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  1. #1
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    ABR N55 cylinder heads

    Looks great but what is done to it?

    Also, @alex@ABRhouston do you have any flow numbers for any of your heads or even the stock N54/N55/S55 heads?

    Click here to enlarge

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    1 out of 1 members liked this post. Yes Reputation No
    This one was a simple re-do. We keep N54 Stg1 assembled heads, and Stg3 bare heads ready for client's request of stock or aftermarket valvetrain ready to ship.
    We also have a good assortment of completely stock/rebuilt N54's for stock applications, Closed deck N54's with JE pistons and stock rods, Closed deck N54's with JE pistons and Pauter rods, and a few 3.1 low compression N54 closed deck punishers in stock. We try to keep up with demand and make a quick turn around (although we're about 6 engines behind right now due to my wife and I having a kiddo!)


    BTW, we have our own line of valvetrain we've developed and made for N55 and S55 now.

    We have some neat stuff with the headwork we've come across doing these newer heads.

    They move some numbers for sure. We outflow all of our competitors at 28" on our Superflow dyno.
    Word of warning- any of our heads will require from 10-40% more fuel.... Be warned.
    Our stg1 stock valvetrain on a single turbo/pump gas engine we built is out of octane at just 17psi.
    It needed a Stg3 PRR fuel pump set up and new HPFP to keep up.... and the HPFP is barely hanging on. PSI is just a restriction, and simply doing our Stg1 head makes a remarkable difference.

    Our Stg 3 N54 with stock size Ferrea valve train made 640 at 20psi, and 750 at 26psi on a built single.

    I have numbers on VAC's (204), MMP's (225), and our V1.3 N54 Stg3 (229).

    I feel these numbers are very plausible despite being on different flow benches, as MMP has the same "before" CFM number as us (165), and VAC's was 160.
    So, if we compensate VAC's numbers to match the other 2- their's would be 210.

    We're still making changes on the N55 and S55, we've got cylinder heads cut open and investigating some more mods, but they make some power for sure.
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    Click here to enlarge Originally Posted by alex@ABRhouston Click here to enlarge
    I have numbers on VAC's (204), MMP's (225), and our V1.3 N54 Stg3 (229).
    Would we be able to see these numbers?

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    1 out of 1 members liked this post. Yes Reputation No
    Sure, i can throw em up here.
    someone's stock data plot sure seems to be the same as ours Click here to enlarge
    Wouldn't surprise me, based on other things I've seen copy/pasted.
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    Click here to enlarge Originally Posted by alex@ABRhouston Click here to enlarge
    Sure, i can throw em up here.
    someone's stock data plot sure seems to be the same as ours Click here to enlarge
    Wouldn't surprise me, based on other things I've seen copy/pasted.
    When do you expect N55 flow data and will that Stage 1 cost the same as the N54? Also, will you have any in stock for core charges?

  6. #6
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    1 out of 1 members liked this post. Yes Reputation No
    I need to go get them written down/recorded kinda like the excel set up i did for our N54's.

    No, N55 will be much higher, if it's assembled with the valvetronic shaft/rockers/etc- as they take a remarkably long time to assemble (correctly) and literally doing the valve job is much harder due to the cam tower that is in the way (we had to make new assembly tools lol)

    I have 5 N55's here I'm fixin to run thru CNC to close deck them, and the heads will be off/available- so yes, to answer your question.
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    Nice gathered Data over there, I know and believe in porting intake will allow faster/more air in the cylinders, but lets discuss stock vs ported scenario that I might need some clarification in:

    6266 single turbo N55
    Stock head:
    I dyno 500whp/411wtq at 21psi, 93 octane. where octane limit is reached.

    with ported head:
    I believe I would get same result with greater spool and lower intake pressure.
    like 18psi or 17psi ~ 500whp.

    but will we still reach the same octane limit at the 520-550whp power levels if we don't touch the exhaust port ?

    With 13% gain in exhaust port flow it will allow more power at same 93 octane?


    Thanks in advance, I tried to find answers to my questions online on many other forums but couldnt find an answer.Click here to enlarge

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    You are actually really close to what we see on our Stg1 heads. The 135 we built at the shop on pump gas maxed out it's octane around 17psi, when it should be close to your 21 psi number. So, efficiency is shown there.

    Now, we can't change what octane does, and yes- I think you'll still be around the same horsepower number until more octane is put into the system (Meth, E85, etc)
    You'll run out of fuel quickly too on factory DI, as the head is more efficient.
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    Click here to enlarge Originally Posted by alex@ABRhouston Click here to enlarge
    You are actually really close to what we see on our Stg1 heads. The 135 we built at the shop on pump gas maxed out it's octane around 17psi, when it should be close to your 21 psi number. So, efficiency is shown there.

    Now, we can't change what octane does, and yes- I think you'll still be around the same horsepower number until more octane is put into the system (Meth, E85, etc)
    You'll run out of fuel quickly too on factory DI, as the head is more efficient.
    Thanks for the clarification, I have PI to reach beyond 440hp barrier without being superlean.

    Another question as you probably inspected enough N55s, could N55B30 be revved like S55 to 7.5k with factory internals?

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    S55 has a forged crank vs N55's cast.
    S55 has closed deck factory. N55 is open deck.
    While I've not done a direct comparison, I'm willing to bet the S55 is balanced better than N55.
    I bet it'd do it for a while, but not last forever.

    Biggest issue with both, is the hub slipping. Good thing we have pinned/keyed hubs to fix that issue for N55/S55 and N54 Click here to enlarge
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    Stock cylinder head high boost vs modified head low boost, intake air mass is coming out of turbo and is no different. How exactly power is gained with this modification?
    Less IAT? I doubt difference is noticeable. Because turbo makes same heat when flowing same amount of air. Post turbo system "digest" what's going thru it.
    Less pressure loss? Could be.
    Higher octane limit? Could be.

    On pump gas and N55 stock fueling, what is the power gain with this head, if any, in your testing?

  12. #12
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    If the the turbo can make the power with less effort- intake temps will drop. Every 10 degrees you can drop intake air temp you gain approximately 1% of power.
    Any time you can lower the restriction coming in and out, you'll gain efficiency.
    I don't have an N55 with those comparisons- i.e. a car gets dyno'ed and the same car gets a head installed/redynoed- so it wouldn't be an apples to apple comparison.
    My own personal M3 we turbo'ed a few years ago made worse power at 32psi vs 28psi. IAT went thru the roof, and killed the power. Had the head been ported/polished with aftermarket valves we may have seen that happen perhaps at 24psi and lower IAT's.
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    Again, is the lowered IAT truly from head? My point is, turbo is flowing same amount of air (either high boost with stock head or low with modified one) and thus same heat.

    Click here to enlarge Originally Posted by alex@ABRhouston Click here to enlarge
    If the the turbo can make the power with less effort- intake temps will drop. Every 10 degrees you can drop intake air temp you gain approximately 1% of power.
    Any time you can lower the restriction coming in and out, you'll gain efficiency.
    I don't have an N55 with those comparisons- i.e. a car gets dyno'ed and the same car gets a head installed/redynoed- so it wouldn't be an apples to apple comparison.
    My own personal M3 we turbo'ed a few years ago made worse power at 32psi vs 28psi. IAT went thru the roof, and killed the power. Had the head been ported/polished with aftermarket valves we may have seen that happen perhaps at 24psi and lower IAT's.

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    It's not the same heat though.

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    I am by no means an expert when it comes to this, but I believe you are looking at it wrong. How much air the turbo can move and how much air can move into the engine have a correlation but are two different things. Boost is just a measurement of restriction between the turbo and cylinders. If an upgraded head decrease boost by 3psi, it could put the turbo in a more efficient part of the compressor map depending on power level.

    I do agree if you are moving the same amount of air into the cylinder, there would be no power increase other than due to decreased IAT.

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    Click here to enlarge Originally Posted by SeanWRT Click here to enlarge
    Again, is the lowered IAT truly from head? My point is, turbo is flowing same amount of air (either high boost with stock head or low with modified one) and thus same heat.
    Its absolutely getting lowered by the head since its reducing pumping losses. You are allowing the turbo to operate more efficiently which will reduce heat.
    2011 E90 M3 \ Melbourne Rot Metallic

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    look at a large turbo making 20psi vs two small ones at 20psi. If the turbos can be more efficient, more power will be produced. Volume, intake air temps and overall efficiency is the whole reason you make a head do better CFM's in the first place.
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    2 out of 2 members liked this post. Yes Reputation No
    The head is creating less restriction, allowing lower boost pressure. Boost pressure is the measure of restriction the air has getting into the cylinder. When you have less restriction you have less air compression. When gasses are compressed they become hotter, the energy has to go somewhere (1st law of thermodynamics). So if the gas is being compressed less at the same volume you have now created cooler charged air due to increased efficiency.

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    N55 heads are now available!
    Stg1 is 899.

    Stg2 is 1899
    Stg3 is 2499


    Our own custom valvetrain to any cylinder head above is an additional 2769


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    Click here to enlarge Originally Posted by alex@ABRhouston Click here to enlarge
    N55 heads are now available!
    Stg1 is 899.

    Stg2 is 1899
    Stg3 is 2499


    Our own custom valvetrain to any cylinder head above is an additional 2769


    Do you have any flow numbers for the different stages? Pricing looks good.

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    Stg1 and 2, no.
    I have our Stg3 with our valvetrain in it-
    Notice stock exhaust head starts stacking up at max lift. This is a big issue.
    After porting, it doesn't have the restriction.
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    Any info on what exactly each stage consists of?

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    Yes, check our website- the N54 stuff is very similar on what we do to N55
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    Just so people can compare the lift values easily, 0.43" is 10.9mm (intake with MILVs), 0.39" is 9.9mm (stock intake), 0.382" is 9.7mm (stock exhaust).

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    Funny, I was just typing that.
    MILVs will add just over +1.0mm (0.039") to the intake valve lift and +2-3* duration to the intake.
    MILVs- +1mm Increase Intake Valve Lift for N52, N55, S55, N20 Engines
    http://www.bimmerboost.com/showthrea...ift-more-power

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