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HELLBM

S62 Ergen Motorsport Headers

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Did a trial fitment of a set of Ergen Headers which are fabricated for M60/62 or S62 E30. The intention is to fit them to 8M3 in place of the restrictive factory headers.8151289689_5b512ea388_b.jpg

Our spare S62 had the privilege of posing next to 8M3 with the Ergen headers on.IMG_0802.thumb.JPG.1705cc7f2e5c21e05399bab1d2edfe8d.JPGIMG_0805.thumb.JPG.dc27edfd3a29817e3ab0f52415d92616.JPGIMG_0807.thumb.JPG.a8b46703c8581b4e9032512b63363730.JPGIMG_0809.thumb.JPG.16809401c5059b3261c4ff8b6b983149.JPGIMG_0815.thumb.JPG.72a6cb9cf3403ab5d168671ae092c474.JPG

Edited by HELLBM
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Awesome. They should give it a good improvement. 

Wonder if the exhaust note will change much... 

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Looking good team! Glad I could help out.

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Keen to hear your views of how the s62 responds to the new pipes........it remains an itch for me......

Cost benefit views would be good when ready......

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Subbed

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How much extra hp do you expect from these headers?

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Very nice Ray, hopefully a fair few kw's released with after some dyno tuning. Are you still running the stock e39 m5 cats on 8M3 ?

 

Some information here about before an after using Evolve's take on tuned length headers and some DME tweaks :

http://www.m5board.com/vbulletin/e39-m5-e52-z8-discussion/306729-evolve-medusa-headers-vs-stock-headers-pictures.html

 

 

Edited by BreakMyWindow
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I honestly didn't know the S62 used M62 manifolds. Chalk another one for those 90's BMW accountants.  

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4 hours ago, BreakMyWindow said:

Very nice Ray, hopefully a fair few kw's released with after some dyno tuning. Are you still running the stock e39 m5 cats on 8M3 ?

 

Some information here about before an after using Evolve's take on tuned length headers and some DME tweaks :

http://www.m5board.com/vbulletin/e39-m5-e52-z8-discussion/306729-evolve-medusa-headers-vs-stock-headers-pictures.html

 

 

No cats. Should be interesting. The link doesn`t appear to work.

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19 hours ago, zero said:

How much extra hp do you expect from these headers?

Unknown. 

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1 hour ago, HELLBM said:

Unknown. 

Will you be dynoing before and after?

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Had a reality check re. fitment. Would need quite a bit of modification to fit the E39 restricted space.Put this plan to one side while I focus on my S65 powered E87.

These headers will be saved for something else.

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The headers pictured are quite different to the Evolve Medusa headers pictured in the thread Breakmywindow referenced in his post above.

Evolve Medusa headers are a 4 into 1 design, not the two into 1 design pictured above.

What problems were encountered fitting these Ray?

All the threads I've seen about fitting headers to a E39 M5 have been on a L/H drive vehicles but I see Evolve make Medusa headers for L/H drive E39 and RHD E39

RHD

https://www.evolveautomotive.com/evolve-4-1-stepped-medusa-manifolds-bmw-e39-m5.html

LHD

https://www.evolveautomotive.com/evolve-lhd-4-1-stepped-medusa-manifolds-bmw-e39-m5.html

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The Mk1 Evolve headers, which are equal length 4-2-1 and have shown on dyno's to increase mid - high rpm range vs the Medusa's which mainly increase the high rpm range can be bought in the link below, for much less than the Meusa's..

http://www.russfellowsfabrications.co.uk/m5e39.html

I look in to these Russ Fellow headers about a year ago and it was around 3.5k nzd landed.

 

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On 1/20/2018 at 2:46 PM, HELLBM said:

Had a reality check re. fitment. Would need quite a bit of modification to fit the E39 restricted space.

Just putting this out there if you're worried about having to dent pipes for clearance issues. Engine Masters on YouTube did an episode where they tested back to back dyno runs while denting the header tubing on a V8. They started with something like 550 - 600hp on the motor, then did some modifications to the pipes at random, resulting in denting or "crushing" the tubing.

At the end of it, they lost 5 maybe 6hp with the damage they did - which they also said could've been put down to the time of day, different water/oil temps etc. etc. So the conclusion is that, if you have to crush a pipe somewhat to make it fit/clear, the difference in output is negligible.

It's actually kind of interesting to watch because it almost destroys the whole theory around mandrel bent exhausts vs crush bent.

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On ‎1‎/‎30‎/‎2018 at 10:35 PM, Mad_Max said:

It's actually kind of interesting to watch because it almost destroys the whole theory around mandrel bent exhausts vs crush bent.

No it doesn't because it all depends on where the dents and the crushes are. The most important parts are the primary and secodary  sections - once you are a good metre plus from the exhaust valve  the system will tolerate a few compromises - but they do still add up and may not be that visible in an essentially static dyno run.

Not taken by those Ergen headers look like they are working on the popular US theory  that  a large short primary is the same as a correctl section length of a  narrower pipe. Works on the dyno sort of  beacus e it deals with the peak flow but not in real life because the dynamic extraction is not there so you don't get the same torque.

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On 1/30/2018 at 10:35 PM, Mad_Max said:

Just putting this out there if you're worried about having to dent pipes for clearance issues. Engine Masters on YouTube did an episode where they tested back to back dyno runs while denting the header tubing on a V8. They started with something like 550 - 600hp on the motor, then did some modifications to the pipes at random, resulting in denting or "crushing" the tubing.

At the end of it, they lost 5 maybe 6hp with the damage they did - which they also said could've been put down to the time of day, different water/oil temps etc. etc. So the conclusion is that, if you have to crush a pipe somewhat to make it fit/clear, the difference in output is negligible.

It's actually kind of interesting to watch because it almost destroys the whole theory around mandrel bent exhausts vs crush bent.

I've seen something similar, with lovely thin-wall stainless headers being 'squashed' almost immediately they became a 'down' pipe rather than an 'out' pipe (headers, not a manifold). This was as a part of fitment of a 4.6 32v Ford V8 into a Mazda MX-5...
Difference in output from the bench-tested engine to when in-car was considered negligible (although transmission losses had to be taken into account).

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ha swaps like that, the "loss of power" isnt relevant, as its a far better engine than was ever in there in the first place. Much like the silly point people bring up about superchargers "parasitic loss"

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On 6/15/2018 at 12:31 PM, 3pedals said:

No it doesn't because it all depends on where the dents and the crushes are. The most important parts are the primary and secodary  sections - once you are a good metre plus from the exhaust valve  the system will tolerate a few compromises - but they do still add up and may not be that visible in an essentially static dyno run.

Go watch the episode. They will prove your theory completely wrong, as all the dents they put in the system were maybe 200mm from the heads. And like said previously, even they ruled out a lot of the changes due to time of day, oil and water temp in the motor etc. etc.

Think you need to go do some more research before you keep trolling. Watch that episode then tell everyone here (especially the ones that know that sh*t) that they're wrong. Then give me all the all the calculations to explain how the cross sectional area of the pipe has been reduced. Plus all the gas flow cals that say it is going to be severely restricted.

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14 hours ago, Mad_Max said:

 

Thanks, I've done my research - several years of it in fact - some effects are not that well diagnosed on a dyno

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