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    • Another contender enters the E9X M3 S65 V8 supercharger ring - Evolve Automotive supercharger kit teaser

      The reveal of this information did not go exactly as planned as BimmerBoost vendor Evolve automotive wanted the reveal to take place here. Unfortunately, certain competitors got wind of Evolve entering the hotly contested E92 M3 supercharger market and set out to do their typical discrediting of competing products. It is for this reason that Evolve wanted to stay away from any other sites and do their reveal here. The official reveal may have been spoiled somewhat but here are the details on the three upcoming versions of the Evolve supercharger kit.


      There will be intercooled and non-intercooled versions. When speaking with Sal from Evolve during development BimmerBoost put emphasis on creating a non-intercooled version. Salman stated that he believes the S65 is extremely temperature sensitive from what he has seen from testing and did not necessarily like the idea. However, BimmerBoost believes an entry level alternative is necessary to what is already on the market. After some debate Evolve decided they will offer a 4-5 psi non-intercooled entry level kit.

      All Evolve kits use a Rotrex C38-91 supercharger. This is the largest supercharger in the Rotrex C38 range and it flows 11% more air than the C38-81. The RPM limit on this blower is 90,000 rpm, higher than any S65 V8 kit using a Vortech blower. No other kit features a Rotrex blower.






      This is the C38-91 compressor map:


      The C38-91 retails alone for $2595.

      [email]Sal@evolve has made a big point about the cooling when supercharging with this motor. That is why the plenum design is innovative and features a larger volume than competitors. The design of the kit is built around intercooling and not charge cooling.

      8 psi is good for the ~625 crank range. Here are dyno graphs at 7.5 psi on pump gas with the Evolve exhaust system:

      Flywheel:


      Wheels:


      Evolve has tested up to 9 psi but believes anything higher than 8 is pushing it on the stock internals with this blower. Production kits will feature 8psi for markets with fuel to support it. Here are graphs at 9 psi:




      The kit will be available for export and will be available for 91 octane fuel like what is available in California. The kits for 91 octane fuel will feature about one pound less boost, so 7 psi. Here is a rundown of the currently planned kit offerings and specs:

      Hardware:

      Rotrex C38-91 Kompressor (1100CFM)
      Self Contained Lubrication System with separate oil cooler
      High Tension Belt System with 270 DegC Belt Wrap
      Teflon Coated CNC Machined Billet Aluminium Bracket
      Teflon Coated CNC Machined Billet Aluminium Bracket Kompressor Bracket Housing*
      Teflon Coated CNC Machined Billet Aluminium Plenum with Optimised Velocity Stacks
      Teflon Coated CNC Machined Billet Aluminium Lower Bank 2 VANOS Cover
      Aluminium Crank and Water Pump Pulleys
      Evolve/ITG High Flow Foam Maxogen Filtration System
      8 x Bosch Motorsport Fuel Injectors
      Front Mount Air to Air Intercooler
      Boost Hoses
      Silicone Hoses
      Clamps
      Brackets

      Engine Management System:

      Calibration optimised both on dyno and road under various weather conditions

      Recalibrated MSS65 DME with optimized
      Fuel
      Ignition
      Torque Calculation
      CAM Timing

      Calibrations for 91(US)/95(EUR) + Octane Fuel

      Systems available:


      Non Intercooled 500-530HP System @ 5 PSI ---- Not Sure we want to release this yet! This is the one that needs the most amount of testing. Not happy releasing anything non intercooled.
      Air to Air Front Mount Intercooled 580-600 HP @ 7 PSI
      Air to Air Front Mount Intercooled 600-630 HP @ 8 PSI

      (Boost readings are taken at plenum)

      (Note Power will vary and will be heavily dependant upon ambient temperatures as the S65 is very dependant upon combustion temperatures)

      *Reduces Stress on Tensioner Pulley and has a secondary function of protecting injury from belt


      Below are some additional pictures. Keep in mind the bracket is engineered from high grade 6082 aluminum that will additionally be coated with xylon/teflon. It will be able to handle all the rigors of supercharging without flexing whatsoever. There are no spacers used in the bracket.

      There is also no cutting required for the front mount intercooler.

      Expect more details in the coming weeks as the kits near completion for production.








      This article was originally published in forum thread: Yet another supercharger system coming out for the E9x M3-EVOLVE started by folgrz View original post
      Comments 295 Comments
      1. benzy89's Avatar
        benzy89 -
        @Imram@evolve -- Just saw this over on M3Post:

        We have no idea other than knowing how the Vortech blower behaves when substituted for the Rotrex on our kit & fully tuned
        Does this mean that you guys are giving customers the option for swapping the Rotrex out for the Vortech on your kit??
      1. evolve's Avatar
        evolve -
        Nope.

        But part of R&D is to use everything. It would have still been unique as it would have been the first Vortech air to air setup in the world.

        You never know, if people find the Rotrex has way too much torque we can just put the bracket into production, a slightly different silicone inlet to the intercooler and a different intake tube. Alter the mapping for the new compressor map and it's there.
      1. benzy89's Avatar
        benzy89 -
        Tuning is your expertise, so I figured that if it could be done, you guys would be able to tune whatever blower to its max power with consistent power numbers. @LostMarine, ditch the Vortech & swap a ProCharger in
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by benzy89 Click here to enlarge
        Tuning is your expertise, so I figured that if it could be done, you guys would be able to tune whatever blower to its max power with consistent power numbers. @LostMarine , ditch the Vortech & swap a ProCharger in
        Nobody has a procharger setup for some reason.
      1. black bnr32's Avatar
        black bnr32 -
        Click here to enlarge Originally Posted by evolve Click here to enlarge

        You never know, if people find the Rotrex has way too much torque ...
        Lulz...a supercharged s65 with too much torque. Hope nobody seriously complains about that
      1. singletrack's Avatar
        singletrack -
        Click here to enlarge Originally Posted by black bnr32 Click here to enlarge
        Lulz...a supercharged s65 with too much torque. Hope nobody seriously complains about that
        You've clearly never ridden in a supercharged s65.
      1. benzy89's Avatar
        benzy89 -
        Click here to enlarge Originally Posted by black bnr32 Click here to enlarge
        Lulz...a supercharged s65 with too much torque. Hope nobody seriously complains about that
        +1, the fact that an FBO N54 has equal (if not more WTQ) than an supercharged M3, it could def use some more #blowerproblems

        **I'm not suggesting that they are comparable performance cars, simply that they have similar TQ numbers. The S65 was never a torque'y motor by design, so it's not something that's going to be addressed until some1 slaps on a bad ass centri blower, a whipple or some turbos
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by benzy89 Click here to enlarge
        +1, the fact that an FBO N54 has equal (if not more WTQ) than an supercharged M3, it could def use some more #blowerproblems

        **I'm not suggesting that they are comparable performance cars, simply that they have similar TQ numbers. The S65 was never a torque'y motor by design, so it's not something that's going to be addressed until some1 slaps on a bad ass centri blower, a whipple or some turbos
        You can't talk about the torque between the two without factoring in gearing.
      1. bobS's Avatar
        bobS -
        Gearing effects the speed of the vehicle, not tq..... Tq is tq. The e9x m uses gearing to optimize the power band (hp/tq) of the s65, and make the m3 perform the way it does.

        When we increase the hp / tq on our 335's if it was cheap and feasible, you could optimize your gearing to take advantage of the new power, but that's expensive and not totally necessary.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by bobS Click here to enlarge
        Gearing effects the speed of the vehicle, not tq.....
        Sorry man, you got this all wrong. Gearing is all about multiplying torque.
      1. bobS's Avatar
        bobS -
        That's what I'm trying to say.... But tq is tq, if the n54 makes 450wtq, and the s65 makes 350wtq (example purposes only) , the n54 has more tq, plain and simple. Now gearing will help the s65 accelerate/perform but you still won't have that kick in the pants feeling.... What am I missing here? I've driven both cars...it's completely obvious they feel different and have different power bands. You have to wind the s65 out and stay in the high rpm band while you don't have to with the n54. You actually need to shift early on the n54. I'm not saying which is faster, but they are different animals that need to be driven differently.
      1. bobS's Avatar
        bobS -
        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        Sorry man, you got this all wrong. Gearing is all about multiplying torque.
        My point is, if you could start on a clean slate with the same power as a fbo n54 from the factory, you can gear the car to multiply tq the same way the s65 does....this is what we will see in the new m3/m4.

        When we mod our cars and add all this power but don't change the gearing, the car is quick but it isn't as quick as it would be if you could optimize the gearing, different rear axle ratio, gears, etc., but people won't do that, thats for BMW to figure out with the new m
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by bobS Click here to enlarge
        That's what I'm trying to say.... But tq is tq, if the n54 makes 450wtq, and the s65 makes 350wtq (example purposes only) , the n54 has more tq, plain and simple.
        At the crank, so what? What about what gets to the pavement? Do you pay attention to dyno charts or crank figures for example?

        Your torque changes per gear and per rpm. The M3 can be geared shorter because it has much more RPM to play with. It's pretty simple honestly.

        Click here to enlarge Originally Posted by bobS Click here to enlarge
        Now gearing will help the s65 accelerate/perform but you still won't have that kick in the pants feeling.... What am I missing here? I've driven both cars...it's completely obvious they feel different and have different power bands. You have to wind the s65 out and stay in the high rpm band while you don't have to with the n54. You actually need to shift early on the n54. I'm not saying which is faster, but they are different animals that need to be driven differently.
        Here maybe this will help you:

        Attachment 22045

        Attachment 22046
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by bobS Click here to enlarge
        you can gear the car to multiply tq the same way the s65 does....this is what we will see in the new m3/m4.
        No you can't unless it revs the same.
      1. bobS's Avatar
        bobS -
        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        No you can't unless it revs the same.
        Sure you can, changes to the final drive ratio and gearing or numbers of gear.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by bobS Click here to enlarge
        Sure you can, changes to the final drive ratio and gearing or numbers of gear.
        Ok you change the final drive and have more torque for less MPH, and you accomplished what? You get to 20 mph really fast?
      1. bobS's Avatar
        bobS -
        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        Ok you change the final drive and have more torque for less MPH, and you accomplished what? You get to 20 mph really fast?
        No, final drive and gear ratio/number of gear changes.....all make a difference, it's a theoretical/dumb argument anyway lol...

        Think we r saying he same thing in the long run. The s65 powerband is nice after BMW has engineered the gearing to optimize it. In the end, the m3 needs more power, letS hope the next gen accomplishes that
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by bobS Click here to enlarge
        Think we r saying he same thing in the long run. The s65 powerband is nice after BMW has engineered the gearing to optimize it. In the end, the m3 needs more power, letS hope the next gen accomplishes that
        I don't think we are saying the same thing. I'm saying the merit of a high revving motor is you can have shorter gearing and still reach the same MPH before shifting while effectively having more torque multiplication in that same span. This is the exact reason the M3 has more torque.
      1. benzy89's Avatar
        benzy89 -
        Are we comparing two MT cars??? Because if it's an AT vs a DCT it's going to obviously be different & would be more accurate to compare two DCT cars.
      1. inlineS54B32's Avatar
        inlineS54B32 -
        Click here to enlarge Originally Posted by bobS Click here to enlarge
        That's what I'm trying to say.... But tq is tq, if the n54 makes 450wtq, and the s65 makes 350wtq (example purposes only) , the n54 has more tq, plain and simple. Now gearing will help the s65 accelerate/perform but you still won't have that kick in the pants feeling.... What am I missing here? I've driven both cars...it's completely obvious they feel different and have different power bands. You have to wind the s65 out and stay in the high rpm band while you don't have to with the n54. You actually need to shift early on the n54. I'm not saying which is faster, but they are different animals that need to be driven differently.
        Right - as stated above, the kick in the pants feeling is coming from the torque applied to the wheels. If you were to start either car from 6th gear from a slow roll, there would be no kick in the pants - even when both engines are making peak torque. That's the point of gearing - to increase the amount of torque to the ground. However, if you only increase the torque to the ground without extending the redline of the car, you haven't really achieved much. Yes, you will accelerate harder, but it will be offset by more gear changes and more drivetrain losses overall. The largest change in performance came when I had a 4.xx (forget the exact ratio - but it was ridiculous) in my e46 M3. The car accelerated EXTREMELY quickly - first gear was almost useless in my opinion. The point is - it's the high redline that makes the S65/S54 shine with torque multiplication. Yes, you can change your rear-end on your x35i, but you don't have the operating range to take advantage of it (in other words, you will be shifting all the time). It's the same reason why F1 cars (don't know why I always find myself going back to this) redline at such an insane speed. Their engines create literally the same amount of torque as your 335i does. It's MUCH faster however - because the redline is an insane 18k, and the torque applied to the ground (due to gearing/mechanical advantage) is very high throughout the very large operating range of the engine. I cannot find the link I wanted to show you, but check this out - it explains torque to the wheels: http://www.v8914.com/Horsepower-v-torque.htm