Evolution Racewerks - Competition Series Oil Cooler Upgrade Kit || N54
Evolution Racewerks - Competition Series Oil Cooler Upgrade Kit || N54
- COMPLETELY SOLVES THE DREADED LIMP MODE ISSUE found on the N54/N55 engines due to oil temperature!
- TWO large 9"x8"x2" (11"x8"x2" with end tanks) Oil Coolers. Factory stock single oil cooler 8.75"x4.75"x1"
- Over 700% larger (combined twin coolers) than the factory oil coolers!!!
- Twin coolers have a total of 288 cubic inches of core! The factory oil cooler has 41 cubic inches.
- Available with no finish (silver) or Type III Hard Black Anodizing (for stealth). Hard anodizing helps improve the durability of intercooler fins against damage from road debris (rocks).
- Enclosed box with venting louvers - protects oil coolers from road debris without sacrificing airflow!
- High-Quality Goodrich AN Fittings in Black Anodize - NO China-made fittings are used here.
- High-End Goodrich Stainless Steel Braided Lines standard
- Optional Carbon Fiber or Aluminum Shrouding to direct airflow through the oil coolers for improved efficiency.
- Includes all hardware needed to install. No need to go hunting for hardware to finish the installation.
- Developed under the harsh racing conditions on our 135i Race Car.
- Limited Lifetime Warranty.
The 135i/335i comes from the factory with a small oil cooler with a core size of 8.75"x4.75"x1" (222mmx121mmx26mm) which comes out to 41 cubic inches of core. The Competition Series Twin Oil Cooler system features two HUGE identical oil coolers 11"x8"x2" (280mmx203mmx51mm) with a core size of 9"x8"x2" (229mmx203mmx51mm) each. Each oil cooler comes out to 144 cubic inches which is 3.5 times larger than the factory unit each! Since there are two oil coolers, you have a combined 288 cubic inches of oil cooler core, over 700% more core than the factory oil cooler. Through 3 years of development and testing, our Competition Series Oil Cooler has kept our Time Attack 135i from seeing the dreaded limp mode issue due to oil temperatures. Regardless of conditions (ambient temperatures and track layout), we have never exceeded 259F!!! This is in 110F+ track temperatures and wide open throttle pulls all the way to 6 gear (160+ mph). Through test cars used in our beta testing program, we are getting independently gathered, unbiased data showing the same exact thing.
Each Competition Series Twin Oil Cooler mounts to its own box enclosure. Louvers on the backside of the box enclosure ensure airflow through the oil coolers while protecting the oil cooler from road debris, especially debris kicked up from the front tires. During initial testing, our box enclosure had a big window (open hole) in the back for airflow. However, throughout the race season, it took so much abuse from rocks, tires, and other debris kicked up from the front tires that we had to replace the oil coolers on our Time Attack 135i. Thus, instead of a big hole for airflow to flow through, we used louvers instead to protect the back side of the oil coolers. This effectively solved the issue without any effect on performance. Oil temperatures as well as oil temperature deltas stayed the same.
Everything needed to install is included with the kits. No low-quality, cheap fittings and lines made overseas are used here. High-quality Goodrich anodized black AN fittings and high-end Goodrich Nylon Braided Lines are used throughout the kit.
Traditionally, oil lines would typically be routed so that the oil gets split to each of the oil coolers (each oil cooler handling 50% of the oil) due to the ease of building the system and lower costs. Our Competition Series Twin Oil Cooler System however is set up in a "sequential" configuration. What this means is that oil travels from one cooler to the other thereby 100% of the oil goes through both oil coolers. Our testing has shown significant increases in efficiency and performance running a "sequential" configuration. Our new CNC machined oil filter housing adapter (included in the kit) makes this possible.
Once, we figured out it was oil temperatures causing the limp mode, we went straight to work trying to solve the issue. We started off first by adding a small auxiliary oil cooler in conjunction with the factory oil cooler. This was a laughable attempt. This did absolutely nothing noticeable. The next race, limp mode just like before. On our next attempt, we thought maybe the factory oil cooler just wasn't really efficient. Thus, we changed that out to a new, larger unit. With the new oil cooler with the small auxiliary oil cooler, we finally saw a slight drop in oil temperatures. However, it wasn't much, and again, at the next race, limp mode. Our next attempt saw us building ducting shrouds to channel cold air to the oil coolers. Again, this saw another drop in oil temperatures and a better ability to fight off "heat soak" but still, not enough. The car would still limp at the track. Frustration was setting in for us. Many long days going to the track are ruined by limp mode. This was our 2008 race season.
With the 2009 race season looming, we decided to go all out. We were tired of limp mode. Tired of trying to get the car to do 1 lap under full power. Tired of finishing in the middle of the pack. This was when the twin oil coolers were born. We scrapped the small auxiliary oil cooler and added an identical oil cooler on the driver's side. Thus, we had 2 large oil coolers, one in each corner. In the first race, everyone thought we were crazy running 2 large oil coolers., yet we SUCCESS! Oil temperatures had dropped significantly. We were now able to do more than 1 lap under full power.
Yet, this was not the end of the limp mode journey. We're located in Southern California and thus, we frequently see ambient temperatures over 100F. Our race tracks are also all located in the high desert region. Perfect for some extreme testing. Even though the limp mode issue was now under control with the twin oil coolers, on very hot days, it would rear its ugly head. Also, on certain high-speed tracks where we would be at WOT for long periods of time, like Autoclub Speedway's oval configuration (think Nascar), we would occasionally hit limp mode. Thus, we spent the entire 2009 season refining the twin oil cooler system. Originally, we had routed the oil lines so that the oil split at the oil filter housing. This originally started because of our earlier attempts to keep the factory oil cooler. Yet it dawned on us that this was not efficient. In essense, since the oil was being split in half, each going to one of the oil coolers, we weren't cooling all the oil with both coolers. Granted, it still worked since each cooler is now only charged to cool down half the oil in the system but it was inefficient. Thus, we devised a new system to run the oil lines sequentially to take full advantage of both oil coolers. Oil now runs from the oil filter housing to the first oil cooler. Then it runs to the second oil cooler and back to the oil filter housing. Basically, now 100% of the oil was going through both oil coolers. With the new oil line system, we saw a big change come race day. The oil temperatures again dropped but what also changed was how much longer the oil cooler fought off "heatsoak". Temperatures were more stable and stayed lower longer throughout the whole race session. And the best thing of it all? We completely SOLVED the dreaded limp mode problem! By the end of the 2009 race season, limp mode was a thing of the past. Regardless of temperature or track, we NEVER again experienced the dreaded limp mode!
The 2010 race season was monumental for us. With all the refinements made in 2009 to the twin coolers and solving the limp mode issue, we were FINALLY able to really work on making our 135i fast. Instead of spending time and energy trying to fight off limp mode, we spent it making tweaks and upgrades to our 135i. The first race of 2010 saw us podium in 2nd place. That was the beginning. Every single race after that saw us take podium finishes. July 4th, 2010 saw our first victory with a first-place finish in Street RWD as well as Street Overall Class and setting a new class track record at Willow Springs Raceway. Ever since then, we have claimed a 1st place Street Overall victory at every single event and even recently set another class track record. All this happened because of oil coolers... the Competition Series Twin Oil Coolers that solved the dreaded limp mode.
Type III Hard Anodize Black Finish:
The oil coolers come standard with no finish (silver color). Just like our intercoolers, we're now offering them with the Type III Hard Anodize Black for guys who want the stealthy look. With the Type III Hard Anodized finish, it is very hard to tell there is an aftermarket oil cooler on the car. Another added benefit of the Type III Hard Anodizing is that it makes the oil cooler fins harder and stronger, which makes it less prone to getting bent/damaged from road debris like rocks etc... We opted for the Type III Hard Anodizing over the Type II color anodizing which is only asthetics for this purpose only (even though it cost us considerably more to anodize Type III than Type II). We started using the Type III Hard Anodized Black finish on our rally car customer's FMICs years ago. Rally cars go through tremendous amounts of abuse and it was quite common to take hits on the intercooler from debris on the course. In fact, after 1 event, we would often see a large portion of the intercooler fins bent (killing efficiency), and fixing them after each event was quite tedious. After the Type III Hard Anodizing, we noticed a big difference as there was considerably less damage. Even after hits and even accidents, the FMIC could take more abuse than before. Testing has shown no noticeable ill-effect from the Type III Hard Anodizing on performance (regular spray paint etc.... has shown ill-effects on performance). Eventually, we started utilizing the same Type III Hard Anodize Black on our street cars and FMIC applications. It's only natural we would offer the same finish for our oil coolers.
|Car Model and Front Bumper
|135i (All bumpers)
|135i with our FE Widebody front bumper
|335i (All bumpers)