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  • Sticky2's Avatar
    Today, 09:50 PM
    I think this might be a hard lesson for the NFL. At one time I couldn't imagine not watching football. Now I'm starting to think fuck it. These guys get millions, the NFL has special tax status, and citizens even fund their fucking stadiums. Fuck them. Enough.
    1325 replies | 1448327 view(s)
  • rif75's Avatar
    Today, 09:26 PM
    rif75 replied to a thread VTT Shotgun Review in N54
    +1. I have a z4 with stage 1 turbos and I ll be very interested to read about this z4 adaptation. No so happy about the custom charge pipe and the other things but if the result is here for sure, I may jump for the shotgun and full e85, don t want a PI and tired about e85 mix
    72 replies | 10174 view(s)
  • Terry@BMS's Avatar
    Today, 08:22 PM
    Visualizing it I think even with sequential it's inevitable you're going to be spraying against a closed valve given the size of port injectors we use and the required dutycycle to keep fuel pressure up. Often > 80%. Don't think incorporating the cam timing a few degrees forward or backward is going to make much of a difference.
    30 replies | 601 view(s)
  • Terry@BMS's Avatar
    Today, 08:14 PM
    With sequential you could index each port injection injector with its direct injection counterpart, but for reasons I outlined in the other thread, it's not going to work well for tuning. It would only be useful for shutting down a PI injector in the event the DME shut down a DI injector. An easier to implement option would be to use OBDII Mode6 data to detect misfire events BEFORE the DME triggers a fault/shuts down a cylinder, and once detected to enter a safety routine which includes first cutting spark via a relay on coils. Some info on the OBDII Mode6:
    30 replies | 601 view(s)
  • subaru335i's Avatar
    Today, 08:08 PM
    30psi absolute pressure but no one refers to absolute pressure as "boost". It is somewhere around 15-16 psi boost in the way literally everyone talks about boost. Boost is the amount of pressure "boosting" air into your cylinders over a naturally aspirated car. Would you ever say a NA car had 14-15 psi of "Boost" because of the absolute pressure of the atmosphere? No
    27 replies | 1079 view(s)
  • boostedbmw89's Avatar
    Today, 07:40 PM
    Hey fellas..bringing this back from the dead again. Im having the same problem. Changed to index 12 injectors, precision raceworks coils, new plugs gapped at .020 and its always cylinder 6. I have a 2008 335xi full bolt ons and like everyone else said its high boost/high rpm/high load situations. I did logging and everything looks perfect. Full e85 port injection and stage 3 fuel-it pump. I cannot get away from this damn cylinder 6 misfire. Its a 6AT and im not to sure about turning of misfire detection. I have a dyno day monday at 9am would love to figure this out before going in
    255 replies | 31120 view(s)
  • Kish2604's Avatar
    Today, 07:22 PM
    Call me impressed... That looks like an awesome build...
    13 replies | 385 view(s)
  • Kish2604's Avatar
    Today, 07:16 PM
    Terry, I am running your pi controller on my set up and have begun to understand the logic in your offering. I belive and I hope I share the sentiment of others is that through sequential firing we are able to control the shut off on both the DI and the PI system during misfire. I would imagine that the perfect way to control that is to sequence each pi injector to fire as long as its matching di injector is firing by somehow interfacing that signal with your controller. You could do it at the junction box for the wiring harness for the di harness as an option. This way when the di injector is signaled to open then the pi can open as well. When a cylinder or multiple cylinders are shut down by the dme those cylinders will also not fire with the pi.
    30 replies | 601 view(s)
  • Payam@BMS's Avatar
    Today, 06:55 PM
    Payam@BMS replied to a thread 919WHP 6870 N54 in N54
    There are no compressor maps given to know what the "efficiency zone" truly is. However, if you want to compare it to a Garrett which flows about the same 110lbs/min would be this: https://www.turbobygarrett.com/turbobygarrett/turbochargers/gtx4202r The compressor map shows effeciency in the 30psi range with about 80lbs/min flow. Idk how much AJe was pushing, but I can assume no more than 40 which is about the 100lbs/min flow mark. The turbo can take about 50 psi before being maxed out on the compressor map alone. I still do not agree that they have maxed the 6870, sorry.
    8 replies | 391 view(s)
  • Abacus38's Avatar
    Today, 06:10 PM
    Abacus38 replied to a thread 919WHP 6870 N54 in N54
    Or Aj needs to put in cams so the turbo can operate back in it's efficiency zone. Like I said the only cars I've seen hit 1000whp with 6870 are cars that went the Tony route. Fully built head and cams. The stock cams are holding this setup back. Either way if any of us wants to make a useable 1000whp you're going to need a bigger turbo then 6870.
    8 replies | 391 view(s)
  • Payam@BMS's Avatar
    Today, 05:24 PM
    You read that right! One of my personal cars is a 290k Mile e90 335i. I finally had some time on the dyno to dial it in and get it ready for a friend who wanted to purchase the car. I promised a turn-key 700whp to him, and we almost made it. E30 blend with Methanol Mods: VM/ACF Top Mount Borg Warner SXE 362 .91AR JB Phoenix Racing CP W/ Tial BOV Phoenix Racing Intercooler Spec Stage 3+ W/ Steel SMFW BMS 4 Bar Map Sensor BMS Meth kit W/ Custom 5gal tank Twin CM10 Nozzle 100% Meth Fuel-it Stage 1 LPFP Tuning: BMS JB4 MHD Flash with JB4 ST Back End I got the car ready and slowly dialed it in without methanol. Map 3 @ 20PSI on E30 blend did 567whp 530wtq: The logs looked really clean and I decided to turn it up with some methanol :D Map 8 on a 50 additive made 680whp and 700wtq. It touched 30 psi and tapered down to 25 psi toward redline. I assume the turbo has a few more ponies in it, but probably maxed out. I stopped pushing it any further as I saw I was at the limits of fuel and started to have some timing drops in bank2.
    0 replies | 33 view(s)
  • bla335xi's Avatar
    Today, 05:08 PM
    I was cruising when i had a limp pop with few codes (injector cutout, fuel pump plausibility). Pulled over, turned off, cleared codes, turned on in that order. Start driving, monitor logs and car is still in limp but now no codes, and it wont throw any, i tried gunning it, reflashing map, resetting adaptations, wont throw codes and stays in limp. FBO MHD ONLY e60. Anybody experienced that ?
    0 replies | 21 view(s)
  • Payam@BMS's Avatar
    Today, 05:06 PM
    Payam@BMS replied to a thread 919WHP 6870 N54 in N54
    Still does not mean that the 919whp is maxed out... that just means it needs more boost for our motor to make the 1kwhp.
    8 replies | 391 view(s)
  • Payam@BMS's Avatar
    Today, 05:03 PM
    I didn't have enough time to dyno that car, next week most likely! I did have a chance to dyno one of my other cars, I will be making a thread shortly ;)
    42 replies | 4184 view(s)
  • Payam@BMS's Avatar
    Today, 05:02 PM
    Where are you getting this information from?
    42 replies | 4184 view(s)
  • AdminTeam's Avatar
    Today, 04:55 PM
    nnn, we appreciate you taking the time to join.
    0 replies | 22 view(s)
  • FRD135i's Avatar
    Today, 04:07 PM
    Trump called out NFL players, here we go:pop:
    1325 replies | 1448327 view(s)
  • Abacus38's Avatar
    Today, 03:41 PM
    Abacus38 replied to a thread 919WHP 6870 N54 in N54
    Other platforms have hit 1000whp on the 6870 but that's with a completely built head and cams. 6870 isn't a 1000whp turbo really. It barely makes 1000whp and falls flat on it's face in the upper rpms. If you want a true 1000whp turbo you're looking at the pte 7175.
    8 replies | 391 view(s)
  • Terry@BMS's Avatar
    Today, 02:26 PM
    Sorry I sort of dropped the ball on this project. Seems like a simple one with good volume potential. :) When our 135i is back from Vargas with the new engine I'll pick it back up. On the processor I'd probably look for something robust (e.g. native 5v). Doubt you'll have to run it faster than 1mhz for this or worst case 8mhz. Slow speed PWM is harder to program than high speed PWM based on how the timers and prescalers are normally setup. On the JB4 for example we run it at 40mhz and to get down to 30hz for a single turbo solenoid had to setup a software PWM using capture/compare registers.
    50 replies | 14960 view(s)
  • AdminTeam's Avatar
    Today, 02:21 PM
    Welcome LazyKro, take a look around, I think you will like what you see.
    0 replies | 26 view(s)
  • AdminTeam's Avatar
    Today, 01:04 PM
    Welcome M-type, take a look around, I think you will like what you see.
    0 replies | 35 view(s)
  • Fricks's Avatar
    27 replies | 1079 view(s)
  • Eleventeen's Avatar
    16 replies | 602 view(s)
  • AdminTeam's Avatar
    Today, 11:55 AM
    Welcome dzid_, take a look around, I think you will like what you see.
    0 replies | 18 view(s)
  • stosh1's Avatar
    Today, 09:49 AM
    True, flow numbers can be deceiving, but at least it's an indication to the performance potential of the head. I would never buy a cylinder head w/o knowing exact flow figures (for every port), and perhaps that's why VAC doesn't disclose the numbers...because people wouldn't buy them if they actually had the data? Yeah, again, most reputable machine shops/porters have little problem disclosing flow figures or sharing technical data to help customers make informed decisions.
    13 replies | 913 view(s)
  • mike@n54tuning.com's Avatar
    Today, 08:26 AM
    Bump for the BEST deal ANYWHERE! www.n54tuning.com Mike
    41 replies | 14226 view(s)
  • mike@n54tuning.com's Avatar
    Today, 08:26 AM
    Bump for the BEST deal ANYWHERE! www.n54tuning.com Mike
    3 replies | 251 view(s)
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