- Oct 11, 1999
- 15,581
- 1
- 76
0 - 60 (sec): 4.8
1/4 Mile (sec @ mph): 13.3 @ 105.9
"
In order to see what she's really putting out, we've brought our 335i to the chassis dynamometer at MD Automotive in Westminster, California. And since chassis dyno figures are always lower than manufacturer ratings because the former includes drivetrain losses and the latter does not, we've secured the help of an alert reader who has volunteered his month-old 335i for comparison. Steve Harrison's identically equipped 335i automatic is fresh off a trip up the California coast and all broken in. We should be able to tell if our press car's performance is unique or not.
After a short time, two sets of fresh numbers sit before us. Steve's car produces 272 rear-wheel hp at 5,970 rpm. Considering drivetrain losses, he's easily seeing the promised 300 horses at the flywheel, probably more. Our test car produces a similar 273 at 5,970. But wait, there's more: While Steve's motor gently tapers off as rpm exceeds six grand, our mill continues to make more power until it tops out at 279 at 6,295 rpm, at which point Steve's 335i lags 19 ponies behind. Notably, our car maintains its advantage for the remainder of the rev range.
...
We're glad you asked. MD's dyno can also measure turbo boost during runs. It turns out that at any given rpm in the disputed region between 5,000 and 6,500, our car consistently makes about 0.5 psi more boost. Subtle, but a little goes a long way. Is this mere production variation? We can't dig deep enough to know for sure. If anything, this exercise underscores the potential of aftermarket chip tuning. Ain't electronically controlled turbo engines fun?"
http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=117669
basically, edmunds dynoed two cars, a consumer's car and a press car, and the press car made 19 WHP more.
1/4 Mile (sec @ mph): 13.3 @ 105.9
"
In order to see what she's really putting out, we've brought our 335i to the chassis dynamometer at MD Automotive in Westminster, California. And since chassis dyno figures are always lower than manufacturer ratings because the former includes drivetrain losses and the latter does not, we've secured the help of an alert reader who has volunteered his month-old 335i for comparison. Steve Harrison's identically equipped 335i automatic is fresh off a trip up the California coast and all broken in. We should be able to tell if our press car's performance is unique or not.
After a short time, two sets of fresh numbers sit before us. Steve's car produces 272 rear-wheel hp at 5,970 rpm. Considering drivetrain losses, he's easily seeing the promised 300 horses at the flywheel, probably more. Our test car produces a similar 273 at 5,970. But wait, there's more: While Steve's motor gently tapers off as rpm exceeds six grand, our mill continues to make more power until it tops out at 279 at 6,295 rpm, at which point Steve's 335i lags 19 ponies behind. Notably, our car maintains its advantage for the remainder of the rev range.
...
We're glad you asked. MD's dyno can also measure turbo boost during runs. It turns out that at any given rpm in the disputed region between 5,000 and 6,500, our car consistently makes about 0.5 psi more boost. Subtle, but a little goes a long way. Is this mere production variation? We can't dig deep enough to know for sure. If anything, this exercise underscores the potential of aftermarket chip tuning. Ain't electronically controlled turbo engines fun?"
http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=117669
basically, edmunds dynoed two cars, a consumer's car and a press car, and the press car made 19 WHP more.
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