This is insane, it's remarkable they got there so fast on this platform.

B58 is unstoppable

Amazing, I would like to know transmission details though, how are they planning on putting 900whp down on the road in a usable way?

I hope they follow up the glory run with some 1/4 or 1/2 mile times.

Originally Posted by Bowser330

I would like to know transmission details though

@Juan@BigBoost-Billet could we get the transmission details?

Originally Posted by Bowser330

Amazing, I would like to know transmission details though, how are they planning on putting 900whp down on the road in a usable way?

I hope they follow up the glory run with some 1/4 or 1/2 mile times.

+1 How long can an 8HP50 .8HP51 last at these power levels?

Adam

I'll ask a dumb question, but when most people are making these Built B58s, they're getting heavier duty rods and forged pistons, but are they also going with dished / reverse dome pistons to drop the static CR?!? Or are they just relying upon high octane fuel and charge cooling ala Meth to keep things safe?

How much would a 1 or 1.5 CR point drop in static CR form a dished piston help power through supporting higher boost levels?



Adam

Originally Posted by NewbBimmerGuy

I'll ask a dumb question, but when most people are making these Built B58s, they're getting heavier duty rods and forged pistons, but are they also going with dished / reverse dome pistons to drop the static CR?!? Or are they just relying upon high octane fuel and charge cooling ala Meth to keep things safe?

How much would a 1 or 1.5 CR point drop in static CR form a dished piston help power through supporting higher boost levels?



Adam

Not a dumb question at all.

I just don't think you'll get many answers as to how people are going about B58 builds.

Originally Posted by NewbBimmerGuy

I'll ask a dumb question, but when most people are making these Built B58s, they're getting heavier duty rods and forged pistons, but are they also going with dished / reverse dome pistons to drop the static CR?!? Or are they just relying upon high octane fuel and charge cooling ala Meth to keep things safe?

How much would a 1 or 1.5 CR point drop in static CR form a dished piston help power through supporting higher boost levels?



Adam

I can’t speak for the guy’s building B58’s specifically, but I think lowering compression to run more boost is a trend we are seeing less and less of. With modern ECU’s that are far superior to older technology (and the ability of tuning software to access numerous knock and timing tables), as well as direct injection, availability of E85, and popularity of meth injection, running more boost on higher compression engines is a lot safer than it was back when people first started building 900+ WHP MKIV Supras and DSM’s.

I’m curious why, if the fuel system is no longer the limitation with stock turbos, why no one is trying to set records for a stock turbo setup with a highly oxygenated race fuel. All the ethanol blends when the fuel pumps were the limitation just seemed less-than-helpful...


Adam

Originally Posted by NewbBimmerGuy

I’m curious why, if the fuel system is no longer the limitation with stock turbos, why no one is trying to set records for a stock turbo setup with a highly oxygenated race fuel. All the ethanol blends when the fuel pumps were the limitation just seemed less-than-helpful...


Adam

not quite sure what you’re trying to say but I can take a shot at it.... tuning for e85 is just easier, better and cheaper. Race fuel that has to be artificially oxygenated costs 12$/gallon compared to 3-4$/gallon e85. So an auxiliary fuel system could actually pay for itself and end up saving you money if you, #1 do it right (don’t blow up) and #2 keep the car for the right amount of time ( don’t blow up).

Sticky have you heard the progress on the fuel it / payam 911 charge pipe injection system? That’s the last thing the 991.2 carrera really needs to be bonkers!

Originally Posted by Bowser330

not quite sure what you’re trying to say but I can take a shot at it.... tuning for e85 is just easier, better and cheaper. Race fuel that has to be artificially oxygenated costs 12$/gallon compared to 3-4$/gallon e85. So an auxiliary fuel system could actually pay for itself and end up saving you money if you, #1 do it right (don’t blow up) and #2 keep the car for the right amount of time ( don’t blow up).

Sure, but e85 makes the fueling limitations WORSE. You need a lot less ethanol free fuel to hit x HP than you do with high ethanol content fuel. Oxygenated fuel requires more fuel than non-oxygenated fuel, but not as much as E85 (if you hit the turbo limitation before the fueling limitation then the extra O2 from an oxygenated fuel could help; again if max HP on stock turbo and fuel system is the goal).

My comment isn't for an actual driving vehicle, it's more for the tuners and shops who are trying to sell their new B58 parts and tunes with a high max HP # on a stock B58, or a B58 with a simple "intake and downpipe". -I was just confused to see high amounts of ethanol fuel there where it seems counter-productive to the goal. (Yes, you need the octane, but you hit the fuel limitations sooner.)


Adam

Originally Posted by Eleventeen

I can’t speak for the guy’s building B58’s specifically, but I think lowering compression to run more boost is a trend we are seeing less and less of. With modern ECU’s that are far superior to older technology (and the ability of tuning software to access numerous knock and timing tables), as well as direct injection, availability of E85, and popularity of meth injection, running more boost on higher compression engines is a lot safer than it was back when people first started building 900+ WHP MKIV Supras and DSM’s.

Appreciate the detailed response. I tried to "thumbs up" your post, but I don't have enough points to, apparently.

I get that computer-controlled ignition timing, cam timing, knock sensors, direct injection injection event timing, and intercooling can help you push out the point at which detonation will occur from either reducing temps or bleeding off cylinder pressure, but it only "stretches" the old static cr:boost levels advice a bit further. -The amount of air you're going to get into the cylinder and the HP you're going to make is largely driven by the airflow of the head, valve open durations, and boost pressures, still, though. -With the move from the B58 to the S58 we see BMW still choosing to drop the static CR and feed more boost so that the pressure differential makes more power.

-If someone is building a B58 for big power, and they're going to be going with heavier duty rods, and detonation resistant forged piston alloys why wouldn't they also drop the CR a bit more to run more boost at the same time? You could definitely make more power on pump gas that way if that was the goal, right? (If making more power on pump gas is the goal, I can't see how a dish / reverse dome piston wouldn't be high up on your list.)



Adam

Steph Papadakis mentioned during his SEMA build of his B58 that most builders go with higher compression ratios due to timing control and advanced high octane racing fuels. He also mentioned at 1,000 HP a reliable engine would go for 4 drift events between rebuilds.