Category Archives: TDP Advanced Journal

BMW S58 | TDP.ie Advanced Engineering
Our billet cam cover and high-flow inlet manifold, as featured on the @redbulldriftbrothers BMW M2 G87.
Both components were designed, developed and manufactured entirely in-house at TDP for serious high-power S58 applications.
Billet Cam Cover
Incorporates our advanced oil/air separation system, developed specifically for very high-boost engines where effective crankcase ventilation and oil separation become increasingly important.
High-Flow Inlet Manifold
Designed specifically around high-flow port injection and extreme boost applications. The fully billet construction removes the structural limitations associated with the original plastic inlet manifold while supporting up to 25% greater airflow.
Both components are fully machined from 6000-series aerospace-grade aluminium, with all machining carried out in-house on our DMG 5-axis machining centre.
These aren’t cosmetic billet replacements — they were developed as functional engineering solutions for high-output S58 engines.
We are now taking orders for both components.
For pricing, specifications or project enquiries:
Email: robbie@tdp.ie
DM: @tdpadvanced
Call: +353 404 62650
TDP.ie Advanced Engineering
Innovation Without Limitation

BMW S58 | TDP.ie Advanced Engineering
Our billet cam cover and high-flow inlet manifold installed on the brand new @redbulldriftbrothers BMW M2 G87 during testing at A&M in Switzerland.
Testing was carried out on their Dynapack hub dyno, giving us the opportunity to evaluate the complete package under controlled conditions.
A big thank you to Marcel for the use of the excellent dyno room and for looking after us during the test.
The dyno screenshot shown is axle horsepower, uncompensated.
The engine is fitted with our in-house designed and manufactured:
– Billet S58 cam cover with advanced oil/air separation for very high boost applications
– High-flow billet inlet manifold designed for high-flow port injection, high boost levels and substantially increased airflow over the OEM plastic manifold
Both parts are fully machined in-house from 6000-series aerospace-grade aluminium on our DMG 5-axis machining centres.
Now available to order.
For pricing, specifications or project enquiries:

View the original post on Instagram ↗ Explore TDP Advanced Engineering · Back to the journal

View the original post on Instagram ↗ Explore TDP Advanced Engineering · Back to the journal

View the original post on Instagram ↗ Explore TDP Advanced Engineering · Back to the journal

View the original post on Instagram ↗ Explore TDP Advanced Engineering · Back to the journal

Inside one of our Honda K20 dry sump pans.

This is where proper oil control starts.

The pan uses four independent scavenge collection points, one for each big-end area, helping control the oil locally and reduce windage around the rotating assembly.

Oil coming from the timing-chain area is also captured and separated rather than being allowed to fall directly back into the crankcase.

Between the block and the dry sump pan we also fit an intermediate scraper plate. This further strips oil away from the crankshaft and helps prevent oil from being dragged around by the rotating assembly.

The aim is simple: keep as much oil as possible away from the crank, reduce windage losses, reduce drag, and allow the crankshaft to spin as freely as possible while maintaining reliable oil scavenging under sustained motorsport use.

Designed, developed and machined in-house as part of our Honda K-series engine programme.

TDP Advanced Engineering
Engine Development | CNC Machining | Motorsport Electronics | Dyno Development

Inside one of our Honda K20 dry sump pans.

This is where proper oil control starts.

The pan uses four independent scavenge collection points, one for each big-end area, helping control the oil locally and reduce windage around the rotating assembly.

Oil coming from the timing-chain area is also captured and separated rather than being allowed to fall directly back into the crankcase.

Between the block and the dry sump pan we also fit an intermediate scraper plate. This further strips oil away from the crankshaft and helps prevent oil from being dragged around by the rotating assembly.

The aim is simple: keep as much oil as possible away from the crank, reduce windage losses, reduce drag, and allow the crankshaft to spin as freely as possible while maintaining reliable oil scavenging under sustained motorsport use.

Designed, developed and machined in-house as part of our Honda K-series engine programme.

TDP Advanced Engineering
Engine Development | CNC Machining | Motorsport Electronics | Dyno Development

Inside one of our Honda K20 dry sump pans.

This is where proper oil control starts.

The pan uses four independent scavenge collection points, one for each big-end area, helping control the oil locally and reduce windage around the rotating assembly.

Oil coming from the timing-chain area is also captured and separated rather than being allowed to fall directly back into the crankcase.

Between the block and the dry sump pan we also fit an intermediate scraper plate. This further strips oil away from the crankshaft and helps prevent oil from being dragged around by the rotating assembly.

The aim is simple: keep as much oil as possible away from the crank, reduce windage losses, reduce drag, and allow the crankshaft to spin as freely as possible while maintaining reliable oil scavenging under sustained motorsport use.

Designed, developed and machined in-house as part of our Honda K-series engine programme.

TDP Advanced Engineering
Engine Development | CNC Machining | Motorsport Electronics | Dyno Development