Evan's E61 Build: Pics, Updates, and Wagon Love for All
09-10-2015, 06:34 AM
#221
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If really want a lower offset in the rear but don't want to shell out the money for M5 brakes then perhaps looks for some used brakes from a rwd E6X. They should offer the same change in offset but be much less expensive than the M5s. It might be worth looking into.
Evan
09-10-2015, 02:35 PM
#222
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Unfortunately no. If you look closely at the photos of my brake install you will notice that the hat on the stock rotors protrudes outward to compensate for the longer/higher-offset hubs. Changing the hubs and not the rotors would alter the alignment of the calipers and the brakes could not be reassembled.
If really want a lower offset in the rear but don't want to shell out the money for M5 brakes then perhaps looks for some used brakes from a rwd E6X. They should offer the same change in offset but be much less expensive than the M5s. It might be worth looking into.
Evan
If really want a lower offset in the rear but don't want to shell out the money for M5 brakes then perhaps looks for some used brakes from a rwd E6X. They should offer the same change in offset but be much less expensive than the M5s. It might be worth looking into.
Evan
09-10-2015, 02:53 PM
#223
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You might as well go for the M5s if you are already going through the hassle of swapping the hubs. Most people throw a bunch of bolt-on "GO" mods on the N54 engine without addressing the brakes, the M5 setup is a nice addition to a well-rounded performance machine.
09-10-2015, 06:17 PM
#224
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I completely agree regarding the wheel options, it is unfortunate we can't do the same with the front hubs.
You might as well go for the M5s if you are already going through the hassle of swapping the hubs. Most people throw a bunch of bolt-on "GO" mods on the N54 engine without addressing the brakes, the M5 setup is a nice addition to a well-rounded performance machine.
You might as well go for the M5s if you are already going through the hassle of swapping the hubs. Most people throw a bunch of bolt-on "GO" mods on the N54 engine without addressing the brakes, the M5 setup is a nice addition to a well-rounded performance machine.
09-10-2015, 06:40 PM
#225
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I am going to be pulling the trigger on some coilovers and addressing a few worn front end parts first, this will also be my first time really getting into this wagon so It will be fun. Unfortunately I do not have an N54 (I wish) so I am honestly not that worried about how fast this thing goes. Mainly it will just be a kid hauler so nothing crazy..................then again the last "daily driver" that I had wound up on the cover of PBMW mag, lol!
09-11-2015, 04:31 AM
#226
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I do not have a link, I don't know if you can view the issues online without paying? It was April of 2014. I don't have many posts yet, so if you look at the only thread that I started in my history, I posted a few pictures there. I don't want to clutter your build thread with pics of my old car. 😊
09-12-2015, 10:26 AM
#227
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So they don't get lost in the post, here are some videos:
Front:
Engine Bay/Inlet:
Exhaust:
After installing my Hexons and working through a few minor setbacks it came time to see how they perform. Thanks to Terry and Steve for their knowledge and support.
I am happy to report that my wagon is running strong and I am not plagued with misfires that are so common when the power is cranked up, all systems seem to be strong although my fuel system (Stg 2 LPFP + TBI) is at capacity and the main limiting factor at this time.
As a complete package I am very pleased with the performance and driveability, the Hexons are a great match for my 4,600lb AWD daily weapon. Power was never the focus but my "would be nice" goal of 500awhp has already been surpassed but I am most excited with how accessible the power is and how smooth it is delivered.
Yesterday I got time on 2 dynos, once was a Mainline and the other a Dynojet. The mainline was a pretty cool setup as it had it's own dyno specific chamber and controlled environment. The owner/operator who is a professional tuner by trade said that this is a top dollar unit costing roughly x3 more than dynojets. Interestingly this dyno has 2 rollers per tire and the rear roller gets fixed at a resistance rate, essentially creating a pivot point for the tire, power is measured by reading how hard the tire is pushing down onto the front roller during the pull. Unfortunately I was unable to be inside the dyno pod while the pulls were made so my videos are terrible and not worth sharing.
Mainline setup
Mounted
Results:
Google tells me that Mainline dynos are heart breakers which made my number of 543awhp a pleasant surprise. We took 4 pulls and all were +/- 10hp/tq. My wagon read 88 degrees outside but the dyno sheet shows it was 80 degrees inside during the pulls.
Mike at Autowave was tuning this bad-ass project car for one of his customers. A custom twin turbo 2002 with a slew of modern upgrades and carbon fiber, tastefully done with awesome details everywhere, I should have taken more photos, real car-porn material.
Front
Back (carbon fiber hood)
Very tasteful fender flares
I loved the BMW Motorsport inspired decals
Brembos
The owner's brother works for a company that makes carbon fiber knee braces so he helped him build the custom carbon fiber manifold
Turbo Hoses silicone, great minds think alike!
I was admiring the front turbo and thinking about how accessible it was compared to my E61 and then the shop owner made a comment about how tight things were in the 2002's engine bay. lol
Clean!
Later in the day I stopped by DSport to get on their AWD Dynojet. Temps had climbed into the low 90s and I think this hurt the dyno numbers as the inside of the warehouse must have been in the mid 90s and the fans were blowing this hot air during the pulls. We took 6 pulls, most were in Map 6 targeting 22psi but I did target 23 psi for one run, unfortunately I forgot to raise the fail-safe from 24 and the JB4 reverted to Map 4 and cut power at 5,600rpm, from what I can tell in the logs things looked good on that pull so it might be something I experiment with in the future.
We also did a 22psi pull with the hood open to note any differences. Oddly that run yielded lower power with a very rough delivery, I thought hood open would equal more airflow and more power but I guess the rough air from the fan was detrimental, interesting.
I have the .drf files on my computer and downloaded the Dynojet software but am having a hard time loading and viewing the graphs, anyone have experience with this? Luckily I snapped a pic on my phone that can hold you guys over until I get the files to load.
Hot warehouse
Prep
Fitment on point with the tie-down squat!
This is all I got for now, not the rough hood-open run, and the 23 target, 24 failsafe run.
Numbers
Interestingly DSport has a full fledged machine shop with the ability to build motors, they do a lot of R35 blocks. Their tech department is ran by an engineer who came onboard after 20+ years at Cosworth, cool!
This is one of their builds, a 1,300hp 8 second R33....
Most everything was built in house.
Front:
After installing my Hexons and working through a few minor setbacks it came time to see how they perform. Thanks to Terry and Steve for their knowledge and support.
I am happy to report that my wagon is running strong and I am not plagued with misfires that are so common when the power is cranked up, all systems seem to be strong although my fuel system (Stg 2 LPFP + TBI) is at capacity and the main limiting factor at this time.
As a complete package I am very pleased with the performance and driveability, the Hexons are a great match for my 4,600lb AWD daily weapon. Power was never the focus but my "would be nice" goal of 500awhp has already been surpassed but I am most excited with how accessible the power is and how smooth it is delivered.
Yesterday I got time on 2 dynos, once was a Mainline and the other a Dynojet. The mainline was a pretty cool setup as it had it's own dyno specific chamber and controlled environment. The owner/operator who is a professional tuner by trade said that this is a top dollar unit costing roughly x3 more than dynojets. Interestingly this dyno has 2 rollers per tire and the rear roller gets fixed at a resistance rate, essentially creating a pivot point for the tire, power is measured by reading how hard the tire is pushing down onto the front roller during the pull. Unfortunately I was unable to be inside the dyno pod while the pulls were made so my videos are terrible and not worth sharing.
Mainline setup
Mounted
Results:
Google tells me that Mainline dynos are heart breakers which made my number of 543awhp a pleasant surprise. We took 4 pulls and all were +/- 10hp/tq. My wagon read 88 degrees outside but the dyno sheet shows it was 80 degrees inside during the pulls.
Mike at Autowave was tuning this bad-ass project car for one of his customers. A custom twin turbo 2002 with a slew of modern upgrades and carbon fiber, tastefully done with awesome details everywhere, I should have taken more photos, real car-porn material.
Front
Back (carbon fiber hood)
Very tasteful fender flares
I loved the BMW Motorsport inspired decals
Brembos
The owner's brother works for a company that makes carbon fiber knee braces so he helped him build the custom carbon fiber manifold
Turbo Hoses silicone, great minds think alike!
I was admiring the front turbo and thinking about how accessible it was compared to my E61 and then the shop owner made a comment about how tight things were in the 2002's engine bay. lol
Clean!
Later in the day I stopped by DSport to get on their AWD Dynojet. Temps had climbed into the low 90s and I think this hurt the dyno numbers as the inside of the warehouse must have been in the mid 90s and the fans were blowing this hot air during the pulls. We took 6 pulls, most were in Map 6 targeting 22psi but I did target 23 psi for one run, unfortunately I forgot to raise the fail-safe from 24 and the JB4 reverted to Map 4 and cut power at 5,600rpm, from what I can tell in the logs things looked good on that pull so it might be something I experiment with in the future.
We also did a 22psi pull with the hood open to note any differences. Oddly that run yielded lower power with a very rough delivery, I thought hood open would equal more airflow and more power but I guess the rough air from the fan was detrimental, interesting.
I have the .drf files on my computer and downloaded the Dynojet software but am having a hard time loading and viewing the graphs, anyone have experience with this? Luckily I snapped a pic on my phone that can hold you guys over until I get the files to load.
Hot warehouse
Prep
Fitment on point with the tie-down squat!
This is all I got for now, not the rough hood-open run, and the 23 target, 24 failsafe run.
Numbers
Interestingly DSport has a full fledged machine shop with the ability to build motors, they do a lot of R35 blocks. Their tech department is ran by an engineer who came onboard after 20+ years at Cosworth, cool!
This is one of their builds, a 1,300hp 8 second R33....
Most everything was built in house.
09-15-2015, 10:30 AM
#228
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Evan,
Great update! I'm glad to see the RR550 are working out for you, that's some nice AWHP there in the wagon. We have yet to get our car dialed in (Walnut blasting first) but after this takes place here we come E60 mix. I have already been talking to Wayne about the RR650/750 and they will be going in over the winter so these turbos are just temporary. I am hoping that the JB4 can handle PI without a Motec controller but regardless AD engineering will be getting our money for PI. I will be emailing you about the extra AC line that you have, cause we will need to be doing something about this as well.
Dan
Great update! I'm glad to see the RR550 are working out for you, that's some nice AWHP there in the wagon. We have yet to get our car dialed in (Walnut blasting first) but after this takes place here we come E60 mix. I have already been talking to Wayne about the RR650/750 and they will be going in over the winter so these turbos are just temporary. I am hoping that the JB4 can handle PI without a Motec controller but regardless AD engineering will be getting our money for PI. I will be emailing you about the extra AC line that you have, cause we will need to be doing something about this as well.
Dan
09-15-2015, 11:08 AM
#229
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Evan,
Great update! I'm glad to see the RR550 are working out for you, that's some nice AWHP there in the wagon. We have yet to get our car dialed in (Walnut blasting first) but after this takes place here we come E60 mix. I have already been talking to Wayne about the RR650/750 and they will be going in over the winter so these turbos are just temporary. I am hoping that the JB4 can handle PI without a Motec controller but regardless AD engineering will be getting our money for PI. I will be emailing you about the extra AC line that you have, cause we will need to be doing something about this as well.
Dan
Great update! I'm glad to see the RR550 are working out for you, that's some nice AWHP there in the wagon. We have yet to get our car dialed in (Walnut blasting first) but after this takes place here we come E60 mix. I have already been talking to Wayne about the RR650/750 and they will be going in over the winter so these turbos are just temporary. I am hoping that the JB4 can handle PI without a Motec controller but regardless AD engineering will be getting our money for PI. I will be emailing you about the extra AC line that you have, cause we will need to be doing something about this as well.
Dan
So far I love them, both the turbos and the tuning, the power is very smooth an responsive.
Ragarding PI, you think you will be able to run E60 with PI? I ask because my HPFP and TBI is the main limiting factor limiting my ethanol blend and as I understand it my Stg 2 LPFP doesn't have a ton of headroom left and it is the best LPFP option at this time, I talked with Steve and he will be looking into the possibility of a Stg 3 LPFP for the E6X chassis.
Is E60 your estimate for Stg 2 LPFP + PI? I was a little surprised my LPFP + TBI can't support more and it makes me think your blending goal is a little optimistic unless I am missing something.
Evan
09-15-2015, 11:48 AM
#230
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So far I love them, both the turbos and the tuning, the power is very smooth an responsive.
Ragarding PI, you think you will be able to run E60 with PI? I ask because my HPFP and TBI is the main limiting factor limiting my ethanol blend and as I understand it my Stg 2 LPFP doesn't have a ton of headroom left and it is the best LPFP option at this time, I talked with Steve and he will be looking into the possibility of a Stg 3 LPFP for the E6X chassis.
Is E60 your estimate for Stg 2 LPFP + PI? I was a little surprised my LPFP + TBI can't support more and it makes me think your blending goal is a little optimistic unless I am missing something.
Evan
Ragarding PI, you think you will be able to run E60 with PI? I ask because my HPFP and TBI is the main limiting factor limiting my ethanol blend and as I understand it my Stg 2 LPFP doesn't have a ton of headroom left and it is the best LPFP option at this time, I talked with Steve and he will be looking into the possibility of a Stg 3 LPFP for the E6X chassis.
Is E60 your estimate for Stg 2 LPFP + PI? I was a little surprised my LPFP + TBI can't support more and it makes me think your blending goal is a little optimistic unless I am missing something.
Evan
We will be running a 93/E85 mix that will be about E60 tune. ATM we don't have throttle body injection (I don't see us going this route) but plan on going to PI maybe sometime over the winter. I should call up Steve as well and advocate for a Stg3 bucket for E6X guys as well seeing as though its going to be needed along with the PI. Running PI with just Stg2 bucket is not going to happen sorry should of clarified.
I spoke with Ken who is our turner and he has had luck running E60 mix on the E6X series cars. Granted your right this could be optimistic until we actually throw the fuel in there and do some logging to see how things go. I know in my 335i with no upgraded fuel pump can run E30 mix without an issue so I will keep you updated.
Have you see Hexon's latest molds for the new turbos?
Dan
Hexon Autowerks RR650 Exhaust housing Mold