BMW M3 engine on the test rig

Josef Lenz is one of the most respected independent tuners in Germany. His turnover comes almost equally from

1. Engine tuning for race teams, several of which abroad.
2. The development of tuning kits, including chip tuning, for sale to road car owners.
3. Development and trouble-shooting contracts for the motor industry.

In pre-test discussions (which were delayed by nearly three quarters of an hour while the head of engine development of one of Germany's major car makers discussed a critical problem with him), Mr. Lenz told us point-blank that we should give up any hope that a QMI treatment could do anything for the engine. It had already been tuned to the maximum which could be got out of it.

A week later, he sang another song. He is now one of the most convinced QMI-users in Germany.

His report:

We were commissioned by QMI Germany to test the effectiveness of the QMI PTFE engine treatment in a BMW M3 engine of the latest type-(6 cylinder) S 50 B 30. As is well known, this engine is already tuned for maximum performance in the factory.

The engine was mounted for test purposes on our "Super Flow 7420" test rig. Before the addition of SX-6000 we had already run-in the engine well, and, under fully standardised conditions, had carried out at least 30 performance tests inside two weeks, where the spread of the results was at most +/- 0.3%, so +/- 1 hp at a measured 210 kW (296 hp).

After addition of the SX-6000 coating treatment according to the maker's instructions, the engine was run for five hours before we took the first performance measurements. During the time while the measured runs were carried out, all external conditions (e.g., air temperature, humidity) were the same as for the previous runs, or alternatively were compensated for by use of standard factors.

The results (see graph) show, that SX-6000 brings an increase in performance above 3000 rpm, depending on load and engine speed, between 1 and 5 horsepower. It is statistically impossible that these increased performance values result from chance.

A reduction in the oil temperature through the reduction in friction was registered. Particularly at full load, where for example at 6000 rpm and 100% load, the temperature went back from 105°C to 100°C.

The test was carried out in January 1995.