Drop Intake Temps With CSF’s Heat Exchanger For BMW B58 Engines

Those looking to ensure their on-track exploits never go up in smoke are wise to consider the value of upgrading their car’s cooling. This is sometime an issue with the modern, turbocharged motors so tightly packed in the engine bay that are so prevalent nowadays, and it’s always wise to consider optimizing the cooling system if one wants to carve out a series of fast laps without having to fear for temperatures climbing into the red and the problems that can cause. That’s why if you push your turbocharged car on the street or the track, upgrading to a CSF heat exchanger is well worth considering.

A Solution To Reduce Intake Air Temperatures

For example, an excellent solution to keep intake charge temperatures down, and thus increase power for the BMW B58 engine, is a new CSF heat exchanger. Designed specifically to meet the needs and available space of the B58 installed in the BMW M140i, M240i, 340i, and 440i, makes an enormous contribution to reducing intake air temperatures by nearly 20 degrees F. The B58’s factory heat exchanger, which is responsible for cooling the water circulating through the water-to-air charge cooler, is constructed within a constraining plastic intake manifold housing. While the factory unit barely fits a one-row unit that is 27 mm thick, by using a unique tank design, the polished CSF 8131 (add a B for black finish) has been designed to fit a 2-row core, 68 mm thick cooler into the stock location—all without any modifications to the car.

Making the most of the limited real estate with a compact tank design.

The CSF Heat Exchanger uses a triple-pass flow system to force the water through three times before exiting and flowing back into the charge cooler. This design keeps temperatures nearly 20 degrees cooler between 4,300-5,900 rpm.

Proven Reduction in Intake Air Temperatures

Due to the increased capacity, triple-pass design ultra-efficient B-tube core technology of the CSF Heat Exchanger, the temperatures were kept solidly at ~95F during a fourth gear-pull, as can be seen above.

This means more power over the entire length of the session, the ability to keep the car out of limp mode, and added potential when a larger turbo or modified software comes into the equation. For those who simply want to extend the lifespan of their engine, especially if it sees track work, there’s no reason not to consider this practical, inconspicuous upgrade.

Features:

  • Core size: 524 mm length x 478 mm height x 69 mm wide
  • 68 mm two-row core with CSF B-tube technology
  • 6.5 mm multi-louvered fin height
  • Triple-pass flow design
  • Included, detachable rock guard
  • OEM CNC-machined mounting location pins and brackets
  • Direct Plug and Play, including CNC machined quick-connect inlet/outlet water fittings
  • No modifications needed to install

 

 

 

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About the author

Tommy Parry

Tommy Parry has been racing and writing about racing cars for the past seven years. As an automotive enthusiast from a young age, he worked jobs revolving around cars throughout high school, and tried his hand on the race track on his 20th birthday. After winning his first outdoor kart race, Tommy began working as an apprentice mechanic to amateur racers in the Bay Area to sharpen his mechanical understanding. He has worked as a track day instructor and automotive writer since 2012, and continues to race karts, formula cars, sedans, and rally cars in the San Francisco region.
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