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E46 M3 (2001-2006) Engine: S54 - Max Hp: 333 hp at 7,900 rpm / 262 lb/ft at 4,900 rpm
Total Produced: 45,000+ - Years Produced: 2001 to 2006.


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Old Fri, Mar-15-2019, 01:29:21 AM   #1771
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Default Re: Official Dyno Thread

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Originally Posted by ultimatemj View Post
Torque looks great!

What are the vertical lines indicating?

Stock intake or an aftermarket airbox?


Lines are RPM.

Sorry forgot to mention, CSL replica airbox.


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Old Fri, Mar-15-2019, 01:48:08 AM   #1772
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Default Re: Official Dyno Thread

Not sure if it's been explained in this thread yet but found this nugget of information on the different dyno correction factors.

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1) UNCORRECTED format which measures the Exact power and Torque generated at the wheels as you spin the Dyno rollers at that moment on that day. It is important to know here, This is only measure to determine true RWHP delivered to the wheels that day, all the other formats CORRECT the data based on the environmental (weather) conditions (explained below).

2) CORRECTED using SAE or STD or STP Correction standards which is a Calculated NOT a measured reading for HP and Torque. CORRECTED means what is Actually measured on that day is then passed thru some formulas to CORRECT the readings to match a single Standardized Air Temperature, Barometric Pressure, Humidity, Altitude and Dyno Friction. The purpose being that on one day the Temperature is for example 70 degrees. The next day it is 85 degrees. At 85 degrees the car will make less RWHP than on the day when it was 70 degrees because is was hotter out. The theory here is that, as we put new performance parts on our car, we need a Consistent way to measure any gain (or loss) without confusing the issue with Environmental factors such as temperature and humidity that have a DEFINITE affect on RWHP, so we get more accurate readings for the Net RWHP gain made by a Pulley change or Headers, etc..

The most common correction factor is SAE (explained below). STD and STP (almost identical to each other STD/STP) is very commonly used in the performance industry also. Whatever you pick as a correction factor, you will want to stick with it as you continually Dyno your car over time. That’s because you want to be able to tell over time, a consistent way to measure performance gains made by upgrades you made to your car and this is the only way to do it.

STD and STP generally come out with about 4 % higher numbers than SAE since the temperature in the standard is lower in STD than in SAE. It still makes no difference what you use as long as you are consistent. If you use SAE then always use SAE. If you use STD then always stick to STD.

Power Correction Factors-

The power output of an internal combustion engine is significantly influenced by barometric pressure, ambient air temperature, and air humidity.

· lower ambient barometric pressure reduces the density of the air, thus reduces the amount of oxygen filling the cylinder for each cycle, resulting in lower power output. Conversely, higher barometric pressure increases power.

· lower ambient air temperature results in increased density of the air, thus increases the amount of oxygen filling the cylinder for each cycle, resulting in higher power output.
Conversely, higher air temperature reduces power output.

· lower air humidity (= less water vapor) leaves more room for oxygen per cubic foot of air, thus increases the amount of oxygen filling the cylinder for each cycle, resulting in higher power output. Conversely, higher air humidity reduces power output.

NOTE -- Power correction standards try to estimate what engine power would be under reference conditions. They cannot actually calculate exactly what power output would be. The greater the difference between the ambient conditions during the test and the reference conditions, the greater the error in the estimate. Most power correction standards include limits on their applicability. This limit is typically +/- 7%. This means if the correction factor is greater than (>) 1.07 or less than (<) 0.93, the corrected power numbers are not officially considered to be acceptable, and the test should be performed again under conditions which are closer to the reference conditions.

NOTE -- Power corrections are only valid for Wide Open Throttle (WOT) tests. You should disregard corrected power numbers for any test performed under partial throttle conditions. The default configurations supplied with most Dyno’s include power corrections to the following standards: SAE, STP, ECE, DIN.

· SAE -- The SAE standard applied is a modified version of the SAE J1349 standard of June 1990. Power is corrected to reference conditions of 29.23 InHg (99 kPa) of dry air and 77 F (25°C). This SAE standard requires a correction for friction torque. Friction torque can be determined by measurements on special motoring dynamometers (which is only practical in research environments) or can be estimated. When estimates must be used, the SAE standard uses a default Mechanical Efficiency (ME) value of 85%. This is approximately correct at peak torque but not at other engine operating speeds. Some dynamometer systems use the SAE correction factor for atmospheric conditions but do not take mechanical efficiency into consideration at all (i.e. they assume a ME of 100%).

· STP -- The STP (also called STD) standard is another power correction standard determined by the SAE. This standard has been stable for a long time and is widely used in the performance industry. Power is corrected to reference conditions of 29.92 InHg (103.3 kPa) of dry air and 60 F (15.5°C). Because the reference conditions include higher pressure and cooler air than the SAE standard, these corrected power numbers will always be about 4 % higher than the SAE power numbers.

· ECE -- The ECE standard is based on the European Directives. Power is corrected to reference conditions of 99 kPa (29.23 InHg) of dry air and 25°C (77 F). Friction torque is not taken into consideration at all.

· DIN -- The DIN standard is determined by the German automotive industry. Power is corrected to reference conditions of 101.3 kPa (29.33 InHg) of dry air and 20°C (68 F). With the advent of European legislation and standards, national standards such as the DIN (formerly widely used) are now less significant.

NOTE There is a tendency for all those standards to converge. The only worldwide power correction standards at this time are the ones determined by ISO. For internal combustion engines in road vehicles, this is the ISO 1585 standard. The current SAE J 1349 and ECE standards are nearly identical to the ISO 1585 standard.
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Old Fri, Mar-15-2019, 03:54:59 AM   #1773
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Default Re: Official Dyno Thread

for correctness an completeness STD is 101.3 kPa and is SAE J607
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Old Fri, Mar-15-2019, 11:41:44 AM   #1774
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Default Re: Official Dyno Thread

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SSV1 headers, SS section 1 with welded in 300-cell Vibrant GESI catalytic converters, SS Oversized section 2, oakville SCZA, carbon concepts CSL Intake

Tuned by Paul C, couldn’t figure out that dip on the tune. Changing parameters just shifted the dip around in the 6-6.5k range. VANOS looked good but there were a couple Cam sensor faults stored as well as EGT sensor. Cleared them so we will see if they came back.
Scott, just to reiterate - definitely some issue hardware/setup wise going on here. Although the dip was shifting around a little, I don't feel any tuning approach was having much influence. A Vanos test would never go wrong although looked to be tracking ok during the pulls. I would swap out the coils/plugs as I suggested and see how it responds
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Old Fri, Mar-15-2019, 11:54:07 AM   #1775
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Default Re: Official Dyno Thread

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Originally Posted by paulclaude View Post
Scott, just to reiterate - definitely some issue hardware/setup wise going on here. Although the dip was shifting around a little, I don't feel any tuning approach was having much influence. A Vanos test would never go wrong although looked to be tracking ok during the pulls. I would swap out the coils/plugs as I suggested and see how it responds


Agreed! Especially after putting the base tune back on and it not changing. Car is driving great otherwise.


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Old Fri, Mar-15-2019, 05:59:23 PM   #1776
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Default Re: Official Dyno Thread

Now that is what a csl airboxed car with ssv1 should look like. Congrats
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Custom exhaust thread and dyno http://m3forum.net/m3forum/showthread.php?t=569086
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Custom cf airbox thread http://m3forum.net/m3forum/showthread.php?t=595180
Why not to use after market bearings with surfacetreatments and /or increased clearance
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Old Fri, Mar-15-2019, 08:24:53 PM   #1777
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Default Re: Official Dyno Thread

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Now that is what a csl airboxed car with ssv1 should look like. Congrats
Agreed. Shout out to Scott and Paul-Claude for the awesome results. Even with that hardware dip, some STRONG numbers. Just wait until he gets rid of that dip (likely coils or plugs, like Paul-Claude suggested) and when he adds cams! What's also impressive is that those numbers were achieved on 300 cell cats (the stock euro cats use 200 cell and Supersprint's HJS cats use 100 cell -- for reference). The week before he dynod catless and with the Rogue El Diablo, and even after adding cats for this latest dyno he made better numbers from getting rid of the RE. (As much as I enjoy the sound of the RE, at this power level, it is clearly a restriction). Goes to further show how important dialing in exhaust is on this platform. Like UltimateMJ also pointed out, great looking torque curve too. Cams should only raise and flatten that up line up more too.
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Old Fri, Mar-15-2019, 09:22:37 PM   #1778
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Default Re: Official Dyno Thread

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Originally Posted by Dr M3an M3 View Post
Agreed. Shout out to Scott and Paul-Claude for the awesome results. Even with that hardware dip, some STRONG numbers. Just wait until he gets rid of that dip (likely coils or plugs, like Paul-Claude suggested) and when he adds cams! What's also impressive is that those numbers were achieved on 300 cell cats (the stock euro cats use 200 cell and Supersprint's HJS cats use 100 cell -- for reference). The week before he dynod catless and with the Rogue El Diablo, and even after adding cats for this latest dyno he made better numbers from getting rid of the RE. (As much as I enjoy the sound of the RE, at this power level, it is clearly a restriction). Goes to further show how important dialing in exhaust is on this platform. Like UltimateMJ also pointed out, great looking torque curve too. Cams should only raise and flatten that up line up more too.
The enabling continues. Scott's going to be sleeping our couches soon if he keeps modding at this rate.
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Old Fri, Mar-15-2019, 09:47:34 PM   #1779
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Default Re: Official Dyno Thread

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The enabling continues. Scott's going to be sleeping our couches soon if he keeps modding at this rate.
Just means Mercedes needs to give him a raise to fund his BMW addiction. A couple podium finishes ought to take care of that!!
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Old Fri, Mar-15-2019, 09:57:13 PM   #1780
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Default Re: Official Dyno Thread

I'm still amazed that people are able to pull this much power from the s54 NA. Many of these builds are on par with or better than the 991.2 gt3rs in terms of power/liter.
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Discussing Official Dyno Thread in the E46 M3 (2001-2006) Forum - Engine: S54 - Max Hp: 333 hp at 7,900 rpm / 262 lb/ft at 4,900 rpm
Total Produced: 45,000+ - Years Produced: 2001 to 2006. at BMW M3 Forum.com (E30 M3 | E36 M3 | E46 M3 | E92 M3 | F80/X)