
Do you get any sound change??? Sorry if this had been discussed already...
Hi Byron! Yes, I've got this mod just about to where I hoped it would eventually be, which is pretty much the same as I've done with my Z3MC. I've had to tackle the job in a totally different way though because of the entirely different construction method used in the manufacture of the Z4M to the Z3M, but I've followed exactly the same scientific principles to get there.
I'm happy with using the OEM AFRs and that the ECU doesn't need a remap to show the gains, but I expect that further gains could be had by running a bit richer under WOT conditions.
There's definitely much more noise (pleasant) from induction and exhaust and it creates a wonderful "theatre" when giving it some.
I might find time to do a recording today.Using exactly the same datalogged information that was recorded to produce the plot of Z4MC Acceleration Ramcharger II + Modded Silencers yesterday (my post timed at 11:19pm), I've been able to produce another graph showing the Volumetric Efficiency of the engine during that same acceleration, as below.
For those that don't yet know what the term Volumetric Efficiency (VE) means, 100% VE is when the mass of air inside the cylinder is equal to that which occurs at ambient atmospheric pressure. Since the S54 is a Normally Aspirated (NA) engine, for the cylinders to fill with air, there is normally a drop in pressure inside the cylinder (i.e. suction), therefore the VE is usually less than 100%; most NA engines produce VE figures in the order of 80%-85% at best. Therefore, when a VE of 100%, or greater, is achieved, the cylinders are filling with air at greater than ambient pressure, which means there is more air (i.e greater density) entering the cylinders than there is at ambient pressure. The only way that this can occur without using Forced Induction (FI) is from the phenomenon of the "ram-effect". Therefore, the ram-effect can be considered as a very mild form of FI.
Looking at the graph, you can see that the VE in this 3rd gear acceleration under WOT conditions gets to a VE of 100% or greater at 120.6secs, when the car is travelling at 55.5mph (at 4500rpm) and that as the revs increase, the VE still remains above 100% for 4.1 secs of acceleration, until 124.7 secs when the car is travelling at 87mph (at 7000rpm) This graph clearly shows that the ram effect can be harnessed to operate at normal road speeds and not just at high speeds as the naysayers argue. For the VE of 100% to be achieved at a speed as low as 55.5mph, as I have managed to achieve, shows that the ram effect is actually working at all speeds from the moment the car starts moving, and that in a properly designed ram-intake, the ram effect is assisting cylinder filling all the time and not just at silly speeds.
The fact that this graph is of the car accelerating from 44mph, for the VE to increase through the acceleration to above 100% shows that ram pressure is increasing with the Ramcharger II mod as the car is increasing in speed and whilst the engine revs are also increasing, thus during the earlier stages of this acceleration, the ram pressure is increasing at a greater rate than engine consumption. However, the progressive tail-off of VE shows that as the revs increase to the redline, the consumption of air by the engine begins to exceed the rate of pressure increase from the ram effect in 3rd gear. Since the engine at 8,000rpm in 1st gear can consume exactly the same volume of air (12.984 cubic metres) as it can in 6th gear, and all gears between, then it follows that the greater mass of air (but same volume) that can be inducted at higher speeds (due to the ram effect) will result in greater volumetric efficiencies in progressively higher gears. In real world conditions, this is experienced as a "boost" at the start of the each acceleration with upshifts.
For those that don't yet know what the term Volumetric Efficiency (VE) means, 100% VE is when the mass of air inside the cylinder is equal to that which occurs at ambient atmospheric pressure. Since the S54 is a Normally Aspirated (NA) engine, for the cylinders to fill with air, there is normally a drop in pressure inside the cylinder (i.e. suction), therefore the VE is usually less than 100%; most NA engines produce VE figures in the order of 80%-85% at best. Therefore, when a VE of 100%, or greater, is achieved, the cylinders are filling with air at greater than ambient pressure, which means there is more air (i.e greater density) entering the cylinders than there is at ambient pressure. The only way that this can occur without using Forced Induction (FI) is from the phenomenon of the "ram-effect". Therefore, the ram-effect can be considered as a very mild form of FI.
Looking at the graph, you can see that the VE in this 3rd gear acceleration under WOT conditions gets to a VE of 100% or greater at 120.6secs, when the car is travelling at 55.5mph (at 4500rpm) and that as the revs increase, the VE still remains above 100% for 4.1 secs of acceleration, until 124.7 secs when the car is travelling at 87mph (at 7000rpm) This graph clearly shows that the ram effect can be harnessed to operate at normal road speeds and not just at high speeds as the naysayers argue. For the VE of 100% to be achieved at a speed as low as 55.5mph, as I have managed to achieve, shows that the ram effect is actually working at all speeds from the moment the car starts moving, and that in a properly designed ram-intake, the ram effect is assisting cylinder filling all the time and not just at silly speeds.
The fact that this graph is of the car accelerating from 44mph, for the VE to increase through the acceleration to above 100% shows that ram pressure is increasing with the Ramcharger II mod as the car is increasing in speed and whilst the engine revs are also increasing, thus during the earlier stages of this acceleration, the ram pressure is increasing at a greater rate than engine consumption. However, the progressive tail-off of VE shows that as the revs increase to the redline, the consumption of air by the engine begins to exceed the rate of pressure increase from the ram effect in 3rd gear. Since the engine at 8,000rpm in 1st gear can consume exactly the same volume of air (12.984 cubic metres) as it can in 6th gear, and all gears between, then it follows that the greater mass of air (but same volume) that can be inducted at higher speeds (due to the ram effect) will result in greater volumetric efficiencies in progressively higher gears. In real world conditions, this is experienced as a "boost" at the start of the each acceleration with upshifts.
Beedub said:
I managed to get a run out this afternoon and I videoed how the DashDyno performs a Dyno run for everyone to see the procedure. So you also get a sound recording from inside the car to go with it.
In the video, you can see the DashDyno and the Magnehelic Differential Pressure Gauge working whilst the car accelerates.
[youtube]-ZaDO7NbN_Y[/youtube]
The Magnehelic gauge has one pilot tube inserted into the air-filter box and the other pilot tube is inside the car, and the gauge measures the difference between the static pressures, if any. If the needle on the gauge moves to the right on the scale, then the pressure inside the air-filter box is above the ambient atmospheric pressure, as inside the car. As you can see, the needle of the gauge shifts to the right and remains above ambient pressure whilst the car is running WOT in 3rd gear, and when the the engine rev limiter kicks in at 8000rpm, the pressure inside the air-filter box immediately shoots up to over 5inches of water pressure above ambient, (the theoretic value at the 8000rpm limit is just over 5 inches of water pressure as in the graph below.
very interested to see where this goes and hopefully goes to market! sounds all complicated and technical and a headache to take in a lot of the figures and your understanding of the system...so hats off to you for spending so much time with R&D for this!
....now how much do you want for it haha?
....now how much do you want for it haha?
Bing said:Bad_Pritt said:
Or 'bored and looking for a new one'
and not listeneing to the boss/ having your own office.Non really, just waisting office resources.
billy_beemer
Member
Anti-faff-mode: It's 2 weeks to Le Mans. Can I buy this yet ?
See thread from my dyno run.
http://www.z4-forum.com/forum/viewtopic.php?f=9&t=52294
319bhp at the crank isn't sufficient for european hooning and chasing down TVRs. Assist now pls lol
?See thread from my dyno run.
http://www.z4-forum.com/forum/viewtopic.php?f=9&t=52294
319bhp at the crank isn't sufficient for european hooning and chasing down TVRs. Assist now pls lol
Liverpool
319 at the crank without any ram air effect. Which could be 330-340 at the crank when air is rammed into the engine above 60mph!billy_beemer said:Anti-faff-mode: It's 2 weeks to Le Mans. Can I buy this yet
See thread from my dyno run.
http://www.z4-forum.com/forum/viewtopic.php?f=9&t=52294
319bhp at the crank isn't sufficient for european hooning and chasing down TVRs. Assist now pls lol
Anyway, you only have to cover 50 or so miles and the TVR will have broken down allowing you to catch up
billy_beemer said:Anti-faff-mode: It's 2 weeks to Le Mans. Can I buy this yet
See thread from my dyno run.
http://www.z4-forum.com/forum/viewtopic.php?f=9&t=52294
319bhp at the crank isn't sufficient for european hooning and chasing down TVRs. Assist now pls lol
The Z4M has only a single inlet orifice into the air-intake system, so the placement of any fans in front of a Z4M on a dyno is absolutely critical to the figures you'll get. Your car will produce way better figures in real world conditions on the road, so I wouldn't feel too bad about your dyno results, I bet the fan wasn't ideally placed in front of your car during dyno testing.
I'll be making my mind up as to the route that I shall take with my mod in the next few weeks.
billy_beemer
Member
exdos said:billy_beemer said:Anti-faff-mode: It's 2 weeks to Le Mans. Can I buy this yet
See thread from my dyno run.
http://www.z4-forum.com/forum/viewtopic.php?f=9&t=52294
319bhp at the crank isn't sufficient for european hooning and chasing down TVRs. Assist now pls lol
The Z4M has only a single inlet orifice into the air-intake system, so the placement of any fans in front of a Z4M on a dyno is absolutely critical to the figures you'll get. Your car will produce way better figures in real world conditions on the road, so I wouldn't feel too bad about your dyno results, I bet the fan wasn't ideally placed in front of your car during dyno testing.
I'll be making my mind up as to the route that I shall take with my mod in the next few weeks.
But Le Mans is in 2 weeks, hurry man
I need the mod(s) now lol !! :evil: