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  • ChuckD05's Avatar
    08-26-2014, 03:37 PM
    Custom set of Hybrids that started as RBs but are far from RBs at this time, Tuned by a local tuner from another platform and upgraded rebuilt hybrids by another turbo guy from that platform, done on a dynojet ... Pretty Bad Ass to say the least... Using jb with backend flash obv custom tuning by someone here on Long Island... Funny thing is this shop has no interest in this platform other than this being a employees car and them messing around here and there.... The 587 graph has gotta be the record right? Stock fuel system with a inline pump and I dont think much more than e50 :) Just shows what tuning can be done on the dyno by people who understand tuning in general, which 99% of the n54s dont get done (tuning on a dyno by someone sitting in that car on that dyno) The video i have was sent to me from an iphone to my android to the quality is murdered, but its here, this is a 6m 135i ..... PM or write your email if you want the video but he broke the 565 before i got done writing this so 58x+ is coming soon in higher quality...
    495 replies | 17365 view(s)
  • VargasTurboTech's Avatar
    09-04-2014, 09:23 AM
    We are proud to introduce the latest in our line of N54 turbocharger products the VTT Stage 2+ hybrid turbochargers. We take our already robust stage 2 design, and add the highest flowing wheels in the TD04 family to provide the ultimate in N54 stock frame power potential. There is not another stock frame turbo option on the market that can match the power or reliability of our stage 2 turbos. How can we claim this? Lets break down what has become standard in our stage 2 turbos that a lot of people have overlooked. 1. We are the only N54 stock frame turbo manufacture offering billet wheel choices from 14T all the way up to our newest editions which use the massive 20T wheel 2. Our 9 blade Garrett turbine wheel. This is not a MHI 12 blade wheel thrown into CAD and had 3 blades knocked off it ala the Kamak or Kinugawa 9 blade TDD4 turbines you will find out there being used in other applications. This is THE Garrett GT series turbine used in all the fastest spooling and highest flowing Garrett GT and GTX turbochargers. What we did was simply take the Garrett design and have it shrunk into TD04L dimensions, offering the highest flow, fastest spool, and best aero of any TD04 turbine wheel on the market. Keep in mind we have been using this design since 2012 on all our stage 2's we are not now just jumping on the 9 blade band wagon. 3. To combat the inherent oiling issues these stock frame turbos have been faced with, we went back to the drawing board and after numerous changes we now offer DUAL piston rings in all our of stage 2 turbine wheels, this is similar technology you will see in such turbos are Borg Warner EFR, etc. This extra piston ring provides another barrier to keep exhaust out during those high Back pressure pulls, and in turn keep that oil in, helping improve life even under extreme conditions 4. As you already know each and every stage 2 turbocharger comes with an upgraded TD04 thrust and thrust parts to provide extra oiling and surface area to provide longer life, as the thrust take 90% of the abuse inside a turbocharger 5. The biggest compressor wheel options the TD04 family has to offer, all while retaining your stock bolt in fitment, simply unbolt your stockers or other hybrid turbos, and bolt these in, no modifications required Pricing is as follows: Stage 2+ with Billet 19T Compressor Wheel option $3599 - WHP potential 590-615WHP* Stage 2+ with Billet 20T Compressor Wheel option $3699 - WHP potential 600-650WHP* 15 degree clip to 9 blade turbine option $300 (this is for people looking for maximum flow and power, will result in slightly slower spool) Core charge still applies: $300 for 335LHD, $600 for all other models We are considering a group buy in the next few days offering a group buy discount if interest is high enough Also YES there will be a trade in for people who already have our stage 2 turbos or RB's, drop us an email for details! Estimated shipping on these is 30-60 days *Please note all power figures are estimated AND done so with PROPER complimenting upgrades, tuning, and FUEL. Running these turbos on pump gas only will net you a little more power over a standard Stage 2 set up, but not much. You need octane to bring the true potential from these turbos All the testing you see below was done using: Turbos: VTT Stage 2+ with Clipped turbines, and Billet 20T compressor wheels Fuel: 100% E85 Tuning: Tuned by Dzenno of Protuning Freaks using the Cobb AP FLASH ONLY Final Pull was 27 psi down low tapering to 24.5 psi at redline Please direct any and all questions to: Lets get into the dyno results and logs. We would like to start out by saying, we stopped short on the dyno because we had a fueling issue, as I did not come prepared, we had our Shotgun set to its lowest voltage setting, and as we brought power in the top end up to the 600WHP range we started seeing HPFP drop into a range that while not tanking was lower then we like to see, we will swap into our next higher voltage power module and get the car back on the dyno. This will allow us to run the timing we want, and bring the boost up most likely bringing us right into the 650WHP / 650WTQ range. For our first run, we pulled the car onto the dyno and ran a map we tested the last few times on the dyno that made a consistent 52XWHP / 54XWTQ with modest boost and timing. While trying to watch numerous things during the pull I should have paid more attention to the boost gauge, the car made it clear it was not happy on the top end and I could feel it nosing over. After the run, I pulled up the log and HOLY SH** the car made 40psi to reline, how we didn't blow the motor right there is a testament to the toughness of the N54 and how effective the DME is at protecting the motor when it is seeing all the information. The boost the car made surprised us both and we immediately started pulling WDGC out of it to bring the back down to a reasonable level. None the less we knew we were onto to something good when we saw the first graph. All Logs can be found in the ZIP file attached, lowest number is first pull, highest is last. All Runs done in 4th gear :whiteflag::scared-eek: First Pull Graph With boost lowered we tried another run, boost was still way to high for our liking so we dropped it again. Second pull graph Third, I watched the boost gauge closely and did not like what I saw so I lifted early and me and D both decided it was time to ditch the old maps and start over. Third pull graph At this point Dzenno went in and pulled everything back so we could sneak up up on what we wanted to see. The 4th graph shows we had a decent starting place Forth pull Graph From here it was Dzenno working his magic building a nice smooth boost curve and naturally the power comes with it. Keep in mind we did not touch timing, these numbers are on 10-12 degrees on timing, as we were not happy with the fuel situation. On our last round of 15T testing we were running 15.5 degrees of advance with no issues. Adding that timing back in will net us at least another 20WHP Fifth Pull Graph Sixth Pull Graph Seventh Pull Graph Eighth Pull Graph Ninth Pull Graph Final Pull Graph Final Pull with speed to show forth gear pull Here are some photos of the turbine wheels for reference. Biggest turbine Genuine Garrett GT series 28 turbine wheel, next out Garrett Clone TD04L, next MHI TD04L(RB) Difference in flow is clear. Here are some pics of the turbos as tested just from the compressor side, turbine side looks exactly like a set of normal stage 2's except a clipped turbine. Notice the OLD tags on these housings, we haven't used the red and blue tags since Stage 2 batch 1! That is how long we have had these housings on the shelf, we should have tested these a long time ago...:facepalm First pics are 15T's in 20T housing, next are 20T's.
    239 replies | 5040 view(s)
  • VargasTurboTech's Avatar
    09-05-2014, 06:59 PM
    Well in the midst of a bunch of pure garbage, we went to the dyno today as we hoped, I wasted a good 45 minutes of dyno time while shiv climbed around our car trying to take pictures of turbos from the top, annoyed was not the word, I told him to back up, warmed up the dyno and without flashing laid down 639WHP on the tune I drove in on. Satisfied he took off. We then continued our tuning session until it was cut short by Dzennos wife telling him it was time to be done. We threw a 5th gear run in at the end for shits and giggles and made 654WTQ, but less WHP, when you are pushing this power all the way to redline, as you will see the 5th gear pull bumps up power and TQ down low but adds nothing up top. A 5th gear dyno pull is similar to what you will be making on the street with the added load. Either way we fixed the HPFP and our shotgun performs FLAWLESSLY I honestly love that system so much, it just makes fuel, but it seems we have possibly found the flow limit of the injectors as even with PLENTY OF FUEL we sometimes found ourselves lean up top, and with trims maxing, Dzenno richened it up up top and it helped. This log is perfect and was a the 641 / 625 run, our cleanest one, just to be safe when I head to the track we will mix a little 109 and richen the mixture up. To prove the other theories wrong, we maxed the HPFP across the board, it didn't fix the lean condition or trims, if you have plenty of fuel to the injectors and you are running lean, it usually means you are maxing out duty cycle, we will see. Anyways I am going home and enjoying my weekend away from the scene, to everyone who purchased today for the group buy, please add your name to the post and invoices will be sent out on Monday. Thanks for the support.
    118 replies | 4643 view(s)
  • VargasTurboTech's Avatar
    09-06-2014, 12:17 PM
    The comparisons were inevitable at some point, so Terry sent me a single graph and we did a quick overlay, its very interesting to see how close these are, Stage 2+ has a decided advantage from take off until 5300-5500 rpm then the single starts to pull away slightly, both these sets up are not maxed and I would expect they both more in them, I expect Staged 2+ to have about 675 when fully maxed on destroy mode, and the single to have a little more. Things are heating up in the N54 world...:)
    113 replies | 2729 view(s)
  • Flinchy's Avatar
    08-21-2014, 10:53 PM
    Flinchy started a thread N54 intake manifold in N54
    So someone posted this on facebook ED: just saw they sell the billet flange for DIY efforts mmm.
    84 replies | 2413 view(s)
  • VargasTurboTech's Avatar
    09-09-2014, 03:09 PM
    Hey Josh@Cobb doing research on these injector limits we seem to be hitting and it looks like its 100% not a physical limit of the injector flow, but more of a control issue, we need to be able to control injection time etc, I copied and pasted what an actual Conti rep was quoted as saying. How hard would it be to give us more control of the injectors with the Cobb? "The injectors have a maximum of 40 mg/ms spray at 200 bar. This is an increadible amount of fuel, much much more than any solenoid injector. It is this high, because when we designed the application, BMW insisted that the engine must be able - in limp mode - to only use the LPFP pressure, which is 5 bar, and still drive the vehicle at 170 km/h. If correct, do you agree then that considering the ti in the compression phase, we can get it up to 4 ms for 7000 rpm ? Can we use the full compression phase ? You would have to calculate it, but yes, there is extra time at mentioned before. The injector can inject a lot of fuel into the cylinder. When increasing the injection time, and also when injecting in the compression phase, look out for cylinder wall wetting. This is dangerous. It would wash away the oil on the walls, causing wear. One way to check for wall wetting is to check the engine oil if it has fuel in it. Another way would be to check if the vapor of the exhaust gas recirculation (EGR) and see if there's fuel vapor. The risk of wall wetting may be reduced by running higher boost, as it affects air flow inside the cylinder. Running the HPFP at higher pressure may increase the risk again."
    85 replies | 2788 view(s)
  • VargasTurboTech's Avatar
    09-05-2014, 10:45 AM
    OK, so we are going to open up the group buy. The prices are as stated on the first thread $3599 for 19T $3699 for 20T For the group buy will offer clipped wheels for $99 This is $400 off the price on the website or close to 11% discount. Core is $300 for 335LHD, $600 for all other models on top of the price. We are offering $800 additional discount if you send in RB's as cores. It is going to work like this and there will be no exceptions. Put your name in the thread and email with the words "Stage2+ Group buy BimmerBoost" in the subject, if those words are not in the subject you will not be contacted for payment. In the body please included your paypal email address, or if you want to pay via CC over the phone that is an option as well, state that in the body. Also include your YEAR, and MODEL, compressor choice, and clipped or not. Once you are contacted with either a return email or paypal invoice, you have 24 hours to make payment in full or you will be bumped off the list. I spoke with our machine shop yesterday and half our housings as already done, meaning we should realistically shipping in 3 weeks so we prefer not to split it up with deposits. Any questions post in here and they will be answered, we are taking 5 people from BB for the group buy. Thanks again for the support!!!
    53 replies | 1888 view(s)
  • Anthony@FFTEC's Avatar
    08-22-2014, 11:24 PM
    We've been pretty silent lately while diligently working to complete production for the MANY bottom and top mount turbo systems which have been ordered over the past few weeks. Firgured I should come on and give some updates as to the status of Terry's engine build. @Terry@BMS has given us the honor and privilege of building him a custom FFTEC N54 Long Rod motor. Short Block has been balanced, blue-printed and assembled in house. FFTEC Spec'd CP Pistons FFTEC Spec'd Connecting rod - Long Rod N54 Rods. OEM block sealer and tooling. Coated pistons. File fitting the rings.
    35 replies | 1835 view(s)
  • natedog7700's Avatar
    09-15-2014, 09:13 PM
    What do you consider a "fast" car now days for a "daily" street-able car?
    43 replies | 1629 view(s)
  • Terry@BMS's Avatar
    09-15-2014, 03:23 PM
    BETA version of the CPE N54 port injection adapter just showed up. Need to order in some injectors and will start playing around next week I hope. :)
    38 replies | 1367 view(s)
  • B00stGeek's Avatar
    09-12-2014, 03:03 PM
    Not my cars, just sharing!
    38 replies | 720 view(s)
  • SLS AMG's Avatar
    09-03-2014, 12:38 AM
    - "While we’re still waiting for the Lamborghini Huracan to hit the streets over here in the US, they are out and about elsewhere in the world. We came across some video of a brand new Lamborghini Huracan in Rosso Mars running heads up vs a Porsche 911 Turbo S PDK Cabriolet.The Huracan’s 5.2L V10 with 610 horsepower, 7 speed dual clutch transmission and 3,450 pound curb weight should put it pretty far ahead of the Porsche’s 3.8L Twin Turbocharged Flat 6 with 530 horsepower and a 7 speed PDK transmission and 3,600 curb weight. However, the races are very close with each car pulling ahead at different points in the race."
    39 replies | 1106 view(s)
  • VargasTurboTech's Avatar
    09-01-2014, 05:01 PM
    Got the clutch and turbos in today. Only have about 5 miles on it, but here is what I have found so far. First off, Pedal Feel: Literally feels like driving a stock clutch, this is not kinda feels like stock, a little heavier than stock, no it feels like a stock clutch yet holds 900WTQ. 10/10 on this Second, Pedal engagement: Well I put the TO bearing on the low setting as I do with all my other clutches, this was a serious mistake. The clutch at first would not even disengage, after forcing it around the block a few times, it loosened up and now engages and disengages, but the engagement point is about 1/4" off the floor, I managed to get some more pedal by removing 2 spacers from my clutch stop, and now it engages, disengages perfectly fine, but as stated the pedal is VERY low (not good when looking for fast shifts using NLS). I will be pulling the tranny back out after its broken in and swapping the TO bearing over to the high setting, this will fix this issue. This is not an issue with the clutch as it is with TO bearing height choice. If you get this clutch USE THE HIGH SETTING. This is the joys of being first to use something..:) 5/10 because no instructions come with the clutch to warn you, you may need to use the higher setting to get proper engagement. Clutch feel while driving: So far, going from the shop to my house, man this thing feels nice, no jerking from a stop, super smooth engagement, just all around very nice feel to it. 10/10 I will be updating this as I get it broken in, and on the dyno.
    39 replies | 1289 view(s)
  • Sticky's Avatar
    09-02-2014, 01:10 AM
    Are you fucking kidding me?
    36 replies | 1560 view(s)
  • Ando@BMS's Avatar
    09-05-2014, 04:56 PM
    Got the car back on Thursday from VM and took it to dyno today. Car is my N54 335i Auto. Level 10 valve body upgrade, VM 6465 top mount twin scroll single turbo kit. We did the dyno with E30, one can of octane booster and dual nozzle cm10 methanol injection. Result 676whp and 593wt. :D:dance: I couldn't have been more happier with the results. The car drives great in the city and makes plenty of power up tap. We opened the electric cut out and it was about 9whp difference. Big thanks to Payam!!
    35 replies | 1234 view(s)
  • VargasTurboTech's Avatar
    08-27-2014, 08:56 PM
    Got the all the final samples back today except the pulley, they broke a tool an its supposed to be done Friday. The housing, and mounting plate have to made in 2 pieces to keep machining costs down, this means we have grooves machined in that accept the plate, and then we have each housing Tig Welded. We will have this one welded tomorrow, and get it test fit soon, as long as everything fits as it should, we just have to final assembly fit on a the test vehicle, and start a machining run. A run of parts can take anywhere from 30-45 days depending on how backed up the queue is, sometimes longer, we are hoping they can get them done quickly for us. Excited to get these things out there, and running on some fast cars. Thanks for your patience!
    29 replies | 1434 view(s)
  • Sticky's Avatar
    08-28-2014, 08:38 PM
    This race is simply a beatdown. To those that know the cars it should not be all that surprising. Both cars feature tunes from PP-Performance. The C63 AMG Black Series M156 engine is already in a high state of tune from the factory. As the 6.2 liter M156 engine is naturally aspirated and tuned aggressively by AMG there is not much room to gain power on the car. Certainly not as much room to gain with a tune as there is with the turbocharged M4. The cars put out very similar wheel horsepower figures in stock form as the C63 AMG Black Series shows ~430 wheel horsepower on a Dynojet. With a tune this can approach the 460 wheel horsepower range depending on how aggressive the timing is and the fuel quality. The stock torque figure is roughly ~405 lb-ft of torque at the wheels whereas the S55 in the M3/M4 shows 429 lb-ft of wheel torque stock. Once tuned, even with a modest tune, the M4 exceeds the C63 Black Series. Horsepower rises to over 479 at the wheels and torque at the wheels goes to 484 lb-ft. Combine the power and torque advantage with a quicker shifting dual clutch transmission and the M4's roughly 400 pound lighter curb weight and you get the result you see here. Not to mention the C63 AMG Black Series aerodynamics also create more drag. The M4 continues to pull impressively to 175 miles per hour and the C63 AMG Black Series is too far back to even be seen. AMG fans will no doubt be quick to point out that if you boost the C63 AMG Black Series things change in the other direction.
    35 replies | 743 view(s)
  • mjmarovi's Avatar
    09-03-2014, 08:09 PM
    Hey guys, I'm looking at the option of parting out my car instead of selling it completed the way it is. What I'd like to do is sell the single turbo kit package to someone. We can negotiate misc. items that you may or may not need but here's what I'd like to sell with the kit and have swapped. Asking $5,800 plus your stock parts and cover labor for the swapping of the parts. Forced Performance HTA3586r turbo- 6262 sized turbo with V-band inlet and outlet and ceramic coated hotside. .82 A/R dual ball bearing, billet wheel, etc. Value- $2300 Proven Power hot parts kit including bottom mount single turbo manifold (black ceramic coated), hotside of chargepipe, downpipe, and custom midpipe to connect to dual exhaust, Tial 38mm wastegate and wastegate discharge pipe, O2 sensor heat sinks approximate value- $6,000+ miscellaneous oil feed lines, custom fittings, heat wrap, etc. also included approximate value- $500 Here's some pics, more can be found in my build log here: here's a pic showing nothing is hanging low underneath the car. And the completed engine bay pic And a video of the car in action if you haven't already seen it :)
    30 replies | 888 view(s)
  • badass335's Avatar
    08-23-2014, 01:35 AM
    I have Cobb V3 and am going through the ptf tune as well. I've had way too many revisions and still have this issue. It seems like the car is taking off, and then a parachute opens slowing me down and then the parachute rips and i take off again. I had OFT with Procede stacked and the car ripped through the gears. I am running a FBO car with Meth. I had Procede control my aquamist meth and was running IA8OS ecu. I then had an ecu failure (mosfet issue) so bmw replaced it with IJE0S now. Also got 6 new coils and injectors and plugs. As such, i removed Procede/OFT and got Cobb v3. Connected Aquamist directly to ECU. I am trying to troubleshoot as not to blame tunes. I replaced the Boost Solenoids and all boost hoses and then i read somewhere that vanos solenoids could also cause this so replaced that as well. Running out of ideas. I can be driving with throttle constant and the car is surging or fluctuating though the pedal is held constant.
    30 replies | 741 view(s)
  • lfelunden's Avatar
    09-10-2014, 05:47 AM
    That Porsche is just flying! 140HP less, but German engineering FTW! Can't imagine this with an ECU and exhaust :scared-eek:
    33 replies | 633 view(s)
  • Sticky's Avatar
    09-16-2014, 12:36 PM
    Dinan continues to roll out more of their piggyback tunes for the newer turbo M cars. Their latest Dinantronics tune tackles the new F80 M3 and F82 M4 equipped with the S55 inline-6. The $2499.00 Dinan box raises output on 93 octane from the factory 425 horsepower to a Dinan claimed crank output of 516 horsepower. Torque goes up from 406 lb-ft at the crank to 489 lb-ft for a gain of 83 lb-ft as measured at the crank. Now, we know the M3 and M4 are very underrated from the factory to begin with. How is Dinan measuring the horsepower here? We do not doubt the power and torque gains whatsoever but the M3 and M4 are making close to 500 horsepower off the showroom floor. This is why we want to see output at the wheels, not at the crank. Quoting crank figures with modern turbo cars is a tuner relic. Obviously, the main competition here is going to come from BMS. The BMS M3/M4 JB4 box costs $799.00. BMS has shown over 500 horsepower at the wheels already with this tune. Frankly, BimmerBoost believes BMS prices the F80 M3 and F82 M4 JB4 at $799.00 because if it was any more of a value M owners would probably consider it a 'cheap' piece of a equipment. BMS has room to drop the price but Dinan's pricing means they do not have to. It certainly will be interesting to see some real dyno results as well as real world performance numbers. People buy tunes to be faster. Which piggyback tune is the fastest? Well, we all already know the most expensive tune is not necessarily the fastest tune. Product Description Stage 1 (DINANTRONICS™ Performance Tuner ONLY) Maximum Power: 516 HP, 489 lb-ft of torque. The DINANTRONICS™ Performance Tuner is a highly engineered and sophisticated piece of computer hardware and software that enhances engine performance, without negating or voiding your new car warranty coverage and without affecting long term reliability or the functionality of on-board diagnostic systems. It was also designed to be emissions legal in 50 states (E.O. Pending). The ultimate objective of developing this piece of technology was to provide the ability to control every signal entering and exiting the BMW factory Engine Control Unit. These items are unique to Dinan and together they embody the apex of performance engineering in a powerful, reliable, and warrantied package. The Dinan® Difference The biggest benefit of the DINANTRONICS™ Performance Tuner is our ECU has the… "…capability of setting an optimum target lambda (fuel mixture) as well as correcting short term trim which is the difference between target and scheduled fuel mixture. By matching these two correctly we can reduce knock sensor activity which will make smoother performance, protect the catalyst, increase power and allow us to make it emissions legal."- Steve Dinan The Dinan® Difference is possible by employing a full staff of talented engineers that are well rounded in all aspects of their job. Manipulating these signals with an adept hand all the while keeping an engine running at its best and with the most reliable power is what Dinan is all about. Well Engineered Plug-in tuning devices all have one thing in common, they send a modified signal to the factory ECU, telling it the boost pressure is below target values. This then causes the factory ECU to raise the boost pressure to what it thinks is the correct value. This modified boost pressure signal causes errors in fuel mixture and ignition timing. These errors can cause the on-board diagnostics systems to set faults, but they can also cause exceedingly high catalyst temperatures and a loss of power. In addition, when power is increased, exhaust gas temperature will increase as well and this must be countered with a slightly richer air/fuel mixture. The DINANTRONICS™ Performance Tuner uniquely has the capability to adjust target Lambda, correct short term trim as well as ignition timing errors induced by raising boost pressure. This enables Dinan calibration engineers to optimize air/fuel mixture and ignition timing at elevated boost pressure throughout the entire gamut of engine RPM and engine load. Additionally, the ability to correct short term trim corrections (the difference between target and scheduled fuel mixture) remain within OEM specifications. This minimizes knock sensor activity, which in turn means smooth engine performance, catalyst protection and power increase, while this is also required to make the car emissions legal. Dinan engineers have worked for two years on the DINANTRONICS™ Performance Tuner in efforts to provide BMW enthusiasts with Performance without Sacrifice. State-of-the-Art Hardware The DINANTRONICS™ Performance Tuner is engineered using the best possible components and advanced hardware. The most obvious and visible component is the elaborate wiring harness. Using OE connectors and an expandable braided wiring sleeves ensures that all visible components appear as if they come straight from the factory. More importantly however it guarantees long lasting and dependable performance due to the use of high heat, moisture and abrasion resistant materials and design. The other hardware element involved is the Dinan electronic control unit (ECU) itself. While its outward appearance may seem tame, the processing power and sophistication held within its internal circuitry is anything but. Capable of delivering signals to various systems at an astonishing 4000 times per second the DINANTRONICS™ Performance Tuner yields the power to control all current signals delivered to the ECU as well as those developed in the future without a hiccup in performance or reliability. This immense processing power equates to a high degree of engine control resulting in a much lower likelihood of setting a fault. In addition smoother running conditions and superior drivability are achieved, all of which are Dinan hallmarks. Unmatched Warranty Dinan's comprehensive warranty program, introduced in 1997, provides superior warranty coverage to that which you would find elsewhere. If your vehicle is currently covered by the vehicle manufacturer's new car limited warranty, Dinan® products are warranted for the remaining term of the vehicle manufacturer's new car limited warranty. The manufacturer's new car warranty is limited to 4 years or 50,000 miles (80,000 kilometers in Canada), commencing on the date of first retail sale or the date the vehicle is first placed in-service as a demonstrator or company vehicle, whichever is earlier. Dinan's warranties are transferable when ownership of the vehicle into which the Dinan® products were originally installed is sold. BMW automobiles can now be performance-tuned without the associated concern of negatively affecting the new car warranty coverage. Designed to be Emissions Legal The DINANTRONICS™ Performance Tuner was designed and built to be the only tuning box on the market that is emissions legal in all 50 states. At the moment this product is emissions legal in most states – the product is in compliance with US Federal EPA Memorandum 1A, or this product has not been found, nor is believed to be, unlawful for use under the provisions of the Clean Air Act. Currently this product is not legal for sale or use in California, and states that have adopted California emissions standards, on any pollution controlled motor vehicles. We are however in the E.O. process with the ARB and are confident that the DINANTRONICS™ Performance Tuner will be emissions legal in all states in the near future. Drivability There is more to a tune than just cranking up the boost. Power needs to come on smoothly and in a predictable way to make the car as fun to drive at wide open throttle as cruising around town. It is your BMW, but reborn with new found acceleration and speed. Installation Plug-and-Play installation in two hours or less at any of the 180+ Dinan® Dealers. While firmware is loaded directly on the ECU the model specific software will need to be downloaded into the ECU by an authorized Dinan dealer after installation. Log on to to find your nearest dealer or contact Dinan to make an appointment. Easy To Use Dinan's ECU is Bluetooth® Smart meaning that you can change maps simply via a Bluetooth connection. Just install and you are done! Designed for the Future The DINANTRONICS™ Performance Tuner was engineered with future expansion of functionality in mind. Boasting the most powerful processing power on the market the DINANTRONICS™ Performance Tuner can handle more functions and processes than any of its contemporaries. To that end the Dinan performance tuner is capable of interfacing with the CAN and FlexRay communication systems which allow for controlling powertrain functions, among others. This means that when new functions are developed there will be no need for a new box, just a short software update at your local Dinan dealer. Satisfaction Guaranteed Dinan guarantees you will be impressed by the DINANTRONICS™ Performance Tuner and the performance it provides that we offer a 3-Day return policy. If you aren't satisfied with what the Dinan solution brings to the table within 3 days of install you can go back to your dealer for a full refund (installation labor costs still apply).
    28 replies | 218 view(s)
  • dzenno@PTF's Avatar
    09-10-2014, 10:03 AM
    GB confirmations thus far: 1-Greg G 2- Alex W 3- Calvin B 4- 5- ================= Hello guys! Our PTF twin disc clutch setup is ready to rock and roll so we've decided to do a group buy introductory. The twin disc clutch includes clutch, single mass fly wheel and throw out bearing. Specs: Torque holding capacity: 900ft/lb Materials: carbon graphite semi-metallic $1775 shipped for 5 $1725 shipped for 10 or more Shipping to Canada will be an additional $20 and international customers shipping fee will depend on location. Email to get in on the group buy and I will update the list periodically. The end date for the group buy is undecided at this moment but I will edit this post once established! Thanks guys and we can't wait to get them out to you! Here are some pics of the twin disk clutch from Bimmerfest East: If you ever need to rebuild this clutch down the road, rebuild cost details: A disc pack is about $299 and flywheel surface plate $79. When it needs a floater and pressure plate, both of those together are about $240.
    21 replies | 820 view(s)
  • 654's Avatar
    09-16-2014, 03:09 PM
    Josh, New stock frame turbo upgrades and actually all new turbo upgrades that are popping up tend to be tuned to around 20psi if not even 30psi. Are you still developing N54 ATR further? What boost can we get to with N54 ATR? I know JB is able to handle the increased boost, but it would be nice to know if ATR will be another option in the future or not. How high boost do you expect ATR to be able to manage? Thanks
    23 replies | 563 view(s)
  • Vertigo's Avatar
    08-27-2014, 10:33 AM
    Vertigo started a thread P/P N54 Head in N54
    I just got the call last week that my head was ready to be picked up. Very happy with the work! To save on cost I decided to take on polishing the combustion cambers which is coming along nicely. I'm not going all out and didn't see any need for over sized valves as this is a spare head. .003 was taken off the deck but I am pretty set on using the stock (not thick) head gasket as I don't want the quench area to be too tall and have too much of the steel gasket sealing ring exposed during combustion and retaining heat. Between DI, running E85, and losing a slight amount of CR to the polishing of the CC I think I am making the right choice as this will be a daily driver and don't want to lower my CR too much. Once I decide to add a single, my hope is that the E85 will allow for higher boost without knock.
    21 replies | 830 view(s)
  • BlackJetE90OC's Avatar
    09-04-2014, 11:15 PM
    ** Previous years lap times are void due to VIR recently being repaved. ** 2014 Lightening Lap Results. Stingray and Z28 have an amazing showing. Stingray out lapping R8 V10+ by 3.7 secs and the M4 by a whopping 6.9 secs. E63 quicker than M4...hmmm interesting. Z28 0.1 sec off the F12.
    22 replies | 467 view(s)
  • TTFS's Avatar
    09-10-2014, 07:57 PM
    TTFS started a thread TTFS | M4 Before and After in S55
    Bone stock M4 before and after. Enjoy ;)
    21 replies | 413 view(s)
  • Sticky's Avatar
    08-26-2014, 06:43 AM
    Dinan is a reputable and high quality aftermarket option in the BMW tuning world. However, the BMW tuning world has changed and Dinan has had to change with it. Dinan announced their piggyback tuning era (after stating piggyback tuning was inferior) earlier this year. Now Dinan releases their S1 package for the F10 M5 claiming 675 horsepower thanks to the Dinan Dinantronics performance tuner along with other supplemental modifications such as to the suspension. There are a few problems here. First of all, Dinan's piggyback box is $3,749. Why? What does it do over a JB4? What does it do over other piggyback tuning options? If Dinan wants to command the highest price point in the marketplace for a piggyback tuning box that is fine. It's fine if it's worth the money. From what BimmerBoost has seen, it isn't. Dinan can't live off his name any longer. In the old days Dinan would 'congratulate' the BMW engineers by saying they could not improve on the BMW tune (although other tuners could). Today, consumers have more options and the options other than Dinan offer more data on the performance gains and also offer their product at a comparable value. If Dinan wants to charge more that is up to Dinan but you would expect more data for the premium with Dinan's resources. Not a single timeslip? Not a single dynograph? This all goes back to Dinan's arrogance about dynographs and the white paper Steve Dinan released criticizing using dyno's for proof of gains. The reason Steve Dinan does not post dynographs is simple. It does not favor his product especially for the horsepower per dollar when it is relatively easy to compare graphs for competing products. Call this the N54 or BMS effect if you want but the BMW turbo era already proved more money does not equal more horsepower, safety, or performance. Dinan is releasing horsepower charts so clearly he sees he needs to change his approach. The Dinan name carries a lot of weight. However, it's with the uninformed. BimmerBoost users won't be ponying up for this without results to back it up. You want $13,487 for what a JB4 for a few hundred bucks with some methanol will smoke? Sorry Steve, the game has changed. You better change with it or it's game over. Dinan releases 675 horsepower tuned M-sedan that delivers supercar performance with the refinement and ride of an opulent daily driver. (Morgan Hill, Calif.) – August 2014 – BMW performance specialist, Dinan Engineering, has announced the latest addition to its signature vehicle line, the S1 M5. This twin turbocharged V8 powered sedan offers supercar performance with 675 horsepower and 644 lb-ft of torque on tap, but is refined enough to be the perfect daily driver. The 200 mph capable M-car features a comprehensive blend of components designed and tuned by Dinan, recognized for 35 years as the BMW tuning expert, to enhance every aspect of the vehicle’s performance. The S1 M5 offers the only warranty on the market that matches manufacturer coverage for 4 years/50,000 miles and on both the standard M5 and Competition Package equipped vehicles. The S1 M5 offers remarkable performance and the same warranty coverage, resale value and reliability BMW owners expect, all backed by Dinan’s nationwide network of authorized dealers and service centers. “Our goal at Dinan is to build a balanced performance package that maintains the soul of the OEM platform,” said Dinan Engineering President Steve Dinan. “This car is designed to be faster and handle sharper, but still offer the level of refinement that BMW owners expect. M-Car owners already bought the fastest BMW and now it’s up to Dinan to make it even faster” The S1 M5 makes a jump from 560 horsepower in stock trim, to an impressive 675 horsepower and 644 lb-ft of torque thanks to Dinan’s Carbon Fiber Cold Air Intake, Free Flow Exhaust system and the all new DINANTRONICS Performance Tuner that opens up the full potential of the S63 V8. The DINANTRONICS Performance Tuner is a highly engineered and sophisticated piece of computer hardware and software that enhances engine performance, without negating or voiding your new car warranty coverage and without affecting long term reliability or the functionality of on-board diagnostic systems. It was also designed to be emissions legal in 50 states (E.O. Pending). The ultimate objective was to provide the ability to control every signal entering and exiting the BMW factory Engine Control Unit. These items are unique to Dinan and together they embody the apex of performance engineering in a powerful, reliable, and warrantied package. To compliment the added power, the package includes negative camber front control arms, lightweight tubular Anti-Roll bars and Dinan’s High Performance Adjustable Coil-over System that gives the M5 a more aggressive stance and decreased body roll, without sacrificing ride comfort. Dinan’s adjustable coil-overs keep the factory Electronic Damper Control shocks in place and implements threaded collars to allow the user to change the ride height. The end result is a sleek lowered stance that provides improved handling to go along with the more aggressive appearance. Optional features include Dinan lightweight forged wheels (custom finishes available) and cosmetic upgrades from the BMW performance parts line that includes a carbon rear spoiler, a carbon front fascia and Dinan aluminum pedals adding a unique aesthetic touch to any 2011-2015 BMW M5. Dinan has worked closely over the years with BMW’s factory motorsports program bringing home three consecutive championships and two wins at the 24 Hours of Daytona along with countless Grand-Am podiums. With 35 years of experience building artfully engineered performance vehicles that balance tuned handling and dramatically increased acceleration with the turn-key reliability sport sedan owners demand, the Dinan S1 M5 offers supercar performance in a practical package. This package is also available for the M6 and Competition Package Equipped models. Dinan S1 M5 Product and Performance Summary Available for F10 M5 Engine DINANTRONICS Performance Tuner $3,749 Dinan Stainless Steel Free Flow Exhaust (Rear Muffler) $2,999 Dinan Carbon Fiber Cold Air Intake $2,999 Total for S1 Engine Tune: $9,747 Performance Maximum Horsepower: 675 hp @ 6000 rpm Maximum Torque: 644 lb-ft @ 4000 rpm Suspension Dinan High Performance Adjustable Coil-over Suspension System $1,499 Dinan Lightweight Tubular Adjustable Front Anti-Roll Bar $599 Dinan Lightweight Tubular Adjustable Rear Anti-Roll Bar $399 Dinan Negative Camber Control Arms $1,014 Total for S1 Suspension Tune: $3,511 Accessories Dinan Aluminum Pedal Pad Set $229 Dinan Deck Lid Badge Included Dinan S2 Serial Numbered Plaque Included Total for S2 Accessories: $229 Dinan S1 Package Total: $13,487 Options Wheels/Tire & Brakes Lightweight Forged Performance Wheel Set 20” $6,450 set Exterior/Interior BMW Performance Carbon Fiber Spoiler $613 BMW Carbon Mirror Caps $700 pair Warranty Matching New Car Warranty coverage up to 4 years/50K miles. Dinan Engineering 865 Jarvis Drive Morgan Hill, CA. 95037 800.341.5480
    23 replies | 210 view(s)
  • Vasily1's Avatar
    08-24-2014, 01:18 PM
    Here some new videos of my E63 4matic Renntech st. VIP now vs Lambo Huracan:
    17 replies | 465 view(s)
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