[Mike@N54Tuning.com]

Key Features:

Fitment for the new BMW B58 Engine
Higher Max Horsepower Power Curve
Higher Intial Torque Curve. Torque curve hits faster and higher and longer.
Better throttle response and faster turbo spool up times.
Mandrel Bent 4.5" piping. Smooth transition to the exhaust system.
100% Stainless Steel Construction
100% TIG welded for better quality welds
Precision CNC machined turbocharger V-Band flange.
Brush Finish (standard) or optional Polish Finish
Available with high temperature Black Thermal Coating to reduce underhood temperatures.
Optional - Additional O2 sensor bung for wideband O2 sensors (comes with pre-installed plug)
Optional EGT sensor bung for EGT gauges (comes with pre-installed plug)
Compatible with the factory or aftermarket exhaust systems.
Track tested durability.
Includes all hardware for complete installation.
Limited Lifetime Warranty.

Restrictions in the exhaust system robs horsepower and torque especially on turbocharged cars. Thus, removing as much exhaust flow restrictions will increase horsepower and torque significantly. The factory catalytic converter found in the factory downpipe is a big culprit of this and is a major exhaust flow restriction. The factory catalytic converter is made up of catalyst material formed into "honeycomb" weaves. Exhaust gas must pass through these tiny "honeycomb" weaves on their way to the exhaust system thus causing a major exhaust flow restriction. It also causes turbulence after the catalytic converter which causes the exhaust flow to slow down (which increases restriction). By replacing the factory downpipe/catalytic converter with our Competition Series 4.5" Catless Downpipe, more power is unleashed! You will feel the difference instantly.

Shown in brushed finish

SO WHY 4.5" PIPING? The new turbochargers on the B58 engines utilize a much larger 4.5" outlet compared to the 4" outlet on the older N55 engines. if we ran a 4" downpipe flange inlet so that we can use 4" tubing, a "step" would be formed between the turbocharger outlet and downpipe inlet. Exhaust gas for the turbocharger would hit this "step" and a lot of turbulence would form at this point and cause backpressure. Backpressure this close to the turbocharger would greatly affect performance. Thus, to ensure that we get unobstructed flow from the turbocharger outlet to the downpipe inlet, we had to CNC machine a new 4.5" flange to match. This allows a seamless transition and eliminate any possible turbulence which would cause backpressure. Though this presented another challenge for us as 4.5" tubing is not readily available and hard to source. Our motto "Performance, No Compromise" prevailed at the end and through hard diligence and many phone calls, we finally found a source for the material. Even though the material was considerably more expensive than standard 4" stainless steel, we wanted to give our customers the best by producing the best product possible.



Our Competition Series Catless Downpipes is constructed out of 100% 304 grade stainless steel and utilize mandrel bent piping. They are 100% TIG welded by our in house fabricators and built in the USA. The factory turbocharger turbine housing utilizes a V-Band flange which we have duplicated and CNC machined cut out of billet 304 stainless steel. Stainless Steel CNC machined O2 sensor and laser cut brackets are TIG welded using stainless steel rods. The O2 sensor is positioned at the factory location. Since the outlet of the turbocharger is 4.5" and the factory exhaust system is 3", the factory downpipes reduces size using short transitions from 4.5" before the catalytic convert and 3" afterwards. Due to space needed for the cataylic converter, the factory downpipes reduce in size using very short transitions. Since our catless downpipes delete the cataylic converter, we have more space. Thus, we use very long transitions. These longer transitions allow the exhaust gas time to smoothly transition from the larger piping to the smaller. Also, since we utilize a larger 4.5" pipe right after the turbocharger, turbo backpressure is significantly reduced. This results in less exhaust turbulence and backpressure which again improves throttle response and increase turbocharger spool times (less turbocharger lag).

[Mike@N54Tuning.com]

I bolded what I found most interesting in the release documents ER distributed.

Mike

[ray340i]

Any dyno numbers ?

[Mike@N54Tuning.com]

Originally Posted by ray340i

Any dyno numbers ?

Yes ER did it and showed some nice gains. I am just waiting for the dyno file so I can export and post it up.

Mike

[ray340i]

Originally Posted by Mike@N54Tuning.com

Yes ER did it and showed some nice gains. I am just waiting for the dyno file so I can export and post it up.

Mike

can't wait to see !

[Mike@N54Tuning.com]

Originally Posted by ray340i

can't wait to see !

Hope to have the Dyno posted on Monday!

Mike

[pocky]

The gains are pretty remarkable. Oh and the sound!

[2blu]

Can you PM me price for this + B58 JB4 + BMS Intake ? Shipped to Canada.

[NICKTENN]

Originally Posted by Mike@N54Tuning.com

Hope to have the Dyno posted on Monday!

Mike

It's Monday!

[dKNIGHT83]

Originally Posted by NICKTENN

It's Monday!

Almost tuesday!!!

[HitmanHearns]

Originally Posted by dKNIGHT83

Almost tuesday!!!

It's Tuesday!

Numbers pweeeez

[NICKTENN]

Wednesday already...

[Mike@N54Tuning.com]

Ya crap, they didn't send it and I forgot to remind them.. Calling them now

Mike

[pocky]

So since the cats out of the bag, here is a sample video I took a while back. This is with only partial throttle. Have not gone back to revisit and make a better video, there was a police cruiser on the other side of the road. Stock exhaust, no JB4, and no intake yet.

[Mike@N54Tuning.com]

Thanks for posting the vid..

Mike

[HitmanHearns]

Originally Posted by pocky

So since the cats out of the bag, here is a sample video I took a while back. This is with only partial throttle. Have not gone back to revisit and make a better video, there was a police cruiser on the other side of the road. Stock exhaust, no JB4, and no intake yet.

Hey I almost bought my car from long beach too!

Did the DownPipe throw a check engine light? Was it easy to install yourself or suggest taking it to a shop?

[lens]

Originally Posted by HitmanHearns

Hey I almost bought my car from long beach too!

Did the DownPipe throw a check engine light? Was it easy to install yourself or suggest taking it to a shop?

Catless downpipes will always throw a CEL.

If the downpipe install is anything like the 335i/435i, then on RWD it's quite simple to do on a lift or race ramps.

AWD, I hope you like banging knuckles on everything, and have universal extensions and stuff, had to go through the wheel well to get the V-clamp off the downpipe on the N55.

[pocky]

Originally Posted by HitmanHearns

Hey I almost bought my car from long beach too!

Did the DownPipe throw a check engine light? Was it easy to install yourself or suggest taking it to a shop?

Originally Posted by chaungo

Catless downpipes will always throw a CEL.

If the downpipe install is anything like the 335i/435i, then on RWD it's quite simple to do on a lift or race ramps.

AWD, I hope you like banging knuckles on everything, and have universal extensions and stuff, had to go through the wheel well to get the V-clamp off the downpipe on the N55.

It's pretty easy from the looks of it, and since it's catless just like chaungo said CEL is 100%. It actually took days before it came on, and it came on just when I decided to drive in ECO PRO with Start/Stop engaged.

[Mike@N54Tuning.com]

Originally Posted by pocky

It's pretty easy from the looks of it, and since it's catless just like chaungo said CEL is 100%. It actually took days before it came on, and it came on just when I decided to drive in ECO PRO with Start/Stop engaged.

DP install is pretty simple. Not like the N54 days where there was almost no room to work.

Mike

[mtx450]

THIS DOWNPIPE.......is relevant to my interests!

[mtx450]

Also - where are the dyno graphs? I'm interested to see what the real world gains are on a stock car without the JB4 and then with the JB4.

[lens]

Originally Posted by mtx450

Also - where are the dyno graphs? I'm interested to see what the real world gains are on a stock car without the JB4 and then with the JB4.

If not much has changed, then you should see between 15-25WHP- 20-25WTQ just DP. Of course with JB4 it'd be like 40-50, but if it's anything like the N55, numbers shouldn't change too much.