[Phil@BPC]

*****Update****

[SouthDiesel190]

wut....

[335DrD]

Super impressive numbers....crazy!!

[da_trem]

Very, very impressive too say the least!!!Great job.

Any insights on the specs of that motor?

[ki_soarer]

HOLY $hit!!!!

That is amazing! Well done!

Will you guys be posting a full build list for this car to consolidate the thread at some point? Keep up the good work gents.

[GLU_WEIN]

Originally Posted by Phil@BPC

*****Update****

Good to see this car finally running.. how many shots of nitrous are you guys doing or did for this run?

[Skunkwerks]

Full build specs?

[robnitro]

Either nitrous, or without that, at least 65 psiG needed. Is that possible with the hybrids?

Calcs:

330hp at 30 psiG or 45 abs
(580/330)x45= 79 abs - 14.5 = 64.5 psiG
Not counting losses of driving more boost.

[RL18]

Originally Posted by Phil@BPC

We have installed quite a few fluidampr balancers and dynoed a few to see what kind of performance is gained. Since we haven't seen a performance gain on our dyno with these balancers we decided to stay with the stock crank pulley.

I'm assuming they used nitrous. Not very efficient set up though. Our intake doesn't flow evenly. You can see how our intake flows when you clean the cbu in the intake. Rear cylinders are caked with cbu and the front are clean as a whistle lol

[32valves]

Originally Posted by RL18

I'm assuming they used nitrous. Not very efficient set up though. Our intake doesn't flow evenly. You can see how our intake flows when you clean the cbu in the intake. Rear cylinders are caked with cbu and the front are clean as a whistle lol

That's why it's a direct port kit, and not a single nozzle...

[RL18]

They tapped individual nozzles in the plenum... all the nozzles will do is spray in the plenum and the plenum with flow more than half of the nitrous to the rear cylinders and maybe a tiny bit to the front cylinders. I'm not saying it won't work, because it will and still work pretty well... it just could be more efficient and If your going for the record on the m57 engine then why not give it that extra custom edge right?

[Torgus]

Very impressive but it is going to be hard to put that power down imo. Tons of low end low rpm tq screams tire shredder. I would almost think it makes more sense to limit the tq on the street. Very cool for a dyno. Also, low end tq is great for bending rods.

As an example the twin turbo n54 guys almost all limit low end tq for traction and engine life reasons.

Not trying to take away anything from this record. Very cool.

[robnitro]

Originally Posted by RL18

They tapped individual nozzles in the plenum... all the nozzles will do is spray in the plenum and the plenum with flow more than half of the nitrous to the rear cylinders and maybe a tiny bit to the front cylinders. I'm not saying it won't work, because it will and still work pretty well... it just could be more efficient and If your going for the record on the m57 engine then why not give it that extra custom edge right?

I see your point, the nitrous from 1234 might drift into 56.
Might be better to put it near the small ports instead which are isolated and let the big ports just breathe air.

[RL18]

Yep! I'd really love to see a custom intake. Not sure how bmw thought that air could make a 90 degree turn into cylinder 1,2,3,etc. Maybe I'll be the first to get a custom intake manifold made for us lol

Also I'm surprised the torque wasn't moved up the power band a bit. Pretty much hits peak torque same rpm as stock... wonder what could change that.... bigger hp turbo maybe?

[robnitro]

Probably fueling. Diesel direct injection limits fueling at higher rpm because if you try to inject too much, the time window might be the same but it's during more degrees, so a lot of fuel is being dumped after tdc. I like the flat hp curve from 3400 to 4900. It means anytime you are at those revs you have max power. Peakier engines might make the same 580 max but on the average rpm range of a gear make 540 hp. The flatter hp curve would be faster since it's 580 average through the rpm used in gear.
Some cars just use narrower gears to fight that, but then you're losing acceleration during gear shifts.

[awenthol]

Originally Posted by RL18

I'm assuming they used nitrous. Not very efficient set up though. Our intake doesn't flow evenly. You can see how our intake flows when you clean the cbu in the intake. Rear cylinders are caked with cbu and the front are clean as a whistle lol

Not exactly...front tend to get the most blow-by oil "falling out", which will clean them right out. Whereas, not so much with the rear.

I have about 8 years in diesel EGR. A lot has to do with how the EGR is mixed at the throttle, which tends to put more soot to certain cylinders. I don't recall how the BMW's mixer looks, but it's possible the front cylinders tend to get the cleaner air flow.

[robnitro]

By mass, soot and oil are heavier, so they will want to go straight more than the air. Same issue with the nitrous, more dense will want to go towards the end of the tube.

That's how cyclonic Oil separators work... the oil wants to go in a straight line and hits the walls while the air has less resistance to changing direction.

[ASBSECU E93]

Originally Posted by robnitro

Probably fueling. Diesel direct injection limits fueling at higher rpm because if you try to inject too much, the time window might be the same but it's during more degrees, so a lot of fuel is being dumped after tdc. I like the flat hp curve from 3400 to 4900. It means anytime you are at those revs you have max power. Peakier engines might make the same 580 max but on the average rpm range of a gear make 540 hp. The flatter hp curve would be faster since it's 580 average through the rpm used in gear.
Some cars just use narrower gears to fight that, but then you're losing acceleration during gear shifts.

What if you could lengthen the piston dwell time at TDC?

[Bob@BPC]

I just want to answer a few questions on the build specs

1) As seen from the start of the thread states, its a built engine that includes Darton cylinder sleeves, arp main & head studs, custom rods and pistons (BPC designed) machined head with 1mm oversized valves. The engine is built to handle anything.

2) The transmission is also built to handle the power and we have a custom spec torque convertor as well.

3)The Nitrous system has a progressive controller and the shot we used is a small one. (for now)

4) Currently the car has a custom HPFP, injectors and a stock low pressure pump. We want to see how far we can take the LPFP with this setup before upgrading.

5) No meth at all.

6) Car currently has Dave's intake filter setup and a custom intake pipe leading to the high pressure turbo inlet

7) The engine still has the throttle, our off the shelf downpipe and stock exhaust.

Any other specs like whats done to the hybrid turbos and boost levels, cams, what size shot, injectors/hpfp we are running is all under beta testing and we are not ready to release that info at this time. What I can tell you is we are at the mid point of the build and want to test at this power level what the car can do in the 1/4 mile. After that, the power level is going up.

[robnitro]

I don't think you will ever have a problem with stock lpfp.
On the 335d it's regulated by return pressure valve, meaning excess pressure is being returned.
On the x5 the pump itself throttles down to maintain a pressure.

In both cases most of the flow is from the return of the hpfp/injectors. The fuel actually used, even at 580+ hp is miniscule compared to return flow.

I guess one day they will log lpfp pressure to see if it drops at all... Iirc it's supposed to be around 4bar/58psi +- 1bar?

[Bob@BPC]

Originally Posted by robnitro

I don't think you will ever have a problem with stock lpfp.
On the 335d it's regulated by return pressure valve, meaning excess pressure is being returned.
On the x5 the pump itself throttles down to maintain a pressure.

In both cases most of the flow is from the return of the hpfp/injectors. The fuel actually used, even at 580+ hp is miniscule compared to return flow.

I guess one day they will log lpfp pressure to see if it drops at all... Iirc it's supposed to be around 4bar/58psi +- 1bar?

We have an external sensor on the LPF side and yes it does drop at this power level.

[Deftronix]

Was threading the NOS nozzles directly into swirl flap blanks considered? I was considering this for meth injection.
This would get around the issue of uneven flow into cylinders.

Amazing work, thank you for what you are doing for the community!