@@euroconnex2712 Idk if you're correct here, but even if this wheel wasn't original (it just doesn't matter) I still can't understand the point of people like @sectorrafo4430. It is a great vid, really enjoyed it, keep doing what you love!
Beautiful! And I like that it kept the stock displacement. Stroker kits may increase power, but the larger stroke also increases piston speed, which isn't the most desirable thing for high-rpm applications. Even though there are some engines with long stroke out there that rev pretty high, a short stroke one still achieves smoother operation and revs more freely when combined with a head design with plenty of airflow.
@@Roddy_Zeh great points / that’s precisely my thinking. The higher revs will also shorter final drives, in this case, 3.91 will keep very similar top speeds to 3.62. I’m eager to see the final GPS times later in July.
@@euroconnex2712 It actually makes me imagine a de-stroked S85 revving past 10-11k rpm...maybe the closest to an actual F1 V10 for the street we'd ever see... Don't forget to keep us updated, please. 🙌🏻😁 And keep up the great work! 😎👍🏻
@@Roddy_Zeha 4.5 liter S85 would be ideal, in my opinion. In fact, Gordon Murray initially requested from Honda to make a 4.5 liter V10 for the McLaren F1, before switching over to the BMW V12 that exceeded the power and torque requirements. Naturally, the only issue with +10k RPM's is valve float.
Hey Michael! This is weather adjusted, rear wheel horsepower on a Powerdyno Mustang dynamometer. I’ll explain the differences with a Dynojet, inertia type dynamometer in upcoming entries. In short, this reads around ~5% to 8% less than a Dynojet. This car would probably read closer to 530-540whp on a dynojet. Take this as a 0.02$, I hate making up numbers.
@@dronamashina4875 probably, the next step isn’t necessarily octane, it’s gearing. The extra revs will allow a 3.91 final drive, while retaining the top speeds per gear of the original 3.62. More torque multiplication should improve real world performance as we are not currently traction limited.
@@HalfAssBuilt you’re just being an idiot, it is what it is. Numbers will be posted when everything surrounding its release is ready, enjoy your Friday night.
We're about to fit these to my S65 over the holidays, dyno later in January. I don't expect much if any loss of low end torque as they retain complete VANOS functionality.
I cant comment to it “adapting”, the downshifts are faster, and crisper. It still isn’t a DCT of course, but I find Carbon Driveshaft & Flywheel package to make the SMG3 fun, faster, remove quirks and eliminate the desire to convert to 6spd (until I break another one)!
@@euroconnex2712 awesome! Good to know. I still can’t decide if I want an E92 M3 DCT, or the E60 M5 SMG. Good to know this option is available to improve the drive-ability of the SMG.
The Infinity is louder across the range, and power wise, the OE+ plenums from CarboProject don't add power. They retain the stock volume and trumpets. The Infinity has different trumpet design and more volume. The CSL version with larger inlets and intakes will make quite a bit more power from current available dyno testing.
