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    • PAW Motorsport offers N54 ported/polished cylinder head upgrade - $3995

      PAW Motorsport is offering a cylinder head upgrade for N54 based BMW vehicles. There is a substantial gain in port flow velocity without a sacrifice in low lift situations. Flowbench charts show an increase of about 35% with gains from 161 cfm to 227 cfm. Both intake and exhaust ports have been ported and polished along with modified intake and exhaust valves. The claimed power gains with the head alone are in the 40 hp range. Charts and pictures are below.

      Expect before and after results on a PAW DCT N54 project car in the next few weeks. For those interested in this upgrade there is a core charge in the $2800 range which obviously is refunded when the core is received.














      Further Details:








      Charts and Data:








      This article was originally published in forum thread: PAW offers N54 ported cylinder head upgrade - $3995 started by Sticky View original post
      Comments 325 Comments
      1. JHOOPS2's Avatar
        JHOOPS2 -
        Click here to enlarge Originally Posted by 654 Click here to enlarge
        Choking can be pushed to higher RPM as it is a function of intake valve lift, which the cams can increase to fight the sonic choking.
        +1

        Does anyone know how much more lift we can get out of the valves without having to notch the pistons, and or swap the pistons all together? Cams would be the easiest way to go. I would put R&D money into the cams, valve springs, and valves long before porting came to the table. Once I knew I was at the max drivable threshold on the cam side, then I would look at porting. That is just my method.

        -Jeff
      1. DBFIU's Avatar
        DBFIU -
        Click here to enlarge Originally Posted by 654 Click here to enlarge
        Choking can be pushed to higher RPM as it is a function of intake valve lift, which the cams can increase to fight the sonic choking.
        doesnt port cross sectional area matter too? What is the smaller flow area, the port or the valve 'curtain' opening, I dont know for this motor.

        Going with a high lift cam might help but it will only bandaid the problem if the heads can only flow so much.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by klipseracer Click here to enlarge
        I've wanted a cam option forever Click here to enlarge
        It's coming, just a little patience.
      1. DLV-Engineering's Avatar
        DLV-Engineering -
        Click here to enlarge Originally Posted by Sticky Click here to enlarge
        It's coming, just a little patience.
        Its been around for a long time...just no one knows about it because no one thinks outside the box Click here to enlarge
      1. Itsbrokeagain's Avatar
        Itsbrokeagain -
        Click here to enlarge Originally Posted by DLV-Engineering Click here to enlarge
        Its been around for a long time...just no one knows about it because no one thinks outside the box Click here to enlarge
        Ok ok spill the beans wise guy Click here to enlarge
      1. DLV-Engineering's Avatar
        DLV-Engineering -
        Click here to enlarge Originally Posted by Matt@Camber-Toe Click here to enlarge
        Ok ok spill the beans wise guy Click here to enlarge
        Testing Testing Testing phase first. Then the beans will be spilled.
      1. 654's Avatar
        654 -
        Click here to enlarge Originally Posted by DBFIU Click here to enlarge
        doesnt port cross sectional area matter too? What is the smaller flow area, the port or the valve 'curtain' opening, I dont know for this motor.

        Going with a high lift cam might help but it will only bandaid the problem if the heads can only flow so much.
        You are right, the proportional intake port area of the cylinder cross sectional area is probably the main factor as far as I remember.
      1. 654's Avatar
        654 -
        Click here to enlarge Originally Posted by DLV-Engineering Click here to enlarge
        Its been around for a long time...just no one knows about it because no one thinks outside the box Click here to enlarge
        Generally the upgraded cams have more lift and they shift the power band to the right, adding to the peak power usually reached at high revs. However, the turbine wheel, or stock housings in the case of upgraded turbos, as well as short rods set a limit in shifting the power band to the right - i.e. to higher revs. Still, hoping for the best possible results out of the testing Click here to enlarge
      1. DBFIU's Avatar
        DBFIU -
        does anyone think it would be too far fetched to offer a forged piston/rod package that offers better stroke/rod ratios but keeping the stock crank? This would also help and shouldnt be too expensive of an upgrade.

        Hell throw in a ring package too to make it a good deal.
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by DBFIU Click here to enlarge
        does anyone think it would be too far fetched to offer a forged piston/rod package that offers better stroke/rod ratios but keeping the stock crank? This would also help and shouldnt be too expensive of an upgrade.

        Hell throw in a ring package too to make it a good deal.
        Well if someone were to post the rod and piston specs any piston/rod manufacturer could replicate the package...
      1. LostMarine's Avatar
        LostMarine -
        I think a different Company already has some of those options.. but i wont throw it in here since its PAWS thread
      1. 654's Avatar
        654 -
        I'm sure PAW can provide us with rods & pistons. Others can do the same, since not much IPRs are involved in coming up with longer rods and shorter pistons...
      1. DBFIU's Avatar
        DBFIU -
        I really want headwork, without the work...
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by DBFIU Click here to enlarge
        I really want headwork, without the work...
        You are not the only man to think this.
      1. black e's Avatar
        black e -
        Click here to enlarge Originally Posted by DBFIU Click here to enlarge
        does anyone think it would be too far fetched to offer a forged piston/rod package that offers better stroke/rod ratios but keeping the stock crank? This would also help and shouldnt be too expensive of an upgrade.

        Hell throw in a ring package too to make it a good deal.

        you could acomplish this by moving the wrist pin up in the piston and having a longer rod...
      1. Itsbrokeagain's Avatar
        Itsbrokeagain -
        Click here to enlarge Originally Posted by black e Click here to enlarge
        you could acomplish this by moving the wrist pin up in the piston and having a longer rod...
        To rev it higher you'd need a shorter rod to avoid more side load on the rings..
      1. DBFIU's Avatar
        DBFIU -
        Click here to enlarge Originally Posted by Matt@Camber-Toe Click here to enlarge
        To rev it higher you'd need a shorter rod to avoid more side load on the rings..
        But don't you want to increase the rod length to decrease the angle the rod makes with crank centerline thus reducing the side load component vector?
      1. dzenno@PTF's Avatar
        dzenno@PTF -
        Click here to enlarge Originally Posted by DBFIU Click here to enlarge
        But don't you want to increase the rod length to decrease the angle the rod makes with crank centerline thus reducing the side load component vector?
        Had to read that twice but it does make sense..
      1. Sticky's Avatar
        Sticky -
        Click here to enlarge Originally Posted by dzenno Click here to enlarge
        Had to read that twice but it does make sense..
        You weren't the only one. A few heads are going to explode.
      1. DBFIU's Avatar
        DBFIU -
        Think of it this way, if the rod was 10 feet long all else being the same; what would be the maximum angle it would make with the crank during operation? It will be nearly zero or maybe a few degrees at most.

        The longer the rod the smaller the angle and less side loads. But, it does have it's disadvantages. Because the rod is pointing in one direction (remember the small angle now?) almost all the time, the crank doesnt see the maximum torque it could possibly get, only when the crank is mid throw ( at 90 degrees) will it see maximum torque production during rotation. Having a steeper angle transfers torque to the crank for a longer period of time which can be beneficial (but you dont want too much side load).