BMW

GOAL: Create a direct-fit performance intercooler that outperforms the stock intercooler.

RESULTS: The Mishimoto manifold outflowed and outperformed the stock intake manifold while decreasing the pressure drop through the manifold. The Mishimoto manifold is more reliable than the factory manifold by replacing the crimped-on intercooler core with a fully welded aluminum core. In addition, the Mishimoto core is approximately 33% larger than stock and flowed up to 15% better than the stock manifold.

CONCLUSION: The Mishimoto intercooler kit is a great upgrade for those looking for more power and reliability for their S58-powered BMW.

Design Objectives:

-Create an intercooler that performs better than the stock intercooler

-The intercooler must give the customer the ability to add port fuel injection and port nitrous injection. *

-The intercooler/manifold must not increase pressure loss through the system.

-Must be direct-fit and bolt to the engine in place of the stock intake manifold.  

Much like society would crumble without a robust infrastructure, BMW’s pinnacle compact sports sedan becomes a pretty driveway decoration without the proper supporting hardware. The heavy-hitting S58 under the hood that moves the world-class suspension relies on a complex network of coolant lines and air channels that keep that twin-turbo straight six operating at peak performance. BMW may be known for their exquisite engineering prowess in their vehicles, yet some of the supporting infrastructure needs revision, especially regarding the charge pipes.

BMW’s M-Division is essentially the definition of balancing comfort and speed at this point. However, over the years, BMW has become a leading name in another attribute, weak charge pipes. Since the resurgence of turbos nestled under the Roundel, owners have found a less than ultimate driving experience after losing boost from a slippery connection or a blown charge pipe wall. To retain BMW’s motto on the latest iteration of their bench setting

As the age-old adage goes, “measure twice and cut once.” This sentiment applies to any undertaking, from massive infrastructure renovations to DIY projects. This mentality is essential when it comes to updating the boost channels through the G8X’s engine bay.

Proper fitment is critical for any component we engineer, but it’s particularly vital when snaking a redesigned charge pipe around the S58’s perimeter. It’s a tight fit under the M3’s hood, and our engineering team needed to ensure that our larger charge pipe wasn’t encroaching on other systems or components in the crowded engine bay. So, to triple-check our fitment, we brought our design to life.

Our engineering team has access to some state-of-the-art, highly sophisticated equipment and software that provides state-of-the-art design and modeling possibilities. Still, nothing quite beats installing the updated design on the vehicle, especially one that requires precise fitment. With the help of our bank of 3D printers, we can manifest

BMW’s G8X platform is already as close as possible to the ideal combination of form and function. The heralded benchmark of performance sports sedans is designed to tackle blistering track times while keeping you in absolute comfort. It’s as close to perfect of a driving experience as you can get right off the factory floor. While we’ve already made improvements to this platform with our intake design, we can still move closer to achieving automotive Zen.

One of the staunch differences between the G80 and the outgoing generation, other than the surplus of grilles, is the lack of flair under the hood. In the previous generation, popping the bonnet would mean an exuberant greeting from the sleek gloss strut brace circumventing the engine bay, leaving this latest generation looking almost pedestrian by comparison, and this car is anything but ordinary. So, while our rotational molded performance intake design already added some much-needed OEM+ style flair, we wanted to take things a step

There’s no denying that M cars are something special. BMW has a knack for elevating the relatively pedestrian models into something truly exciting without sacrificing their commitment to luxury. In the case of the G8X, BMW truly flexed their engineering muscles to squeeze every drop of performance from its 3 and 4-series platform. The base flavor of this freshly squeezed performance juice is proper oil temperature management. The catch is that the flimsy OEM oil cooler is precariously placed, putting this temperature management at risk. Luckily, our engineers have been hard at work revamping the G8X’s oil cooler, and we’re stoked to show it off.

Much like BMW’s expertise in elevating their vehicles, we’re taking this oil cooler to the next level. Since our last post, our new design has filled out from its metal and plastic skeleton to its newly developed final stage. The latest look consists of a fully aluminum construction from fins to end tanks for a sturdier composure against road debris.

The BMW M3 and M4 are automotive royalty. They’re the lords of the compact executive sports car segment, and BMW intends to keep it that way. Last year we saw the coronation of the latest prince of posh speed, the G8X, and this generation is the most power-hungry yet. These dignitaries are hell-bent on dominating not only their class but every inch of asphalt as we know it. The trouble is, the road is a feral and unpredictable creature, prone to lashing out at vehicles. The G8X may be a valiant crusader, but it still has vulnerabilities, specifically at its underbelly.

When designing the M3, BMW aimed for a perfect balance of performance, comfort, and attainability. Essentially, some of the G8X’s components required a design that simplified manufacturing in masse without increasing production costs even further. One of those components is the front skid plate, resulting in a protective barrier made of flexible plastic that’s assigned to safeguard the oil cooler.

For those unaware or who