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- If your "totally engineered" approach is more expensive than bolt-on kits, why did you design your
package that way?
Simply stated - more power in a broader RPM range, greater reliability,
and an ability to run on 91 octane pump gas!
A bolt-on supercharger kit cannot achieve optimal performance on
the S54 engine. In stock form, the S54 engine has already been virtually optimized by BMW. This is supported by the fact
that so few measurable power gains have been achieved by aftermarket tuners in the 4-years the engine has been on the market.
With stock 11.5:1 compression, efficiently flowing head design and 8,000 RPM revving, "bolt-on" power comes with
significantly increased risk of catastrophic engine failure due to surpassing the engine's maximum design specs. Use of
California 91 octane gas further exacerbates the problems. To address this risk, bolt-on kits typically minimize boost,
reduce maximum engine RPM limits, and overly richen the fuel mixture. We were unwilling to accept this risk or operational
compromise in our product design.
Therefore, we took the approach an engine manufacturer would take - design and
build the "bottom end" of the engine to handle the power and stresses the engine will create. It's the right way
to do the job! Our design approach will permit significant boost, retain stock upper RPM limits, allow proper air/fuel mixture
settings, and run well on 91 octane gas.
- Why did you select the ProCharger C2 blower?
It is a proven product, operationally and
space efficient, and utilizes a self-contained oiling system that, unlike many competitive units, eliminates the need for
modification to the engine's factory oiling system to supply/return oil from the blower.
- Why did you reduce the engine compression from 11.5:1 to 9:1?
Supercharging
significantly increases the effective compression ratio of an engine. Since the S54 engine in stock form is already near
its engineering limit, the additional effective compression from a supercharger would greatly increase in-cylinder
temperatures which could lead to detonation and pre-ignition. The result could be catastrophic engine failure. By
reducing the engine's base compression ratio, these risk factors will be mitigated and the effective compression rise
from supercharging will raise the overall effective compression back up to an optimal yet safe ratio.
- Why use a charge cooler?
To achieve optimal operating efficiency, a supercharged
engine needs the charge air temperature to be as close to theoretical minimum as possible. Charge cooling helps get the
charge temperature down to the minimum temperature necessary for a particular boost level to be achieved. We have located
the charge cooler inside the intake manifold in order to cool intake air immediately prior to ingestion into the engine.
This provides optimal cooling.
- Why the air-to-liquid type charge cooler?
Air-to-liquid charge cooling provides a
more consistent environment than air-to-air for the thermal exchange to take place given the fact that liquid will absorb
heat energy at a faster rate than air-to-air exchange. Therefore, the cooler assembly can be made smaller. This will
result in better throttle response because the charge does not have to travel as far through a system before reaching the
throttle. It also minimizes radiated heat energy that can be absorbed by longer plumbing typically required by air-to-air
coolers.
- Why add a heat-exchanger, electric water pump and remote reservoir?
After the charge
cooler absorbs the heat from the charge air entering the engine, it needs to be dissipated and replaced with fresh cool
air. This is done in two ways: by cycling a large volume of coolant through the system (which quickly absorbs heat energy
as it passes through), and by utilizing a front-mounted heat exchanger (which cools the air immediately prior to
re-entering the charge cooler). Use of a high-capacity electric water pump ensures optimal water flow and pressure
throughout the heat-exchanger system without the loss of engine power that a mechanical pump would create. The heat-exchanger
system is also isolated from the vehicle's engine cooling system to maximize cooling effectiveness.
- Why change the clutch?
The stock clutch and flywheel are engineered by BMW to
function within an operational range matched to the engine's power and torque output. When power and torque are
significantly increased (as with a supercharger), the stock clutch and flywheel assemblies will not be capable of
handling the additional operational stress over an extended period of time. They will fail prematurely. We provide an
ultra-high-performance clutch and flywheel capable of handling the power developed by the supercharged engine.
- Why change the stock injectors?
New, larger fuel injectors are necessary to achieve
the proper air/fuel ratio and match the greater fuel requirements that are a result of the significant increase in the
mass volume of air the engine will now ingest due to the high output of the supercharger unit.
- Why Powerchip engine management software?
An engine as highly developed as this one
requires sophisticated custom-developed engine management software to perform optimally. Having worked with several
software developers over the years, we have consistently found Powerchip to provide the most effective tuning on
highly-developed engines retaining factory ECU's. Powerchip and evosport have partnered on the development of custom
software specifically for this application.
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