TRM Tuning

We have had a number of inquiries about a few of the parts in play here.
My question to you is:
Are you interested in the parts being available separately, as a kit, or both?
The modified intake manifold blockoff (from removing the upper flap) is a "nice to have" but not required depending on how you are cutting up the manifold.
The 90MM MAF housing and intake tube some seem to want separately (though tuning is required to use it).
The grouping of parts is meant to work with a 90mm throttle body and 90mm 90 deg elbow.
Who wants to make the rest themselves vs buying all of it as a kit, possibly with a complete CAI housing?

📊 Modified Single‑Stage Manifold vs. N54 & 3‑Stage (3SIM) 🔧
Just wrapped another dyno session — this time testing a modified single‑stage manifold.
The large throttle body and TRM 90 mm MAF were left in place for consistency with the last N54 and 3SIM tests.

Graph key:

Solid line → N54 manifold
Dashed line → 3‑stage (3SIM)
Dotted line → Modified single‑stage
💡 Key results (3000 – 7000 RPM):

3SIM leads under 4000 carrying strong low‑end torque.
The modified single‑stage is strongest from 4200 to 6600 giving an excellent overall powerband.
N54 manifold only pulls ahead past 6500 RPM.
All setups were run beyond 7000, but peak power occurs well before in every case.
This modified single‑stage balances airflow surprisingly well — sitting between the 3SIM’s low‑end grunt and the N54’s top‑end pull.

📩 Tuning or calibration questions: [email protected]

📊 N54 Manifold — Throttle Body, MAF, and 7500 RPM Test 🔧
Continuing with the N54 manifold testing, we ran comparisons using the stock N52 throttle body and the N62 90 mm throttle body paired with our TRM 90 mm MAF housing for proper scaling.

We also raised the rev limit to 7500 RPM to explore any gains from extended RPM operation.

💡 Results:

No measurable power increase from the larger throttle body or higher rev limit — the engine’s peak came earlier in the curve, around 6600 RPM.
The 90 mm setup did bring a significant increase in intake noise — aggressive tone, but no added horsepower.
Data reinforces that with this manifold, the airflow bottleneck lies in design, not throttle area.
Next, we’ll apply this same higher‑RPM testing to the 3SIM, adapting it for the 90 mm MAF and throttle body to keep the comparison consistent.

📩 Tuning or calibration inquiries: [email protected]

📊 N54 vs. N52 3‑Stage (3SIM) — Both Tuned 🔧
Next in our intake testing series: the N54 intake manifold compared against the N52 3‑Stage (3SIM) — both running dedicated TRM tuned calibrations for each setup.

What the data shows:

The 3SIM delivers stronger low and mid‑range torque thanks to its variable runner design and dual DISA valves.
The N54 manifold, which actually has a smaller plenum, only shows a meaningful benefit at higher RPM, where its shorter runners shift the powerband to the right.

💡 Next up:
We’ll increase the rev limit and re‑dyno with both the 3SIM and N54 manifolds, plus start incorporating modified stock manifolds to see how they compare.
This next round should make the differences above the standard redline even clearer.

📩 Tuning or calibration inquiries: [email protected]

📊 N52 Intake Manifold Comparison — All Four Configurations Overlaid 🔧
Here’s the complete picture so far — all four configurations compared on the same car, same dyno, under the same controlled conditions:

1️⃣ Single‑stage (325) – stock software
2️⃣ Single‑stage (325) – TRM tuned
3️⃣ 3‑stage (330/3SIM) – stock 330 software
4️⃣ 3‑stage (330/3SIM) – TRM tuned

This set shows exactly how both hardware and software influence performance:

The 3SIM brings clear mid‑range and top‑end gains over the single‑stage.
TRM tuning enhances both setups, aligning torque and airflow to each manifold’s design.
Combined, they define how the N52 responds when properly optimized.
All tests were done under identical conditions, so the data is direct and repeatable.

🧠 Next up: we’ll move beyond "stock" N52 manifolds and bring in the N54 manifold to see how it compares. That’s when airflow design really gets interesting.

📩 For tuning info or calibration setups: [email protected]

📊 N52 3‑Stage (3SIM) Manifold — Stock vs. Tuned 🔧
Continuing the N52 intake comparison series — this time, the 3‑stage intake manifold as found on the 330.

Each run here used the 330’s stock calibration and then TRM’s optimized software developed for this manifold.
Same car, same dyno, same day — only the software changed.

The results show how the TRM tune sharpens torque delivery through the mid‑range and extends power smoothly at high RPM.
This tune fully leverages the 3SIM’s variable runners and both DISA controls to make the most of its airflow design.

Next up, we’ll overlay all four plots: single‑stage and 3‑stage, both stock and tuned.

📩 Tuning & calibration information: [email protected]

📊 N52 Single‑Stage Manifold — Stock vs. Tuned 🔧
Next up in the series: the single‑stage (325) intake manifold — this time comparing factory stock software vs. TRM’s optimized performance calibration.

Same car, same manifold, same day. The only change here is software.

This shows how much power and torque can be unlocked from the stock single‑stage setup through careful tuning alone — no hardware changes required.

You’ll notice improved torque delivery through the mid‑range and cleaner power up top, matching the airflow potential more effectively than stock calibration allows.

This serves as the tuning baseline before we move on to the 3‑stage manifold (3SIM) comparison next.

📩 Tuning & calibration inquiries: [email protected]

📊 N52 Intake Manifold Comparison — Stock vs. Stock 🔧
Starting the data series with a pure hardware comparison:
Single‑stage (325) vs. 3‑stage (330) intake manifolds.

Each setup was run with its corresponding factory software —
➡️ The 325’s single‑stage used stock 325 software
➡️ The 3‑stage (3SIM) used stock 330 software

Same car, same dyno, same test conditions.
No tuning changes or external modifications — just manifold and software as they’d appear in their respective cars.

This gives a clean view of how the manifolds themselves differ in torque curve and airflow characteristics while using the original factory calibrations designed for each. (Hint: the biggest influence being the Valvetronic.)

Next, we’ll look at how tuning influences these same setups.

📩 Tuning & calibration questions: [email protected]