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  • JD75's Avatar
    04-11-2017, 11:05 AM
    ​Hi Gents, I am pleased to announce the forthcoming release of these dual BB billet CNC'd CHRA turbochargers from NOZ Turbo Engineering in partnership with JDTuning. The turbos are 100% direct fit and retain the use of the OEM oil and coolant lines. The ball bearing assembly itself is made in Germany and the billet steel/alloy CHRA is CNC'd in-house by the turbo manufacturer in Taiwan, where all turbo housing machining, assembly and VSR balancing are performed on a state-of-the-art Schenck VSR by expert technicians. The turbos feature a TD04-15T lightweight billet compressor wheel with extended tip technology, a TD04 (9 blade) turbine wheel for improved efficiency whilst maintaining excellent spool characteristics and transient response. The entire OEM wastegate assembly has been re-designed to see improvements in the durability of the wastegate flapper arm bush, flapper arm valve, sleeve, actuator arm and the actuator rod connector to eliminate the dreaded N54 wastegate rattle. With high-flow inlets on straight E85 and the usual array of supporting mods/tuning expertise I believe they will support around 375rwkW @24/25psi of boost pressure as measured on a Dyno Dynamics dyno. The turbo designer has run a set of these on his own 335i pumping a stupid amount of boost for a little TD04 turbine (like 26-28psi) for the last 6,500+ kms in an effort to push these to failure and so far so good. No dyno results from him as yet as he is not a tuner, so he has left that up to me to obtain the dyno numbers and datalogs potential buyers are going to want to see. We have just completed the installation of the first set of BB turbos in Australia at Advan Performance and dyno results with datalogs will be following shortly. ;) Pricing to be finalised soon thereafter. Cheers, Justin.
    123 replies | 12998 view(s)
  • DOCRace's Avatar
    04-19-2017, 07:37 PM
    Trying to get results from shops is like pulling teeth sometimes but I'm always on the look out to see who has been getting good results from our kits. This one comes from a dealer of ours Sports Mind in Bahrain who are huge in the BMW scene over there. They installed our 6466 kit on a very rare 1M. The final result was 773hp/707tq with peak torque at just past 3Krpm:awesome: Yikes!! That's got to be an insane car to drive. They are running at 34psi on VP C85 race fuel. 773hp is the company's N54 HP record which isn't too bad.
    191 replies | 5350 view(s)
  • Sticky's Avatar
    04-20-2017, 12:41 PM
    To BimmerBoost's knowledge this is the most powerful E82 1M out there. It comes from Sports Mind in Bahrain which is a Doc Race dealer. The 773 peak horsepower is nice but look at the torque curve. The spool and shape is incredible. This is with 34 psi of boost on VP C85 fuel: Beautiful. It has to be a ton of fun to drive although some BimmerBoost members are questioning the spool. Just an incredibly well done 1M.
    191 replies | 1342 view(s)
  • Sticky's Avatar
    04-06-2017, 07:15 PM
    By dmacpro91: I'm sure a lot of you know the struggles I've gone through with trans options on this platform. Little backstory on the trans options I've run so far. Stock 6AT Ran with the stock trans (Alpina flash though) for my entire time as a stock turbo car. Made something like 430whp for a year or so with no issues. Eventually did a single turbo build and the trans held that for a few months at 629whp before it finally gave. Level 10 "1000hp" "build" I can't even say enough negative stuff about this setup or the company, but I have a review thread and teardown of what their build includes somewhere on here. Short version is it was useless. Stock 6MT w/Spec Stage 3+ clutch and SMFW Ran this setup with varying power levels between 700whp and 800+whp. This setup takes the abuse REALLY well except when launching. In a 135i we don't have nice options for a beefed up manual driveshaft or rear yet. One of the few times I tried to launch hard on this setup I sheered off the end of my driveshaft in the rear. Never did it again after that. This brings us to the newest trans option which I have a lot of faith in. AD Engineering has come up with a kit to bring all the goodness of the GM trans world to us. The kit I bought included: Ford 8.8 Rear DSS Axles 4L80E w/custom bellhousing Aluminum driveshaft Install went pretty smooth. Rear bolted right in and the trans mates up to the engine great. Only modification needed was to cut a little bit out of the tunnel, tweak it, and weld it back in. I'll get pics of this tomorrow. Oh I also needed to have the driveshaft shortened a bit due to me being a 135 instead of a 335, but that was no big deal. The build quality of this kit is absolutely top notch as are all of the products I've received from ADE. As for the trans controller, I decided to go with the TCI EZ TCU. As we get this project buttoned up I'll provide more info and some videos. Update 3-15-17: Car is basically done, just need to wire up the reverse lights. We were able to test it on the rack yesterday and everything is functional (performance mode, manual shifting through all gears, etc.). Ended up needing to add a switch to make the car think the clutch is engaged (for starting). We could have done something like tie it into the brake switch, but I didn't want to chance any weird behavior when brake-boosting. The TCU is mounted behind the AC controls which is a damn near perfect fit. I should be picking it up today. Once I get it back I'll be spending some time getting the gear calculations worked out in the flash so the ECU knows what gear it is in (mainly needed for things like boost limits/gear). In the pic of the 2 switches the red one is the clutch switch and the gray one is for the line lock. Install notes: *Use a toggle switch to simulate the clutch signal to the CAS (for starting). *Leave clutch wiring hooked up so DME doesn't think clutch is always depressed. *To use paddles, we did a bit of custom wiring in the steering wheel. Up/down shift wires were cut coming out of the back of the steering wheel and that wiring was run to the TCU. *RPM signal was retrieved through the wire at the OBDII port. *TPS Signal from DME grey connector position 20. *Posi-taps make like MUCH easier.
    97 replies | 9241 view(s)
  • Sticky's Avatar
    04-07-2017, 11:22 PM
    Here it is, the Weistec W.4 AMG M157 5.5 liter V8 turbocharger upgrade package. BenzBoost showed teasers previously of the turbo hardware and a preliminary dynograph. Well, the production kit shows 856 horsepower and 759 lb-ft of torque at the wheels. That is at all four wheels on a 2016 W212 E63 AMG S. Additionally, with 91 octane pump fuel at 20 psi with supplemental methanol injection. The car also has the Weistec 722.9 Bulletproof transmission upgrade: That is a ton of power and torque and keep in mind this is not with the turbochargers turned up as this M157 is stock internally. There will be a W.5 package with forged internals which of course have been available from Weistec since last year. What will this turbo upgrade do with a built M157 and the turbos cranked up? Well, we will soon find out but expecting 1000+ is within reason. As for performance the W.4 was measured at 60-130 in 6.153 seconds: We will have to wait and see on the 1/4 mile times. Overall, Weistec has done a ton of testing on the W.4 upgrade and you can rest assured that it delivers as advertised: http://weistec.com/m157-w-4-package.html M157 W.4 Package The M157 W.4 package is the package for customers seeking the pinnacle of performance and refinement. At the core of the M157 W.4 Package is the M157 W.4 Turbo Upgrade. Taking a giant leap ahead of all other available upgrades, the M157 W.4 Turbochargers completely replace the factory units. They are ball bearing, featuring CNC machined billet aluminum compressor wheels capable of flowing 65lb/min. To feed these monster turbochargers, completely new airboxes and intake tubes are included. The Weistec Turbo-Folds provide significantly increased flow of exhaust gasses compared to the stock turbo-fold. The Weistec M157 True Downpipes perfectly mate up to the M157 W.4 Turbochargers to ensure minimal restriction once the exhaust gasses have gone through the turbine. An Engineered Solution The W.4 Turbochargers are the most capable production turbochargers available for the M157 engine. The W.4 Turbocharger Package which includes our M157 ASV/Water-Methanol Injection System is capable of producing 1000+ crank horsepower (820~850HP at the wheels on a Dynojet Dyno) on 91 octane pump gas. What’s equally impressive is that these numbers are achieved at only 20psi, and 20 psi is only the beginning. The goal of the W.4 Turbocharger Package was to have a complete package that provides amazing gains in power and performance, but does not require race gas, or an iced down intercooler system. Something that can be daily driven, filled up at any gas station, and is within power capacity of the factory engine internals. Control = Reliability While the M157 engine is a very robust engine in factory form, we have seen a couple weak leaks at extreme power levels. The most common is a bent connecting rod. If the engine is producing a sustained 1000 lb-ft of torque (820-850 lb-ft at the wheels) or more, all it takes is one knock event to bend a rod. This was taken into consideration with the ECU tuning for the W.4 Power Package as they can make far more power and torque than a stock M157 engine can handle. Boost is controlled and tapered up to the peak of 20psi as RPM’s increase. This creates a broad torque curve that remains under 800 lb-ft (at the wheels) while allowing power to continually increase towards redline, minimizing stress on the rods as well as the rest of the drivetrain. With a fully built M157 and other supporting upgrades, expect to see significantly higher power numbers as the Turbochargers can flow enough air volume for 1400+ crank horsepower! Key Features: Ball Bearing Turbochargers Removed Restriction of Stock Turbo-Folds Weistec M157 Airboxes with Turbo Intake Tubes Greatly Increased HP and Torque Improved Throttle Response Eliminated Top Speed Limiter Optimized Fuel, Spark and Boost CNC Billet Aluminum Compressor Wheel Upgrade 65lb/min Compressor Flow Improved Airflow Aggressive Exhaust Note Free Flowing Exhaust 1000+HP Capable
    91 replies | 1023 view(s)
  • j_hynson's Avatar
    04-09-2017, 11:04 AM
    So I did the OTS stage 3 xHP flash and I'm pleased for the most part. The shifts are deff faster and the transmission seems to be smoother but my concerns are the following: -when I'm in sport mode (gear selector to the left) and I get on the gas it won't shift without me doing it via selector or paddles - in "D" when I get on the gas and go through a gear then let off, the trans will just hang up high in that gear instead of shifting to the next. anyone else experiencing this?
    37 replies | 4506 view(s)
  • Sticky's Avatar
    03-31-2017, 08:41 AM
    Doc Race's top mount N54 manifold is popular for several reasons. One, it is a quality piece that actually fits the way it is supposed to. That is kind of a good thing to have so you aren't hammering your manifold to get your hood to close. Also, they have experience doing turbo manifolds for over a decade now. Their piece simply works well and produces great numbers. Let's take a look at the dyno runs: Here is the breakdown: 14psi on map1 20psi 28psi 31psi At 31 psi you see 738 wheel horsepower on the Dynojet. Also 695 lb-ft of torque at the wheels. The graph is not exactly the highest resolution but it is a good looking curve and the manifold works well at various boost levels. Just a solid product as to be expected from Doc Race.
    60 replies | 1243 view(s)
  • Tony@VargasTurboTech's Avatar
    04-16-2017, 12:27 PM
    Took the car to the strip yesterday, after a few shake downs, launched the car at 4700, and was able to cut a 1.67 60ft, car was moving, but unfortunately lost the belt at the top of the run, and the car though pointed straight decided to make a hard left(loss of power steering is my guess), almost collided with the Chevelle we were running. We manged to avoid the wreck, but since we crossed center they did not count our final ET, or trap. As you can see from the slip the chevelle ran a 10.81 despite having to brake hard to avoid us. We were 2/10th's faster the entire way down the track, including the 1000 ft mark, would have reeled of a 10.6 or better, but it wasn't meant to be. We will be heading back to the track very soon to get the slip to back this up..:) Video, slip, and photos attached for fun...
    29 replies | 3913 view(s)
  • j_hynson's Avatar
    04-05-2017, 10:25 AM
    I've been searching around trying to find a thread with a solid answer and can't really find anything. When I get on the gas around 6000rpm the car will throw a misfire code on cylinder 6. I'm only making around 18-21 psi at the moment. So far what I've done is: -gapped plugs down -swapped around plugs and coils -compression test (results were fine) -attempted leak down but hose was leaking so Matco guy is getting me a replacement. modifications are in signature. any help is appreciated
    35 replies | 3511 view(s)
  • Sticky's Avatar
    04-06-2017, 07:29 PM
    Sticky started a thread PTE 6266 vs. EFR 8374 in N54
    Looks like Payam has some new toys:
    29 replies | 3753 view(s)
  • Sticky's Avatar
    04-06-2017, 04:22 PM
    TPG Tuning recently ran an incredible 140+ mile per hour pass in the 1/4 mile with their F82 M4 shop car. That led to BimmerBoost wondering how they were solving the problem with the S55 engine's crank hub spinning. Well, they are not solving it. Mitigating it is perhaps a better term but the root of the problem is the design of the crank itself. BMW went cheap. Too cheap. Especially for an M car when they decided to put the timing and oil pump gear on a separate piece instead of integrating it as in the S63 V8 design. As that engine goes into a more expensive car BMW did not go as extreme in cutting costs. Also, it is not like this is the first time BMW has screwed up on a BMW M motor but in the past there were real solutions. There is no real solution for the F80 M3 and F82 M4 and there likely never will be: Basically, to do this correctly and fix the problem you need to re-engineer the crank design. That is not cheap. Can it be done? Yes. Is anyone going to do it? Probably not. Even if they do will people line up to buy it? The final cost likely makes it not worth the investment. At least TPG Tuning feels that way. Other solutions have been tried. Gintani's approach was a one piece crank hub: This piece was tested on Maximum PSI's car but the crank hub spun. Gintani believes they did not torque the piece correctly but whatever happened the crank hub spun. Speaking of Maximum PSI, they are trying a different approach now. They are going to drill the crank: Is that going to work? Who knows. We will have to wait and see. You may be asking, how did TPG Tuning have success and how is their motor holding together? Well, they are using a one piece billet crank hub design but with some additional changes: There may also be a bit of luck involved but their motor is holding together for now and the crank hub is not spinning. It is not like they are not beating on it either. The problem is really for everyone else modifying the platform. The crank hub just feels like a ticking time bomb and as power is added the issue is only compounded further. TPG Tuning also is not offering their pieces to the public: It is not hard to relate to TPG Tuning. The BMW tuning community is hypocritical. They want fast cars yet are not willing to put in the work to get there. Those who do put in the work are chastised if things do not work out as planned. It is like dealing with a bunch of spoiled brats. Especially when it comes to the M3 world. This is all very unfortunate as the S55 was such a promising platform. There is no need to write it off completely as cars are making big power but if in the back of your mind you know a failure is coming at some point how can you really enjoy it? Enthusiasts just have to hope someone figures out a solution someday. BimmerBoost would like to thank Jason @ TPG Tuning for his time and to wish TPG Tuning good luck on their goal of breaking into the 9's on the S55 platform.
    27 replies | 4020 view(s)
  • Josh@RSE's Avatar
    04-19-2017, 09:42 AM
    Since a lot of my experience with my e90 has come from BoostAddict, @Sticky said it would be okay for me to give away one of our first (public) products here. For those of you guys with top mount single turbos and a relocated coolant tank, we made a new bracket and lines to support proper mounting of the power steering reservoir. You can find more info in the original thread: http://www.boostaddict.com/showthread.php?82996-N54-Power-Steering-Reservoir-Relocation-Kit The rules are simple... just post in this thread saying you want one, and on 4/26 I will use a random number generator to pick from the list. If you're in the USA, you get the bracket and kit for free. If you're outside of the USA, you might need to pitch in $10-15 for shipping. 1. Grip&Go 2. Aaron 3. psychosinmylobby 4. R.G. 5. Traf 6. gunda 7. showcase199 8. ninjacoupe 9. G_OFF5280 10. Aus335iGuy 11. daedoe 12. Daily Three 13. I6+TT=FTW 14. omgboost 15. JBacon335 16. Andydna15 17. EJ_Reynolds 18. Abacus38 19. e92revolution 20. 1///M
    25 replies | 2432 view(s)
  • V8Bait's Avatar
    04-19-2017, 07:45 PM
    As some of you know, the last couple months I have been helping reverse-engineer the BMW ignition system in order to help develop a path for upgrading it. The stock system isn't horrible, but it has many shortcomings as everybody who owns a high powered N54 is well aware of. That being said, since others seem to also be developing upgrades, I think I'll start releasing some information on what I've found for the benefit of the community. Unlike some other threads, this is all new information, and will be expanded and refined the next 1-2 months as testing continues. 1) What are the hardware limitations of the DME?We'll use the older MSD80 to expand on this question. If the hardware is good, it opens up different options than if the hardware is lacking to begin with. Nearly all BMW's use TCI systems for spark (transistorized coil ignition), which means they have a transistor IGBT (also known as an ignitor) to drive an inductive coil. The transitor is located inside the DME, as opposed to some cars which have a module. The transitor used is a Fairchild ISL9V5036S3ST class IGBT, the datasheet can be downloaded here. It's a very nice transistor, capable of over 30 amps per channel and 250W heat dissipation, among other key features. The way the circuit functions, is you have a 5v logic signal to the IGBT in the DME. That grounds an output to the coil, energizing the coil (coil has constant 12v and a secondary ground in addition to the coil - signal). When the 5v logic signal ends, the ground path ends, and the coil fires. This is a "dumb" system since the transistor (aka ignitor/IGBT) is separate from the coil. Basically, the transistors function as the points in an old muscle car. Smart coils (LS, Audi, Honda) have the 5v logic going straight to the coilpack, which has the IGBT incorporated. 2) What are the current ignition coils capable of? Bosch/Delphi OEM coils were used to establish a baseline, to see just how powerful the factory system is, and what the limits are for dwell time. The best way to test an ignition coil is with an oscilloscope. There are a few key things to be concerned with including primary coil amperage draw vs dwell time, primary coil saturation point, secondary coil peak voltage potential, and secondary coil output. Some of these measurements are more difficult to obtain that others. I am not going to release everything I have yet, others need to do their own due diligence, but here are some of my results for dwell and amperage draw that are relevant to everybody on the platform: a: Bench testing OEM coils. Top trace (green) is function generator signal (dwell), yellow is current draw, lower trace is high tension (secondary voltage, spark starts when primary current collapses and ends at the squiggly, better seen in lower image with upgraded coils) b: Testing OEM coils on a running car. Current draw can vary based on operating conditions but is a quick and easy way to see if the tables in the XDF are functioning as expected. In a nut shell, at the beginning of this project, they were not. Now they are, and similar to the bench testing the coils saturate around 3mS at ~14V. Note- current clamp was being finicky today and no good secondary coil data due to technical difficulties with interference (no spark plug wires makes it difficult to obtain): If you want to know the mJ output of the Bosch, it's low. The DME can handle more amperage than this, the coils were simply saturating. More will be released on this later. Just for fun, here's what an upgraded coil looks like on the test bench at 1, 2 and 3mS with significantly stronger secondary output: 3) Is the DME hardware limited by software?Just because the hardware is good, doesn't mean BMW won't stop your fun. A couple people have tested the Dwell tables before and found that the car does not react as expected. This meant there were two options; go around the problem or fix the problem. Working with Jake and MHD, the Dwell tables can be made functional and at least one cause of current limiting has been resolved. 4) Which coils should be considered for upgrades? The answer is always LS swap, for everything car related. Except LS are smart coils and tend to discharge early if over driven. Price, reliability, power are the players. I would love to hear opinions on what would constitute the best coil for these cars, as it seems there's a few drastically different versions coming out in the next 1-2 months.
    25 replies | 2979 view(s)
  • Sticky's Avatar
    04-12-2017, 10:39 PM
    "Ask any racer. Any real racer. It don't matter if you win by an inch or a mile. Winning's winning." Everyone remembers that quote from the first Fast and the Furious movie. You know, the movie that was about street racing and the scene that surrounded it? Well, something happened to the franchise. It shifted focus from car racing to action scenes. This was good for the box office but there is little remaining for car enthusiasts. The reason the Fast and the Furious originally appealed is that chase scenes, races, and awesome cars were the focus. The vehicle action scenes almost seem forced in the later movies. Bloomberg posted an excellent piece detailing how things changes. Let's just take a look at a few of their data points: You can read the full (and very well done) article here: https://www.bloomberg.com/graphics/2017-fast-and-furious/ At least there is room for a new movie or even franchise that is more centered around cars as the Fast and the Furious moved toward big budget action scenes and Hollywood starpower.
    31 replies | 2289 view(s)
  • Sticky's Avatar
    04-14-2017, 04:24 PM
    This is glorious and well deserved. Remember when Pure Turbos released their excellent M177 turbo upgrade for the W205 C63 platform and an idiot by the name of @1fastc63s started running his mouth about how the dyno numbers are fake, Dime's turbo upgrade is better, and proceeded to challenge everyone on Instagram to race in order to prove it? Well, he got his wish. Oh boy did he get his wish. Let's start with a DME Tuning tuned C218 CLS63 M157 with two passengers pulling the Dime turbo upgraded W205 C63 S M177: Well, that did not work out as planned, did it? Now to truly highlight the insecurity and immaturity of this kid with the C63 S, here he is getting pulled by an F82 M4 on the factory S55 turbochargers and a DME Tuning ECU flash tune. The beatdown is so bad he tilts the camera down and refuses to provide the rest of the footage: He mad? He mad: Way to go winner!
    32 replies | 2392 view(s)
  • Sticky's Avatar
    04-14-2017, 04:10 PM
    This is glorious and well deserved. Remember when Pure Turbos released their excellent M177 turbo upgrade for the W205 C63 platform and an idiot by the name of @1fastc63s started running his mouth about how the dyno numbers are fake, Dime's turbo upgrade is better, and proceeded to challenge everyone on Instagram to race in order to prove it? Well, he got his wish. Oh boy did he get his wish. Let's start with a DME Tuning tuned C218 CLS63 M157 with two passengers pulling the Dime turbo upgraded W205 C63 S M177: Well, that did not work out as planned, did it? Now to truly highlight the insecurity and immaturity of this kid with the C63 S, here he is getting pulled by an F82 M4 on the factory S55 turbochargers and a DME Tuning ECU flash tune. The beatdown is so bad he tilts the camera down and refuses to provide the rest of the footage: He mad? He mad: Way to go winner!
    32 replies | 2136 view(s)
  • Sticky's Avatar
    04-21-2017, 06:31 PM
    When you can no longer option your BMW M car with a manual transmission and an automatic is the only choice the conversion of the M brand from roadcourse to dragstrip will officially be complete. That is exactly where we are headed according to BMW M's VP of sales and marketing Peter Quintus. We already know the next generation F90 M5 will be available with a ZF automatic gearbox. Why? Because the unit is already tried and tested with the Audi C7 RS6 and RS7 which are all wheel drive models. The M5 going to all wheel drive puts more stress on the drivetrain and with all that twin turbo V8 torque a stout gearbox is needed. Why spend the money to develop a new dual clutch for the all wheel drive system when you can just plug in ZF's solution? That is exactly what Mercedes-AMG did with the W212 and W213 generation 4Matic E63's. Fine, they are cutting costs. No surprise there. However, the manual looks like it will follow the dual clutch out the door. That is not good: He also says the manual gearboxes can not cope with the torque which is a joke. He also takes a shot at American manual gearboxes which seem to have no trouble with big torque: Awful shift quality? Based on what? Also, how is the ZF automatic any lighter than a good manual gearbox? It isn't. It is heavier. So what the hell kind of logical argument is that? What this comes down to is that M is moving to all wheel drive to put the torque down and if the next generation M3 and M4 are all wheel drive they will simply plug in the ZF gearbox rather than develop a dual clutch. The DCT is still the enthusiast and performance choice and the manual is obviously the choice for driver interaction. Oh well, this is the new M. Source
    35 replies | 1011 view(s)
  • Sticky's Avatar
    04-12-2017, 10:41 PM
    "Ask any racer. Any real racer. It don't matter if you win by an inch or a mile. Winning's winning." Everyone remembers that quote from the first Fast and the Furious movie. You know, the movie that was about street racing and the scene that surrounded it? Well, something happened to the franchise. It shifted focus from car racing to action scenes. This was good for the box office but there is little remaining for car enthusiasts. The reason the Fast and the Furious originally appealed is that chase scenes, races, and awesome cars were the focus. The vehicle action scenes almost seem forced in the later movies. Bloomberg posted an excellent piece detailing how things changes. Let's just take a look at a few of their data points: You can read the full (and very well done) article here: https://www.bloomberg.com/graphics/2017-fast-and-furious/ At least there is room for a new movie or even franchise that is more centered around cars as the Fast and the Furious moved toward big budget action scenes and Hollywood starpower.
    31 replies | 1731 view(s)
  • Sticky's Avatar
    04-05-2017, 01:20 PM
    Are they big enough though?
    10 replies | 4419 view(s)
  • Sticky's Avatar
    04-10-2017, 04:34 PM
    I'm just curious if the return on a Dyno by renting out time on it makes an actual business case? Part of me just dreams about having my own dyno in my own awesome garage with a lift and so forth. I'm not sure how quickly car and be put on or off the dyno but could probably pay itself off fairly quickly with enough cars getting runs. A Dynojet 424xLC2 unit runs about $60k. Here's a breakdown of the various units: MODEL 224X STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 224x $22,500.00 2006 Automotive Dynamometer Price List ADDLR - Page 2 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. Model 224x Automotive Chassis Dynamometer D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Item Detail Price Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Above-Ground Platform Kit Necessary when using the four-post lift. Consists of a $2,000.00 platform for the rear of the dyno with a lift interface kit Pit Covers Necessary when installing the dynamometer into a pit/in-ground installation. $800.00 Covers open areas exposing the dyno roller only Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using high-flow pump w/ sample tube or bung $2,995.00 Eddy Current Load Control Includes the eddy current absorption unit, torque cell, and dynamic load control $15,000.00 software. Perform loaded tests, including step, sweep, and closed loop. (pit or above ground) Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Model 224x Automotive Chassis Dynamometer Optional Accessories 2006 Automotive Dynamometer Price List ADDLR - Page 3 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t MODEL 224XLC STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • Eddy Current Load Absorption Unit, Torque Cell, and dynamic load control software. Perform loaded tests, including step, sweep, and closed loop • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 224xLC $36,995.00 Model 224xLC Automotive Chassis Dynamometer Item Detail Price Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Above-Ground Platform Kit Necessary when using the four-post lift. Consists of a $2,000.00 platform for the rear of the dyno with a lift interface kit Pit Covers Necessary when installing the dynamometer into a pit/in-ground installation. $800.00 Covers open areas exposing the dyno roller only Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using high-flow pump w/ sample tube or bung $2,995.00 Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Model 224xLC Automotive Chassis Dynamometer Optional Accessories Model 424x All-Wheel Drive Chassis Dynamometer MODEL 424X STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • Tests vehicles in either two-wheel or all-wheel drive modes • Above-Ground or Pit installation accessories included • Consists of two Model 224x chassis dynamometers • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 424x $60,000.00 2006 Automotive Dynamometer Price List ADDLR - Page 4 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. Model 424x All-Wheel Drive Chassis Dynamometer D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Optional Accessories Item Detail Price Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using $2,995.00 high-flow pump w/ sample tube or bung Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Eddy Current Load Control Includes the eddy current absorption unit, torque cell, and dynamic load control $15,000.00 software. Perform loaded tests, including step, sweep, and closed loop. Available for front, rear or both. 2006 Automotive Dynamometer Price List ADDLR - Page 5 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Item Detail Price Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using high-flow pump w/ sample tube or bung $2,995.00 Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Model 424xLC2 All-Wheel Drive Chassis Dynamometer Optional Accessories MODEL 424XLC2 STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • Tests vehicles in either two-wheel or all-wheel drive modes • Two Eddy Current Load Absorption Units, Torque Cell, and dynamic load control software. Perform loaded tests, including step, sweep, and closed loop • Above-Ground or Pit installation accessories included • Consists of two Model 224xlc chassis dynamometers • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 424xLC2 $79,995.00 Model 424xLC2 All-Wheel Drive Chassis Dynamometer MODEL 248X STANDARD FEATURES AND EQUIPMENT • Measures up to 2,000hp+ and 200mph • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 248x $32,500.00 2006 Automotive Dynamometer Price List ADDLR - Page 6 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. Model 248x Automotive Chassis Dynamometer D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Model 248x Automotive Chassis Dynamometer Optional Accessories Item Detail Price Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Above-Ground Platform Kit Necessary when using the four-post lift. Consists of $2,800.00 platforms, railings, side enclosures and lift interface kit Pit Covers Necessary when installing the dynamometer into a pit/in-ground installation. $900.00 Covers open areas exposing the dyno roller only Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using $2,995.00 high-flow pump w/ sample tube or bung Dynotrac Load Control Air actuated system utilizing the friction brake system of the dynamometer $1,500.00 to perform load tests by close-looping on speed, rpm or percentage of load Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00
    10 replies | 4302 view(s)
  • Sticky's Avatar
    04-11-2017, 03:12 PM
    Talk about some pretty impressive hardware! Evolve took their tuned F10 M5 to Vmax event which is essentially top end racing. Their ECU tuned F10 M5 did not shy away from some stout competition and it did incredibly well. C7 Audi RS6. The all wheel drive wagon gets the F10 M5 as it just goes WOT off the line but the M5 runs it down and passes easily. Just a much stronger top end pull: Next up is a tuned W205 C63 AMG S. The C63 just is outclassed: Now we get to the good stuff. How about a Pagani Huayra? The odds of ever seeing one are slim let alone getting a run with one. The Huayra features a 700 horsepower AMG M158 twin turbo V12. Yes, it can be tuned although this seems to be a stock example. It is blistering fast in stock form and only weighs 3064 pounds. The M5 and the Huayra are door to door but then the Pagani starts to edge at higher speeds. The BMW sedan really hangs in there well against an incredible exotic: Next up is a Lamborghini Huracan. It just does not have the top end pull to compete: Finally, a Porsche 991 Turbo S. The Porsche just rockets off the line and has a huge lead. The M5 has to run it down but begins to close the gap. It actually manages to catch up and pass. An event like this where the M5 can really stretch its legs is well suited to its strengths.
    19 replies | 2842 view(s)
  • Sticky's Avatar
    04-21-2017, 06:22 PM
    When you can no longer option your BMW M car with a manual transmission and an automatic is the only choice the conversion of the M brand from roadcourse to dragstrip will officially be complete. That is exactly where we are headed according to BMW M's VP of sales and marketing Peter Quintus. We already know the next generation F90 M5 will be available with a ZF automatic gearbox. Why? Because the unit is already tried and tested with the Audi C7 RS6 and RS7 which are all wheel drive models. The M5 going to all wheel drive puts more stress on the drivetrain and with all that twin turbo V8 torque a stout gearbox is needed. Why spend the money to develop a new dual clutch for the all wheel drive system when you can just plug in ZF's solution? That is exactly what Mercedes-AMG did with the W212 and W213 generation 4Matic E63's. Fine, they are cutting costs. No surprise there. However, the manual looks like it will follow the dual clutch out the door. That is not good: He also says the manual gearboxes can not cope with the torque which is a joke. He also takes a shot at American manual gearboxes which seem to have no trouble with big torque: Awful shift quality? Based on what? Also, how is the ZF automatic any lighter than a good manual gearbox? It isn't. It is heavier. So what the hell kind of logical argument is that? What this comes down to is that M is moving to all wheel drive to put the torque down and if the next generation M3 and M4 are all wheel drive they will simply plug in the ZF gearbox rather than develop a dual clutch. The DCT is still the enthusiast and performance choice and the manual is obviously the choice for driver interaction. Oh well, this is the new M. Source
    35 replies | 478 view(s)
  • Sticky's Avatar
    04-20-2017, 02:42 PM
    What's interesting is that this will be rolled out across all JB4 ranges so it really doesn't matter what motor you have with the JB4 you will be able to do E85 flex-fuel it looks like: The more flex fuel options, the better, right?
    18 replies | 2207 view(s)
  • Sticky's Avatar
    03-31-2017, 05:41 AM
    13 replies | 2808 view(s)
  • Sticky's Avatar
    04-02-2017, 12:23 PM
    Well, at least that is what the guy would have you believe. Sorry for the poor photo but I was driving and it was hard to get a shot with my cell phone while keeping pace as he tried to pull away: M5 badge on a 535i or 540i. Traffic opens up and I easily blow by him without trying. We get a light and I roll down the window and tell him that he wishes that was a real M5. He laughs and nods then tells me he has an i8 and an M550i on order. Young guy with a fake M5 so I don't buy it but whatever. I give him the hit off the line and destroy him by bus lengths. Seeing the fake M5 just brought up something in me that I had to expose it. I might not have been in the M but I still feel the need to call people on this kind of BS.
    6 replies | 3948 view(s)
  • Tony@VargasTurboTech's Avatar
    04-04-2017, 01:50 PM
    This S14 was fully drag prepped with slicks, and looked pretty fast, he was on it hard, not sure if this was just a shake down, he was limited by traction or gearing, but this is not even fair... One of the three 172 passes on the day...:naughty:
    9 replies | 3635 view(s)
  • Sticky's Avatar
    04-03-2017, 01:19 PM
    Sticky started a thread XHP 6hp XDF in N54
    XHP 6hp XDF We\'ve just corrected a few minor bugs in the xdf File for TunerPro. With the Freeware TunerPro, everyone can create his own maps for every supported xHP Car. Change shiftpoints, TQ management maps, Torque Converter lockup and many more by yourself. XHP 6hp XDF
    21 replies | 2272 view(s)
  • Sticky's Avatar
    04-08-2017, 02:50 PM
    I knew it would happen sooner or later. Way too many Teslas in my area and I wanted to be modded before hitting a stoplight with one but no such luck. Fortunately, it was a Model X P90D. I blew by him and then hit a light and he pulled up next to me so we both knew it was on. I did a soft launch launch and he didn't get me off the line. With the way these things are hyped I figured I would have to run him down. Don't get me wrong, that big boat hung in there well until I was was deep into third and which point I probably had 5 cars or so on him and was continuing to pull. Yes, I know the Model X is slower. However, these things are hardly unbeatable. I'll definitely want a tune if I run into a Model X P100D and especially if I run into a sedan.
    7 replies | 3773 view(s)
  • Ddogrocksolid's Avatar
    04-17-2017, 06:12 PM
    Hey guys im looking for a replacment oil return block fitting that uses AN on the end. Does anyone sell this?
    20 replies | 1946 view(s)
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