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  • Rob@RBTurbo's Avatar
    Yesterday, 03:47 PM
    Here is a reference of the latest development of Standard RB Turbos combined with TFT inlets, allowing unrestricted RB Turbo Performance on our customer car documented here: http://www.bimmerboost.com/showthread.php?62716-BQ-WEDGE-335xi-w-RB-Turbos-607-AWHP-618-AWTQ-w-TFT-inlets-w-Sub-50-WGDC Datapoints- RB Car (Blue lines) E92 XI/AWD Automatic Transmission in 4th gear. Independent results. RB Standard Turbos with TFT inlets, Billet 15T Compressor, MHI 12 blade clipped turbine, stock charge pipe Boost- Unknown (slightly below 50% WGDC) Fueling/Tuning- OEM HPFP with inline LPFP. E60. Fueling insufficient at this time and to be addressed at a later date. Wedge/BQ Tuning. VTT Car (Red lines) E90 RWD Manual Transmission in 4th gear. Shop results. VTT 2+ Turbos with no inlets, Billet 20T Compressor, Proprietary 9 blade Garrett turbine with a 15* clip, stock charge pipe Boost- ~29-25psi (slightly below 70% WGDC) Fueling- VTT Double Barrel with SteveAZ LPFP solution. 100% E85. Fueling sufficient to max out turbos. PTF Tuning. As you can see the RB car having a very evident disadvantage with drivetrain losses, manages to absolutely destroy the VTT 2+ car at low RPM's and even hang right with them on the top end. The RB car seems to have much nicer results overall considering the drivetrain losses (not even considering the 20% extra WGDC potential in the RB's yet unleashed!!!). Without going too much into the hardware decisions made in each setup, it is fair to say that one is demonstrating a MUCH better curve and response than the other… while maintaining a similar top end at less effort. So sharing this comparison graph seemed appropriate. Thanks, Rob PS. Sorry if the overlay is not of the best quality. We had to have it quickly photoshopped. PSS. Some may take note of the VTT graph NOT being the advertised 645rwhp record. We will gladly redo the overlay if anyone can prove that the 645rwhp RECORD has a verifiable MPH dyno to prove it was in 4th gear (and not 5th); as we could not source that evidence NOR was VTT supportive in providing it.
    29 replies | 634 view(s)
  • Rob@RBTurbo's Avatar
    Yesterday, 02:16 PM
    Rob@RBTurbo started a thread RB Turbo PCV Valve in N54
    All, Firstly we are happy to be onboard BimmerBoost. It has been quite a while and for the new year we made numerous "resolutions" and one of them was to finally join this forum. In direct relation to that another resolution was to give us our voice into constant nonsense, product attacks, and deception we have seen in only one of our competitors. Being that we deal in hardware it is a great thing to address these items because as they say a picture is worth a thousand words, and we have nothing to hide. We'd agree that this thread such as this SHOULD not necessary, but it is when you realize the type of person on the other side and the amount of efforts it cost in dealing with the misinformation in the hands of hundreds to thousands of "faithful" enthusiasts. And with that it has to stop, and we will continue to squash it wherever we see it. This concept was in fact one of our other resolutions for the new year. So without further ado, here are the quotes that were made by said competitor and pictures of their product exposed. Keep in mind this is the same valve and part number for part number of that we have been using since 2012. The direct copy of the part combined with an of all things "up charge", is lesser importance to us than that of what lies behind the principal of these below quoted statements. For those who may question us as using this valve, we openly invite any random customer out there to dissect your RB PCV valve to confirm and we will send you another free one (limited). We will do this as we have again nothing to hide, and it is worth it to prove any point on the matter. We will further add that there maybe more of this to go around. Consider it an advanced warning. We have had it over the years and it is time to clean up the streets. Thanks, Rob
    15 replies | 327 view(s)
  • Sticky's Avatar
    Yesterday, 06:34 PM
    This may be the first McLaren P1 and LaFerrari comparison test to provide some real data. CAR Magazine put up a pathetic attempt at a comparison between the two last year. Automobile Magazine does a much better job in their write up and data but something still feels amiss. These are very fast million plus dollar supercars that are the absolute bleeding edge of high performance hybrid technology for street cars. That is all fine and dandy but these are not dragsters. Where is the track comparison component? It is somewhat odd we only get 1/4 mile acceleration figure and that some of the other data listed is based off estimates. They did not weigh the cars for example. How much these cars weigh with their hybrid drivetrains and how close the real world weight is to the manufacturer claims is kind of a big deal. We want to see how light high performance hybrid drivetrains can be made. 3150 pounds for the LaFerrari sounds great on paper but it is an estimate. It may way that much or it could be lighter or heavier. The only way to know for sure is to actually test it. Why have a test and omit this? The biggest omission though is the lack of laptimes from a professional driver. Which one of these cars laps a track the quickest? Automobile sort of dances around this stating the P1 sticks with the LaFerrari around Maranello roads. You may know Maranello is in Italy and you may be getting the feeling this was a Ferrari controlled test hence the lack of real data. We do get acceleration figures but considering the article reeks of Ferrari influence and control how much faith do we put into them? Would Ferrari release figures showing anything less than superiority from the LaFerrari? Why is there no video? How were the cars tested? What equipment? Were they tested on the same day? Are you starting to see the problem here? Although this is the best 'comparison' if you want to call it that to date it is still severely lacking. It may be due to Ferrari politics which it probably is. Either way, this is far from over. Ferrari LaFerrari Specifications Base Price: $1.4 million (est) Engine: 6.3L DOHC 48-valve V-12/789 hp @ 9,000 rpm, 516 lb-ft @ 6,750 rpm, plus 161-hp, 199-lb-ft electric motor; 950 hp combined Transmission: 7-speed dual-clutch automatic Layout: 2-door, 2-passenger, mid-engine RWD coupe EPA Mileage: 12/16 mpg city/highway Suspension F/R: Control arms/multilink Brakes: Carbon-ceramic discs Tires F/R: 265/30ZR-19 (93Y)/345/30ZR-20 (106Y) Pirelli P Zero Corsa L x W x H: 185.1 x 78.4 x 43.9 in Wheelbase: 104.3 in Weight: 3,150 lb (est) Weight Dist. F/R: 41/59% 0-60 mph: 2.7 sec Mile: 9.6 sec @ 157.0 mph Top Speed: 217 mph McLaren P1 Specifications Base Price: $1.15 million Engine: 3.8L DOHC 32-valve twin-turbo V-8/ 727 hp @ 7,500 rpm, 531 lb-ft @ 4,000 rpm, plus 177-hp , 192-lb-ft electric motor; 904 hp combined Transmission: 7-speed dual-clutch automatic Layout: 2-door, 2-passenger, mid-engine RWD coupe EPA Mileage: 17 mpg/18 mpge combined Suspension F/R: Control arms, coil springs Brakes: Carbon-ceramic discs Tires F/R: 245/35ZR-19 (93Y) / 315/30ZR-20 (101Y) Pirelli P Zero Corsa L x W x H: 180.6 x 76.6 x 46.8 in Wheelbase: 105.1 in Weight: 3,300 lb (est) Weight Dist. F/R: 41/59% 0-60 mph: 2.6 sec Mile: 9.8 sec @ 148.9 mph Top Speed: 217 mph Source
    11 replies | 68 view(s)
  • Sticky's Avatar
    Yesterday, 05:24 PM
    Say hello to a new vendor and a new tuner on the scene, Miami Tuning Group. Many of you have seen a lot of S63TU tunes have hit the market in short order as F-Series ECU's have been cracked. What will separate these tunes is namely pricing and features. What is nice to see here are timeslips accompanying the dyno chart. How about cracking 130 in the 1/4 mile with just a tune? This is a Florida result so keep in mind the fuel is 93 octane pump. The M6 turns into quite the beast with just a tune so imagine the possibilities with a race gas tune and bolt ons. Regarding the output figures the S63TU goes to 588 wheel horsepower from the stock 524 wheel horsepower. The peak torque figures rises by just under 100 lb-ft of torque at the wheels getting very close to breaking 600 lb-ft at the wheels. You should also notice the torque gains are through the entire curve. Expect to see more MTG over the next few weeks.
    11 replies | 335 view(s)
  • Sticky's Avatar
    Yesterday, 05:22 PM
    Say hello to a new vendor and a new tuner on the scene, Miami Tuning Group. Many of you have seen a lot of S63TU tunes have hit the market in short order as F-Series ECU's have been cracked. What will separate these tunes is namely pricing and features. What is nice to see here are timeslips accompanying the dyno chart. How about cracking 130 in the 1/4 mile with just a tune? This is a Florida result so keep in mind the fuel is 93 octane pump. The M6 turns into quite the beast with just a tune so imagine the possibilities with a race gas tune and bolt ons. Regarding the output figures the S63TU goes to 588 wheel horsepower from the stock 524 wheel horsepower. The peak torque figures rises by just under 100 lb-ft of torque at the wheels getting very close to breaking 600 lb-ft at the wheels. You should also notice the torque gains are through the entire curve. Expect to see more MTG over the next few weeks.
    11 replies | 50 view(s)
  • Sticky's Avatar
    Yesterday, 12:10 PM
    The BMW 5 Series GT is a failure. There is no other way to put it. BMW bet against wagons in the USA and thought the crossover and SUV crazy US market would eat up some kind of wagon-sedan-hatchback blend. BMW was wrong but that will not stop them from attempting to force the market to embrace the 5 GT. Germany's Auto Motor Und Sport reports that BMW intends to produce the model again with the next generation 5-Series. The publication also points out the 5 GT is not popular at all in Germany. Where is it popular? In China apparently. As China blocks google access apparently the Chinese population can't search to find out what an attractive BMW design actually looks like. Thanks for keeping this automotive abortion alive China. Source
    5 replies | 323 view(s)
  • Sticky's Avatar
    Yesterday, 12:09 PM
    The BMW 5 Series GT is a failure. There is no other way to put it. BMW bet against wagons in the USA and thought the crossover and SUV crazy US market would eat up some kind of wagon-sedan-hatchback blend. BMW was wrong but that will not stop them from attempting to force the market to embrace the 5 GT. Germany's Auto Motor Und Sport reports that BMW intends to produce the model again with the next generation 5-Series. The publication also points out the 5 GT is not popular at all in Germany. Where is it popular? In China apparently. As China blocks google access apparently the Chinese population can't search to find out what an attractive BMW design actually looks like. Thanks for keeping this automotive abortion alive China. Source
    5 replies | 34 view(s)
  • NniftyFour's Avatar
    Yesterday, 03:37 PM
    Considering RB and Vargas use their own wastegate design is it possible that the WGDC between them is different? For example, and this is only for example sake: Vargas stg2 turbos will hold 21psi of boost at 4000rpm with 70% WGDC RB's new fully upgraded turbos will hold 21psi of boost at 4000rpm with 55% WGDC Now what I'm asking, is it possible that even though the RB WGDC is lower is it possible that the actual flappers are applying a similar amount of pressure to the CHRA. To put it another way is it possible RB's wastegate are stronger per WGDC percent then Vargas's? The reason I ask this is because of the recent thread BQ/WEDGE 335xi w/ RB Turbos - 607 AWHP / 618 AWTQ w/ TFT inlets w/ Sub 50% WGDC. Awesome results, They seem to be accurate. Congrats to everyone involved there. :eusa-clap: No doubt Rob really has his hybrid setup on point now. But what I don't believe is these are 700whp turbos. I'll admit I'm no pro on turbo technology and from my armchair I can only speculate but considering people are strapping big singles on with basically no intakes to make 700whp I'm thinking these things must be about tapped out airflow wise mathematically. (I know these numbers have been crunched before, I'll admit I don't remember them or how to find them) So whats going on here? I'd love to hear everyones opinion and the math as long as vendors keep it clean. :paddle:....;) thanks
    2 replies | 65 view(s)
  • Sticky's Avatar
    Yesterday, 02:01 PM
    The McLaren 650S has a revised award winning McLaren M838T 3.8 liter twin turbo V8 motor offering more power. In stock from the 650S is rated as its name implies at 650 horsepower (641 SAE) up from the 616 in the MP4-12C courtesy of new heads, pistons, cam timing, and a revised exhaust system. The result is an incredible 569 wheel horsepower and 451 lb-ft of wheel torque. With the Fabspeed X-pipe and sport cats horsepower rises to 611 at the wheels and torque is bumped up to 514 for a gain of 63 lb-ft at the wheels. When the cats are bypassed using the Fabspeed pipes power rises to 620 and peak torque is at 509. The peak torque figure does not tell the whole story as later on in the curve there are torque gains which provide the power boost. These are very nice gains from exhaust modifications. Imagine adding in a tune and maybe some race gas. 650 wheel horsepower seems well within reason on the 650S with bolt ons.
    2 replies | 78 view(s)
  • Sticky's Avatar
    Yesterday, 01:05 PM
    Big brother versus little brother. V12 versus V10. Lamborghini versus Lamborghini. That is what we have here as our Russian friends managed to pit the Lamborghini Huracan against the Lamborghini Aventador in a standing kilometer drag race. Who would not want to see that? The Lamborghini Huracan is obviously smaller, lighter, and less powerful. The 5.2 liter V10 of the Huracan on paper puts out 610 horsepower which means it gives up just about 100 horses to the Aventador 6.5 liter V12. This particular Aventador features and exhaust and tune said to put it at 730 horsepower which is well within reason. The Huracan does send its power through a dual clutch transmission to all four wheels whereas the Aventador uses an ISR (independent shift rod) unit. Both cars obviously have all wheel drive. The Aventador has more power and torque but it also carries about 650 more pounds of weight. On paper this should actually be close with the Aventador having a top end advantage. The Aventador gets the jump off the line. It holds its lead through the standing kilometer. As expected, the Aventador has the higher trap speeds but the Huracan is very close. With some mild tuning the Huracan can close the gap. 1/4 mile: Huracan: 129.71 Aventador: 131.15 1/2 mile: Huracan: 160.00 Aventador: 161.74 Kilometer: Huracan: 170.23 Aventador: 172.73
    1 replies | 51 view(s)
  • Sticky's Avatar
    Yesterday, 11:17 PM
    The Aston Martin Vantage V8 is a bit tough to squeeze power out of. It is essentially a Jaguar V8 with increased displacement and compression. In stock form it is rated at 380 horsepower and 302 lb-ft of torque from the 4.3 liter V8 unit (a 420 horsepower 4.7 liter was introduced in 2008. AMR performance on their Dyno Dynamics recorded a baseline of 306.9 wheel horsepower. The graph states flywheel horsepower although considering the flywheel output is 380 that figure does not make sense as anything other than a wheel number. With the addition of an aftermarket intake and exhaust AMR added their Stage 2 tune for these bolt ons resulting in a gain of 53 horsepower at the wheels for a total of 360. Big gains on the naturally aspirated V8 on a conservative dyno. Video and graph below. The AMS Stage 2 tune costs $1999.99: AMR Performance Stage 2 ECU Software Upgrade (tune) on the dyno. Description: The AMR Performance Aston Martin Vantage ECU Software upgrade utilizes the latest in AMR DFC Technology. Enhancing the vehicle's performance by optimizing the engine control module (ECU) with our custom engineered and designed software. Optimization of the fuel, ignition timing, proper sensor scaling, CAM table(s) and more... give the vehicle a cleaner fuel burn, more horsepower & torque while increasing the vehicle's fuel economy. A noticable feel in the throttle response gives the driver a more "throttle happy" experience. Giving the vehicle a more usable and broader power band and eliminating low end "lag". Key Features: - Advanced Fuel Optimization - Advanced Timing Optimization - Advanced CAM Timing Optimization - Enhanced Throttle Response - Increased Fuel Economy - Broader Power Band Product Link: http://shop.amrperformance.com/Aston-Martin-Vantage-43L-Sta
    0 replies | 40 view(s)
  • AdminTeam's Avatar
    Today, 01:10 AM
    Welcome peinjapan, take a look around, I think you will like what you see.
    0 replies | 23 view(s)
  • 65AMG's Avatar
    Today, 03:08 AM
    Hi Guys, nice video - and comparison runs with a Kawasaki ZZ1400 and other fast cars. Have fun.:)
    0 replies | 22 view(s)
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    Yesterday, 09:38 AM
    donvihan, we appreciate you taking the time to join.
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  • Sales@vargasturbotech's Avatar
    Today, 12:17 AM
    Vargas Turbocharger Technologies is proud to officially announce the release and immediate availability of our Single Barrel HPFP Upgrade! The 100% completed kits are in stock and we began shipping units today! Thanks again to all those of you who pre-ordered and have been waiting patiently. Were very excited to get these units out to you and looking forward to seeing how your cars perform. New orders (while the first batch lasts) will be processed and shipped in 3 - 5 business days. Single Barrel Logo by VargasTurboTech, on Flickr Product Information: The "Single Barrel" HPFP kit replaces your existing HPFP. Using our mounting system the new pump is relocated in the accessory cluster to be overdriven by the belt. Coupled with our new feed line, and rail modification this provides enough fuel for around 550WHP on 100% E85, with blends it can support even higher. We went through numerous pulley designs to find the optimum overdrive speed that would optimize flow, pressure and longevity of the new components. Pricing for the "Single Barrel" kit is $1199 Single Barrel kit contains: - VTT Billet HPFP drive housing - VTT Billet Stainless Steel drive shaft (pre-assembled in housing) - High speed German ball bearings rated at 17,000RPM (pre-assembled in housing) - VTT Billet HPFP pulley - VTT HPFP housing mounting bracket - VTT Billet stock location HPFP block off plate - VTT High Pressure feed line - VTT Low Pressure feed adaptor - Properly sized drill bit to modify stock fuel rail (this can be done by any shop) - Water line modification parts - Plug and Play wiring harness - All hardware required for assembly FAQ: Q: Will this set up work for me if I have stock turbos and just want to run E85 without worrying about mixing? A: Yes you can pull up to the pump, fill up with 100% E85 and not worry about running out of fuel with as much power as you can possibly make with stock turbos. Q: Can I run mixes of E85 and pump fuel with this set up? A: The system is 100% compatible with Ethanol (E85) as well as regular unleaded pump gas, and will supply significantly more total fuel volume with either fuel, or any combination of both. Q: How much power does the Single Barrel Kit Support? A: When coupled with adequate supply from the LPFP this kit has been proven safe for up to as much as 550rwhp on 100% E85 Q: What happens if the belt or HPFP fails? A: BMW set up the HPFP system so that even if the HPFP fails the LPFP will continue running and bypass through the pump and you can limp the car home. We actually unplugged the "Single Barrel" system and drove the car for 30 miles with no issues except a limp condition and low power. Q: How hard is it to install? A: Installation can be completed by the average DIYer in about 5-6 hours without any special tools or about 3-4 hours for a shop. Installation instructions: Installation starts with intake manifold removal, then high pressure feed line removal followed be replacing the stock HPFP with our block off plate. Then you will unbolt and reroute the LPFP line to where the pump will now run. Followed by plugging in the harness extension and then you can reinstall the intake manifold. With the charge pipe still out you'll remove the cooling fan, unbolt the 2 bolts from the drivers side motor mount and raise the driver side of the motor to allow easier access to AC compressor. Remove the 3 bolts holding the AC compressor, install mounting bracket over the AC compressor using the supplied new bolts. Then there are supplied instructions to help you modify the water line so that it clears the pulley. Now you're ready to lower the motor back down re-install the bolts, and attach the HPFP to the housing. At this point you're almost done; just reroute the LPFP feed to HPFP and connect it, install the new belt and reinstall fan. Finally remove the stock fuel rail which you or a shop can modify with the supplied drill bit and install the high pressure feed line from HPFP to rail, reinstall charge pipe & intake, purge system, and start vehicle. We did our best to not make the kit/install invasive but in order to mount the pump in the new location you do have to modify one water line, and bend an AC line out of the way, everything else is bolt on making it easy to return your vehicle back to stock. If you choose to go back to stock at any point you would need to purchase a new water line to replace the modified one. If you have any further questions feel free to post them in this thread or send us an email. Now onto the pictures: Single Barrel Kit Complete by VargasTurboTech, on Flickr Single Barrel Kit Components by VargasTurboTech, on Flickr Single Barrel - 15 by VargasTurboTech, on Flickr Shotgun_Bracket__Final_Detail by VargasTurboTech, on Flickr Single_Barrel_Mounted2 by VargasTurboTech, on Flickr Single_Barrel_Mounted1 by VargasTurboTech, on Flickr Single Barrel - 16 by VargasTurboTech, on Flickr Single Barrel - 17 by VargasTurboTech, on Flickr Single Barrel - 18 by VargasTurboTech, on Flickr Single Barrel - 09 by VargasTurboTech, on Flickr Single Barrel - 10 by VargasTurboTech, on Flickr Single Barrel - 11 by VargasTurboTech, on Flickr Single Barrel - 12 by VargasTurboTech, on Flickr Single Barrel - 08 by VargasTurboTech, on Flickr Single Barrel - 01 by VargasTurboTech, on Flickr Single Barrel - 02 by VargasTurboTech, on Flickr Single Barrel - 03 by VargasTurboTech, on Flickr Single Barrel - 07 by VargasTurboTech, on Flickr Single Barrel - 06 by VargasTurboTech, on Flickr Single Barrel - 14 by VargasTurboTech, on Flickr
    0 replies | 21 view(s)
  • AdminTeam's Avatar
    Yesterday, 10:04 PM
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  • lfelunden's Avatar
    Today, 06:06 AM
    I bet the Porsche has around 590HP (crank) and the M6 which in fact is convertible should have north of 700, G-Power tend to boost around 0,4-0,5 bar, so with the KKS-exhaust, my guess is 720-750PS
    0 replies | 17 view(s)
  • SSerx_R's Avatar
    Today, 02:44 AM
    Hi everyone, Im from Spain and Im a newbie in BMW Performance and their ECUs. Ive just installed a JB4 G5 ISO with DCI and I would like to post the logs to comment some issues. First: 335i 2008 N54 DME81 98RON (93 octanes) JB4 G5 ISO 28.5 DCI Stock First, pull in 5th gear. Map 5 FOL: 65 FUD=2 DWP: 100 BDC: In 3.200 rpm 3500-5200 APRENDIDO by sserx_r, on Flickr Second, pull in 5th gear. Map1 FOL: 65 FUD=2 DWP: 80 BDC: In 2.500 rpm MAPA1 by sserx_r, on Flickr Third, pull in 4th gear. Map 6 with target up to 16psi 4.500-5.000rpm FOL: 65 FUD=2 DWP: 80 BDC: In 2.500 rpm MAPA6 by sserx_r, on Flickr Fourth, pull in 5th gear. Map 6 as previous one. FOL: 65 FUD=2 DWP: 80 BDC: In 2.500 rpm MAPA6_2 by sserx_r, on Flickr I would like to know about the ignition corrections all the time in every map, is it normal? And the trims are elevated specially in map 6 after the corrections in DWP and BDC, but I dont know if these corrections have to do with. Thank you to everyone in advance and regards from Spain.
    0 replies | 17 view(s)
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    Yesterday, 11:02 PM
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