TopGun32

Gent's I moved over from kompressor to turbos...for now keeping the coupe for 18 months until i can pick up a CPO 2012 E63..

I plan to tune, swap wheels to 18" W212 E63 wheels and slight drop... then it will be time to let go.

So I will post here, figure most of you had exposure lots of forced induction cars.

Based on E550 coupe community, summer was not an issue last year and according a few postings.. they didn't see a drop of "performance"

Since the car does not have a dedicated heat exchanger and it shares the coolant with the radiator set up. Unless I have not done my research correctly, I see this as a big issue for cars that would increase boost by tuning.

So I plan to start recording IAT's before and after tuning..

Any data logging of IAT with the M157 stock and tune?
Does your car have a dedicated heat exchanger that send coolant to the IC core?

Or does the M157 intercooler share coolant with the engine?

separating both system should be worth while OR modifying the T-stat to open sooner.. just ideas.

e65

I have a 2014 e63 S. The turbo and engine cooling systems are separate from factory. I have upgraded turbos. I use an obd2 reader app which shows me running approximately 20 pounds of boost at wot and sufficient rpm. My IATs go down to near ambient at wot and creep up when driving slowly or idling in traffic. It was winter time and outdoor temps were about 32F. The WOT runs were very brief, not enough to really test the cooling system.

gaspam

what turbos did you go with and from who? any dyno numbers yet?

e65

Weistec w.3. Conservative tune. Factory exhaust. I haven't found a dyno that works with awd.

Using the same torque app I can do virtual dyno runs. It measures the speed from the ECU and calculates acceleration and from there using the vehicle weight that you enter it can calculate a wheel horsepower value.

I entered 2000kg including my own weight. With that value I got 633.4hp at 4831rpm in third gear. I did not go to 6000rpm, in fact I was practicing launches I didn't realize it was recording these horsepower values. I assume wind resistance is not accounted for and I doubt there is sae correction or uphill/downhill, rolling resistance.

Power = force x velocity. These variables are measured directly on a dyno. Force = mass x acceleration, acceleration is calculated by app (delta v / t) and velocity is used in both acceleration calculation and power calculation. Its all done by the phone processor. Any momentary error in velocity value could mess up the max hp number. I think if I had done a graph instead of a max static value I could be more confident of the result as a momentary error should show up as a spike on the graph.

Fairbird

633 with factory exhaust and conservative tune? wow

kponti

Maybe he's talking about at the flywheel or from the engine in this case

gaspam

for a bigger turbo weistec W3 kit, 633 does not seem impressive to me, am i missing something? ... tune alone makes 600 whp and weistec has made 684 whp with just tune/dp/filters on stock turbos on pump gas

Fairbird

аgree , exhaust what makes the different , so he using 40 % of the turbochargers potential

e65

If I had let it rev to 6k the number likely would have been higher than 633whp. Im at 2200ft elevation. Dyno shows higher numbers if you measure it in higher gear. The weistec website advertises 660 whp with w.3 turbo and 91 octane tune with "supporting upgrades"

I think there is a plenty to be gained by exhaust and higher octane tune... and revving to 5.5k at least. I had measured this inadvertently while timing my 0-60mph with different launch methods, which is not an ideal way to measure peak rwhp. I think there is also a torque limitation that might be limited to lower gears/speeds. Allowing for all this I think that number is close to what I am making at the wheels with my setup.