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2010 2011 BMW 5 Series Forum F10 2014 n63tu edition BMS stage 1 DYNO #s |
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02-08-2014, 09:15 PM | #45 | |
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It's a new control box and 8 new wires you need to install into the harness and into the actual ECU by removing the connectors... its a pin out install. BMS has posted a video, go to N54tech for it. |
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03-06-2014, 08:20 PM | #46 | |
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I am still waiting to put it on once spring comes to Canada. BTW, since your car has identical tranny and engine as mine. May I ask you do you have any jerky shift feeling when the car is cold? Also what's your engine idle speed? Mine idles at 500RPM when A/C off, and it causes the vibrations of the the car. Just want to know is my car performance normally. BTW, mine is a 13 650GC.
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03-06-2014, 09:20 PM | #47 | |
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03-06-2014, 09:21 PM | #48 | |
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05-29-2014, 09:05 AM | #49 |
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just an FYI i ran 12.1 on 93 and 11.9 with NOS octane booster ($9 at wall mart) no race gas.
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06-19-2014, 01:00 PM | #50 | |
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TIA! I know |
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06-20-2014, 01:33 PM | #51 |
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Sports + to the left... i let the car shift don't really make a difference down 1/4 60 foot is more important in our cars.
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06-20-2014, 03:53 PM | #52 |
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08-11-2015, 02:05 PM | #53 |
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Why N63Tu loses hp/tq at higher rpm
I just happened on this thread so I'm way late to comment, but I believe I know the answer to the riddle of why the N63Tu motors lose hp/tq at higher rpm: The cause is the Valvetronic head, which is on the N63Tu but not the N63. The Valvetronic head has an additional cam and finger followers that modulate the intake valves to regulate throttle (fuel intake). This is a complex arrangement and at higher rpm wot the finger followers tend to "float" which reduces throttle response, increases fuel consumption and also increases CO and NOx emissions. There are two solutions: (1) increase the spring rating (tension) on the finger springs so they can keep up with the rpm; however, this adds friction which decreases hp/tq slightly, increases fuel consumption and increases engine wear, or (2) have the ECU reduce power (hp/tq) at higher rpm so the finger followers are less modulated and can keep up. BMW chose the latter (2) on the N63Tu motor as the lesser of two evils. The S63Tu also has Valvetronic, but the engine is much more powerful and of higher quality (wear resistant), so BMW used solution (1) which does not result in hp/tq dropoff at higher rpm.
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11-23-2017, 06:23 PM | #54 | |
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11-28-2017, 11:10 AM | #55 |
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I asked a guy who fixes n63tu/s63tu engines and he said spring rates are same between the n63tu/s63tu engines, so I think it's a false assumption
He said due to high EGT power is reduced at high rpms, but I'm not sure if that's true either |
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08-04-2019, 06:42 PM | #56 |
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I know this is long dead, but from the dyno graphs it looks like small turbos reaching their peak airflow/ efficiency.
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