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  • 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 | 5168 view(s)
  • Sticky's Avatar
    09-23-2014, 03:18 PM
    From what I'm hearing from certain people it looks like we will see the N54 finally venture out of the 7XX range in the following few months. It is going to take a built motor and a turbo setup someone has up their sleeve but I think you can all bank on the N54 getting into the ~900 whp range fairly quickly from this point forward.
    185 replies | 4948 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.
    120 replies | 4945 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 | 2899 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."
    99 replies | 3672 view(s)
  • dzenno@PTF's Avatar
    09-19-2014, 11:37 AM
    Finally – a real announcement from proTUNING Freaks about the turbo kit and fueling solutions that our own brand MOTIV Motorsport has been working so feverishly on for the last year. In the aftermarket performance world it is often a race to be the first out with a product. While we would like to be able to do that as well as keep focus on our core ideals of quality and race proven power/reliability – we simply could not do so without extensive testing on and off the track. Over the last year we have put over 10,000 miles of daily driven duty as well as multiple practice and national level competition NASA road course events and abuse on the MOTIV Single Turbo Kit. We are not simply a shop that made a one off kit for a customer and decided to put it into production. We have gone through multiple manifold designs and fabrication types, as well as multiple revisions on our final manifold design. Now that we are satisfied with the durability of the kit after being put through its paces we can announce the details and preliminary results as we continue to test the final “all out” performance and stages of power based on fuel setup (OEM, OEM+, and “ALL OUT”). At Bimmerfest East 2014 we put on display some parts from the turbo kit and fuel system. Our goal was to provide staged power in a modular form that allows the consumer to purchase the kits all together or piece by piece. So without further ado – product pictures and results from OEM and OEM+ testing. The “ALL OUT” numbers will be soon to come as we need something to keep us occupied while we finish the final stages of production on 20+ single turbo kits and fuel setups to support your power goals up to and beyond 1000hp. Disclaimer – all dynos read differently – even from one dyno jet to another. Our testing was done on a DynoJet 424x. The month we took delivery of the shop car we through the car on the dyno to get baseline numbers. This specific DynoJet apparently reads a bit lower than the typical one people have been posting up. Bone stock the car produced 257whp and 260wtq. Testing and Results – OEM Fueling – 93 Octane ONLY The OEM fuel system leaves a lot of power out of reach. There are many options when it comes to achieving power beyond what the OEM system can do but many of these are not all that reliable and fall in the category of “but they work”. We feel that things shouldn’t just “work” – they should be designed, tested, and implemented. For those of you who want to make at and above the modified stock turbo housing power – and all on pump gas and stock fuel system – NO PROBLEM. The first set of testing we did was simply using a stock LPFP with a 255 inline pump. The MOTIV 750 kit is capable of running much more boost and can make far more power on 93 octane alone due to the decrease in pumping losses and efficiency. However, the HPFP began dropping fuel pressure drastically as it could not keep up with the demand (in part because the LPFP system was struggling as well). As such – this is where we felt we would stop in an effort to display a conservative showing of what the MOTIV 750 kit could do on a stock LPFP and only 93 octane. Testing and Results – OEM+ Fueling – 93 Octane ONLY After seeing just an in line pump to help the LPFP supply the HPFP we stepped up to the next level of fuel supply using a 455 in tank. The goal of this was to figure out how much further we could push the system before the HPFP showed signs of it not being able to keep up. With the aftermarket low pressure Walbro unit we were able to squeeze a bit more fuel out of the OEM HPFP allowing us to push just a little further. It's always fun to play around and see how the dynamic of the tables in the dme of the car can change with more boost less timing, less boost more timing, different cam tuning, etc. So here is a quick preview of a different profile of the map. Testing and Results – “All Out” Fueling We designed the MOTIV Single Turbo kits to be extremely efficient, powerful, consistent, and reliable. We were quick to learn that the stock HPFP (no matter what LPFP supplied it fuel) would not be enough to even find the limits of our turbo systems on regular 93 octane alone. As such we began integrating our supplemental MOTIV Port Injection fuel system. After enough testing over the previous months we can finally begin to share these results with you as well. The goal of this setup (which we have used on other platforms with great success as well) is to supply the engine fuel while taking the stress off of the HPFP and keeping it within range where the HPFP never drops fuel pressure throughout the RPM range - no matter how much power the car is making. The following were still at low boost but with the MOTIV Fuel System there is plenty of fuel for up to and over 1000hp. We are only just starting to display how much power this kit can make as this is still only on 93 octane and nothing else. The above graphs and comments have left out one major component of tuning so far. SPOOL!! Naturally, larger turbochargers require a greater amount of time to spool up and reach their respective optimal operating range. However, through tuning and an excellent VANOS system that is employed on the BMW N54 Engine, we’ve been able to alter both intake and exhaust camshaft phasing to provide more exhaust gasses into the turbine housing in order to bring the compressor up to speed faster. By increasing dynamic compression and effectively create more exhaust gas volume to enter the turbine housing we are able to speed up the spool. This comparison between an OEM and PTF calibrated VANOS system and its effects on turbocharger spool can be seen progressively in the graph below. At this point we are only starting to come into the MOTIV 750’s turbo efficiency range. The 3586 does not even wake up until approximately 24+psi and LOVES to flow upper 20s and lower 30s. So in two weeks we will be unveiling all of the results. “All Out” on race gas and e85. All out on 93 as far as we can comfortably push it. And even running a JB4 as we have been in communication with Terry for those of you would prefer to run the kit with a JB4 and his back end flash. Just for fun…here is a higher boost pull where I let off at about 4700RPM... We can’t give out too much information in one night!! Stay tuned for the remainder of that dyno pull and many more like it. In the next week or so we will begin taking pre-orders to gauge interest in how many kits we need to keep on the shelves and which turbos will be in demand. While we love people wanting to push the limits and go with bigger turbos, we do recommend sizing the turbo appropriately for your goals. Having a 900hp turbo is not fun if you only run it at 500-600hp. You will spool slower and have less power under the curve. As of now we are finishing production on approximately 20 kits. We will be offering a slightly smaller option in our 600 kit and two larger options in our 900 kit. The 900 kit can be paired with either a Forced Performance HTA3794 or a PTE6466. The 900 kit will have a little bit of lag but allow for more power on pump gas and even more when pushed all out with our full line of MOTIV horsepower solutions. The kits will retail starting at 7749 and come with all the necessary hardware needed for install. We will be doing an intro special on the first production run of 7600$ SHIPPED in the US. For shipping outside of the US please contact us. Detailed pictures to follow. The kits come with some of the most reliable and reputable turbos on the market. These are not discount turbos. They start at 2249 direct from the retailer. Forced Performance / HTA turbos are world renowned for their quality. In the meantime – enjoy this video and some pictures of the kit in the process of being made. We will begin shipping orders the first week of November. VIDEO:
    83 replies | 2764 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. :)
    75 replies | 3108 view(s)
  • beedub's Avatar
    09-24-2014, 02:48 PM
    it seems we have our first VT4 on a 4.4 stroker :scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek: Really nice to see this platform being pushed and pushed! i would PAY to see this thing go up against the current HP leader sticky, hopefully thats something we could see eventually!! on a side note I'm very impressed with the v2 Ti blower, same outer case as the v3 but monster punch the v3 just can't bring!! i would have loved to see some more internals porn but sadly those pics were kept to a minimum.
    93 replies | 1402 view(s)
  • dzenno@PTF's Avatar
    09-10-2014, 10:03 AM
    GB confirmations thus far: 1-Greg G - paid 2- Alex W 3- Calvin B - paid 4- Terry@BMS - paid 5- kev335i - paid 6 - 7- 8 - ================= 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/kevlar $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. We've put the clutch up on the website for order. The special price is set at 1750 shipped and anyone interested can grab it right now and we'll ship as soon as possible. This price will be up until Sept. 30th. 6-bolt flywheel: 8-bolt flywheel: 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.
    66 replies | 1883 view(s)
  • angelic0-'s Avatar
    09-27-2014, 06:34 AM
    Does anyone know what the status is on this :?:
    70 replies | 1111 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 | 1957 view(s)
  • Terry@BMS's Avatar
    09-26-2014, 03:29 PM
    Hey guys, Was able to get Ando's car back on the dyno to test out the new 1.00 AR exhaust housing. Mods are a JB4, VM top mount turbo kit, E40, meth, and all the bolt ons. The result was an impressive ~30whp gain from his .84 AR housing with improved spool. Looks like the COMP 6465 1.00 twin scroll is good for a nice spooling 700whp. Even on automatics. I also plotted it out against Payam's manual trans 335i running basically the same turbo kit, tuning, and mods, and you can see what an improvement the longer MT gearing makes on spool and power under the curve -- on the dyno. In the real world though advantage automatic. We'll find out for sure when the two of them race at Shift Sector in a month.
    54 replies | 1593 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?
    44 replies | 2308 view(s)
  • Terry@BMS's Avatar
    09-19-2014, 03:30 PM
    Thought you guys might find this interesting. I'll let Payam fill in all the details but he swapped over to a little larger AR with his VM single kit and somehow picked up not only 30whp up top but also improved spool! This is running a basic E40 mix with meth, and our conservative ST back end flash map. Impressive stuff. :eusa-clap:
    43 replies | 1446 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).
    46 replies | 537 view(s)
  • skyegirl's Avatar
    09-20-2014, 10:35 PM
    I'm a nube: first post and new to n54 tec. This may be a silly question, but is it possible to use an n55 cylinder head and injectors on an n54? Appreciate any thoughts, or pointers to active or archived threads. Cheers!
    53 replies | 1174 view(s)
  • quattr0's Avatar
    09-21-2014, 11:54 AM
    For your discussion :-)
    55 replies | 541 view(s)
  • B00stGeek's Avatar
    09-12-2014, 03:03 PM
    Not my cars, just sharing!
    38 replies | 1026 view(s)
  • Sticky's Avatar
    09-02-2014, 01:10 AM
    Are you fucking kidding me?
    36 replies | 1810 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 | 1288 view(s)
  • drfrink24's Avatar
    09-25-2014, 12:33 PM
    Seems its now common knowledge that cylinder 5 (and 2, to a lesser extent) is a problem for several people out there. Running E60, 61% Meth w/CM10 nozzle, meowless downpipes, AMS IC, in 60 degree ambient temps, fresh walnut blasting, newer 1 step colder plugs (maybe 10k on them) gapped correctly.... Cylinder 5 almost always hits some 3-6 degree corrections, sometimes dropping to as low as 3.7 degrees from 13.5 (not all at once, but during the run), which tanks my avg. ignition.. things recover, avg. ignition drops to .9 ish, then it will hit again. Single pulls are less sensitive than multiple gear pulls, its far more likely to happen in a 2/3/4 pull vs. just a 2500rpm to 6000rpm 3rd gear pull, but it can happen in 3rd gear (much less though). Are there any values in BavTech logging that can reveal what's going on? There are hundreds of values to log if you look. - Is it EGT related? - Knock values? - AFR (I've seen bank 2 get .1-.3 points leaner preceeding a timing event) - ??? It's obvious that timing is being pulled.. but perhaps knowing why its being pulled is a good first step to fixing it? Do we have single turbos setups hitting cylinder 5 timing problems too?
    40 replies | 874 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 | 1343 view(s)
  • VargasTurboTech's Avatar
    09-22-2014, 04:38 PM
    Barely anymore WHP than we are making and FWD, yet they are running 9's, we can barely break into the 10's. God we need a tranny update, good news is, I have a guy with an 335is DCT that looks like he will prob buy Stage2+ and we are almost finalized to become Dodson dealers. Lets get a DCT putting down 650/650 and go to work at the track!
    36 replies | 1316 view(s)
  • alex@ABRhouston's Avatar
    09-22-2014, 10:08 PM Things fixin' to get nuts. I'll be tossing a JB4 on this to play around with it too :)
    29 replies | 1234 view(s)
  • Sticky's Avatar
    09-09-2014, 08:53 PM
    We're about to become bigger, stronger, and faster than ever. I've got some serious hardware coming in and the switch will take place early Thursday morning. Downtime should be several hours as everything is transferred over. We should be up and running for everyone by the time the afternoon rolls around.
    36 replies | 1258 view(s)
  • BigHoncho's Avatar
    09-20-2014, 02:11 PM
    Since Vargas und Rob are comming up with new hybrids that have larger compressors, that yield to more power and torque, but also cost spool up and response. I wonder which configuration of turbine (stock, TD4 9 or 11 blades, clipped or not) and compressor (billet, 14, 15, 19 or 20T) yields to the best spool up and response (on pumpe gas)?
    40 replies | 811 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 :)
    33 replies | 1263 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
    30 replies | 1024 view(s)
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