Name: BMW S58 "Level-Up" Charge Air Cooler Manifold - Raw Billet
Brand: CSF
SKU: csf8233
Price: 9370.58 CAD
Availability: InStock

BMW S58 "Level-Up" Charge Air Cooler Manifold - Raw Billet

Description Brackets and Stays O-Rings / Gaskets Nitrous / Methanol Ports F97 X3M / F98 X4M Compatibility Other Quality Features Horsepower & Torque Heat Soak Testing Pressure Drop Efficiency Testing Calculations and Conclusions BMW X4M at GTP Motorsports Availability

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The CSF by PWR S58 "Level-Up" Charge-Air-Cooler Manifold was engineered to maximize cooling efficiency and reliability for BMW's S58-powered platforms, including the G8X M3/M4/M2, and F9X X3M/X4M. Featuring a custom PWR bar-and-plate core with over 23% more volume than stock, the manifold delivers superior cooling efficiency with virtually no pressure drop. Precision TIG-welded billet aluminum construction replaces the factory plastic components, providing exceptional durability under extremely high boost levels.

In addition to the performance benefits, the CSF Manifold was engineered for straightforward installation and upgradability. It is a true plug-and-play design requiring no modification to the vehicle. The manifold features integrated provisions for port injection, bungs for nitrous/methanol systems, a parameter for additional sensors, and a convenient bleeder port for simplified servicing.

The CSF S58 "Level-Up" Charge-Air Cooler Manifold delivers the ultimate cooling solution for BMW owners looking for the best performance and long-term reliability on the street or track.

Design & Engineering

For development, we tapped into our unique and growing strategic partnership with PWR, who specializes in super-high performance, low volume motorsports cooling manufacturing. PWR supplies all the cooling for the F1 Grid, many teams in WRC, MotoGP, and NASCAR to name a few. They've become the perfect engineering and manufacturing partner for CSF over the past 3 years to help bring limited production items like this manifold to the performance aftermarket. All made in the USA, entirely built in-house with proper leak-testing procedures and product documentation on every single manifold before it ships.

Both CSF and PWR are certified, tier-1 OEM cooling system manufacturers. This is why it works; There is an immense level of respect between both companies as partners. Both acknowledge the successes of each other's companies in our respective markets globally; PWR being the leader in competitive professional motorsports, military, aero space, and super high performance OEM cooling. CSF being a leader in the high-performance aftermarket, OEM, Agricultural, and Industrial segments. We both understand the nitty gritty nuances of heat transfer technology and manufacturing, all the way to the granular level of micron thicknesses in core specifications and how it all works. Not just with testing in our in-house wind-tunnels and computer simulations, but also validating in real-world racing and performance driving conditions.

Bar/Plate Charge-Air-Cooler Design and Performance Benefits

Custom-spec, Air-to-Water, Charge-Air-Cooler, Bar/Plate Core

Feature	OEM BMW Charge-Air-Cooler Specs	CSF Charge Air-Cooler-Specs
Weight	4.68 kg (10.32 lbs)	7.42 kg (16.36 lbs)
Airside Fin height	5.75 mm	2.43 mm
Waterside Fin Height	2.75 mm	2.00 mm
Air Rows	27	48
Water Rows	28	49
Core Size	142 mm x 230 mm x 99 mm 3233.34cc	152mm x 239 mm x 110 mm 3996.08cc (23.6% more volume)

The CSF by PWR bar/plate intercooler core is far superior to not only the OEM extruded tube/fin core, but also without a doubt, will outperform any competitor in the performance aftermarket by a long shot. Let's first discuss the competitive advantages of the CSF by PWR core, and then we'll pick apart the competition using their own published information.

The CSF by PWR Advantage

PWR manufactures this core in-house at its tier-1 OEM manufacturing facility in Indianapolis, USA. Each core is built by hand to aero-space level specifications and tolerances. What separates the core technology of PWR from the rest of the world is its ability to source and use extremely lightweight and thin materials in its cores. This allows for the absolute highest level of thermal transfer between the charge-air, and the water used as the medium to absorb the heat out of the charge air from the turbo. When combining the higher efficiency of the core design with an increase in core volume of ~25%, the result is the best-in-class cooling solution for the BMW S58 engine. This is not an opinion, it's science and math. The logs in our testing section prove all of this.

Core Construction

Because of the delicate and thin material used in the manufacturing of these cores, they're painstakingly slow to build. An experienced factory technician can build only about five of these a day. The cost of labor for the core building is the main factor for the high price of this manifold. A qualified technician who has the skill set to build these types of cores correctly, efficiently, and consistently is not cheap. Furthermore, because of the thinness of the materials used in these cores, it takes an exceptional and experienced welder to be able to weld these cores to the aluminum end tanks properly.

The temperature control and steadiness required by the welder to not blow through a cladding sheet that is only .3mm thick is on another level when it comes to being an experienced fabricator. Experienced Welders who can do this reliably are extremely expensive in the USA labor market. What you're paying for is not just the actual product, but the labor and skill that is required to make such an exceptional product. I hope that my explanation on all of this really helps people understand why this product is so expensive.

Core Key Features

Both air-side & water-side thickness of the fin is .08mm, ~50% of the thickness of a conventional bar/plate core.
Air side bar w/ cladding is 5.35mm tall. Compared to ~7.5mm tall of a conventional bar/plate core, ~30% shorter allowing for more rows of both water and air to be built into the core design for more surface area contact, resulting in better heat dissipation
Cladding sheet from PWR is .3mm thick, ~50% of the thickness of a conventional bar/plate core.
Fins per inch: Air side 28 FPI, ~100% more than the conventional bar/plate core, typically 15 FPI. Uses a rolled fin measuring 2.43mm tall. A rolled fin has more surface area contact against the water-side cladding sheets at the apex of each point where it's brazed together compared to a serpentine style fin (think zig zag design)
Fins per inch: Water side 26 FPI (vs. conventional bar/plate core ~18 FPI). The inside turbulator is LOT Style (lance-off-turbulator) with a 2.00mm Fin height. This type of turbulator scatters the water molecules inside the core for more surface area contact against the air-side cladding sheets.
Side end plates are only 1.5mm each, and the extrusions used at the end of each row are ultra-lightweight and pocketed. These extrusions are only 3mm wide on both the water and air side of the core, maximizing the amount of core volume which is used for heat transfer. Just enough to weld tanks on by a very experienced and talented welder.

Why Bar/Plate vs. Tube/Fin

Along with the performance benefits listed above, there are two main reasons why a bar/plate core was selected to be used for this application:

Bar/plate cores have a much higher burst pressure rating and can take the stress of boost spikes much better than tube/fin core. CSF has done its best to "future-proof" this manifold and expect the platform to gravitate and push to boost pressures of 45+ PSI, and eventually will get to 60+ PSI. Tube/Fin cores are not meant for this type of boost pressure
Tube/Fin cores have a header plate design that requires a certain amount of area around the tubes for the plate that is welded to the tanks to extend outwards from vs. a Bar/Plate design which is built all the way to the edge of both the water side and air side of the core. In an application like the BMW S58 engine that is limited by the available space for proper installation of the manifold (with no modifications), CSF & PWR wanted to maximize all of the available area in the core section of the manifold for heat transfer to achieve the best possible performance with low pressure drop characteristics.

Counter-Flow Design

When it comes to achieving the best thermal transfer efficiency in a charge-air-cooler, the preferred method is a counter-flow designed core: In the counter-flow arrangement, the water and air enter at opposite ends, flow in opposite directions, and leave at opposite ends.

We don't want to give all of our secrets away, but there is a tremendous amount of science and experience that has gone into the water-flow structure of the inlet & outlet "quick-connect" fittings and water inlet tube of the CSF manifold. The shape of the machined part increases the velocity of the water entering the core, and allows the water to travel in two different directions against the charge air that is entering from the throttle body.

The CNC Billet Manifold Design

CSF has more experience in designing BMW Charge Air Coolers than any other aftermarket company. Between our coolers for the S55, S63, and B58 we have sold thousands of coolers. Each one of those products went through rigorous design, testing, and revisions during and sometimes after release. The CSF #8200 B58 "Super" Manifold is still a best seller and we've taken everything we learned from that manifold and applied it to the S58.

The CSF manifold is machined from the highest quality billet aluminum and TIG welded to form a solid one piece manifold. There are multiple benefits to this construction method.

Larger Plenum

CSF has the largest plenum volume The joining of sections on any part can take up some space. Depending on the joining method, the required space will vary. In the case of the CSF Radiator, TIG Welding the billet aluminum sections together offers the strongest and most space efficient method. If you look inside the plenum and runners you can see the smooth transitions between each piece that maintains the smoothest airflow and the largest volume possible.

CSF Manifold

OEM Manifold

While looking at the factory plastic manifold, you can see the space taken up by the gasketed joins and strengthening lattice work. In the CSF Billet design, this wasted space is used to increase the plenum volume and optimize airflow.

Welded not Gasketed

Gaskets have their place in automotive engineering and construction. There is nothing inherently wrong with them as they are necessary for countless applications. However, in the case of manifold construction, they have their drawbacks. The required provisions for securing two pieces of a manifold with a gasket require additional space and materials. The extra material inside the plenum for bolts to secure two pieces of the manifold together reduces plenum volume.

Additionally, the gasket creates an extra weak point. For those running modest boost increases this may not be an issue, but CSF knows many BMW owners want to push for the most performance possible. This is why CSF elected the strongest construction possible to give our customers the strongest and most durable manifold possible.

OEM Manifold

CSF Runners & CNC Machining

Water Flow + Bleeder

Water flow is just as important as air flow in an Air-To-Water system. Many companies will focus on the flow capabilities of their intercooler core, but forget to consider the flow in and out of the manifold. CSF spent extra time engineering and developing the water inlet and outlet channels for the intercooler core. The design ensures the most even flow of water through the cooler for optimal heat dissipation.

The water line quick connections on the core have enlarged inner diameters to improve flow. Reducing the restrictions here as much as possible returns the best possible flow for the air-to-water system. Better flow means the whole system can take advantage of not only the improved core, but also supporting systems like an upgraded heat exchanger (CSF #8215).

CSF also added a bleeder valve at the top of the charge air cooler to make the installation process a lot easier. Anyone who has installed a charge-air-cooler knows the frustration of getting all the air out. This bleeder value speeds up the process immensely and adds peace of mind that the system is properly bled before start up.

Air Guides

While the plenum can function fine without such air guides, CSF went the extra mile knowing customers will be pushing the S58 platform far past what BMW intended. The extra precaution is just one of many features that make the CSF "Level Up" Manifold stand out from the competition.

OEM+ Fit and Installation

CSF Prides itself on designing and offering drop in fit cooling solutions that require no modifications to install. The CSF S58 "Level Up" Charge Air Cooler Manifold is no exception to that design philosophy. Special care was taken to ensure the simplest installation process possible with the finest attention to details.

No one likes having to leave factory harnesses and hoses unsecured after installing a new part. Every wire and wire have been accounted for with OEM+ style mounting provisions. Many of these details are exclusive to the CSF Manifold.

Stand-offs on top of the plenum secure the emissions lines (exclusive).
The included removable engine cover mounting pin matches the billet finish perfectly (exclusive)
CSF's front wire harness mounting bracket is adjustable for better fit and easier installation (exclusive). The design matches the OEM bracket for a perfect OEM fit and includes holes for the OEM harness clips to secure to.
The hose clip harness stay on the side of the manifold keeps the emissions line secure and in place (exclusive).
The overflow tank is securely mounted in the factory location and reuses the factor grommet for the lower mounting point.

Each intake runner is machined for the OEM O-Rings with the factory style "teeth" to secure them (exclusive feature). This keeps the O-Rings from falling out during prep and installation. The Billet dowel pins between runners 1 and 2 as well as 5 and 6 both help secure the Thermal Rejection Competition Spacer. They also help keep the manifold aligned while bolting it into place. All in all, these features will make installation far less frustrating and were developed after test fit installs before final production.

Additionally, the Thermal Rejection Competition Spacer acts as a gasket between the cylinder head and the manifold. The precision machining and production of the spacer creates a perfect seal on top of the insulation properties.

CSF Thermal Rejection Competition Spacer

CSF Uses OEM O-Rings – Spacer Does not Require O-Rings

The CSF Manifold also features individual 1/8″ NPT ports on the underside of each intake runner. These ports can be used for Nitrous or Methanol injection. Not only is the location of the ports optimal for directly injecting your preferred go fast juice, but they are also hidden from plain view. This allows for a stealthy installation that is easy to conceal from unwanted attention.

Each port comes plugged with Steel 1/8″ NPT bungs for those who do not wish to run Nitrous or Methanol.

While designing and developing the S58 Manifold, CSF put in the extra legwork of securing a X3M/X4M Manifold. Since the G8X Platform and F9X X3M/X4M are both powered by the S58 but have different OEM part numbers for the manifold, it was important to understand the differences. There is an extra intake plenum connection on the front of the plenum. A threaded port was added with a block off -10 ORB bung or -10 ORB Quick Connect. This port can also be used for an optional blow off valve on G8X Platforms.

Vacuum and Parameter Pad

A feature that was added to the B58 "Super" Manifold (CSF #8200) due to popular demand was a 3 Port Pad. This allowed customers to run extra sensors and provided additional vacuum sources. With such positive feedback for the feature CSF decided to include it from the start on the S58 Manifold. Located on the side of the plenum, it is easy to access and offers plenty of room for your chosen accessories.

ORB Fitting Machining

There are two -10 ORB (O-Ring Boss) Fittings machined into the manifold. The lower is for crankcase ventilation and is standard use on all applications. ORB was chosen for its optimal sealing performance and the tolerances the fittings can produce. The Hard Anodized thin wall aluminum quick connect hose fittings offer the thinnest possible spec while being incredibly strong. This removes the potential restriction in air flow, an optimal seal, and the modularity to block off either fitting with included -10 ORB bungs.

Oil Filter Recess

Have you ever done an oil change and wondered why some jerk decided to make the oil filter impossible to get to? Well, you're not alone. CSF wanted to avoid this type of frustration and included a special indent for easier oil filter access into the manifold. While this might seem like an obvious design feature to some, not all of our competitors are as thoughtful.

The designed protrusion above the recess was tested with CFD software to ensure smooth air delivery into the rear runners for the best possible airflow. The CSF Manifold is the only one to offer this feature and the only one that can run aftermarket oil filter caps.

The Full Package

The CSF S58 "Level-Up" Charge-Air-Cooler Manifold comes with everything you need to install and setup. The only thing not included are injectors as most customers will select their preferred choice and required size based on their build.

There is also a complete instruction guide for both professional installers and ambitious DIYers. Like all CSF Products, this kit is a true "drop-in fit" installation.

KIYLEX® Thermal Rejection Competition Spacer

Made from KIYLEX®, a patented revolutionary high-performance final stage polymer. KIYLEX® is as strong as aluminum and can withstand temperatures up to 1100°F. This spacer is designed to insulate the intake manifold from conductive heat transfer from the cylinder head.

This thermal barrier reduces manifold temperatures which helps lower Intake Air Temperatures (IATs), improve charge air cooler efficiency, and combats heat soak. CSF is the exclusive distributor for the KIYLEX® Intake Manifold Spacer for the S58 and B58 Motor.

How it works and why you need it

The addition of the Thermal Rejection Spacer is especially useful for Drag/Roll-Racing Events where vehicles typically sit in staging lanes in-between racing. This causes extreme heat soak to the liquid-to-air manifold as there is not sufficient airflow passing over the front mount heat exchanger when the car is idling (which is responsible for cooling the charge air fluid that runs through the manifold). This causes the starting IATs on subsequent runs to be higher than on the initial run.

The Billet Aluminum and 100% TIG Welded construction offers incredible strength, which allows the manifold to withstand higher boost pressures compared to the OEM plastic manifold. However, aluminum has higher thermal conductivity than plastic resulting in a higher rate of heat transfer between the cylinder head and manifold. Thermal Rejection Spacer reduces heat transfer between the two metal components (cylinder head & manifold). The spacer absorbs the heat from the cylinder head and dissipates it rather than transferring it to the manifold.

Not Created Equal

The use of thermal barriers between manifolds and cylinder heads is nothing novel. Enthusiasts, Tuners, and Race teams have been using them for decades. The technology has come a long way over the years though and not everyone has caught up. Fiber impregnated phenolic resin is effective, however a bit cheap and crude compared to modern technology like KIYLEX®.

So what are Phenolics? Phenolics are resins that do NOT DISSIPATE HEAT but can only WITHSTAND HEAT. While blocking the heat transfer from the cylinder head will keep your manifold cooler, it will also make you cylinder hotter. Keeping that heat in the entire system is not wholly beneficial. Instead you are simply redirecting the issue of heat built up. CSF's exclusive KIYLEX® spacer dissipates that extra heat lowering the temperature of the overall system and keeps your manifold from heat soaking.

Lower Quality Phenolic Spacer
(requires O-Rings)

CSF revolutionary high-performance KIYLEX®
(no O-Rings required)

KIYLEX® is Self-Sealing, requires NO gaskets vs phenolic spacers which require additional O-Rings, Gaskets, or Sealant.

Plug and Play Port Injection

Every manifold includes an extruded fuel rail that has been machined to offer maximum flow for any applicable injector size. Whether you want to run standard pump gas, race gas, or E85, the fuel rail will work with your system. The AN-8 fuel rail comes with -8 internal hex plug fitting to use if running an OE style feed only fuel system but can be removed for a fuel system upgrade with fuel return.

Fuel rail aperture for each cylinder is an optimized 7mm opening for compatibility with most commonly used high performance injectors.
CSF recommends using Injector Dynamics (ID) injectors for the best performance - the most commonly used injector for this engine has been ID model # 1050.34.14.14.6 (qty 6).

Quality Control, Leak Testing, and Packaging

One of the main reasons that CSF has partnered up with PWR and PWR North America is their ability to properly QC and leak test all of the CSF products they manufacture. As a fellow Tier-1 OEM Supplier with numerous ISO certifications, CSF is confident in the quality control procedures that PWR has implemented to make sure every single manifold that is approved for final packaging has undergone a strict and thorough check list of items to ensure only the absolute best parts are being shipped to CSF customers around the world.

QC Process

Each core undergoes a light test as well as a visual inspection after being brazed in their in-house CAB (Controlled Atmosphere Brazing) oven. Each core then has the end plates, inlet water channel, and OEM Quick-Connects welded onto the unit. At this time, each unit is then pressure checked under water at 80 PSI for a continuous 5 minutes to ensure there are no leaks in the core. Our competitors are not cooling manufacturers, and although I'm sure they try their best to implement some type of leakage test, it's definitely not at a production / factory level like PWR is able to achieve.

After welding on the air side tanks (Throttle body side for the inlet and plenum and runner for the outlet), the unit is then again pressure checked to again make sure there are no leaks from the welding process. Every threaded port on the manifold is checked by a single QC manager, every hole is checked for possible additional deburring, and all fine metal shavings are vacuumed and eliminated from the unit.

Furthermore every manifold is then inspected for any material handling defects which may have comprised the best-in class and flawless raw aluminum billet finish that we're proud to offer as standard. The port injection kit, all installation hardware, and instructions are actually packaged and QC'd by CSF, then sent to PWR to have packaged along with the manifold during final assembly. Lastly the factory level production packaging using a high-level sealed air system ensures that the CSF by PWR S58 manifold will be delivered anywhere in the world without damage or defect.

CFD Analysis & Dyno Testing

CFD Testing & analysis

With over a year of development and testing there is a massive amount of CFD analysis that went into perfecting the S58 "Level Up" Manifold. While showing every iteration of testing CSF and PWR went through in the design phase, we are happy to show the results.

So what do all these colors and lines mean? For those who aren't familiar with CFD (Computational Fluid Dynamics) simulations, it is exactly what it sounds like. The software simulates airflow through a design allowing for faster refinement and testing for a design before building it or making modifications. In the animations you can see a color key on the top left showing air velocity in meters/second. The animated lines show the path of air as it flows through the manifold.

CFD Diagram 1

CFD Diagram 2

CFD Diagram 3

You can see in Diagram 1 and in the animations how the air is evenly distributed through the core. As the air slows down while entering the plenum, the air guides help distribute the flow evenly into the runners. The result is a smooth and even distribution of air flow in both volume and velocity. Uneven distribution can lead to catastrophic failure in an engine so CSF and PWR work very hard to ensure your engine will be safe.

Dyno Testing

Dyno testing is crucial in the development process. While software can make the process of development much faster, there is no true substitute for real world testing. Upon initial release of the S58 "Level Up" Manifold, we had installed and tested our manifold on 3 different G8Xs. Initial testing showed impressive results and the cars all ran flawlessly. However, we wanted to test the limits of our manifold and see what it was really capable of.

In Depth testing with Moto IQ

For more extreme testing, we headed over to GTP Motorsports Inc. in Hollywood, CA. Long time friends of CSF, Moto IQ was present for independent testing and validation of the results. GTP offered up their G82 M4 as a guinea pig and we got to work.

Dyno Testing Video with MotoIQ

GTP G82 M4 Competition xDrive mod list:

Stock Motor
Pure Stage 2+ turbos
Mike Customs catless downpipes
PSI midpipe
Deatschwerks 900cc injectors
E85 pump fuel
Drop-in BMW air filters

Testing was conducted on GTP's Dynomite AWD2500 Dyno. Data was collected using an AEM CD-7. Baseline pulls were performed with the car tuned with 44 PSI as the target boost level. Actual boost level produced by the turbos in the OEM tests was 41.6 PSI. The post manifold installation pulls were performed with the car tuned with 45 PSI as the target boost level. Actual boost level produced by the turbos in the CSF tests was 41.5 PSI.

Note: we were very lucky the OEM Manifold lasted as long as it did. They have been known to fail at as low as 30 PSI. It did start leaking on some of the test runs but did not fail by some miracle.

Stock Pull – Ambient Temp: 80°F | CSF Pull – Ambient Temp: 67°F

When looking at the dyno test, you can see the overall improvement in the power curve from around 4500rpm all the way up to redline. If you are curious about the odd dip at around 5700rpm, the transmission was having issues with the power output and was slipping on every pull. While the pulls were done at different times of day and under different ambient temperatures, the results are using a standard correction. If you'd like to know about standard correction you can read about it on Dynomite's website here: Corrected Horsepower

Heat soak resistance was tested on the dyno with 8 consecutive pulls from ~30 mph to ~130 mph. Each pull was full throttle with boost pressure set to 45 PSI. This test lasted 80 seconds and shows pulls 3 through 8.

Post cooler IATs started at 87.8°F (31°C) and increased by only 21.2°F (11.8°C) throughout the entire test. The test was supposed to go longer but the dyno began to smoke on the 8^th pull so we deemed it prudent to stop. This kind of torture test is important to demonstrate the effectiveness of the heat exchanger under heavy load that customers might see in track driving.

Pressure drop is an important variable to measure when testing any type of intercooler. Measured pressure loss below 1-1.5 PSI is ideal. As stated earlier, PWR supplies all the cooling for the F1 Grid, many teams in WRC, MotoGP, NASCAR, and more. Every core design is Flow Bench tested, however they like most engineering companies know that this is merely a validation test and real world data will differ slightly. It is a great metric to have, but actual pressure will be slightly different as a flow bench cannot generate the exact conditions of a running engine.

Actual Boost recorded: OEM – 41.6 PSI

Actual Boost recorded: CSF – 41.5 PSI

The following flow charts were from data taken during the dyno pulls in the Horsepower & Torque section above.

Metric	OEM Manifold	CSF Manifold
Pressure Drop at End of Run	1.22 PSI	1.10 PSI
Average Pressure Drop	0.81 PSI	1.05 PSI
Ambient Temp	80°F (26.6°C)	67°F (19.4°C)
HP \| Torque	833.8 WHP \| 643.5 lb-ft	854.4 WHP \| 663.9 lb-ft
Time of Day	3:18pm	7:27pm

Real world testing really shows how variable pressure drop and flow can truly behave. Overall, the CSF Manifold performed admirably.

We could easily throw out some big numbers and percentages without explaining what is really being shown by the data. The chart below shows the data from the same dyno pulls in the Horsepower & Torque section above.

Actual Boost recorded: OEM – 41.6 PSI | CSF – 41.5 PSI

Metric	OEM Manifold	CSF Manifold	Deltas
Ambient temp	80°F (26.7°C)	67°F (19.4°C)	13°F (7.2°C)
Pre-IC Temp Start	172.4°F (78.0°C)	134.4°F (56.9°C)	38.0°F (21.1°C)
Post-IC Temp Start	96.8°F (36.0°C)	86.0°F (30.0°C)	10.8°F (6.0°C)
Pre-IC Temp End	394.2°F (201.2°C)	348.8°F (176.0°C)	45.4°F (25.2°C)
Post-IC Temp End	112.2°F (44.6°C)	93.2°F (34.0°C)	19.0°F (10.6°C)
Average Delta Pre/Post IC IAT	154.63°F (68.1°C)	216.48°F (102.5°C)	-61.85°F (-34.4°C)
Average Efficiency	86.60%	89.06%	2.46%
Maximum Efficiency	90.14%	92.20%	2.06%

Testing showed the average differential in CAT (Charge Air Temperature or Pre-IC Temp) to IAT (Post-IC Temp) for the CSF Manifold to be 61.85°F (34.4°C) lower than the OEM Manifold.

Intercooler efficiency is calculated with the following formula:

% Efficiency = (Pre-IC Temp - Post IC Temp)/(Pre-IC Temp - Ambient Temp)

Using this formula for the entire run, the overall average efficiency of the OEM Manifold was 86.60% (with a maximum efficiency of 90.14%). The overall average efficiency of the CSF Manifold was 89.06% (with a maximum efficiency of 92.20%). While an increase of efficiency 2.46% might not sound like a lot, everything should be taken in context.

It is generally accepted that the efficiency range of an air-to-water intercooler is ~75-95% with above 90% being very difficult to achieve. Improving on an intercooler that already has as much as a 90% efficiency rating is very difficult. Also, efficiency was not the singular goal when designing and building this manifold. The OEM manifold has been proven to commonly fail around 30-35 PSI of boost pressure. This obviously limits potential power you can make with this motor. We were lucky enough to have the OEM Manifold we were testing with hold up to several test runs at the targeted 44 PSI (Turbos could only produce 41.6 PSI). So in order to safely run more than 30-35 PSI consistently, you need a manifold that is strong enough to hold up to the pressure. The CSF by PWR Core is rated up to 120 PSI and the 100% TIG Welded Billet construction can handle far more pressure than that.

OEM Manifold Failure at Plenum & Core

OEM Manifold Know Failure Points

In summary, the Factory Charge-Air-Cooler is very efficient like everyone claims. However, CSF and PWR were able to engineer a much larger and stronger Charge-Air-Cooler capable of much higher horsepower and pressure while still improving efficiency.

Additional Dyno Results

One of the limitations to the initial tests were the Turbos and the Transmission. The turbos were maxing out at the target boost of 45 PSI and the Transmission was slipping. Just a few weeks later GTP was to tune and test the CSF Manifold on a F98 X4M with a built/stroked motor and larger turbos. This was a new world record for the S58 at the time (10/28/2022).

A couple months later, the X4M came back for some additional tuning and was the first S58 engine to break the 1000 WHP milestone.

Real World Experience

With hundreds of CSF manifolds sold, we have seen more real world experience with our product than any of our competitors combined. From Drag Racing to Time Attack, Cooled by CSF S58 BMWs are breaking records and taking home trophies.

CSF vs the Competition

Following the initial release, discussions across the BMW forums and within smaller tuner circles prompted CSF to share comparative information and facts for full transparency. The results of testing and adoption in the S58 community says it all though with more than 500 units sold in just two years after release. The CSF S58 Manifold is the benchmark for performance, reliability, and engineering excellence in the world. For further validation, customers are encouraged to explore the published information, data, and test results.

Core

When comparing charge-air-cooler cores, the difference in design and engineering becomes clear. Some competitors (We'll refer to them as "Competitor R") utilize third-party manufactured cores sourced from a well known German aftermarket company (We'll call them "Competitor W") that prioritize availability and cost over optimization. It is insinuated that these cores are manufactured in Germany when they actually come from a manufacturer in China. That is not inherently an issue, just a lack of disclosure from both companies. While these units are marketed based on their larger size, the internal configuration (row count, fin density, and water-flow path) plays a more important role in cooling performance and overall efficiency.

As illustrated in the image below showing Competitor W & R's core, it features fewer cooling rows and a less efficient water-flow design than the OEM unit. This leads to reduced thermal exchange due to the lower surface-area contact between tubes and fins. To make up for this shortcoming, Competitor W & R increased the core volume to compensate for lower efficiency. While this does result in a net performance gain, it cannot fully match the cooling effectiveness of a properly engineered core.

The CSF by PWR core takes a different approach. Developed through OEM-level engineering and precision manufacturing, it utilizes a highly efficient fin and tube configuration. The CSF by PWR core has 75% more channels that are less than half the height as the OEM, and the pressure drop data is better or equivalent to the OEM core throughout all of our testing. The result is less pressure-drop and more consistent cooling. CSF's in-house development and advanced testing deliver a truly bespoke solution built for maximum performance and reliability.