Surface Gap

This was for those people gapping their plugs to 0.022 inch its really unnecessary

in this ancient video, pre-dated the use of TU pumps and S63TU EU5 injectors - so stock and a JB4 + Fuel-IT CPI Injector

Unfortunately Diesels are not my forte, I have seen the turbo setup on some BMWs are they're nutty and stupidly hard to work on lol being so compact and crammed together

@@NavardiTuned What? You think 3 or 4 turbos is excessive, that's strange. I was a BMW tech for many years here in Aus, big fan of the M54 and M57, but the newer 6's are becoming very complicated. The M57 is a common swap, excellent engine even for boats. Either the N57 or B57 is used in the OXE diesel outboard. I would like to use one for an experimental aircraft but the timing, oil pump and valve train have become very complex. They would require a lot of modification. B57 components are weaker compared to M57 but it outputs more power. Where in Aus are you?

@@chippyjohn1 Not strange compound setups are nothing new to diesels just, seeing the OE setup is wild due to how compact they are that was the point I was making. Syd based usually attend some of the meets etc around Syd

@NavardiTuned I'm very familiar with compound, have designed and implemented it on an engine. I think the 4 turbos used on a BMW engine are more about not being able to fit just two turbos. As you mentioned, there is not much room. Last time I drove my E30 to Sydney from Melbourne, Sydney was full of potholes. Best of luck with the projects.

🙃 320? yeah lol sure... presume you meant 340 there are reasons for doing what was done here. Just accept that and be happy

0 issues

There is so much to unpack here.... No they don't destroy your car, unless they're poor quality and don't seal properly allowing unfiltered air into your engine This intake works just fine on this car, not sure why the comment?

This was a funny comment

Ehh, N55 highflow DP, Aftermarket exh with a reverse flow muffler - really thats it

I was kind of talking about like the valve train and for the fuel pump noise have not been able to figure it out on our X3

@@adamcaywood6945 nothing has been altered there so... not sure why yours would be louder etc?

I know it sounds like the success of fuel pump noise. Or valve train clatter. I haven't been able to figure out which one it is it goes away though once you're driving and it's just fine on the highway it's quiet once you get down to idle and you're sitting at a stoplight or something like that and it sounds like a bunch of valve train clatter

definitely not, catless

This is a loaded Dyno just FYI not inertial like a Dynojet (better for testing) but it's our entirely built 1000HP engine package. As for the driveline on this torque its pretty low compared to the 600nm they can typically take on a 28i (in this case a 328i) before they'll break but also depends on what your launch control strategy is

I had no codes or perceivable issues

thanks for your reply! I actually already have you covered here on this, all the info you are asking for is in the wiki -> bmwenginewiki.com Yes the B48E turbo is in-fact a totally different turbo to the B48TU and B48, B48 -> TD04 Based B48TU -> Garret Based B48E -> Garret Based (different again to the TU turbo) The Mini/UK11 Cylinder heads do differ in port angle compared to the BMW Longitudinal setups which can have some impacts on power / TQ due to things like swirl effect for example The Mini/UK11 Intake Manifolds are also a valid contributor to power / TQ ability of those engines over the BMW Longitudinal equivalents.

@@NavardiTuned Yeah, I found the vid and watched it all the way. It does seem like the B48E turbo is the golden ticket in terms of OEM options, which is what I really like. Once again, love the work you're doing and will absolutely be on the watch out for your contents about these B48 mods. I did a N55 build with CP pistons and Manley rods, didn't get to a turbo that I like, yet; but it's running on MHD stage 2 on 91 OCT and made about 360whp which is pretty good already. I will have to watch more of your vids to gather my ideal part combination for the car. I have the 2022 X2 Sdrive 28i which is a whole step below the X2 M235i, and I think at the end of the day, I would like to bring my car to right below 400whp and call it. Based on your detailed assessment on the TU pistons and rest of the internals, I think 400whp is quite safe. I'm thinking to do this with the B48E turbo and 58TU HPFP, DP, FTP brachials, and really don't know if there's an OTS tune for this. My local tuner I hear is recently closing and shutting their shop down. So that's going to be a big bummer and time spent to find another tuner. By the way, do you know if I can send my ECU to Femto to bench unlock? I'm thinking of acquiring another ECU and clone it for the unlock to put the tune on, strictly for safety and future troubleshooting use.

What our new video! on plugs But gapping the N20 plugs depends on the coils used

@@NavardiTuned I use Dinan coils

@@StockTurboN20 They are not an upgrade

B58 coils are an upgrade right?

@@willytheazn with modified boots or N63T3 coils kits we sell for the N20 yes

So does the info provided still apply for gapping? Not as necessary with upgraded coils, should do if you want if on OE coils when using the 91784? If it has the fine wire ground strap, does it still need the aid of a smaller gap to "jump the gap"?

@@willytheazn any plug is going to need some level of gap if the coil is not able to provide the energy to jump the gap under high pressure situations

Will do

🎉

just because people like you

There are plenty of reasons why... Why do people build a 6 cyl and not a 8 or 10 or 12? Comment can go both ways buddy

Specifically with the N20, we cnc out the entire factory sleeve (open deck design) and we add our own custom design Darton wet sleeve to be a 1 piece solution to closing the deck and ensuring maximum possible bore wall thickness for any abuse customers want to throw at it

@@NavardiTuned I love it

@@NavardiTuned one question though does this interfere with cooling much?

@@colbymaxwell244 we have observed 0 impact to the cooling ability of the OEM cooling system with Australian 45 deg C summer temps

@@NavardiTuned sweet I wish I could find an opportunity where I live to pursue learning how to do stuff like this and work in the field thank you for your responses

Cannot get these easily in Australia, But I do go to the drags alot those results are coming

I have more footage I just need to edit it and Upload it

All BMW G series engines are a Gen 2 (except pre LCI G30 BMWs) All BMW F44 and F40 cars are Gen 2 U11/12 X1/X2 are Gen 2 some X2 F series are Gen 2 (M35ix for example) Minis released in 2019 onwards are typically Gen 2 the same is said for the BMWs except for the F22/F20 cars as they were still Gen 1 until late 2020 Basically the engine model number on the engine block or valve cover can also tell you Any BMW B48 that has T1 T2 or TU in the model is a gen 2 I.E B48A20T1 B48A20TU or the new B48A20T2 - B46 follows the same naming scheme without that its a gen 1

I am yet to go test that, I will update on that when I get to it

Can't remember I will get Kev to reply for you (his car)

@@NavardiTuned thanks for the help. I have a 120i B48B20. 184hp. Regular STG2 inbox filter, chargepipe. Stuck on 12.84s 1/4mile. Im not sure if it can push as hard as this supra with B46TU without issues.

@@igrz2852 it’s a MT ET Street Radial Pro. kind of went overkill because the nearest drag strip is a 4 hour drive that I didn’t want to do and I wanted to make sure I’d hook on a street surface.

@@kraklz4337 thanks. Do you know if my engine can do that?

@@igrz2852 Ahhh you are Gen 1 B48 and a F chassis No you won't be as quick lowest you would see on E85 with an upgraded Driveshaft would be 12.2x

Don't waste your time and money Get it FEMTO unlocked if you are over 06/2020 and get it tuned on BM3 or MGFlasher

It made like no difference

Absolutely 0 change in noise or response - the oem stuff on this car is really well designed

Irrelevant comment if we wanted to buy a B58 car we would have

@@NavardiTuned Whats this rudeness? He was just asking if there are 340's here and informing that its much easier to make power. Lets be realistic, you bought the n20 because of price and wanted to be the fastest n20 in Aus, if you have more budget youd def get a 340.

@@Ace-ee2ip His original commment, was inline (now edited) with saying this was a waste and that we should have gone to a B58. hence our sharp reply - but also If we did want a B58 we would have just bought one.... I wouldn't argue that I bought an N20 because of the price... I have spent enough to go and buy a B58 (more arguably a S58) . This content (mind you its also not my car in this video.. but my mates I have tuned etc for him) is for those out their that have N20s and want to know what an N20 is capable of not whether or not a B58 is quicker or not (we know it is and will be - we also know it can be a more cost effective option for some people) but for those of us who are in this community the amount of times we see people say "Waste buy a N55 or B58" it becomes degrading and counter-productive. Sometimes people genuinely just want to buy a N20 or B48 and modify that.. and I am here to help give them the info they want/need. I hope that makes sense

​@@NavardiTuned Hey man sorry about that I completely understand you and I just thought ur responce to the comment (after it was edited) was rude. If I had known it was edited I woundnt of said that, have a good day. Once again my fault and I apologies.

its 100% as reliable as a B58, it just has 2 less Cylinders

please refer to our latest videos on the built N20, these are dated and as discovered not able to stand up to mild power requests

please see my other reply on your other comment

It cannot Please refer to the wiki bmwenginewiki.com/en/N20EngineWiki/ForgedN20

OTS I would be pointing to MGFlasher tbh

if its on your laptop in your Civic, then technically yes - Otherwise no

The limitations on the 11 CR pistons is purely due to knock threshold - which is why you become knock limited faster on gasoline than alcohol based fuels on the 11 CR over 10 CR The Mini 11 CR & 10 CR had the defect whereas the BMW ones did not

@@NavardiTuned so the BMWs won't suffer from LSPI if ~400Nm is not exceeded? That is what ultimately kills the engine. My plan is to tune an F30 320i MSport with 350Nm (fuel quality from Spain).

​@@zero696 No the concept of LSPI and max tq has been misunderstood. LSPI is likely to occur when you have high load at low speed and you are approaching the knock threshold for your given fuel The LSPI zone is typically 1500-3000 RPM Then depending on the fuel, engine compression, engine load/tuning will determine if you get into a LSPI condition Its not set at a fixed tq value B48s have plenty of great examples into the 500-800nm range just depends on the tune, fuel etc as to if LSPI will happen

@@NavardiTuned my understanding is that LSPI is determined by combustion chamber geometry and compression ratio (and, obviously, the fuel resistance to knock). But you're saying that LSPI depends on the tune, and that is where I get lost. You can enrich the mixture to keep the knock threshold away, but LSPI is not knock, its preignition, and preignition can (and will) happen randomly, destroying the engine in one single event. The only workaround that I see is getting more boost (which won't be easy as the rpm are very low) and reducing the spark efficiency. That might reduce the peak temperature of the combustion and keep LSPI slightly away, but the boost will pull the knock threshold up. I'm very hesitant about tuning my car as you can observe :) thanks for your time.

​@@zero696 No Not what I am saying at all, its not just tune dependent, engine configuration, fuel, tune etc all play a part in how, if, when the conditions are right for LSPI What I was trying to illustrate with regards to the knock threshold of a fuel is that a fuel is more likely to pre - ignite when you are close to a knock threshold as you're basically achieving close to the maximum of what the fuel will be happy with in the context of the engines operation at a given load and engine rpm. Yes enriching a mix can assist in cooling the chamber and reduce the chance for hot spots to form to pre ignite the fuel, or contribute to knock or super knock but also at the cost of reducing engine efficiency. At low speeds there is only so rich you want to go to avoid an over fuelling situation and lead to something like a hydrolock condition. Given heat is the usual culprit for pre ignition, reducing your ignition timing and adding some level of enrichment does assist in reducing the chances - there are also certain oil additives that limit the chance of LSPI All in all given majority of this can be easily mitigated by the tune and ensuring you aren't loading the engine up at high load even if the customer was to slam the throttle to 100% The LSPI argument for B48s is so over hyped/blown out of proportion, Alot of the cars that had a problem were typically the 11 CR ones and because tunes had requested Ludacris loads in the 1500-2500 rpm zone given the factory turbos can spool to full boost by 2K RPM and most were running a gasoline mix the conditions were almost always right to cause LSPI or super knock in those regions and it was a pretty quick way to destroy the pistons usually by failure of the compression ringland Which regards to your comment around LSPI occurring "randomly" its only going to occur when the conditions in the chamber are right just like if the car was to knock or super knock - usually super knock is the immediate follow-up to LSPI The knock sensors do have calibration in place to try and listen out for LSPI and automatically react to those conditions by way of adjusting the tune on the fly within a certain range of adjustments (like reducing ign timing for example) Whilst combustion chamber design plays into it, just about anything todo with the engine will, at the end of it, anything that's involved in the process of combustion can and will play a part in the outcome of a controlled or uncontrolled combustion event