Development of IND’s M5 continues, and in this week’s update we find our M5 within the bowels of AMS’ dyno room. Having logged over 20 hours on the dyno since the installation of a host of AMS-supplied testing and datalogging equipment, we’ve started to build a knowledge base that will help to make key decisions and allow us to take steps toward our ultimate power goal.
Our M5 was wired with a complete sensor package including:
- intake air temperature sensors before and after the coolers
- boost pressure sensor at the intake manifold
- ambient temperature sensors
- intercooler water temp pre and post intercooler
- boost pressure pre and post intercooler
- oil temperature
An AIM digital dash recorded these and a host of OE BMW vital signals during the testing process, and while we cannot yet share this data with the M5Post community I can say that the datalogging process has been very informative. Although the F10 M5 is a formidable package as sold by BMW, we’ve found that some of the hardware is not built for tremendous overhead, and that conversely some of the components are impressively under-stressed.
Unfortunately we can’t elaborate just yet, but will strive for extreme transparency in the long-term, once the parts are developed.
In the interim AMS has helped us to generate some eye candy for the M5 enthusiast community by digitally mapping every millimeter of the F10 M5’s downpipes along with the engine bay they fit within. By digitizing the downpipes themselves, the turbochargers, the firewall, and all of the other components in proximity, the engineers at AMS will be able to design our performance downpipes in CAD to take full advantage of the available packaging as well as the benefits available from CFD analysis.
Below are photos of the original components found in the S63tu engine, including the piston, connecting rod, wrist pin, rod bolts, and piston rings. These components will be measured, digitized, and evaluated by ourselves and the engineers at AMS Performance in an effort to gauge their upper horsepower limit. As opposed to diving into the quest for maximum power completely blind, this knowledge will enable us to understand what the S63tu engine is capable of right out of the box, and where to stop before things get expensive.
In our latest update, we can share a rendered drawing of the AMS catted downpipes!
Once again CAD proves to be an invaluable tool, helping the engineers at AMS position the downpipes within the engine bay before a single bead of weld is laid. This allows us to create the most generously sized downpipes with the smoother possible bends, resulting in the best possible exhaust flow.
The catalytic converters used in this application are ultra high flow race cats, which have been proven to offer plenty of exhaust flow well after the 900 horsepower mark. In testing a less than 1% reduction in horsepower was found when compared to a catless downpipe, on a car making a bit over 900 wheel horsepower.
A catless option will be offered as well, with our first prototypes being tested on our own IND F10 M5 in less than one month.