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      07-16-2017, 07:27 AM   #1
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BQ Tuning E89 N54 Intake Conversion Build Prelude

I dont have much time to sit and write an article on this, so I thought a video with supplement pics would be good enough till the build is complete. The preliminary install is done with some vacuum line, and vacuum converter conversion deleting the vacuum canisters.

Car is ready to roll into the shop so they can fab and run the aluminum inlets to the plastic OEM inlet port so I can removed the regular silicone inlets. I have about another week or two appointment for this so the car will just sit as is when the time comes.



Inlets will have a inside 2" diameter, aluminum and coated for heat protection to comply with upgraded twins turbos. Pics below is the connection port the aluminum inlets will connect to going over the engine using the OEM part.











To keep up to date on this project you can join me on FaceBook or Contact Me
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      07-16-2017, 08:14 PM   #2
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Nice start. Been waiting to see what you had in mind for this.
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      07-30-2017, 08:21 AM   #3
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I am having some issue getting someone locally to do custom inlets. It either they dont want anything to do with the BMW scene unless its an M car or its not worth it for them which all comes down to the same reason.

So Im going to get my hands dirty. Started on making room in my garage to bring in cutting equipment for the tubing. Since Im going to be doing the work myself now I am going to go the Carbon Fiber inlets route for the E89 Z4 instead.

This will actually give me more quality control and to be able to make any fab on the spot just in case something bizare is different on another E89 Z4. I doubt this will be an issue though.

The conversion is already installed on my Z4 just need to run the inlets and then later connect the suction hoot to the new intake box.






Here is a lil vid on the vacuum conversion which is all part of the conversion.

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      07-31-2017, 02:15 PM   #4
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This is looking great.

Shame you can't get anyone locally to cooperate making that connection.

Seems like any good tube bender at a muffler shop should be able to come up with something.
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      08-01-2017, 01:45 PM   #5
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Fitment stage

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      08-01-2017, 10:55 PM   #6
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These seem like reasonably stock pieces. How close is this fitment at this point?

This is the front or rear pipe?
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      08-02-2017, 12:35 PM   #7
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Quote:
Originally Posted by NoQuarter View Post
These seem like reasonably stock pieces. How close is this fitment at this point?

This is the front or rear pipe?
Thats the front turbo inlet, the rear is shorter. Both inlets, only for the Z4, will go form 2.5" to 3"

The coolant reservoir tank "may" have to be relocated to the to other side
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      08-12-2017, 12:32 AM   #8
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Just a lil update. Currently I have parts of the CF tubing and silicone installed to see how well it does with the engine bay heat and to determine if there is anything I need to be concerned about. The CF has a heat rated tolerance of 302░f . I applied no hose clamps also as I want to see if the silicone will dilute. I live here in south Florida and we can see triple digits temps sometimes. The silicone coupler and and bends are "Genuine 4-Ply construction - that's 5 layers of silicone plus 4 layers of reinforcement for 9 total layers: Heat tolerance: -40░ to 392░ Fahrenheit" per manufacture specs.

This Monday 8/14 Ill be going down to the shop to setup some planing on relocation of the coolant reservoir. I am planning on having the inlets installed the same time during the relocation of the coolant reservoir along with the install of a new OCC and PCV upgrade, but will be working along the shop tech.

The samples in the pics will need cutting during the install so i can get exact measurements when things are off the car. Many of you may have caught on, where is the vent port on the inlet for the PCV vent hose ? There is none . There is a bypass built into the intake box that will be used for the PCV venting to both turbos instead of one. More details on this will be shown later on.





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      08-12-2017, 08:55 AM   #9
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When you have 5 minutes, could you do a quick write-up on what you see as the benefits of what you are doing? Obviously you are going through a fair bit of effort ... and we're curious. (and thanks for sharing!!)

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      08-12-2017, 02:05 PM   #10
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Quote:
Originally Posted by fmorelli View Post
When you have 5 minutes, could you do a quick write-up on what you see as the benefits of what you are doing? Obviously you are going through a fair bit of effort ... and we're curious. (and thanks for sharing!!)

Filippo
Ill try to make it 5 min

Maintaining a stock look but being able to increase performance and longevity of a performance upgrade.

The general purpose of upgrading the inlets system is to increase air volume and to reduce wastegate dutycyle which will run the turbos more efficiently that will naturally increase performance.

Current Issues with Inlet Upgrades

The problem with the current all silicone inlet upgrade being offered is the engine bay heat makes the silicone diluted after a period of time, and they will eventually start to contract as the turbos suck air in to create boost pressure. During the exposure to engine bay heat which will break down the material they will absorb liquids such as oil, fuel and water.

Oil and fuel is introduced into the intake system by the PVC venting. So eventually the inlets will become saturated, swell, and slip off the turbos regardless of hose clamp being used.

So how do we improve this ? By eliminating an all silicone inlet upgrade solution and introducing a harder material such as carbon fiber or aluminum.

Aluminum is a very good material to use structurally, but not efficient for an intake system and it adds a significant amount of weight. Aluminum does not dissipate heat well and will increase intake air temp significantly being prone to heat soaking.

Carbon Fiber is also very good material to use structurally, and is more efficient to use for an intake system as it dissipates heat well, and its lighter.

Shorter Air Travel

The BMW engineers designed two different intake systems for the N54. The common style goes around the engine, one inlet in the back, and the other inlet to the front, and then connect to the air filter intake box on the other side. This is the the long air intake flow version

The other style only found on the F01 740i and E71 X6 35ix goes over the engine then connects to the air filter intake box. This is the the short air intake flow version

The shorter the intake air has to travel the turbos will perform better at higher RPMs ie they will hold boost longer at lower wastegate dutycyle. Low wastegate dutycycle = less work for the turbos to produce or maintain boost.

Current Short Air Inlets

There are currently aluminium short intake aftermarket air inlets being offered on the market, but they are not cold air intake(CAI). They only suck in hot air from the hot-side of the engine bay near the exhaust manifold which generates temps between 200░f - 300░f. These are air temps stock turbos or twin upgrade will suck in having an impact on fuel MPG, higher wastegate duty cycle, and perhaps higher IAT idle temps

The BQ Tuning CF inlets follow the concept of the BMW short air intake flow version, however instead of sucking in hot air from the hotside of the engine you are sucking in air from the cold side of the engine or ambient air temps.

The colder the air intake the better the turbos will performance = more power

The BMW original short air intake system design is a better intake system than what is found on the 1, 3, 5 series, and E89 Z4 cars with the N54. This is why you have a zoo of aftermarket parts trying to improve a suffocating N54 intake system when trying to increase power. The BQ Tuning custom inlets are needed in order for the 740i intake conversion to work as the regular inlets are not compatible with E89 Z4 turbos. The same turbos are being used with the exception BMW added a snap lock mechanism to the turbos on the 740i

Twin Turbo Intake Engineering

The BMW Engineers whom developed the two different style intake systems for the N54 all agreed on one thing with a twin turbo setup and that is a 2 in 1 "vacuum" intake infrastructure. The twin turbo both connect to the same "Y" junction. In theory this balances out the airflow between the two turbos that will help the DME regulate the fueling system on each bank proportionately in theory .

Why the DCI ? In theory to increase air volume but at a cost of 150░f air temps that has to highly dependant on RAM or passive airflow. It is the cheapest alternative for improving intake air flow but has greater cons than benefits. There was a reason why the BMW engineers stuck with a "Y" vacuum intake infrastructure design for the twin turbos on the N54.

Applying American engineering concepts to German engineering design that was not intended will have its draw backs .


Last edited by BQ Tuning; 08-12-2017 at 03:14 PM..
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      02-08-2018, 04:55 PM   #11
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I keep looking at the images and trying to imagine how we can still make a strut tower brace work somehow.

I don't imagine there is any more room above the engine cover and hood.

Any ideas anyone?
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      02-21-2018, 08:42 PM   #12
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Quote:
Originally Posted by NoQuarter View Post
I keep looking at the images and trying to imagine how we can still make a strut tower brace work somehow.

I don't imagine there is any more room above the engine cover and hood.

Any ideas anyone?
Apparently no. The current strut tower braces were designed around the original setup.

There is on other way though, the strut tower will have to be flat and belly forward between the BMW logo and the oil cap passing just in front of the intake box.

Something like this


Last edited by BaaQaf; 02-21-2018 at 08:48 PM..
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      02-23-2018, 09:59 AM   #13
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Why won't the Luxon bar clear? Do you know it doesn't?

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      02-23-2018, 04:26 PM   #14
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Quote:
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Why won't the Luxon bar clear? Do you know it doesn't?

Filippo
Because the 740i engine cover raises upwards in order for the Y inlets to pass under it. The original cover lays flat horizontally on the engine top. The 740i intake box also raises upwards. The intake box is twice the size of the standard N54 intake box.

Here is a pic from test fitment last year. look how high the cover raises over the OEM strut bars.



This is current everything done and completed. I took engine cover off as a guide for others installing the same setup on their Z4

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      02-28-2018, 08:46 PM   #15
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Now we need some proof it helps :-)
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      03-05-2018, 06:37 PM   #16
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Any progress on how you are thinking about getting the air box connected to the snorkel?

Last edited by NoQuarter; 03-05-2018 at 06:51 PM..
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      03-07-2018, 08:02 PM   #17
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Any progress on how you are thinking about getting the air box connected to the snorkel?
There in something in the works.......slowly
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      03-07-2018, 10:39 PM   #18
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Ha! Slow seems to be the only way I work!
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