We humbly introduce ourselves

Originally Posted by Sound Performance

We have done some of that. Jason reported that taking off the HPF intake and replacing it with a 4" setup netted him over 50 hp!

Would that have more to do with exceeding 125m/sec with a 3" inlet pipe, than the manifold/plenum itself?

Obviously running large pre-manifold pipe will affect transient response...so it's a trade off with response versus peak power.

Originally Posted by Sound Performance

We have both measured ex back pressure at the turbo. It is not all that ridiculously high actually but that does not tell us the entire story in a log manifold as because the turbo sits near the rear and the first 5 runners all merge together, there may be high BP at the front cylinders.

Really good point, and pretty hard to measure without high speed sensors that would catch the dynamic response. I've looked into this from a response perspective, and the only sensors fast enough to measure this cost $1100-$1300 each depending on the range. Then you have to be able sample higher than Nyquist frequency...which is well above what most motorsport data loggers are capable off. Basically...you're into lab-grade equipment to watch this properly in real-time.....

Total cost including the logger, analysis software, and sensors would be about $11-12k. Pretty hard to build that cost into a manifold design unless you are selling a lot of them. (Or it's for a Motorsport project) Maybe FSR could comment on this?

Originally Posted by PEI330Ci

Would that have more to do with exceeding 125m/sec with a 3" inlet pipe, than the manifold/plenum itself?

Obviously running large pre-manifold pipe will affect transient response...so it's a trade off with response versus peak power.

Please excuse the layman question: What is special about the 125 m/s intake speed?

Originally Posted by PEI330Ci

Really good point, and pretty hard to measure without high speed sensors that would catch the dynamic response. I've looked into this from a response perspective, and the only sensors fast enough to measure this cost $1100-$1300 each depending on the range. Then you have to be able sample higher than Nyquist frequency...which is well above what most motorsport data loggers are capable off. Basically...you're into lab-grade equipment to watch this properly in real-time.....

Total cost including the logger, analysis software, and sensors would be about $11-12k. Pretty hard to build that cost into a manifold design unless you are selling a lot of them. (Or it's for a Motorsport project) Maybe FSR could comment on this?

By this stage our test setup should be on an engine dyno.

I presume that the higher (or lower) than Nyquest frequency would result in a type of "multi-scan" type sensor strategy taking samples at discernible crank angles that would later be compiled into a high resolution chart based on several crank turns worth of samples?

The presumption, of course, is that the engine operation is constant during the crank turns whose samples are utilized and that can only realistically be approximated with an engine dyno.

IF that is true, then the actual cost of obtaining equipment for these types of measurements could likely be significantly higher. What about subcontracting to a firm that already has the lab and sensors? Does FSR have access to such a lab?

Originally Posted by FragNasty

Please excuse the layman question: What is special about the 125 m/s intake speed?



By this stage our test setup should be on an engine dyno.

I presume that the higher (or lower) than Nyquest frequency would result in a type of "multi-scan" type sensor strategy taking samples at discernible crank angles that would later be compiled into a high resolution chart based on several crank turns worth of samples?

The presumption, of course, is that the engine operation is constant during the crank turns whose samples are utilized and that can only realistically be approximated with an engine dyno.

IF that is true, then the actual cost of obtaining equipment for these types of measurements could likely be significantly higher. What about subcontracting to a firm that already has the lab and sensors? Does FSR have access to such a lab?

I have an engine dyno no sensors of those types thou.

Sent from my PG86100 using Bimmer App

Originally Posted by FragNasty

Please excuse the layman question: What is special about the 125 m/s intake speed?

It's the approximate velocity where you start to see flow resistance increase exponentially when compared to mass flow; commonly known as the choke point.

Originally Posted by FragNasty

By this stage our test setup should be on an engine dyno.

I presume that the higher (or lower) than Nyquest frequency would result in a type of "multi-scan" type sensor strategy taking samples at discernible crank angles that would later be compiled into a high resolution chart based on several crank turns worth of samples?

The presumption, of course, is that the engine operation is constant during the crank turns whose samples are utilized and that can only realistically be approximated with an engine dyno.

IF that is true, then the actual cost of obtaining equipment for these types of measurements could likely be significantly higher. What about subcontracting to a firm that already has the lab and sensors? Does FSR have access to such a lab?

No...$12k would do it, and you could use a chassis dyno...but it makes it a lot easier to experiment with different parts on an engine dyno. That is unless you had your hands on 4stHEAD.....

Can you tell us more about this turbo kit? Does it need an oil scavenge pump?

The guys are doing lots of testing with a variety of sensors and logging using some very fast pickups. We aren't just going to throw parts, boost, or nitrous at it to make a number.

The base kit is getting close to being ready. We'll show our oil system once we know it is 100%.

We're putting our heads together with SP and you can count on great results!

Thanks for all of the interest!

Cant wait for this....

Originally Posted by PEI330Ci

It's the approximate velocity where you start to see flow resistance increase exponentially when compared to mass flow; commonly known as the choke point.

No...$12k would do it, and you could use a chassis dyno...but it makes it a lot easier to experiment with different parts on an engine dyno. That is unless you had your hands on 4stHEAD.....

Interesting.



Thanks for your valuable insight!

Originally Posted by E85head

Has this system become true plug and play now? So that an average+ wrench turner can hook it up?

A system with this many capabilities will never be completely plug and play.



Hi FSR guys!

Bump for update!

Oh wow, welcome! I'm looking into Cobb so great to know you Protune. Can you tell me what mods that 335 has?

I stopped by FSR yesterday. I'm not allowed to say anything.. but I will say this... if you like stealth and clean installs.. I've never seen one as clean as FSR's to date.

Originally Posted by MarcusLSB

I stopped by FSR yesterday. I'm not allowed to say anything.. but I will say this... if you like stealth and clean installs.. I've never seen one as clean as FSR's to date.

Great to hear! I'll be going for a visit end of Feb

Originally Posted by Commanderwiggin

Great to hear! I'll be going for a visit end of Feb

Take me with you!!!

Originally Posted by dallasberry

Take me with you!!!

Book the tickets ...then we can go to Disneyland!

Wish I could buddy lol, I gotta save money for Mfest

Originally Posted by Commanderwiggin

Book the tickets ...then we can go to Disneyland!

lol, you getting new engine management?

Originally Posted by Dreikraft

lol, you getting new engine management?

We'll have to see Doubtful as I pretty much don't want to deal with ProEFI stuff as I have yet to see it at the level I want it...FSR however seems like they have their **** together. I'm holding out for the Infinity...I hope it's everything I want and more but I'll still hold my candle in the dark...waiting.