[Ingeniator]

It's designed to hide turbo lag. They have a torquey bottom end with the valve sizing which then is countered by the turbo when it kicks in. Idealy we would want a custom head made with a 90% or greater intake to exhaust ratio with ports to support the boost level you want to run. Also like some above have said a little overlap in the cam could help also.

http://www.flowperformance.com/flowbench.html

[Tiago@VRSF]

Originally Posted by 135Pats

I agree with all your points but still maintain that this is very likely a "poor" flowing head in comparison to the NA offerings. By design...but bottom line I don't see how this could be a well flowing head. Everything we know about the design goals of this motor says that this head should pose some flow restrictions to maximize spool down low. Other things get in the way well before the head does, but still. "Good flow" is all relative without context.

That's an interesting chart but i'd be interested to know who made it and how.

I agree completely, every application I've seen that targets low end torque is generally severely limited in comparison to NA setups that make most of their power in the mid-range/top end.

The restrictions that I see with porting these heads is the intake and exhaust ports can't be hogged out very easily since the intake manifold is plastic and in order to port match both sides you'd run into an integrity issue on the intake side.

The exhaust side would require a different manifold due to the nature of the OEM flange, so in order to make the exhaust ports larger you'd have to be on an upgraded twin manifold or a single.

[lamia2super]

Those that ported thier head have said it's about a 30% increase in flow

[3000GT MR]

Originally Posted by lamia2super

Those that ported thier head have said it's about a 30% increase in flow

Yeah the head may flow 30% more, but look at our crappy intake manifold, and exhaust manis. My header is matched to the stock head port size. So in order to take full advantage of ported heads besides the list i already said, a better flowing intake mani, and a larger diameter exhaust would be needed.

Like i said before i know these heads would pack a punch, but right now we really dont have anything to help provide better flow to and from the head. I only imagine that our intake manis sould only get worse flowing with the increase in flow.

[135Pats]

And to that point, everyone who has tried an N54 intake manifold has been thoroughly defeated. I think undercover had/has a rapid prototype, maybe Kaizen speed as well. That's about it.

Think once fueling gets sorted, the flow part of the equation will be next on the plate.

[3000GT MR]

Originally Posted by 135Pats

And to that point, everyone who has tried an N54 intake manifold has been thoroughly defeated. I think undercover had/has a rapid prototype, maybe Kaizen speed as well. That's about it.

Think once fueling gets sorted, the flow part of the equation will be next on the plate.

Yeah unfortunatly no one has followed through with one. I wish we had a good fab shop here i would do it in a heart beat. I dont like remote fabbing, i'd rather be able to check up and physically see what they are building.

[AlpineSwift]

Just running through the parts VAC offers for the N54 in terms of internals makes me wonder #1) if they make all these parts, why isn't there any video/pics/dyno sheets of a test car running them? #2) if there are so many people pushing the N54 to the 750+whp mark on stock internals and have been for a while, whats been holding them back from upgrading internals and exploring the unknown?

My theory about #2 is that 750+whp is more than enough for the street and therefore makes the case of "why bother going higher?". Then again, there are still plenty of HPF M3's running around with more than 800whp that would argue that point as well.

Idk, just kicking thoughts around in my head but am I honestly the only one that's wondering about those questions?

[135Pats]

Originally Posted by AlpineSwift

Just running through the parts VAC offers for the N54 in terms of internals makes me wonder #1) if they make all these parts, why isn't there any video/pics/dyno sheets of a test car running them? #2) if there are so many people pushing the N54 to the 750+whp mark on stock internals and have been for a while, whats been holding them back from upgrading internals and exploring the unknown?

My theory about #2 is that 750+whp is more than enough for the street and therefore makes the case of "why bother going higher?". Then again, there are still plenty of HPF M3's running around with more than 800whp that would argue that point as well.

Idk, just kicking thoughts around in my head but am I honestly the only one that's wondering about those questions?

Fuel. Or a lack of it, put better. You need huge amounts of meth to support the boost levels to make that type of power. Low pressure side is sorted but the high pressure has taken on all comers without a solution, and regardless our injection window kinda sucks with the fuel pressures needed on this platform. I like DI but it can be a pain to tune with.

[AlpineSwift]

Sounds like we need multiport injection to supplement or replace the direct system we have in place...which is going to be a pain in the ass. No wonder tuner's have hit a plateau.

[Iceberg3232]

Originally Posted by 135Pats

Fuel. Or a lack of it, put better. You need huge amounts of meth to support the boost levels to make that type of power. Low pressure side is sorted but the high pressure has taken on all comers without a solution, and regardless our injection window kinda sucks with the fuel pressures needed on this platform. I like DI but it can be a pain to tune with.

Well put - anxiously awaiting a HP fueling solution...

[3000GT MR]

Originally Posted by 135Pats

Fuel. Or a lack of it, put better. You need huge amounts of meth to support the boost levels to make that type of power. Low pressure side is sorted but the high pressure has taken on all comers without a solution, and regardless our injection window kinda sucks with the fuel pressures needed on this platform. I like DI but it can be a pain to tune with.

Off topic a little, but when going direct port meth it actually uses a lot less meth than the normal set up. I have finally installed the 7th nozzle and started from scratch retuning. Unfortunatly I only have 2 logs to support this because the weather has been really wet here. Once i have some dry roads to play with i'll update the thread, the results are surprising from originally thought. Some of this data may help with addtional fueling

[Stucks]

Fueling solution will be here soon guys, lol.....its been 7ish years since this motor came out, so a couple of more months shouldn't be that big of a deal. patience is key, especially for something 85% of the n54 community wont ever buy.