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  • GiveEmTheDD's Avatar
    Yesterday, 04:40 PM
    Hi everyone, The last 24 hours has been crazy, but the results speak for themself. Yes, you read correctly, my car just made 607awhp/618AWTQ. Background: Over the last year or so, I have been fortunate enough to dedicate some much needed wrench time to my e92 n54 AT 335XI. Back in Nov, I was finally able to get my car to the track, and cut the XI record, running an 11.363 1/4 mile. My mods at the time were: FBO, e40 fuel, RB Turbos and some outstanding flash tuning my BQ and WedgePerformance. At the time, Rob@RB, BQ/wedge, and myself were thrilled with the results, but in all honesty I wanted to hit 10s. Since November, I was searching for more ways to get more EFFICIENT power. I happened to stumble across a post in a 335 facebook group, someone had posted a dyno graph showing standard RB turbos making over 600whp, what made it even more astounding was the power was all the way to redline. After doing some research, and poking around some other boards, I found a few threads talking about the results. Honestly, I was shocked with the comments from board members and a few vendors. I saw words and phrases that essentially were calling the dyno and owner a fraud, fake, "we tried that already it didn't net much" and standard RBs can't make that power. Nevertheless, I was still curious, so I found Brian May's # and left him a voicemail. He gave me a call back about a day later, most of the stuff he was going over, honestly was way too advanced for me to fully understand, but after we spoke, I did some math on my own and it made sense. I had stayed in contact with Brian over the next few months, and we finally nailed down a shipping date to get me the 1st set of inlets. In anticipation for the new inlets, I figured my RB turbos, although nothing wrong with them, could use a "refresh." I was hearing exceptional feedback on Robs VSR balancing, and after speaking with a few board members who were using some of his billet wheel options, I contacted Rob about giving my RBs a refresh. I let Rob know I was planning on running Brian's inlets, and was very anxious to see what a fresh, updated (15T billet wheel, Vsr balanced, clipped, thrust upgrsded) RB could do. Fast forward to last weekend- Both Brian, and Rob delivered ahead of schedule and I was able to get the entire new setup installed in about 20 hours over the weekend, and the rest is pretty much history. Every aspect of Brian's kit fit perfectly, and went in without a hitch, and the turbos that Rob sent were equally beautiful in their own right. I ran the car around town a bit using the same map from BQ/Wedge at the track, and right away I noticed 2 things- the sound coming from the engine bay was intoxicating and the car pulled like an absolute freight train. Extremely anxious to see exactly how much more power we were making, I hit the dyno last night, and well the results are CRAZY. The Green Run- RB turbos, stock inlets (map I ran at track to cut 11.363), e60 fuel The Blue Run- New RB turbos, TFT inlets, SAME MAP as Green run LOL, e60 fuel The Red Run- New RB turbos, TFT inlets, Prelimiary revision by BQ/Wedge, about e60 fuel Sorry guys for the novel, but I wanted to give everyone as much of the story as I could. I want to give a huge thank you to Brian May@Trueform Technologies, Rob@RB Turbo and last and certainly not least Ken and D@ BQ Tuning by WedgePerformance for throwing that preliminary map together for me last night. I will say there is PLENTY of room left in my setup, I don't even think we exceeded 50% wgdc to hit 607 AWHP, and I've got my eyes set on a 10 second 1/4 pass in the near future. Thanks again team
    76 replies | 1270 view(s)
  • Tony@VargasTurboTech's Avatar
    01-22-2015, 11:56 PM
    Put the car on the dyno tonight, for a few runs with the new intakes on. The results were pretty much as expected, we can most likely get more power out of the car, but 640WHP on stage 2's (or RB's), very very doubtful. These results were had with no tuner on hand, Dzenno is Skiing, and made me 2 maps one with low timing and one with the high timing (the same timing we ran last time on the dyno), well due to a miscommunication on my part they were left for IJEOS(shop car), instead of I8AOS for the car these are on. So they were unusable meaning we had one back end flash, with timing set to 10-13.5 up top, which is 2 degrees less then we ran on the previous dyno session records. We also were having a very hard time getting boost smooth in the JB, Terry, and I worked at it for about 20-40 logs, and got it to this level of smoothness, for some reason the PID had to be dropped way down as very small PWM changes were making big swings in boost, even with PID this low boost would still do weird things. It would spool then quickly drop boost, then build it again, which is that little depression in TQ you see from 3500-4250 or so, after that boost would smooth out, and track pretty well to redline. On the previous dyno the Stage 2 record was achieved on 29psi peak to 17.5 psi at redline as that is all we could make. These numbers were achieved with 27 psi peak to 22 psi at redline. We couldn't go any higher as we were getting a LOT of corrections, and LPFP was going nuts, but we can easily hold 25+ psi to redline if we can get the other issues figured out, but BP and shaft speed with those little compressors is going to be up there, and not healthy. If we matched the previous boost in the midrange, and fixed the boost drop off then rebuild issue, the curves down low would basically be identical. As far as LPFP something is really going on there, I will investigate tomorrow, as its pretty scary. With this against us, we still managed to make 576WHP/615WTQ with all these issues, once Dzenno gets back, and we can have a tuner on hand as we dyno, as well as get the LPFP, and boost figured out, the graph will smooth way out, and we have no doubt should achieve 600WHP with a few more psi, and less timing corrections. Either way, the intakes do exactly advertised, offer you much more flow to redline, and a much more flat power curve where it counts in the high end of the rev band. I threw a graph in there against 2+ as well, there really is no comparison, 2+ leaves the 15T's in the dust on about the same boost midrange and 2 psi more up top. All, and all we are happy, and these delivered as expected, once we get tuning sorted, we should have nice clean graph, and right around 600/600. Not bad for a set of Stage 2's...:naughty: Break down: VTT Stage 2's Billet 15T's VTT Silicone intakes VTT Silicone Charge pipe VTT Double Barrel HPFP upgrade Fuel-it Stage 2 LPFP with 450 inline Cobb AP with PTF custom back end flash JB4 100% E85 All runs done in 4th gear Stage 2 Silicone Vs Stage 2 Stock intake Stage 2 Silicone Vs Stage 2+ Data Zap Log http://www.datazap.me/u/vargasturbotech/stage-2-silicone-intake-dyno-run-476?log=0&data=1-3-4-8-10-11-17-25-26-27-28-29 Jb Log
    43 replies | 1143 view(s)
  • Sticky's Avatar
    01-20-2015, 02:07 AM
    Surprised we haven't seen more talk about this:
    40 replies | 1328 view(s)
  • Tony@VargasTurboTech's Avatar
    Yesterday, 11:47 AM
    Put the car on the dyno tonight, for a few runs with the new intakes on. The results were pretty much as expected, we can most likely get more power out of the car, but 640WHP on stage 2's (or RB's), very very doubtful. These results were had with no tuner on hand, Dzenno is Skiing, and made me 2 maps one with low timing and one with the high timing (the same timing we ran last time on the dyno), well due to a miscommunication on my part they were left for IJEOS(shop car), instead of I8AOS for the car these are on. So they were unusable meaning we had one back end flash, with timing set to 10-13.5 up top, which is 2 degrees less then we ran on the previous dyno session records. We also were having a very hard time getting boost smooth in the JB, Terry, and I worked at it for about 20-40 logs, and got it to this level of smoothness, for some reason the PID had to be dropped way down as very small PWM changes were making big swings in boost, even with PID this low boost would still do weird things. It would spool then quickly drop boost, then build it again, which is that little depression in TQ you see from 3500-4250 or so, after that boost would smooth out, and track pretty well to redline. On the previous dyno the Stage 2 record was achieved on 29psi peak to 17.5 psi at redline as that is all we could make. These numbers were achieved with 27 psi peak to 22 psi at redline. We couldn't go any higher as we were getting a LOT of corrections, and LPFP was going nuts, but we can easily hold 25+ psi to redline if we can get the other issues figured out, but BP and shaft speed with those little compressors is going to be up there, and not healthy. If we matched the previous boost in the midrange, and fixed the boost drop off then rebuild issue, the curves down low would basically be identical. As far as LPFP something is really going on there, I will investigate tomorrow, as its pretty scary. With this against us, we still managed to make 576WHP/615WTQ with all these issues, once Dzenno gets back, and we can have a tuner on hand as we dyno, as well as get the LPFP, and boost figured out, the graph will smooth way out, and we have no doubt should achieve 600WHP with a few more psi, and less timing corrections. Either way, the intakes do exactly advertised, offer you much more flow to redline, and a much more flat power curve where it counts in the high end of the rev band. I threw a graph in there against 2+ as well, there really is no comparison, 2+ leaves the 15T's in the dust on about the same boost midrange and 2 psi more up top. All, and all we are happy, and these delivered as expected, once we get tuning sorted, we should have nice clean graph, and right around 600/600. Not bad for a set of Stage 2's...:naughty: Break down: VTT Stage 2's Billet 15T's VTT Silicone intakes VTT Silicone Charge pipe VTT Double Barrel HPFP upgrade Fuel-it Stage 2 LPFP with 450 inline Cobb AP with PTF custom back end flash JB4 100% E85 All runs done in 4th gear Stage 2 Silicone Vs Stage 2 Stock intake Stage 2 Silicone Vs Stage 2+ Data Zap Log http://www.datazap.me/u/vargasturbotech/stage-2-silicone-intake-dyno-run-476?log=0&data=1-3-4-8-10-11-17-25-26-27-28-29 Jb Log
    43 replies | 622 view(s)
  • Sticky's Avatar
    01-23-2015, 11:01 AM
    BMW did not produce a Z4 M car with the newest E89 generation vehicle. They raced one, but they did not actually build a street legal M car based on the E89 Z4. That's life and nothing can be done about it. These pictures below though sure make everyone wish they did build a Z4 M. This E89 Z4 is lowered on HRE S101 wheels. They are finished in a gunmetal paint which compliments the grey Z4 well. The car also features an aftermarket diffuser, trunk spoiler, front lip, and sideskirts. Oh BMW, what a marvelous car an E89 Z4M would have been. As that car does not exist this owner added on a Motiv turbo kit, Dodson upgraded DCT clutch packs, and JRZ RS coilovers creating what is the next best thing to a factory E89 M effort. Modification List: – Grigio Telesto – Motiv 750 Single Turbo – Gruppe M Intake – HPF Intercooler – Dodson Upgraded Clutch Packs – HRE S101 – AP Racing – Radical BBK – JRZ RS Pro Coilovers – Umbrella Cup Kit – Hotchikis Sway Bars – Meisterschaft Valvetronic Exhaust – Tommy Kaira Rowen Rear Bumper – 3D Design Front Lip – 3D Design Trunk Spoiler – Bride Japan Vorga Seats – Custom Focal & Audison Sound SYstem
    40 replies | 1065 view(s)
  • HRE_Wheels's Avatar
    01-20-2015, 08:59 PM
    Thank you Richard Le for these awesome photos of this BMW Z4 on HRE S101 from SonicMS! Enjoy!
    40 replies | 268 view(s)
  • Sticky's Avatar
    01-21-2015, 04:23 AM
    A VWBoost member recently got his MKVII Volkswagen GTI tuned by Eurodyne and posted the results. He did some research prior to getting his tune and compared the more prominent options on the market. That means of course the big name APR and REVO as well. Keep in mind this user does have a Eurodyne tune but also keep in mind the data he is using for this comparison is not of his own creation (although the graph overlays based on that are his). From what we see Eurodyne has the smoothest curve and APR is tuned aggressively down low to the detriment of top end performance. Arin @ APR has since stated, 'Altered boost control to get a little better spool and smoother delivery. We tweaked boost, ignition and lambda, mostly towards redline, to power to carry better too.' That statement acknowledges the torque delivery you will see for yourself. Look over the data and come to your own conclusion. Thank you to @Irishace for the compilation. I pulled together a comparison chart of known third party dynojet dynos for Revo, APR, and Eurodyne. Notes about this graph: Graph shows WHEEL horsepower results Graph shows Tune ONLY results Data used for Revo curve was taken from a dynojet posted by a Revo user Data used for APR curve was taken from a dynojet posted by HS Tuning Data used for Eurodyne curve was taken from dynojet posted by myself Datapoints are taken at 250 RPM increments These are not exact figures as I do not have access to Winpep files but they will be precise to +/- 3WHP for each data point gathered Now people are using my data and comparison to determine optimum shift points for these cars as it has been stated in past that there is no point in shifting beyond 6000rpm. Well this appears to be mostly true, Eurodyne is proving that it is getting the most it can up top and pushing that sweet spot up in the RPM. One fella came up with this comparison that shows that you can run the Eurodyne car out another 500rpm in each gear, which would indicate that it should pull an APR car on roll race given the dyno curves posted. This is all paper racing of course, but there is a fun little discussion going on. APR Eurodyne Have a look at another graph comparison of another company using the ARP tune but their results are also with a downpipe, again my Eurodyne results are tune only. This is a direct comparison again of their results on a dynojet in STD correction. Now here is the torque comparison of the USP APR + Downpipe graph with the Eurodyne Tune Only Graph. Attached are the HS Tuning APR graph, I used the 93 Octane only run for the data points along with the Revo graph that I used to gather the data points for the original graph. I will rework the torque graph for the originals tomorrow. And finally, here is the torque chart for HS Tunings APR dyno, Revo and Eurodyne:
    40 replies | 273 view(s)
  • Tony@VargasTurboTech's Avatar
    01-23-2015, 08:14 PM
    We are proud to announce the pricing for our much anticipated Silicone intake pipes, and Charge pipe for the N54! Prices will be as follows. Silicone intake pipes: MSRP $499 (When purchased with turbo upgrade $459) Silicone Charge pipe with billet bungs: MSRP $349 (When purchased with turbo upgrade $299) Silicone intakes and Charge pipe combo: MSRP $759 (When purchased with turbo upgrade $699) If you want a new DCI filter kit with your intakes add $79. This is two 2.25" filters, and 2 coupler pipes. (Please note we will not be selling filter kits except with purchase of an intake set) Existing VTT Stage 2 - 2+ customers 20% off intakes, 10% off charge pipes, 15% off combo We are not taking pre-orders for these items. We should have Intakes in stock in about 3 weeks, charge pipes in about 6. When they are here, and ready to ship, they will go live on the site. We are making 20 sets for the first run, 10 sets will be held back for current Stage 2 - 2+ customers. If 10 do not come forward to purchase we will put those that remain out for general sale. If we find that demand is greater for the initial batch we will increase the order, this first run is to gauge interest. The intake kit will come with all clamps, and fittings required for installation, and PCV routing. Charge pipe kit will come pre-assembled, you will reuse your stock V-band clamps, and it also comes with one 2.5" T-bolt clamp for the intercooler coupling. Keep in mind other companies are selling intakes and filter combo for $800, these other kits also require you to rearrange your engine compartment, and will not work without their new filters. There is also no other option currently on or coming to market for a replacement hot side charge pipe that will work with ALL stock frame turbochargers. With the VTT kit, if you already spent your hard earned money on a DCI, or upgraded intake box, or system, our kit will work perfectly with that system in place. No need to throw it away, or pull it off the car. Also for our enthusiasts in Europe with the very strict emissions laws, these pipes will fit right up to your stock air box, and be much harder to detect than any other intake system, on, or yet to be on the market. Please feel free to start a list of who is interested, and we can use that to help determine if we should increase the initial order! As always thanks for the support! Please Note: The intakes fit ALL models N54 including RHD, BUT there are a very few models that use plastic retainers on the intakes, and turbo replacement is required to fit new intakes. Charge pipe will only fit 335iLHD for now, we are making one to fit all other models including 135,535,Z4,RHD, etc. We appreciate your patience as we get those done!
    26 replies | 828 view(s)
  • TTFS's Avatar
    01-20-2015, 04:51 AM
    We were pleased to have this clean F82 M4 brought to us so we could install our Race Pac Stage 1 on it. We are very happy with the results, we have included a few graphs comparing the previous tuner box that was installed on the car with our TTFS Race Pac Stage 1 and TTFS Race Pac Stage 1 with Meth. Vehicle: BMW F82 M4 DCT Modifications Before: Brand X Piggy Back Box Catless Gintini Downpipes Akrapovic Exhaust - Downpipes back Wheels/Tires and Suspensions: 20 inch HRE wheels with Pirelli P Zero tires 275/30/20 Front 295/30/20 Rear H&R Lowering Springs Fuel: 10 gallons of 93 pump gas blended with 2 gallons of E85 All runs were done in All Wheel Drive mode on our DynoCom dyno in M2 Mode. The car has a DCT Transmission and all runs were done in 4th Gear. Graphs: Brand X Map 1 Brand X Map 2 TTFS Race Pac Stage 1 TTFS Race Pac Stage 1 with meth Brand X Map 1 VS TTFS Race Pac Stage 1 Brand X Map 2 VS TTFS Race Pac Stage 1 Brand X map 1 VS TTFS Race Pac Stage 1 with meth Brand X map 2 VS TTFS Race Pac Stage 1 with meth Brand X map 1, Map 2, VS TTFS Race Pac Stage 1 vs TTFS Race Pac Stage 1 with meth Pictures of the Meth set up: Pictures of the Vehicle:
    17 replies | 1924 view(s)
  • Terry@BMS's Avatar
    01-23-2015, 01:32 PM
    Had a chance to get our development M3 strapped down for some preliminary tuning with the PURE turbos. The purpose of the testing was to evaluate the boost control, fueling, and timing, and not necessarily to extract the most power out of the setup. The test car is a 2015 DCT running a JB4, PURE Turbos, ER pipes, BMS meth kit, and K&N drop in filters. The fuel was a mix of 25% E85, 25% 91, and 50% 100. Meth was a 70% mix. There is a lot more than I want to get in to with this post so I'll just throw up a few random notes along with a bit of data. 1) All runs were done using the JB4 progressive meth control which keeps boost at stock like levels UNTIL methanol is flowing. This prevents dangerous tip-in knock and lean conditions that can come along with non-integrated meth kits. And if you ever run out of methanol or got forbid a line comes loose, you don't lose the engine. 2) These PURE turbos spool much better than I expected they would. It's really not that much worse than stock and very similar to RB turbos on an N54 for those of you coming from that platform. 3) Fueling is a major headache. The JB4 is able to alter the air/fuel ratio & fuel trims (within limits) as you can see in the attached dyno charts showing power at various air/fuel ratios. I've found the engine runs much smoother at leaner than I'd expect air/fuel ratios. Like high 12s at higher RPM. If you get it in the 11s it has a nasty misfire/stutter tendency. There is a lot more work to be done on the fueling end and we may also need to tighten up the spark plug gap for these power levels. 4) I've recently started testing a new method for JB4 direct timing adjustment intended for large turbos. It increases the adjustment window an extra 4 degrees or so. I'm thinking it will come in handy for pump gas large turbo tuning. On the current fuel mix & meth at around 29psi I found MBT to be higher than I expected. In the 11-12 degree range at higher RPM. 5) I let off most runs at around 6500-6800rpm but I can verify the turbos hold full boost to redline without issue. I'll wind it out more on the dyno next time around. Up next I'll need to grab some 60-130 times for comparison to the stock turbos! Hoping for 6s! The best our 650whp M5 ever did on a 2% slope was 7.1s.
    21 replies | 1006 view(s)
  • Sales@Gintani.com's Avatar
    01-22-2015, 09:51 AM
    Gintani is proud to introduce our full F8X M3/M4 ECU tune. With full access to the DME (Engine ECU) and great understanding of it our team has achieved great power and unlocked features such as cold start delete and cat delete. The ability to read/write from the ECU and our vast background in Forced Induction motors has allowed us to fine tune the car to great levels. Allowing the monster to come out when needed while having the comforts of a daily driven car. Our stage 1 tune on a bone stock car produced over 60WHP & 70WTQ on our DynoDynamics Dyno with 91 octane and only a small PSI increase. Much less pressure on the turbo's then a piggyback tune. With better octane fuel and downpipes 100+WHP will soon come. Our tune is a full ECU flash with no piggyback unit/Plug in box. For the past couple years piggyback tunes have grown. Piggyback tunes trick the vehicles turbo's to boost higher by playing with the voltage signals coming from the DME. With no control air/fuel ratios the power spikes up and down the powerband. Careful review of our dyno will show higher numbers while keeping the powerband stock like. Curves up and down the dyno flow almost identical to the factory powerband, achieving great smooth power. After months of dyno after dyno, and track after track our full F8X M3/M4 Tune is ready to go: 91,93,100 Octane applications Fuel Air/Fuel Ratio Adjustments Race Fuel Applications Top Speed Limit Removal Increase RPM limiter Exhaust Valves Fully Open Full Cat Delete Cold Start Delete Fuel Overrun (Catless cars only,dumps fuel for flame/burble effect from exhaust) At this moment in time the ECU must be removed and shipped to us for tuning, or you can come visit us at our Southern California facility. Price: $1299
    17 replies | 1179 view(s)
  • Omni's Avatar
    01-19-2015, 10:18 PM
    This build began due to the fact that, like many, I am a horsepower addict. Although I've owned and built many cars, the E39 M5 has been my overall favorite, honestly. My previous M5, a Lemans Blue 2001, was driven hard every day i owned it, and was a great car even with no modification. BUT, eventually ~330whp wasn't doing it for me anymore. I ended up supercharging the car, and enjoyed the extra 200whp thoroughly. The best numbers I ever made out of my ESS supercharger kit, @ 9psi and water/meth injection, was 546whp/453ft-lbs. But then eventually I got used to it, and I decided it wasn't enough. After a lot of careful consideration, I determined that even though the S62 is a phenomenal engine, it wasn't the proper power plant for me to attempt to push more and more power out of. Building that engine would've been very costly, and frankly I'm not convinced the block has enough structural rigidity to handle very high torque levels. So I ended up parting out the car and returning it to stock, with intentions of buying something else that had greater power potential. After a few months of driving the car without the blower, I was going through boost withdrawal. So in an effort to deal with my boredom, I decided to do a nitrous setup in the car to temporarily deal with my speed addiction. I ran a two fogger, 150 shot, and enjoyed roasting the tires at a push of a button for a little while. The most power I got out of that setup was 460whp/574ft-lbs. Eventually my M5 was sold, and after owning a M52 swapped E30 M3 for a while, I found myself happily back in another E39 M5. My original intent was to keep this M5 stock, and enjoy a beater turbo E36 that I owned as my fun, go-fast car. But after some time, I realized I was driving my terrible condition, smoking, turbo E36 exponentially more than my clean, comfortable, M5. So I started brainstorming… Why not combine the two? As my knowledge of the M5x line of engines and their power capabilities grew, I was increasingly drawn to the idea of replacing my tired S62 (the motor was in need of some refreshing) with a fully-built S52. I felt that I could combine the engine I really wanted, along with the chassis I really wanted, and then I'd have the best of both worlds. Essentially, that's what I did. I was able to sell the S62, trans, harness and ecu, and take the same amount of funds and buy a brand new, fully built S52, and Getrag 420G 6 speed trans. I took all the turbo components off the E36 and parted out the rest of the car. Then, I let the fun begin... Engine Details: S52, 8.5:1 compression CP pistons Eagle rods Full Supertech valvetrain (+1mm intake, Inconel exhaust valves) SS O-ringed block, with matching receiver groove in cylinder head 11mm ARP 2000's ATI Damper Other Details: Precision 6266 CEA, T3 .82 a/r Turbine housing SPA Manifold 3.5" Exhaust 4" Intake Tial 38mm waste gate Tial 50mm BOV 80lb Siemens Injectors Walbro 400 Fuel pump Devils Own Direct Port Water/Meth Setup UUC Twin Feramic Disc Clutch Kit -My biggest goals with the build were to build a very responsive turbo kit, with a broad power band, and with as much torque as possible. Choosing the 3.2L was a great decision. I'm also running a custom 3.62 M5 differential. The combination of displacement and gearing make this 4100lb sedan accelerate and feel more responsive than my 3100lb e36 with the boosted 2.8L M52. I am very very pleased with the driving dynamics of the car overall. Far more torque and power than my supercharged S62 ever could deliver, with the only sacrifice being the loss of the immediate throttle response that the S62 is known for. But believe me, once the car comes into boost, there are absolutely no regrets! -The engine is tuned on a factory e36 M3 OBD2 ECU, by Nick G of Technique Tuning. The first time moving under its own power: Here is a brief cruising video to enjoy the wonderful harmony of the inline 6 and turbo sound: Here is a 55-145mph pull at ~650whp: -So far, the highest peak power numbers to date are 707whp/708ft-lbs: Unfortunately, I was having some electronic boost control issues, which left the overall power band not quite as smooth is some previous graphs, but there will be plenty more results to come! I'm looking forward to sharing progress with the car, as well as plenty of racing footage this upcoming season. Thanks to all for the interest!
    14 replies | 1958 view(s)
  • Sticky's Avatar
    01-21-2015, 06:12 AM
    Whomever owns this LP570 Super Trofeo Stradale in Florida sure has been giving the car a bit of a workout. It certainly appears to be the same LP570 Super Trofeo Stradale (referred to as STS henceforth) that recently did a couple runs with a C7 Corvette Z06. It also went head to head with a Porsche 991 Turbo on the dragstrip. In that encounter, the LP570 STS had a best trap speed of 126.33 miles per hour. Not bad for a track oriented Gallardo that has weight stripped out to get it into the 31XX pounds range and aerodynamics designed to generate downforce for the track. The 570 horsepower 5.2 liter naturally aspirated and direct injected V10 is also clearly quite a stout mill. So does a BMW F82 M4 have a chance against the Lambo? Certainly, especially if tuned. Keep in mind we have already seen tuned M3/M4's go 11.1 on the dragstrip and the best we have seen out of this LP570 STS is an 11.3. The M4 gets a poor launch although it leaves the line before the LP570 STS. A 2.11 60 foot time is nothing to write home about for the M4. The 1.79 60 foot for the Lambo does not exceed the 1.75 it managed last time with launch control when it went 11.342 @ 125.52. Despite this worse 60 foot the LP570 STS goes 11.184 @ 132.05 to the F82 M4's 11.869 @ 121.61. Why does the LP570 STS trap about 6.5 miles per hour higher this time out? Well, the owner removed the rear wing which no doubt helps. Almost 7 miles per of trap speed just by taking off the spoiler? Perhaps it is within reason when the winter air is factored in as well. It is up to you to decide if that difference is just due to less drag and running in January as the car is stated to be stock. The M4 definitely needs drag tires and some more aggressive tuning to make this a race.
    12 replies | 1582 view(s)
  • Terry@BMS's Avatar
    01-21-2015, 08:48 PM
    Hey guys, Had a chance to get our development M3 strapped down for some preliminary tuning with the PURE turbos. The purpose of the testing was to evaluate the boost control, fueling, and timing, and not necessarily to extract the most power out of the setup. The test car is a 2015 DCT running a JB4, PURE Turbos, ER pipes, BMS meth kit, and K&N drop in filters. The fuel was a mix of 25% E85, 25% 91, and 50% 100. Meth was a 70% mix. There is a lot more than I want to get in to with this post so I'll just throw up a few random notes along with a bit of data. 1) All runs were done using the JB4 progressive meth control which keeps boost at stock like levels UNTIL methanol is flowing. This prevents dangerous tip-in knock and lean conditions that can come along with non-integrated meth kits. And if you ever run out of methanol or got forbid a line comes loose, you don't lose the engine. 2) These PURE turbos spool much better than I expected they would. It's really not that much worse than stock and very similar to RB turbos on an N54 for those of you coming from that platform. 3) Fueling is a major headache. The JB4 is able to alter the air/fuel ratio & fuel trims (within limits) as you can see in the attached dyno charts showing power at various air/fuel ratios. I've found the engine runs much smoother at leaner than I'd expect air/fuel ratios. Like high 12s at higher RPM. If you get it in the 11s it has a nasty misfire/stutter tendency. There is a lot more work to be done on the fueling end and we may also need to tighten up the spark plug gap for these power levels. 4) I've recently started testing a new method for JB4 direct timing adjustment intended for large turbos. It increases the adjustment window an extra 4 degrees or so. I'm thinking it will come in handy for pump gas large turbo tuning. On the current fuel mix & meth at around 29psi I found MBT to be higher than I expected. In the 11-12 degree range at higher RPM. 5) I let off most runs at around 6500-6800rpm but I can verify the turbos hold full boost to redline without issue. I'll wind it out more on the dyno next time around. Up next I'll need to grab some 60-130 times for comparison to the stock turbos! Hoping for 6s! The best our 650whp M5 ever did on a 2% slope was 7.1s.
    21 replies | 332 view(s)
  • Sticky's Avatar
    01-24-2015, 08:32 AM
    This is not surprising as BimmerBoost last year reported that all wheel drive coming to the M5 is an inevitability. What is surprising is just how quickly things are moving in that direction as BMW is already testing an xDrive all wheel drive equipped F10 M5. This all wheel drive M5 was spotted in Sweden which during the winter as you can see is a pretty good place to test traction. Apparently the front wheels did a slight burnout prompting a photographer to go underneath and see the front driveshaft confirming all wheel drive. All wheel drive is coming because these cars have become so heavy and utilize so much low end torque. The M5 is more about muscle than ever in its history and really is becoming a dragster. Well, the traditional rear wheel drive layout is making traction a problem and considering most owners just want to go fast in a straight line instead of hustle around the track (the old AMG recipe) traction off the line is the point of emphasis. Especially considering that the next generation M5 will likely get a tweaked F10 M5 S63TU 4.4 liter twin turbo V8 with horsepower bumped to the ~630 range. It is unlikely that BMW will release an all wheel drive F10 M5 (although they clearly could) and more likely that this is a test mule for the next generation M5 powertrain which will be very similar to the F10 M5 powertrain. Expect more weight on the nose, more understeer, and for traditional BMW handling characteristics and balance to take a back seat toward straightline performance. It was nice knowing you M.
    23 replies | 818 view(s)
  • Tony@VargasTurboTech's Avatar
    01-23-2015, 05:30 PM
    As everyone knows, our new silicone intakes, are in production a few short weeks away, and have already shown great gains. We also made a charge pipe at the same time (which was also test fit with the silicone intakes), to get rid of that terrible stock pipe, with a smashed joining of the 2 banks among other problems it had. For our solution, we wanted to make it as easy to bolt on to any existing stock frame set up, from stock to 2+, while retaining the positive next to impossible to blow off connection of the stock Vbands. What we came up with combines the best of both worlds, and does just that...:music-rockout: We had billet v-band bungs CNC'd that are almost a full 1.5" ID that fit our charge pipe perfectly. These bungs now move the positive O-ring style seal to the OD of the compressor housing outlet instead of the inlet, this allowed us to make it full flowing like the charge pipe, BUT keep the V-band clamps for guaranteed trouble/boost leak free operation. To ensure this the bung extends a full 1.25" into the charge pipe, and has a machined hose bead, coupled with Stainless steel clamp (not shown), and the factory V-bands that will keep the CP in place, and leak free, no matter how much boost you throw at it. Below are a few pictures of how the system will work, and attach to the compressor. We are very happy with it, and coupled with our Silicone intakes will make a potent 3 punch combination for any stock frame turbo car looking to maximize its power! These will be of course offered separately from the intakes, but there will also be a package price for all 3 pieces. We are also seriously considering doing a cold side up pipe, and Charge pipe as well. That way you can run high quality, non heat conducting silicone all the way from the turbo outlets to the TB. If this is something you would be interested in let us know...:) As always thanks for the support!
    18 replies | 534 view(s)
  • Sticky's Avatar
    01-19-2015, 08:41 PM
    That did not exactly take long now did it? The C7 Z06 is well over the 700 wheel horsepower mark with pulley and cam modifications. To put this result in context LMR previously hit 661 wheel horsepower with a tune, American Racing Headers, and a prototype intake. Now that they changed the upper and lower pulleys on the 1.7 liter OEM blower they got an additional 82 wheel horsepower. What should stand out to you though is that absurd torque figure of 794 lb-ft at the wheels. In other words, just under 170 lb-ft of torque at the wheels more than with the tune, exhaust, and headers. So what is next? Well, this is what will become their Stage II package. The entire breakdown is as follows: - LMR Cold Air Induction - American Racing stainless steel headers with high flow cats - NGK Spark Plugs - MSD 8.5mm Spark Plug Wires - 160* Thermostat with Billet Housing - LMR (Overdrive) Harmonic Balancer - LT4 Cam Package -Tool Steel Custom Cam -Double Valve Spring kit(Retainers, locaters, keepers, and seals -Pushrods -Cam Phaser Kit Yes, it does have a cam upgrade so to get over 800 wheel horsepower it looks like it will take some more boost and headwork. Probably more aggressive tuning or E85 as well. We wonder how much the 1.7 liter blower has left in it if anything at all. Also they are going to run into fuel system issues soon. What they will do about the fuel is anyone's guess but they probably have solutions.
    25 replies | 126 view(s)
  • Sales@Gintani.com's Avatar
    01-21-2015, 08:46 PM
    Gintani is proud to introduce our full F8X M3/M4 ECU tune. With full access to the DME (Engine ECU) and great understanding of it our team has achieved great power and unlocked features such as cold start delete and cat delete. The ability to read/write from the ECU and our vast background in Forced Induction motors has allowed us to fine tune the car to great levels. Allowing the monster to come out when needed while having the comforts of a daily driven car. Our stage 1 tune on a bone stock car produced over 60WHP & 70WTQ on our DynoDynamics Dyno with 91 octane and only a small PSI increase. Much less pressure on the turbo's then a piggyback tune. With better octane fuel and downpipes 100+WHP will soon come. Our tune is a full ECU flash with no piggyback unit/Plug in box. For the past couple years piggyback tunes have grown. Piggyback tunes trick the vehicles turbo's to boost higher by playing with the voltage signals coming from the DME. With no control air/fuel ratios the power spikes up and down the powerband. Careful review of our dyno will show higher numbers while keeping the powerband stock like. Curves up and down the dyno flow almost identical to the factory powerband, achieving great smooth power. After months of dyno after dyno, and track after track our full F8X M3/M4 Tune is ready to go: 91,93,100 Octane applications Fuel Air/Fuel Ratio Adjustments Race Fuel Applications Top Speed Limit Removal Increase RPM limiter Exhaust Valves Fully Open Full Cat Delete Cold Start Delete Fuel Overrun (Catless cars only,dumps fuel for flame/burble effect from exhaust) At this moment in time the ECU must be removed and shipped to us for tuning, or you can come visit us at our Southern California facility. Price: $1299
    17 replies | 206 view(s)
  • TTFS's Avatar
    01-19-2015, 05:37 PM
    We were pleased to have this clean F82 M4 brought to us so we could install our Race Pac Stage 1 on it. We are very happy with the results, we have included a few graphs comparing the previous tuner box that was installed on the car with our TTFS Race Pac Stage 1 and TTFS Race Pac Stage 1 with Meth. Vehicle: BMW F82 M4 DCT Modifications Before: Brand X Piggy Back Box Catless Gintini Downpipes Akrapovic Exhaust - Downpipes back Wheels/Tires and Suspensions: 20 inch HRE wheels with Pirelli P Zero tires 275/30/20 Front 295/30/20 Rear H&R Lowering Springs Fuel: 10 gallons of 93 pump gas blended with 2 gallons of E85 All runs were done in All Wheel Drive mode on our DynoCom dyno in M2 Mode. The car has a DCT Transmission and all runs were done in 4th Gear. Graphs: Brand X Map 1 Brand X Map 2 TTFS Race Pac Stage 1 TTFS Race Pac Stage 1 with meth Brand X Map 1 VS TTFS Race Pac Stage 1 Brand X Map 2 VS TTFS Race Pac Stage 1 Brand X map 1 VS TTFS Race Pac Stage 1 with meth Brand X map 2 VS TTFS Race Pac Stage 1 with meth Brand X map 1, Map 2, VS TTFS Race Pac Stage 1 vs TTFS Race Pac Stage 1 with meth Pictures of the Meth set up: Pictures of the Vehicle:
    17 replies | 193 view(s)
  • Sticky's Avatar
    01-24-2015, 08:30 AM
    This is not surprising as BimmerBoost last year reported that all wheel drive coming to the M5 is an inevitability. What is surprising is just how quickly things are moving in that direction as BMW is already testing an xDrive all wheel drive equipped F10 M5. This all wheel drive M5 was spotted in Sweden which during the winter as you can see is a pretty good place to test traction. Apparently the front wheels did a slight burnout prompting a photographer to go underneath and see the front driveshaft confirming all wheel drive. All wheel drive is coming because these cars have become so heavy and utilize so much low end torque. The M5 is more about muscle than ever in its history and really is becoming a dragster. Well, the traditional rear wheel drive layout is making traction a problem and considering most owners just want to go fast in a straight line instead of hustle around the track (the old AMG recipe) traction off the line is the point of emphasis. Especially considering that the next generation M5 will likely get a tweaked F10 M5 S63TU 4.4 liter twin turbo V8 with horsepower bumped to the ~630 range. It is unlikely that BMW will release an all wheel drive F10 M5 (although they clearly could) and more likely that this is a test mule for the next generation M5 powertrain which will be very similar to the F10 M5 powertrain. Expect more weight on the nose, more understeer, and for traditional BMW handling characteristics and balance to take a back seat toward straightline performance. It was nice knowing you M.
    23 replies | 56 view(s)
  • Sticky's Avatar
    01-23-2015, 04:06 PM
    Low 10 second performance on the stock internal AMG M156 V8? Yep. This Weistec Stage III supercharged W204 C63 is from the Middle East and ran in Abu Dhabi at the Yas Marina 1/4 mile drag strip. The C63 AMG put down a very impressive run of 10.215 @ 136.658 on a 1.470 60 foot time. The car of course features the 3.0 liter twin screw Weistec M156 supercharger package and in addition the Weistec 'Bulletproof' transmission upgrade. As far as C63 AMG's are concerned this is the quickest and fastest stock internal pass recorded. Additionally, compared this time to a 10.4 @ 134.43 an Australian C63 managed with the Weistec Stage III package on pump gas. With race gas and maybe slightly more boost it certainly looks like a 9 second C63 AMG on stock internals is possible. Video below (recorded with a potato unfortunately): EDIT: The car features aftermarket forged internals:
    16 replies | 440 view(s)
  • Sticky's Avatar
    01-20-2015, 11:01 PM
    The extent to which this garbage about Mercedes-AMG motors circles the internet boggles the mind. Fortunately BenzBoost is here to sift through it for you and tell you what is really going on. You may remember many sites incorrectly stating that the GLE63 AMG would feature the M177/M178 engine instead of the M157. For some reason people still have not gotten it through their heads that the M157 is not going anywhere just yet even though the upcoming C63 AMG and AMG GT are getting a new 4.0 liter M177/M178 motor. Just because the AMG C-Class gets a motor that is not shared with its big brothers (something that started with last generation's W204 C63 AMG which apparently people have forgotten) does not mean every AMG model will suddenly be phasing out its M157 V8 for an M177/M178. So garbage like this article from Autocar that states, 'Mercedes 5.5-litre AMG V8 to be phased out in 2016' is idiotic. It is beyond words really. The 2016 GLE63 AMG was not just introduced only for them to change the motor the same year. Not to mention, more models featuring the M157 V8 are on the way and the E63 AMG, CLS63 AMG, ML63 AMG, SL63 AMG, S63 AMG, G63 AMG, and GL63 AMG all will continue using the motor so where is this phasing out occurring? Exactly nowhere. The C63 never had the M157 and neither did the AMG GT. All cars equipped with M157 V8 motors as of today will continue with M157 motors into 2016. Autocar quotes no source and contradicts themselves in their own article stating, 'That said, given existing product cycles, it seems likely that the engine will remain in production until towards the end of the decade.' No kidding guys, the M157 is going to be with us for several more years. Way to get the internet eating your BS and telling you it's cotton candy. How are you paid for this? Source
    13 replies | 742 view(s)
  • DavidV's Avatar
    01-21-2015, 04:10 AM
    1/4 mile drag race video of a rare light-weight Lamborghini Gallardo STS (Super Trofeo Stradale) versus a 2015 BMW M4. The Lamborghini Gallardo STS is powered by a naturally aspirated 5.2 Liter V10 which makes 570 horsepower. The BMW M4 is powered by a 3.0 liter twin turbo 6 cylinder that makes 425 horsepower when stock; however, the M4 is tuned and makes substantially more power than stock. Watch and enjoy the race.
    12 replies | 137 view(s)
  • Sticky's Avatar
    01-21-2015, 08:53 AM
    Another round in the Viper vs. Z06 straightline saga. This time we have modified examples going at it though. You may remember how the stock C7 Z06 vs. stock Gen V Viper TA runs almost broke Chevy fanboy forums. The result even managed to piss Hitler off. Well now that C7 Z06 modifications are out there what is the result if a modified C7 Z06 with 661 wheel horsepower courtesy of headers, full exhaust, and a pulley tries a Gen V Viper with an aftermarket intake, exhaust, and tune? See for yourself. Let's hope the internet stays up despite the result. 2015 Corvette Z06 mods: -Custom AFE Intake -ARH Headers -2.4 Upper Pulley -Lashway Motorsports Tune -661whp / 613rwtq -Manual Trans 2014 Viper TA mods: -Intake -Full exhaust -Tune by Unleashed Tuning
    13 replies | 169 view(s)
  • Cortez08's Avatar
    01-24-2015, 01:48 PM
    What is the best upgraded turbo and fuel option for FBO on 93 octane? I do not want to run meth and the car is a daily driver. I see lots of dynos and claims for ethanol whp records but the nearest E85 station is 45 mins away from me. I do have quick access to 100+ octane though. Am i really going to gain much by going to stage 2 over stage 1 twins on 93?
    10 replies | 223 view(s)
  • Sticky's Avatar
    01-24-2015, 11:41 AM
    Very nice numbers here from a GIAC tuned Porsche 991 Turbo S. The vehicle is running the GIAC Stage II race gas tune which is an ECU flashed tune. In addition to the tune plus race gas this 991 Turbo S has the Tubi catless race exhaust and the IPD intake plenum. The owner used launch control on the runs and as you can see the car was incredibly consistent. 132 mile per hour traps each time and the 60 foot ranges by less than 1/100 of a second. That is some serious consistency not to mention the launch control system is highly efficient hitting 1.4X. The tires used are Dunlop Sport Maxx Race which is a street tire but basically an R compound. So what else is needed for this car to be the first US 9 second 991 Turbo? Good question. It is somewhat perplexing why US 991 Turbos can not break out of the 10's yet we are seeing many record breaking results on the same dragstrip in the Middle East.
    11 replies | 474 view(s)
  • Sticky's Avatar
    01-24-2015, 08:31 PM
    The M133 engine is finally getting more flash options on the market. Up until now Renntech was the only tuner offering a real flash tune. The vast majority of the other M133 tuning options were piggyback tunes which of course have their plusses and minuses depending on your tuning goals. Flash tunes tends to offer more control over various parameters but it is ultimately personal preference. What is important is that M133 tuning is taking strides forward which is good for everyone. Eurocharged recorded a baseline wheel horsepower figure of 330. After the tune this rises to 380 for a very impressive gain of 50 wheel horsepower. The baseline torque figure is 334 lb-ft at the wheels. After the tune the peak torque rises to 430 lb-ft at the wheels for a gain of 96 lb-ft. The M133 definitely offers incredibly torque stock and tuned. The turbo does look like it runs out of steam past 5500 rpm though as if the torque did not drop off so sharply the M133 would easily make over 400 wheel horsepower. The Eurocharged tune retails for a very reasonable $999. The ECU must be sent in to either the Houston or Toronto location. OBD-II flashing is not yet possible but that will come with time. This is just the beginning but the future of M133 tuning certainly is bright.
    12 replies | 353 view(s)
  • MDORPHN's Avatar
    01-20-2015, 02:13 PM
    Having made a series of upgrades to my 2011 1M, I now have RB turbos, lots of brake components (for 1M or E9x M3) and other stuff for sale. Rather than posting up loads of pix, I’ll send pix, pads/rotor measurements, etc. – preferably by text or email -- as requested by interested purchasers. All stuff is in Washington, DC and I’ll favor those who can pick up. No low balls please, but all prices are OBO + shipping. Neil Simon Wash, DC NSimon1111@aol.com RB Turbos With RB thrust bearing upgrade and 12,500 miles – great shape (run with Motul 300V), no oil use/smoking whatsoever - $1,950 ER Charge Pipe/Diverter Valves Anodize black for factory style diverter valves - $125 Helix/AWE Tuning diverter/blow-off valves - $100 Schroth Profi II ASM 4-point harness (for 1-series driver’s seat only) - used for less than 2 years- $200 Spec. Stg. 2 + clutch with single mass steel flywheel – used 14,200 miles, no signs of abuse/slipping - $350 Walbro GSL392 255LPH fuel pump – brand new - $80 BMS Dual Cone Intakes - used for less than 1,000 miles - $60 Stock and “Hybrid” Intakes – One stock; other hybrid “Mr.Tom” from Helix Motorsports – available with stock or K&N panel filter -$50 (stock); $125 (hybrid) Brake Stuff (1M/ E9x M3) Front rotors: - one almost brand new left front stock rotor (in org. box) — no grazing, cracks, or wear - $150 Rear rotors (three sets): - one with minor surface grazing; no cracks - $75 - one with some wear but no grazing or cracks - $50 Front pads (stock): - 3 sets BNIB - $125/set - 2 sets almost new - $100/set - 2 sets with minor wear - $75/set Rear pads (stock) - one BNIB - $100 - 2 sets almost new - $75/set - 2 sets with minor wear - $50/set PFC pads: - one set front 06 compound BNIB - $150 - one set rear 01 compound almost brand new (bedded-in on street, never used on track) - $125 - one set rear 08 compound BNIB - $125 Other Brake Stuff: - rear caliper rebuild kits (2) - $50 for both - two complete sets of front and rear calipers - one in great shape (new dust boots, etc.) with ss brake lines, the other in need of rebuild -- $275/$150
    7 replies | 298 view(s)
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