I dunno about an LSD (seems impractical). However, for he price of this intake I could get rims (found Vertini Hennesy's with tires for $1500), KW suspension, a full body kit (painted and mounted), brake upgrade, and still have cash left for an RPI ram air intake ($99) and the K&N filter ($68).

 

Your remus exhaust is losing HP, i havent seen a dyno from them that shows gains yet. Maybe its out there but I havent seen it.

LSD is a great choice too, Quife makes one that seems to be very popular.

 

stop it, stop being butthurt that you bought a CAI with scoop for a totally retarded price.

 

So you are saying the world biggest exhaust manufacturer (Also made for ACS) making exhausts that will lose bhp?
INTERESTING

 

 

some tech info on dyno testing for your riveting read:

http://www.dinancars.com/bmw/technial-info...dern-bmw-engine

 

The remus exhaust is design for the e60 so if it is lossing HP I think no 1 would get it.
I also like to see the charts for this

 

"...Even when it comes to performance engine components such as Cold Air Intakes, Super-chargers, exhaust systems and the like, Dinan's published performance data is often lower than that claimed by our competitors. Does this mean that Dinan products fall short when it comes to horsepower gains? Hardly...."

"...Please don't get me wrong, I'm not suggesting that our competitors or the many dyno testing facilities are intentionally misleading driving enthusiasts by publishing false or exaggerated data. There are tuners that have an understanding of what needs to be done in order to obtain accurate data. I am of the opinion that even the tuners that publish questionable results are actually publishing numbers that reflect the very data that was obtained during their tests. The disparity lies in the dyno testing procedures employed and perhaps a lack of understanding with regard to the variables that can affect the data obtained. A prime example would be the fact that we get reports from customers who have obtained independent dyno results that range from more, to less, to no gain at all when compared to our published data..."

"...Does this mean that most of the test data is invalid? Unfortunately, in most cases the answer is yes. I believe that this underscores the importance of controlling variables that can directly affect the results, as well as the importance of testing and re-testing in order to obtain a valid average. Truly scientific dyno tests are extremely time consuming, tedious and complex to perform when attempting to duplicate real world conditions in the dyno-room..."

"...I believe that the rather large horsepower gains that are being published by some, particularly with regard to "power chips", are the result of tuning the cars back to the stock mixture and ignition timing settings, essentially leaning-out the air/fuel mixture and advancing the timing to compensate for the rich mixture and retarded timing experienced on the dyno. It appears to me that this "increase" in power is then included in whatever gains were actually achieved (if any). In reality, these supposed gains are nothing more than a correction for the testing conditions, resulting in an exaggerated performance claim. In addition, many "power chips" create the perception of an increase in power/acceleration as the re-programming will often dramatically increase the speed of the throttle opening on the drive by wire cars, making the engine feel more powerful.... "


Interesting seriously....

 

Remus is world's largest manufacturer of aftermarket automobile sport exhaust; I.S.O. 9001 and T.U.V. approved O.E.M. supplier to BMW, Mercedes, AMG, Porsche, Ducati. Still losing HP ???

There are a lot of famous brand name is the world : Eisenmann; Remus; Arqray; Supersprint. etc. All of them should have hp gain. More or less need to cooperate with intake; header; pipeline and ECU remap. Just exhaust is not good enough but at least not losing hp.

 

I love that conclusion... I think the best of all!

"....Conclusion

If you decide to test your car on a dyno, whether in stock or modified form, be advised that you will not see the same results as BMW or Dinan. Putting the time consuming and tedious procedures aside, any number of things can cause your measurements to be different from those published. Even in a best case scenario, assuming that there is no need to be concerned about calibrations because the performance software has been supplied, it still takes the better part of three days to go through the proper testing procedure and collect the necessary data.

If the engine is detonating or in the "savior mode" because of excessive temperatures, gains can not be measured. In fact if the car sits and heat soaks or cools for an excessive period of time between runs, enough variance can be created that the performance component enhanced car may show less power than the stock car, or even a very exaggerated gain.

By way of summary, following are some of the more significant factors that you should keep in mind when considering dyno testing in general terms, as well as what to look for in the facility itself.

1) Each dyno will produce different results (even with the same brand of dyno).

2) The octane rating of fuel varies in different parts of the country (you must have a controlled fuel supply).

3) Cold weather increases the gains and hot weather decreases them, even with temperature corrections.

4) Lack of oxygen from exhaust in a dyno room will cause a loss in power. <------ I THINK THAT IS WHY!!!!

5) Slipping tires on the rollers will reduce the measured gains.

6) Inertia type dynos have a lighter load than the car will see on the road. This is especially true for cars with heavy drive trains because some of the power will get absorbed spinning the masses faster. The inertia correction programs employed in these types of dyno's are not completely accurate.

7) Fixed load dynos have a higher load than what the car sees on the road. This excessive load will result in a large mixture shift and the detonation sensor will be activated prematurely.

8) No dyno can accurately simulate wind resistance, the ram air effect into the airbox or cooling of the intake tract under the hood.

9) The size of the fan used during testing will change the power output.

10) Oil temperatures will affect output due to changes in friction.

11) The air intake temperature sensor will trigger adjustments to fuel mixture and ignition timing.

--------------------

To me that Steve Dinan is truly a master.


That link posted is a MUST to READ!!!!