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      09-27-2019, 01:41 PM   #1
Phantom10R
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Aftermarket turbo inlet on stock turbo.

I just ordered an aftermarket replacement inlet that I am gonna swap on my stock turbo.

Ive seen almost nothing as far as people doing this with stock turbo as its generally all but required with a turbo upgrade. Since I am not doing a turbo and hpfp upgrade for a while I wanted to do whatever I could for any little extra.

We know the stock one is sort of restrictive but not a huge deal with stock turbo. Ive seen a few guys who seen an increase of 1-2 lbs/min through their maf readings. Increase in flow means more power for sure. Its not huge but for someone who is FBO on a stage 2 e30 flash it sure helps. With a basic rule of 10hp per 1lbs or so... a 10hp gain is good for sure.

So inlet is ordered and Ill have it next week, for anyone interested I will do some logs and post them up. Will have pics up on Instagram as well.

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Last edited by Phantom10R; 09-27-2019 at 01:47 PM..
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      09-27-2019, 03:00 PM   #2
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You've probably seen my logs, but for anyone on the fence here is mine before Pure Inlet and after.

OTS Stage 2 91

Before inlet
http://www.bootmod3.net/log?id=5b1f1da5d10b4355bc6a667d

After inlet
http://www.bootmod3.net/log?id=5baadd37d10b435c56a38456
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      09-27-2019, 03:02 PM   #3
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Hey! Yeah I am in the same boat as you as far as being FBO on my 335i with stage 2 E30 BM3 tune. Which inlet did you buy? Also, have you done the GFB DV+ upgrade? That is my next thing to do since it is relatively inexpensive and I heard it holds boost better than stock. Please keep us updated!
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      09-27-2019, 03:04 PM   #4
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Quote:
Originally Posted by Pray for Mojo View Post
You've probably seen my logs, but for anyone on the fence here is mine before Pure Inlet and after.

OTS Stage 2 91

Before inlet
http://www.bootmod3.net/log?id=5b1f1da5d10b4355bc6a667d

After inlet
http://www.bootmod3.net/log?id=5baadd37d10b435c56a38456
Big difference on your logs. I see over 40lbs now with my flash so I am interested to see if there is any change. Isnt costing much money and maybe response and spool will improve at the very least.

Im going to see if I can get the updated charge pipe from tiago and do it all at the same time.
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      09-27-2019, 03:22 PM   #5
Phantom10R
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Quote:
Originally Posted by btetier View Post
Hey! Yeah I am in the same boat as you as far as being FBO on my 335i with stage 2 E30 BM3 tune. Which inlet did you buy? Also, have you done the GFB DV+ upgrade? That is my next thing to do since it is relatively inexpensive and I heard it holds boost better than stock. Please keep us updated!
FTP, hard to beat the price.

I have not done the DV, Basically, I will eventually upgrade the turbo and I will do it then or I will get an M car... so for now im not worried.
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      09-27-2019, 03:47 PM   #6
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Quote:
Originally Posted by Phantom10R View Post
Big difference on your logs. I see over 40lbs now with my flash so I am interested to see if there is any change. Isnt costing much money and maybe response and spool will improve at the very least.

Im going to see if I can get the updated charge pipe from tiago and do it all at the same time.
I'm at 3,200ft so my turbo can't make much more. You should see a difference like I did.
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      09-27-2019, 03:56 PM   #7
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Quote:
Originally Posted by Pray for Mojo View Post
I'm at 3,200ft so my turbo can't make much more. You should see a difference like I did.
I am hoping so!
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      09-27-2019, 07:18 PM   #8
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Quote:
Originally Posted by Phantom10R View Post
FTP, hard to beat the price.

I have not done the DV, Basically, I will eventually upgrade the turbo and I will do it then or I will get an M car... so for now im not worried.
Oh no, you may want to cancel. Only the Pure Inlet is larger than stock, the FTP is the same as the stock piece.
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      09-27-2019, 08:36 PM   #9
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Quote:
Originally Posted by AmuroRay View Post
Oh no, you may want to cancel. Only the Pure Inlet is larger than stock, the FTP is the same as the stock piece.
Really? I thought that one was larger as well .. hmm

Ordering the pure version...

Last edited by Phantom10R; 09-27-2019 at 09:02 PM..
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      09-30-2019, 09:47 AM   #10
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Quote:
Originally Posted by Phantom10R View Post
Big difference on your logs. I see over 40lbs now with my flash so I am interested to see if there is any change. Isnt costing much money and maybe response and spool will improve at the very least.

Im going to see if I can get the updated charge pipe from tiago and do it all at the same time.
can you elaborate where in the logs the difference is (trying to learn)
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      09-30-2019, 10:26 AM   #11
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Quote:
Originally Posted by ChristosD View Post
can you elaborate where in the logs the difference is (trying to learn)
Mass air flow sensor readings.. its in lbs per min... the higher the number the more air flow is passing by the sensor. The higher the intake of air the higher the power to be made by the engine.
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      09-30-2019, 12:34 PM   #12
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Quote:
Originally Posted by Phantom10R View Post
Quote:
Originally Posted by ChristosD View Post
can you elaborate where in the logs the difference is (trying to learn)
Mass air flow sensor readings.. its in lbs per min... the higher the number the more air flow is passing by the sensor. The higher the intake of air the higher the power to be made by the engine.
If you don't mind me asking, what are the actual before and after mass air flow readings? I can't make out much trying to see these graphs on my tiny phone screen.

By eliminating the stock pipe constriction point the Pure Turbo pipe adds +42% more potential airflow into the turbo. I also have a '15 335i. I've been told by several who I trust that upgrading to the Pure Turbo inlet pipe would not provide a gain running BootMod3 Stage2 N55 EWG 93 Octane because the stock inlet was not holding back any performance gains, that the performance level of the stock turbo itself had been maxed out (running 93 Octane). Supposedly, the next performance bump would require a Pure Turbo Stage2 turbo upgrade.

So I'm anxious to know the before and after mass air flow readings. Are there other factors such as ambient temperature when the two measurements were taken that might effect the values?
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      09-30-2019, 12:42 PM   #13
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Quote:
Originally Posted by Phantom10R View Post
Quote:
Originally Posted by AmuroRay View Post
Oh no, you may want to cancel. Only the Pure Inlet is larger than stock, the FTP is the same as the stock piece.
Really? I thought that one was larger as well .. hmm

Ordering the pure version...
FYI- Someone previously measured the FTP inlet pipe and determined that all they did was copy the stock inlet pipe in aluminum, including the restriction.
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      09-30-2019, 01:07 PM   #14
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Quote:
Originally Posted by johnung View Post
If you don't mind me asking, what are the actual before and after mass air flow readings? I can't make out much trying to see these graphs on my tiny phone screen.

By eliminating the stock pipe constriction point the Pure Turbo pipe adds +42% more potential airflow into the turbo. I also have a '15 335i. I've been told by several who I trust that upgrading to the Pure Turbo inlet pipe would not provide a gain running BootMod3 Stage2 N55 EWG 93 Octane because the stock inlet was not holding back any performance gains, that the performance level of the stock turbo itself had been maxed out (running 93 Octane). Supposedly, the next performance bump would require a Pure Turbo Stage2 turbo upgrade.

So I'm anxious to know the before and after mass air flow readings. Are there other factors such as ambient temperature when the two measurements were taken that might effect the values?
Thats what we are gonna be looking into, however.. the stock inlet necks down to smaller than the inlet of the turbo so there is a restriction there in the physical opening of the pipe right before the turbo.
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      09-30-2019, 01:08 PM   #15
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Quote:
Originally Posted by johnung View Post
FYI- Someone previously measured the FTP inlet pipe and determined that all they did was copy the stock inlet pipe in aluminum, including the restriction.
Yeah, i see that info now. sending the ftp pipe back and have the Pure inlet ordered.
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      09-30-2019, 01:14 PM   #16
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Quote:
Originally Posted by Phantom10R View Post
Quote:
Originally Posted by johnung View Post
If you don't mind me asking, what are the actual before and after mass air flow readings? I can't make out much trying to see these graphs on my tiny phone screen.

By eliminating the stock pipe constriction point the Pure Turbo pipe adds +42% more potential airflow into the turbo. I also have a '15 335i. I've been told by several who I trust that upgrading to the Pure Turbo inlet pipe would not provide a gain running BootMod3 Stage2 N55 EWG 93 Octane because the stock inlet was not holding back any performance gains, that the performance level of the stock turbo itself had been maxed out (running 93 Octane). Supposedly, the next performance bump would require a Pure Turbo Stage2 turbo upgrade.

So I'm anxious to know the before and after mass air flow readings. Are there other factors such as ambient temperature when the two measurements were taken that might effect the values?
Thats what we are gonna be looking into, however.. the stock inlet necks down to smaller than the inlet of the turbo so there is a restriction there in the physical opening of the pipe right before the turbo.
That's great! Can you make out the before and after numbers that you were discussing on the logs posted earlier by Pray For Mojo? I can't see them on my tiny phone screen. I've got some work scheduled on my car and may order the inlet to be installed at the same time, depending on the numbers. Thanks!
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      10-01-2019, 02:47 PM   #17
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MAF Comparison With Pure Turbo Inlet Pipe

Quote:
Originally Posted by Pray for Mojo View Post
You've probably seen my logs, but for anyone on the fence here is mine before Pure Inlet and after.

OTS Stage 2 91

Before inlet
http://www.bootmod3.net/log?id=5b1f1da5d10b4355bc6a667d

After inlet
http://www.bootmod3.net/log?id=5baadd37d10b435c56a38456
I was able to pull the MAF values at a range of RPMs from your before and after logs and enter them into the attached table.

It's interesting that your airflow numbers from 3000-3500 RPMs are significantly lower with the Pure Turbo inlet pipe.

There was no difference from 4000-4500 RPMs. But there was a significant 8%-9% airflow increase from 5000-5500 RPMs and an airflow increase of 4%-5% continued from 6000-6500 RPMs.

Of course this is all assuming that the logs were taken under exactly the same conditions and there were no other variables. Also assumes that this is reproducible if more before and after logs were taken.

I'm not sure how to account for lower air flow at lower RPMs. I don't remember much flow dynamics from physics class. The main physical difference between the two pipes is that the PT pipe does not have the constriction at the end so it can handle 42% more flow than the stock pipe right as it enters the turbo.

This is pure speculation on my part but maybe the larger PT pipe exit reduces velocity at lower RPMs so that actually makes for less flow until engine speed increases enough to utilize the higher flow capacity of the PT inlet pipe.

Pray For Mojo did you notice less engine response below 4000 RPM? Are there any flow dynamics guys out there or anyone else who has added a Pure Turbos Inlet pipe to an N55 with a stock turbo? Please chime in.
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      10-01-2019, 02:58 PM   #18
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Quote:
Originally Posted by johnung View Post
I was able to pull the MAF values at a range of RPMs from your before and after logs and enter them into the attached table.

It's interesting that your airflow numbers from 3000-3500 RPMs are significantly lower with the Pure Turbo inlet pipe.

There was no difference from 4000-4500 RPMs. But there was a significant 8%-9% airflow increase from 5000-5500 RPMs and an airflow increase of 4%-5% continued from 6000-6500 RPMs.

Of course this is all assuming that the logs were taken under exactly the same conditions and there were no other variables. Also assumes that this is reproducible if more before and after logs were taken.

I'm not sure how to account for lower air flow at lower RPMs. I don't remember much flow dynamics from physics class. The main physical difference between the two pipes is that the PT pipe does not have the constriction at the end so it can handle 42% more flow than the stock pipe right as it enters the turbo.

This is pure speculation on my part but maybe the larger PT pipe exit reduces velocity at lower RPMs so that actually makes for less flow until engine speed increases enough to utilize the higher flow capacity of the PT inlet pipe.

Pray For Mojo did you notice less engine response below 4000 RPM? Are there any flow dynamics guys out there or anyone else who has added a Pure Turbos Inlet pipe to an N55 with a stock turbo? Please chime in.
Velocity... exactly
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      10-01-2019, 03:57 PM   #19
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Quote:
Originally Posted by Phantom10R View Post
Quote:
Originally Posted by johnung View Post
I was able to pull the MAF values at a range of RPMs from your before and after logs and enter them into the attached table.

It's interesting that your airflow numbers from 3000-3500 RPMs are significantly lower with the Pure Turbo inlet pipe.

There was no difference from 4000-4500 RPMs. But there was a significant 8%-9% airflow increase from 5000-5500 RPMs and an airflow increase of 4%-5% continued from 6000-6500 RPMs.

Of course this is all assuming that the logs were taken under exactly the same conditions and there were no other variables. Also assumes that this is reproducible if more before and after logs were taken.

I'm not sure how to account for lower air flow at lower RPMs. I don't remember much flow dynamics from physics class. The main physical difference between the two pipes is that the PT pipe does not have the constriction at the end so it can handle 42% more flow than the stock pipe right as it enters the turbo.

This is pure speculation on my part but maybe the larger PT pipe exit reduces velocity at lower RPMs so that actually makes for less flow until engine speed increases enough to utilize the higher flow capacity of the PT inlet pipe.

Pray For Mojo did you notice less engine response below 4000 RPM? Are there any flow dynamics guys out there or anyone else who has added a Pure Turbos Inlet pipe to an N55 with a stock turbo? Please chime in.
Velocity... exactly
Ahh, so if these numbers are real and reproducible, then it appears that adding the Pure Turbo inlet to an N55 stock turbo car would increase MAF airflow/horsepower at 5000 RPMs and above, but it would reduce responsiveness below 4000 RPMs.

One of the things that makes the N55 so attractive is the low end torque that makes it so responsive and drivable. So the numbers would seem to be against adding the PT inlet to a stock turbo car.

Anyone else out there who has done this? Did it reduce low end response from standing starts or when you need to suddenly accelerate to pass?
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      10-01-2019, 07:22 PM   #20
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Quote:
Originally Posted by Pray for Mojo View Post
You've probably seen my logs, but for anyone on the fence here is mine before Pure Inlet and after.

OTS Stage 2 91

Before inlet
http://www.bootmod3.net/log?id=5b1f1da5d10b4355bc6a667d

After inlet
http://www.bootmod3.net/log?id=5baadd37d10b435c56a38456
Are you running an N55 PWG or EWG?
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      10-01-2019, 10:20 PM   #21
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EWG, noticed no change in responsiveness. You should probably omit the data in your table below 3,600rpm considering it isn't 100% throttle on the second log. I avoid going WOT below 3,500 to prevent LSPI.
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      10-01-2019, 11:48 PM   #22
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Quote:
Originally Posted by Pray for Mojo View Post
EWG, noticed no change in responsiveness. You should probably omit the data in your table below 3,600rpm considering it isn't 100% throttle on the second log. I avoid going WOT below 3,500 to prevent LSPI.
Ahh, thanks for the heads up. First time that I got to look at graphs on a larger screen. I didn't catch the lower throttle%. That would explain the low numbers in the "after" set, especially if you aren't seeing any change in low rev responsiveness. Thanks!
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