Technical N54 S55 ITB intake manifold by hyper-racing

gmagnus7

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Yet another intake manifold option! Someone finally made an ITB setup for the N54 and S55 with 52mm throttle bodies. It would involve custom fab intercooler piping and would eliminate the stock throttle body (I'm assuming). Made out of aluminium and nylon and comes at a price of 4299$ (AUD?). On a side note they also make a turbo upgrade for the S55.

https://shop.hyper-racing.net/collections/bmw-individual-upgrades/products/bmw-n54-s55-intake-system

It looks like the air has to do a hard 90 degree turn as soon as it enters the intake manifold. I'm also curious how ITB's affect forced induction engines?

Thoughts?

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Torgus

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ITBs are neat. As these are all renders I assume this is not a real product. Also, why the fuck would you need two separate air boxes? There is no room to run two outlets to two intercoolers(or one but designed for two inputs and outputs) and then up.

Those nylon airboxes are not well designed imo. I would prefer big ass trumpets off the ITBs and then build a CF box around those.

Also it look like you lose DBW and thus this would only be for someone with a standalone.

Unless there are significant gains, looks like a waste of money and over complicates EVERYTHING.
 

gmagnus7

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LOL. It would be a lot of work for sure. It would essentially be a very short runner, and super tiny plenum intake manifold I guess? Performance would probably be marginal or non-existent. Also the pricing on the website has already changed in the 4 hours since I've posted this, that or the website is glitchy lol - it's 3299 AUD now.

If someone really wanted to, they could probably keep the drive by wire by modifying the TB to act as an actuator and relocate it outside of the intake tract - like this guy did on his coyote.

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martymil

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Its actually a pretty cool idea, you have to think outside the box with this.

You could easily bolt on a water to air ic directly to the manifold, would have to be a custom job.

Get rid of a lot of piping inside the engine bay.

Mount a huge radiator like an m3 one and still have room to run a very thin heat exchanger for the ic over the entire core of the radiator.

This would work very well and would solve the uneven flow and distribution of air inside the manifold.

Gains would be response, instant spool and far more controlled intake temps.

Top end hp would see little to no gains on twins coming of a ff manifold as the current crop of ff manifolds already flow far more that the head can.

We can already make enough torque to lift the head on our cars with the current setups.

But this would see huge gains on a big st setup during spool and you would need a expensive stand alone to run it.
 
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HyperBMW

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Hi, and thanks for sharing us.

This is a new design from us, based on our old standard nylon injection molded kit. I see a bit of critique, and honestly - I don't mind it. I do like to see what peoples opinions and ideas about my stuff is like, outside of the Facebook page.

The design is really poor. Airflow might be ideal for cylinder 3 and 4 but the rest?

Also, why the fuck would you need two separate air boxes? There is no room to run two outlets to two intercoolers(or one but designed for two inputs and outputs) and then up.

Those nylon airboxes are not well designed imo. I would prefer big ass trumpets off the ITBs and then build a CF box around those.

Also it look like you lose DBW and thus this would only be for someone with a standalone.

Unless there are significant gains, looks like a waste of money and over complicates EVERYTHING.

Though I don't want to put aside anyone's knowledge or skills, turbocharged vehicles don't benefit from a plenum period - but unfortunately need one. Our M4 S55 uses a plenum design very near to this one, we have found the split plenum 170% more efficient then the single. Being a dedicated race car, we have had time and money to make alterations to intake plumbing to make it work with a twin turbo / dual plenum setup. We also use a water methanol injection (WMI) kit for cooling, as it is a hillclimb car and weight saving is vital. We have found WMI to be as efficient as a standard intercooler setup. We do race and street performance, we don't expect our customers to be looking for simple "plug and play" options. However, we design with simplicity in mind, and to aim to make these modifications a lot easier to work with. That said, I do appreciate this feedback - I will include a single feed airbox at no extra cost as an option by Friday. Unfortunately, CF airboxes are prone to leaks, and if you enjoy chasing intake leaks with a turbo application - Jenvey is the company for you.

LOL. It would be a lot of work for sure. It would essentially be a very short runner, and super tiny plenum intake manifold I guess? Performance would probably be marginal or non-existent. Also the pricing on the website has already changed in the 4 hours since I've posted this, that or the website is glitchy lol - it's 3299 AUD now.

If someone really wanted to, they could probably keep the drive by wire by modifying the TB to act as an actuator and relocate it outside of the intake tract - like this guy did on his coyote.

This guy get's it. That is the bracket we have been working on for this setup. Haven't included it in the pictures but all linkage is included in the purchase, including a bracket to hide your ugly ass DBW ;). Science behind runner length: Short = faster throttle response, idle to redline quicker, more HP then torque gains. Long runner = more torque gains then HP, slower throttle response, slower idle to redline. So yes, we have found a happy place for our runner length. Again, plenum is useless for turbocharged vehicles as they need no atmosphere (they make their own). This is an ITB system, the plenum is basically an Airbox to get the air into the throttle bodies from the forced induction. Science behind that is - smaller the better. Traditional ITB systems like the Coyote pictured are a lot of work to tune, my ITB system is so much less hassle, as your tuner nolonger needs to make 6,000 adjustments to each body to get it to idle.

Also I listed this on the Shopify at 3am after finishing off a Ford 351 package and did hit a 4 instead of 3, and didn't even realise until someone mentioned it on the Facebook page. 4 hours may have been a bit too long.... But, amateur mistake I know.

I also have Testing incentives if people want to contact me before purchasing anything, for this particular kit, it is 10% off and you get 2 different dual airboxes (and I might throw in the single airbox I will have ready by Friday), feedback required kind of deal - also installation pictures and before and after shots. With this manifold, I require your DBW module before to ensure it is going to fit. Nothing worse then a week on a CNC to have something not work properly.

Lastly, yes these are all drafted images on the website. They are "real products". Just not all of them are made, my workshop is only 102sqm, I make manifolds to order, including custom jobs. Eventually the standard listings I have will be updated to product photos, when Haas make a machine that is fully Automated (and affordable).

I hope this clears a little bit up, and again, thanks for the input - I will have a single feed airbox designed for you guys who obviously don't want to do too heavy modifications, by the end of week :)


One last thing:
On a side note they also make a turbo upgrade for the S55.

Not ours, this is like one of 4 things that is not made in house lol. Really good numbers from the manufacturer, great dyno results (up to 930hp) with a lot of other work done. And just to answer your actual question, turbocharged vehicles benefit greatly from ITB setups, AE/PE of the turbo is improved dramatically.
 

gmagnus7

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@HyperBMW Solid introduction! Good on you for doing all this in such a small shop. Well if your looking for suggestions I would think that making a single feed airbox that has a 3" OD connection for silicon couplers (with a bead) would be ideal.

Having provisions for wmi and/or port injection bungs would make it appeal to a wider market, but it sounds like you already have the npt ports for wmi? Port wmi?

What about the MAP sensor location and line for the BOV?
 

HyperBMW

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@HyperBMW Solid introduction! Good on you for doing all this in such a small shop. Well if your looking for suggestions I would think that making a single feed airbox that has a 3" OD connection for silicon couplers (with a bead) would be ideal.

Having provisions for wmi and/or port injection bungs would make it appeal to a wider market, but it sounds like you already have the npt ports for wmi? Port wmi?

What about the MAP sensor location and line for the BOV?

WMI is usually done as far away from heads as possible to increase atomization. Standard procedure for ITB is MAP. MAF delete as there is no plenum, each dual entry is 76mm (3"), i would stick with that for the single feed airbox, as that is the ID of turbo plumbing as standard. There is also a lip.

I was considering adding injector ports to the manifold itself, as a lot of people seem to really dislike direct injection... not too sure why, it's a lot more tune friendly. The underside has boss for vacuum, BOV is done pre-throttle so, standard placement would be fine.

We used to sell Jenvey products up to 2017, but cuts to discounts, increase pressure for sales, and increasing warranty/replacement and refunds for manifolds that just didn't fit nearly broke me. Took a few years to recover but we've got a good Haas machine, and nobody bose CNC finishes as good as we do lol ... only downside to having the one machine is the 30 to 70 hours per manifold means a huge backlog forming, but... time and sales will fix that, we have a second machine coming in November and would like to order a 3rd but at $86,000 AU each and a 3 month boat ride, need to be considering a larger shop first lol

Also thank you for the warm welcome, I usually just read nice to see a mention! And definitely appreciate the feedback. I will post up my single inlet airbox when its designed.
 

Torgus

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3299 AUD is 2,292.80 USD 10% off would be ~$2,050. An enticing price assuming it was a true plug and play kit for a beta tester. When I say PnP I mean charge pipe, wire harness, DBW fix, ITB manifold w/ PI injectors and fuel rail, intake plenum, all necessary gaskets, fittings, etc. My guess is a true PnP kit will be more like 3299+ USD. I still think you want trumpets off the ITBs and a correctly designed plenum aka FF tapered log for the n54 market.

I was considering adding injector ports to the manifold itself, as a lot of people seem to really dislike direct injection... not too sure why, it's a lot more tune friendly.

I don't think you are very familiar with the N54 platform, no offense. PI is popular because the only 'real' HPFP upgrade was the VTT double barrel up until a few months ago. There have been documented failures of that product, it's a bit of a hack install, and still ships with the wrong sized belt which maxes out the tensioner. The single barrel topped out around 575 whp iirc on 100% E85 so not a real option for most people on upgraded twins or a single. There are finally more upgraded HPFP options coming out now like the Helix, m18, etc.

The VTT DB is 1,299.00 + 620 for a new HPFP. Basically 2k after tax and shipping without install. Install would be another 500-800 at a shop as it apparently is a bitch to install and takes a shop a whole day their 1st time. Let's call it $2500 installed. Assuming you don't replace your old tired HPFP which is now being overspun, which you should if hunting for high HP imo, basically 3k+ if you want all new parts after install and all costs accounted for.

Or you go PI and get a plate and injectors for ~$700. DIY some walbros for a few hundos and get an AIC. You can see why this is a much more popular option for fueling. Or if you have no E85 access you go DP meth + pump 93 and use the meth for fueling.

PI is much more popular all around because of cost, we would all prefer DI controlled by the DME but few want to pay for it historically. Everyone making high HP on an n54(your customers) end up using PI with DI as the DI injectors still end up being a limiting factor iirc in high HP builds. You will want to offer the kit with PI bungs for meth & fuel(one or the other) if you want sales along with fuel rail. This is assuming the ITBs have gains over a traditional FF tapered plenum with v stacks off the floor which is what you are competing with.

You should work with @martymil he is local to you if you want to bring a real plug and play kit to market imo.
 
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doublespaces

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Welcome to the board, I love new ideas, especially those which aren't mainstream. I'm certain there are people who are very excited about this. I'm curious to see how this turns out.
 
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135i2

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Spoke with Brendan at HyperBMW at length today and his solutions sound very promising and thorough. Excited.
He has plenty of race engineering experience to draw on. There are also a couple of others that have signed up for the ITBs already, so it should be a bit of fun. I will test this setup on my built motor and big single turbo setup. Marty is also on board and we will test the ITB on his V8Bait tuned twins before he rips the n54 out of the 1M for an M3 V8. I am looking forward to doing some back to back against a front facing manifold. Bring it on Brendan!

BTW. My VTT double barrel was perfect out of the box two years ago, with the correct belt and all. It has worked flawlessly.
 
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135i2

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HyperBMW - Individual Throttle Body

A sneak peak ahead of testing on my ST.
There will be others out in the wild on a variety of setups I am told for some broad feedback and numbers.
Can't wait for Brendan to finish this thing off around his motorsport work.


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