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To see if we were lacking any spark, given our current power, we put the Bavarian Autosport coils to the test. After all, with our engine cover already off, they were a 5-minute swap with the car still strapped to the dyno.
Prior to the coils install, we started to get some “squigglies” around the 7000 RPM mark in the last several runs. We chose a cleaner, spike-free graph for better representation with the Epic software so as to not overinflate the peak numbers.
With our new coils installed we had a 1-2whp loss in some areas but gained it back in others. In other words, the change was insignificant. This doesn’t mean much except that, given our current power level, the stock ignition system is indeed sufficient. But we’ll perform this test again in the future with more power.
Unfortunately, the squigglies didn’t change after our coil install, as you can see in the graph above. So, while it says the car made 326whp, it’s really more of a realistic 323whp.
With an intake, full exhaust, software and coils, Project E46 M3’s engine bay still looks stock to the unsuspecting eye.
With the headers and software together the top end gains ranged from 13 to 19whp, with a peak 15 lb-ft torque gain at 3100 RPM over our day’s baseline.
You may notice these curves are smoothed to a full level “5”. While we like to use this smoothing feature to eliminate spikes, it sometimes inflates the peak number with its own horsepower spike right when the ECU cuts ignition, or at the very end of the curve.
The dyno’s software did this in our runs with the Epic software and coils a little more than with our new baseline. Thus, while we earlier smoothed our graphs to a level “3” in an efforts not to inflate the peak numbers at the end of the run, it didn't appear too bad in our first baseline, nor in our last run. So, we're showing you a smoothed, spike-free graph above to give a better idea of the test day's actual gains.
| Project E46 M3 Acceleration Testing, 3rd-4th gears | ||
| Ambient Temperature | 82F | 82F |
| Altitude | 675 feet | 675 feet |
| Upgrades: | Intake, pulleys, Stage1 ECU | plus full exhaust, Stage2 ECU |
| Wheel horsepower: | 307whp @ 7200 RPM | 323whp @ 7200 RPM |
| Wheel Torque: | 252 lb-ft @ 4200 RPM | 254 lb-ft @ 4200 RPM |
| 60mph: | — | — |
| 60-70mph: | 1.5-sec | 1.5-sec |
| 60-80mph: | 3.1-sec | 3.0-sec |
| 60-90mph: | 4.9-sec | 4.6-sec |
| 60-100mph: | 6.8-sec | 6.4-sec |
| 60-110mph: | 9.5-sec | 8.9-sec |
| 60-120mph: | 12.5-sec | 11.5-sec |
| 60-130mph: | 15.9-sec | 14.4-sec |
If you studied our dyno graphs you may have noticed our midrange didn't changed a whole lot with our new exhaust, which is why the times to 70 and 80-mph are so close. However, that top end really starts to take over. The time to 100mph doesn't show as pronounced of a gain because our shift to fourth with the 323whp setup happened right around 99mph. But notice the difference at the top of fourth–from 120-130mph–which shows a half-second gain there alone!
Don't bother comparing these times with what we did in Part 1. Our test today was in the summer, with up to a 42 degree difference. To see the differences in sound, make sure to watch the video on the last page.
It should be noted that, while Fabspeed offers high-flow catalytic converters to its Section 1 upgrade, we kept ours stock to reduce cost. That said, this modification is meant for off road use only. However, VAC claims that installing their catalyst Section 1 will reduce overall gains by only a handful of horsepower or less.
In order to eliminate unwanted, octane-killing oil fumes in our intake manifold, we ordered Radium Engineering’s trick oil catch can. While the housing is made of 6061 aluminum, inside you’ll notice thin, stainless steel shavings that act as a filtration media.
