New to posting here but certainly not to viewing and learning off the board. After a bunch of research I have been able to make the mythical header modification to my 2000 M5. The Nowack artical in BMW mag does not do justice to how bad the stock manifold is designed. Truely a case of cost packaging. The headers are a new Hamann item and are multi piece. Fairly pricy but with all the prognostication on horsepower gain I had to dive into it. Anyway, to cut the story short, gain is around 25hp at the rear wheel. This is without the x-pipe (on the way now) and with Dinan exhaust. Gain might have been more but air manifold heating is a real issue on the Dyno. That is a story in itself. Net effect, worth every penny. Car feels very willing to pull at high revs and sounds like a true race engine. Not the Nowack, but not the price either.
Any others out there interested should contact
Idaho Speed Center
Rory Baldrey
208 321 8396.
He is first class in quality and has all the needed parts/contacts. To get the best gain, he has a relationship with Superchips and was able to dial in the fuel setting as the headers made the car lean at high end. I'll post the final dyno after the x-pipe. Hope the pics and dyno chart come through. if not I will need one of you experts out there to assist.
Wow, that is awesome to hear that someone has put on an aftermarket manifold. May I ask how much the part was and the labor? Probaby pretty up there, i bet. Also, do you think the manifold heating will occur outside of the dyno environment?
Installation was not that bad. The headers from Hamann are multi piece with the primary tubes seperate from the collector units. They are held together using clamping hardware. The labor was 10 hours most of which was getting the stock manifolds off. I can certainly say that if the modification were done with single piece units it would have required an engine pull.
The manifold heating was a very interesting issue. I first heard of this from the Nowack information. Most folks assigned little Hp loss to this. On the dyno, the HP loss was 30Hp as the manifold heated from 80C to 130C. This was over just a few runs on a very cool day. I would say that this is a real issue even during moderate usage. It would appear that the M5 has a temp sensor that ******s timing in a significant fashion with heat up. The tuner I am working with and I feel that an additional cooling duct is a better solution than heat tape as the area for heating from the engine is large.
Can one of you guys out there assist me with getting the modification pix and dyno chart up. All this is talk until you see the pix and the data.
A soon as you have more info please send me an E-Mail to alejandrobebe@hotmail.com or call (787)396-6771. My name is Alejandro and I am from San Juan PR.
Originally posted by Mpowered5 Can one of you guys out there assist me with getting the modification pix and dyno chart up. All this is talk until you see the pix and the data.
Guy
I'd like to see the pix. Upload them to briefcase.yahoo.com or www.webshots.com or something, then provide links...
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'08 E60 Space Gray M5
'01 E39 Le Mans Blue M5
'99 550 Maranello
'98 Supra
Hopefully this gets the job done. Thanks Tonyo for the upload advice. When I sent the first post, seat time after the modification was minimal. I can say now that this is the best mod I have made to date on any of my cars. The effect is above 4000 rpm as the graphs show. It feels like it wants to run to the red line much like the M3 does. Nice feeling. Cost was $ 2500 for the headers and then $350 for the jet hot ceramic coating. The coatings is impressive. Was able to touch the manifold after a full dyno run. Will add the dyno after the x-pipe assuming I can get my hands on one. Car is not to loud now even with dinan exhaust. It did drop the off idle resonance the Dinan's had. Outside it is pure race car sound track now.
The underhood temp appears to have decreased as a result of the headers as judged from heat up during the post Dyno runs. The stock manifold is very restrictive and even with the dual tubing there was plenty of evidence of high temp from the outside. I had the new headers inside and outside ceramic coated. that appears to have allowed more of the heat to be carried back further to the cats. All the same, based on the first dyno runs, a means of keeeping the intake manifold cooler is a priority. On a hot day you could be down as much as 30+ Hp.
Clearance loss is maybe an inch at the most. I'll still watch it over the bumps. The suspension is Dinan stage three. Just a bit lower than stock.
The 30HP cold-to-heatsoaked-engine number squares reasonably well with what Steve Dinan said earlier this year at the Sears Point track school lunch session. On the other hand, the lubricants in the engine, transmission, final drive, and wheel bearings can cost ~15HP when cold due to their higher viscosity, and to get repeatable measurements you have to have repeatable temperatures. I think he said they spend something like three full days on the chassis dyno establishing repeatable baselines.
Another point he made, though, which may be of some interest in what you're currently doing is that few (virtually no) dyno installations have fans large enough to recreate the amount of airflow over the car and through the engine compartment of a moving vehicle. He stated that their dyno installation has an industrial HVAC blower which was the largest thing they could get, and it still isn't large enough.
IMO you'd be better off instrumenting intake manifold, and maybe intake air temperatures to find out what they're actually like when on the road before fabricating any ducting.
M5 Headers and horsepower
Linear Mode
