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  • Chris@VargasTurboTech's Avatar
    03-14-2017, 01:42 AM
    TIME FOR A NEW GIVEAWAY! We're excited to start the next giveaway. This one is to celebrate 1000 VTT Turbocharger sets out there -although in truth we're more than a little late on starting this contest and actual numbers are closer to 1200 BMW turbos shipped. PRIZE: We're trying something a little different this time -the prize will be a cool grand ($1000) off any VTT product. Contest runs from when you read this post until 11:59:59 PM March 28th 2017. We'll draw the winner the following day and announce it after we ping them and get a response... so a couple days later. If you enter, be thinking about what you want so when I message you asking you about your plans we have something exciting to write about. Work with me here guys! GC's: Not a bad thing to save a grand on. RULES: We like keeping these giveaways simple -you want in? Just post in this thread to let us know. Standard VTT contest rules apply (and, like always, are subject to change at our discretion)... choose a forum to post on (we're on all the big ones) and only post on THAT forum. Enter more than once and you're disqualified. Post griping about how unfair life is and you're disqualified. Post using wingdings font and you're disqualified unless you run the forum, in which case you're already disqualified. Only people who have legitimate accounts are allowed to enter. New user? No problem, message me and tell me about yourself but by the time we wrap this up you better have quite a few posts going on. Since EVERY time we do a giveaway we have a few issues with people complaining stating we're hand selecting people to give FREE STUFF to (or a respectable discount), I'm going to tell you exactly how we're going to draw the number in the end. We'll count up the entrances per forum, pick a forum out of a hat, use a random number generator to get a post number.... and figure out which post belongs to which person. If, however, we draw, say, post 133 on Forum X and that happens to be some dude spouting off -in OUR OWN THREAD- about how VTT is his mortal enemy, stole his dog and made his taxes go up.... come on guys, we're gonna draw again and pretend like it never happened. :happyanim: I won't even feel bad about it. It's not hard at all to NOT be excluded, just be reasonable. :thumsup: WHO WE ARE: For those that are still learning about us, VTT was started in 1978 by Ron Vargas (Tony's father). Ron Vargas: Innovator and Boundary Pusher Ron was an innovator with emerging technologies such as fuel injection and turbochargers back in a time when these concepts were not common place. Ron quickly made a name for himself turbocharging anything from cars, boats, RV's, dune buggies.... if it had an internal combustion engine Ron could make it produce more power. Tony grew up in this environment; he was racing shortly after he could walk and learned turbo theory under Ron's watchful eye from the time he was 14 years old until he was 27, when Tony took a break to pursue the production industry. A young Tony Vargas. The cars are different but not much else has changed. In 2011 Ron passed away unexpected and Tony took the company over. Never one to do things half heartedly, once Tony was back in the turbo world it didn't take long before another Vargas was making waves. Love us or hate us, we've broken, held, or at least had respectable performance with nearly every metric of competition out there. 1/4 mile, 60-130, 1/2 mile, stock frame records, factory location twin turbo records... Tony, and all of us at VTT remain fiercely competitive, constantly challenging barriers, each other, and the limits of hardware. We work hard, we play hard, and we love all things turbo/motor related. At I finish up writing this post I do want to extend gratitude to our customer base. I really appreciate getting to know quite a few of you personally -even after the sale is done and the parts are running well, we love seeing a familiar face show up at a race to grab a drink and talk shop. We love hearing about your progress as you get your car dialed in. All of us find some happiness in the whine of a forced induction motor and we get it. Thank you. Tony and son, Hudson. The apple doesn't fall far from the tree. Best, Chris
    77 replies | 7238 view(s)
  • martymil's Avatar
    03-19-2017, 04:02 AM
    martymil started a thread Hows this for an IC in N54
    Hows this for an IC, biggest tube and fin that can be crammed into a 1 Series period and some results from the third back to back run at 400rwk on dyno dynamics dyno and the dyno room tipping the temp at 100f And it only weighs 13 lbs
    95 replies | 9041 view(s)
  • bradsm87's Avatar
    03-05-2017, 03:54 AM
    bradsm87 started a thread Custom TCU flashing in N54
    I tried my first custom TCU flash today. I started with a 7603537 backup file and changed the following: - Changed the last torque breakpoints (450nm on ongoing tables. 498nm on offgoing tables) to 600nm and extrapolated (increased) the shift pressure to follow the same curve. - Changed all D mode shift maps to the average of the stock and Alpina shift points. I find stock D mode shift points a little too high and Alpina a little too low so this should be pretty spot on for me. The thing I have disliked the most about the transmission behaviour is the dead zone during a 1st to 2nd shift. It felt almost like it decoupled in to neutral for half a second then banged into 2nd (not really that bad but that's the sensation). Both target and actual boost also dropped to nothing during the shift. With that in mind, I also did the following: - Further increased M mode 1>2 shift pressure from 270nm upwards - Reduced the "Timespan ongoing clutch transition HS 1>2" at higher torque by 20ms I flashed it and tested it today. Wow! D mode is just perfect and the 1st to 2nd decoupling feeling is completely gone! Next will be to do similar to 2>3, 3>4 etc. TCU flashing still has a long way to come. Most of the difference between stock and Alpina files are not defined in the XDF, some of which is delibrate by RBT Tuning I guess to keep an advantage with the OTS maps. The biggest disappointment is that the torque limiter has been withheld from the XDF and I spend 3.5 hours today trying to find it today without success. It looks like it must use a different conversion formula to other references to torque in the XDF. :( Here's a log showing no loss of boost during 1st to 2nd change. I could probably fish out an old log showing the issue but I've got over 100 logs and can't remember which ones I did a standing start on.
    81 replies | 9850 view(s)
  • Tony@VargasTurboTech's Avatar
    03-28-2017, 09:54 AM
    So everyone is always saying you can't compare dyno graphs because of variables, etc, etc, etc. How about this for a comparison. Same Day, Same Dyno, Same tuner, same fuel, two N54's. One car VTT GC, the other X brand Single kit with a 6465BB Twin Scroll single. The Single is running 1 degree more timing up top, boost is almost identical between the two. Both running what AZ passes for E85 which is about E54. 1000 RPM better spool, more power throughout the entire rev band, and the same power up top... Which power curve would you choose, VTT GC's FTMFW? :D
    98 replies | 4491 view(s)
  • Sticky's Avatar
    03-07-2017, 06:13 PM
    Guys, now that the RB giveaway is over and the winners got what they played for I will do one last big giveaway before moving my focus predominantly over to the Porsche stuff. What would you like to see? What would generate the most interest? Just name it. It's the last one. I think I've given enough, wouldn't you say?
    65 replies | 6380 view(s)
  • Sticky's Avatar
    03-11-2017, 07:32 PM
    Ok, keeping a black car clean is a giant bitch. You see every smudge. Anyone have any product suggestions? I almost feel like getting that spray on wax stuff and just wiping it down after every drive.
    25 replies | 9183 view(s)
  • Sticky's Avatar
    03-08-2017, 11:28 PM
    There are upgrades coming for the ZF 6HP21 gearbox (such as the Nizpro option) but is it too little, too late? BimmerBoost knows of a member who recently completed a DCT swap with upgraded clutches as well as a few other members doing the same thing. Details on the successfully completed swap along with install pictures, pricing details, and the performance increase will come in a later article but perhaps the best option for automatic N54's running too much torque has been around this whole time and provided by BMW themselves. The Getrag DCT unit that BMW sources is used in a variety of models. If you are wondering about the torque handling capability, just look at what kind of torque F10 M5's running upgraded turbos are putting out and how the DCT transmission with upgraded clutches is holding it. Not only is the DCT capable of higher torque capability than the ZF 6HP21 it does not have the same software issues holding it back or internal hardware capability issues. Some upgrades for the AT box only aim at making it not slip at fairly low power levels in this day and age of N54 tuning. In other words, a complete waste of time for people running big boost (or who intend to add power) and concerned with maximum performance. You know, the kind of people who read BimmerBoost. The truth is, the DCT is the best option for high powered N54's. Not only will it hold as much torque as you can throw at it you also get a shift speed benefit. It's quite simply the best performance option and the swap alone will improve performance without you even having to add any power. The E82 1M should have come from the factory with it. If you are looking into something like the Nizpro upgrade by the time you factor in shipping from Australia, part cost, software, install, and shipping you might as well have just swapped in the DCT and had the best of all worlds. Look forward to a detailed article on this swap coming up soon.
    66 replies | 1474 view(s)
  • BuiltV10's Avatar
    03-14-2017, 01:10 AM
    Hey guys! I'll keep this short and concise. I'm starting a project build using the S65 platform. My first thought is to build a stroked motor and slap on a nice supercharger to make "big numbers". The problem is, there's a lot of information around about builds such as this and I'm left rather apprehensive. Admittedly, I'm not an expert engine builder, nor am I a physicist or mechanical engineer so bear this in mind when evaluating my statements. I am in no way attempting to be make any statements written in stone. I'd like to hear all of your feedback and thoughts on this matter to try and get a better idea of what to do. Here's where we are at so far: I have the donor car ready to receive the build so at this time all we have to do is do the build. I'm still in the planning phase of this build and the only thing I have gotten is a block. Specifically, I just picked up a block from ebay for a very good price that was hydrolocked. Since I plan to build a stroked engine I figured this is no big deal at all and any machining/sleeves would render this a very usable block. To elaborate on my goals a bit more, I really would like to get at least 700 wheel. My first plan is to go with the PPM stroker kit and a compression of 10:1. I've been speaking with Peter Helmuth from PPM in Australia and he has advised me that he can sell me the same stroker kit they use in their 4.8L race motor. It's an 86mm stroke and a 94mm bore. This sounds absolutely nutty awesome and it's something I'd like to do. He advised me that I don't really need sleeves even with running boosted. Now, this is where my apprehension comes into play. I'm not too sure about all of this. It seems to me that alusil is not exactly the strongest material in the world and sleeves like Darton makes are really great for running in boosted motors. My main concern with sleeves is excessive temperature retention, but again I'm no expert here. Before I tackle the supercharger, I'd like to lay out my stroker build first. Enlighten me, you boosted heathens :music-rockout: I've attached some pictures of the block I picked up. One of the pictures details a repair that was one on one of the cylinders. Everything looks fine here to be a candidate for a stroker build like this. Thoughts on this block? I don't see anything that jumps out and throws a big red flag
    36 replies | 4861 view(s)
  • quing's Avatar
    02-28-2017, 07:07 PM
    Wondering if I can get some help on this issue im having. I get a misfire on cyl5 at wot right after 5000rpm. Trims are all over the place, afr is spiking up and down as well as rail pressure. I have replaced all new index 12 injectors, eldor coils, ngk 5992 gapped at .018, ADV sensors. Been trying to solved this issue for a while but not luck. Tried multiple different tuners as well but always the same issue. Any help is appreciated.
    26 replies | 3917 view(s)
  • Sticky's Avatar
    03-07-2017, 07:14 PM
    Fabspeed was not too pleased about the BoostAddict article yesterday which details claims about an upcoming class-action lawsuit. The job of this network is to report automotive performance news and sometimes that news is not positive. The job will be done to the writer's best ability even if that means some people might get upset. To do the job properly both sides should get their say and you, the reader, are left to make up your own mind. Now, that is quite a story and this Sal Pane fellow sounds like he is making life terrible for Fabspeed. BoostAddict did google Sal Pane and, yes, many links about him being a con man come up: There's more: What is the truth here? Well, Sal Pane's name is attached to some very shady and very dirty things. Additionally, if the threats against Fabspeed and the extortion claims are true one would think Sal Pane would face jail time. It also seems that he is a convicted felon. Fabspeed is gearing up their own legal defense. All we know is Fabspeed sells exhausts and has always been easy to work with from this end and provided this network with whatever requests for product information were made. Let's hope this matter is quickly resolved.
    30 replies | 2966 view(s)
  • csu87's Avatar
    03-15-2017, 02:19 PM
    Well after a long run over there, got the boot. All because I called some guy salty after he bought a 2013 335 for 38k... My favorite touch was when i received an email from the mods that they were going to charge me $15k for having an alternate account. I'll keep you guys posted with how that goes. Guess I'll be more active over here now. Wont miss it since its a joke of a technical forum, although that offtopic section they have is pretty good.
    14 replies | 5036 view(s)
  • victor247's Avatar
    03-11-2017, 11:54 PM
    victor247 started a thread Possibly blew my DME in N54
    Hi guys. Today I was installed my Jb4, 2 Step and SS AIC. After the install, before stating up the car, I decided to check if the "JB4 connect" was working and sure enough it wasn't. So I connected to the JB4 with the computer and still nothing. So I checked with my Bimmer Boost cable for backend flash and I read my DME, showed voltage and did the full read of the DME but it wouldn't write the ST file and went into recovery mode. So I decided to check with INPA and it read codes, BUT the DME doesnt show up!! Im thinking somehow my DME is shorted out. How could I test it? Is there a fuse I can check? The Red 50 next to the green power wire for the JB4 is good. Does anyone have a schematic diagram? Any help is appreciated! Thanks!
    30 replies | 3152 view(s)
  • Sticky's Avatar
    03-23-2017, 10:21 PM
    This is going to be ready to go in about a week but the video posted claims 'DCT like' shifting. Based on what though? Because they think it shifts faster? There is literally no measurement of any kind provided to corroborate that and it just seems to be hype: Ok, so the shifts are firmed up a bit (nowhere near a DCT from that vid) but what else? Where is the full control? Programmable shift points and so forth? You can see at the end of the video the car revving out slightly higher. What's the big deal here?
    18 replies | 3594 view(s)
  • Sticky's Avatar
    03-28-2017, 04:11 AM
    CARB (California Air Resources Board) is doing its darndest to ruin performance cars for everyone. What is the problem? CARB is adopting standards for 2025 that automakers believe are far too strict. Why is this a problem? First of all, automakers already stated they simply can not meet the previously proposed standards. Secondly, the rest of the states in the union would be forced to acknowledge CARB's decision. That means even if you do not live in California CARB would still be able to push your state around. Imagine for a moment a new car coming out with a lot of horsepower that is very efficient and meets EPA standards but does not meet CARB standards. Effectively, there would be two sets of emission standards in the USA but the CARB standards could force that automaker to abandon selling the car in the United States or even worse not bother producing it. Want to know what is truly troubling? Arizona, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Pennsylvania, Rhode Island, Vermont, Washington, and the District of Columbia all decided to agree to CARB's standards. That means many of you are not exempt from California's eco-nazis even if you do not live in California. CARB gets away with setting federal standards as it pre-dates the EPA and a waiver under the Federal Clean Air Act means their emission standards must be recognized by other states. What will happen? Who knows. The Trump administration froze EPA grants to CARB hitting them where it hurts. The Trump administration also cut funding to the EPA. The Obama administration on their way out rushed approval of new EPA standards that align with CARB prior to Trump taking office. CARB blames the automakers: The White House believes California is going too far: As you can see, this is all pretty messy and will involve a lot of lawyers on taxpayer dime to sort out. The best case scenario is that CARB's waiver is revoked effectively neutralizing their power. The worst case scenario is two standards floating around which carmakers simply decide not to even bother with and stop producing performance cars altogether for the US market. Thanks a lot California.
    48 replies | 471 view(s)
  • neuroclast's Avatar
    03-20-2017, 11:32 AM
    I recently had my friend (Engineered Mechanic Mike) do a M3 LSD swap into my 335i. I am a single turbo N54 with 6MT, and put around 700hp to the ground. I wanted to do a LSD swap because even with 265 R888R's out back, most of second and all of first gear were useless. I do most of my work myself when time permits, but since this involved shortening the driveshaft and changing bushings I asked Mike to take it on (he is a mechanical engineer by trade, and knows his BMWs!)I decided to do the M3 LSD swap instead of a Wavetrac/Quaife for a few reasons: Way cheaper Reliability & tech of a M3 diff, plus added cooling with the M3 diff heatsink. The new pumpkin is a beast compared to the 335i one. M3 half shafts and driveshaft are way beefier than 335i. No need for DSS axles (save $1000). No deductibles or cores to send in when done. I can resell all my old parts! This wouldn't have happened without the excellent threads by Theconnman2 and GeorgeSmooth on e90post. These guys rock, and hopefully this post adds to their already awesome work. I started by researching all the parts they listed, and then by buying off eBay and craigslist. I also found some parts at online scrap yards, but was able to find cheaper stuff on the other two sites. Any of them should work though, so do whatever you find easiest. Final parts list (for me). Your list will be different!: M3 half shafts from 2011 (right/left). - $359 shipped - Found some that came with the proper bolts and retainers, which saved me $150. If you're getting these pulled for your build, GET THE BOLTS. Your 335i ones WON'T FIT. These are much more beefy than 335i half shafts, so you get a free upgrade here and no need for DSS axles. M3 DCT driveshaft. - $200 shipped - Came with guibo and center bearing. M3 DCT differential from 2008. - $580 shipped - Must be DCT for 6MT cars, as it maintains a (close) to stock 3.15 ratio. Note that these may require special balancing bolts or washers, depending on the paint mark on the differential. I was lucky and mine had a white paint mark, meaning no balancing hardware was necessary. Hardware Driveshaft gasket - 26117507842 - $8.85 Bolts - 26117526322 - $23.64 Bolts - 26117527475 - $33.96 Nuts - 26127536563 - $9.00 Retainers - 33212283013 - $16.68 New differential bushings (not necessary, but a good idea) - Rear PowerFlex PFR5-1226 - $48.99, front PowerFlex PFR5-426 - $50.99. Labor - $600 Driveshaft rework - $100 So my total for parts was $1231, labor was $600, and driveshaft rework was $100. To put one of the other LSD options in comparison, we will just stick to parts/rework cost without bushings. Labor will be really variable. On N54Tuning, the Wavetrac for my car (2009) would be $2694.00. Then you send back the core, and total is $1499+$35 shipping + $85 core shipping return = $1619. So I only saved about $288 to start with, but in the process I got upgraded and beefier half shafts, an upgraded and beefier axle, and a much beefier LSD/pumpkin with heat spreader than the LSD replacements for the 335i pumpkin. Seems like a no-brainer to me. OH, and I get to sell all my old parts and probably get a lot of money back! So now that the costing/parts are done, here are the install pics. We will be doing a write-up soon as well, but this install is a bit more difficult due to needing bushing removal tools and a good way to remove axles (air hammer in our case). Pics: On the "lift" and ready for swapping. Giant nuts on the 335i driveshaft to diff connection. These require a really big wrench. Make sure you measure your driveshaft lengths BEFORE removing anything, as you will need those lengths to have the new driveshaft reworked. Center support bearing unbolted M3 diff/driveshaft on the left, 335i on the right. Notice how much bigger the M3 differential is, and how much more beefy the heatsinks are? Here you can (kinda) see that the front half of the M3 shaft is longer than the 335i one. This is why it needs to be reworked by a professional driveshaft shop. This is after the driveshaft was reworked. The front flange from the 335i is different than the M3, so the M3 front shaft needs to be cut down and shortened, and then have the 335i flange welded on. Here are my lengths, but yours will be different. Do not use these measurements before checking yours personally. Hard to tell here, but the flanges are slightly different sizes. Need to make sure you 335i one is used for the finished driveshaft. These are the two center support bearings. 335i on the left, M3 on right. You will need to put your 335i one on the driveshaft you are having reworked/balanced. The M3 one sits lower, so can't be used or your angles won't be right! M3 axle (bottom) vs 335i axle (top). The M3 half shaft is MUCH beefier. Old bushings coming out... New (stiffer) bushings going in... M3 diff in place. Notice the giant heatsink on this guy. Much nicer than the 335i pumpkin, which you won't get if you just do a Wavetrac/Quaife swap... That's it! The car now gets some traction in 1st, and hooks pretty well in 2nd. Way better than it was before. Also feels substantially better in corners than it did before the swap. I know a lot of people argue that a LSD isn't needed since we have the BMW braking assist to "simulate" a LSD, but to be honest it feels totally different. Well worth the money. Hope this thread helps! Josh
    19 replies | 3666 view(s)
  • Sticky's Avatar
    03-07-2017, 06:42 PM
    Sleeving the S65 V8 block for greater strength is the approach everyone took early on. An article from VAC asked if sleeves are bad for your S65 V8 engine and if there are any drawbacks. Their conclusion was that there are no drawbacks. BimmerBoost would beg to differ. There are drawbacks especially with flanged sleeves as when material is removed from the block to install the sleeves the rigidity is compromised. That is simply the experience with my own sleeved S65 V8 running high boost and Gintani's experience with various sleeved blocks. The approach taken for the E92 M3 now is going with a high strength chromoly bed plate to brace and reinforce the block while leaving the bore alone. BimmerBoost previewed this bedplate in an article last year and now you can see the finished design and how it compares to the factory. There will no doubt be people saying sleeves are the way to go. They are welcome to try. The factory block without sleeves is currently supporting over 700 horsepower to the wheels. There are obviously going to be upgrades other than just this brace but take into account what AMS says here: What will an S65 V8 do with a reinforced block, forged crank, forged internals, and turbos? Well, we are going to find out.
    41 replies | 919 view(s)
  • Sticky's Avatar
    03-06-2017, 04:57 PM
    BoostAddict has covered a lot of Fabspeed products over the years. What is marketed is billed as top quality. The product presentation is done well and they provide good videos along with dyno data to support their claims. We like that. What we do not like is what you are going to see below. Why is nobody talking about it? Why is a lawsuit due to poor product quality and poor customer service not being discussed on any of the major forums? Probably because Fabspeed is a vendor on those forums and you will see those who raised questions were banned. Here is an example: Banned for raising questions about cheap Chinese Fabspeed sources. So what is going on? Well, take a look at some of this: Quite a bit to chew on there, isn't there? It certainly doesn't look good. It also doesn't look good that the source ( says a class action lawsuit is taking place. BoostAddict reached out for comment to see how far along this lawsuit is. What is the truth here? Well, we are going to try to find out.
    25 replies | 2819 view(s)
  • Sticky's Avatar
    03-09-2017, 07:46 PM
    Time to get this going with all the big moves. Looking for 135pats to chime in with what he knows. Romo released and it looks like the Texans are making space for him as they ditched Osweiler. I can't believe the Browns took on that contract. They got a second pick. So, 16 million for a second rounder? It's not like the Browns are going to contend any time soon but wow. RGIII is getting released. Ravens sign Danny Woodhead. Things are getting really shaken up. Should be a fun season.
    13 replies | 4490 view(s)
  • Sticky's Avatar
    03-23-2017, 10:15 PM
    We have several guys overseas so this might help them. I don't know this company or have any result to share but it may be worth looking into: Says a Stage 3 TDO4 option is in development as well.
    31 replies | 1687 view(s)
  • Chris@VargasTurboTech's Avatar
    03-06-2017, 01:24 PM
    Hey guys, While I think most of the users here on BB are a little past this, but I wrote an article about how to get 600 whp out of your N54 powered BMW. It's not a DIY but goes over the basics of what it takes to get there from our perspective -I hope some of you find it useful. Screenshots and .pdf attached. I do want to reiterate, there are MANY ways to do this, and plenty of good quality parts out there, not everything that's good got mentioned. If you have questions, just ask, we're always glad to help. Chris PDF:
    23 replies | 1551 view(s)
  • Sticky's Avatar
    03-14-2017, 03:39 AM
    What's going on over there @DavidV? Doesn't look good with the Turkish rioting. Maybe they should go back to Turkey, eh?
    11 replies | 3744 view(s)
  • Bob Loblaw's Avatar
    03-02-2017, 02:00 PM
    Possibly a stupid question, but I installed a 4 Bar Tmap sensor, re-flashed with an MHD OTS tune with the 4 Bar Tmap sensor option checked, and afterward kept getting an error code related to the Tmap. I put the stock Tmap back in, removed the 4 Bar Tmap option in MHD and no more error codes. I'm not sure if I had a faulty Tmap sensor or if the issue was with the tune. I assumed I could run an OTS map with the 4 Bar option checked, but just want to confirm if that is actually the case. Thanks.
    20 replies | 2273 view(s)
  • Sticky's Avatar
    03-04-2017, 07:02 PM
    The year of the N55? Maybe, as the turbo upgrade options are getting very interesting especially with several capable of over 600 horsepower at the wheels. Speedtech's Stage 3 N55 entry promises 600+ rwhp, full boost by 3000 rpm, and a total cost less than $5000. Bold claims but they appear to be backing them up. Let's look at the specs. They use a cast manifold and Borgwarner EFR 7670 turbocharger: Here is what is included: BorgWarner EFR 7670 Turbo Cast Exhaust Manifold (divided for twin scroll) Stainless Steel Downpipe RH Engine Mount Waterpump Mount Bracket Coolant Hoses and Fittings Oil Lines and Fittings Aluminum Turbo Inlet Tube Aluminum Turbo Outlet Tube Silicone Couplers EWG Bracket and Linkage Required Fasteners and Hose Clamps V-band Clamp Ok, so what abou the result? They hit 628 rwhp on a 2014 335i that also has their Port Fuel Injection kit. The intercooler, airbox, and exhaust are all stock: That is a good looking torque curve and it stays relatively flat from 3800 rpm to 6500 rpm. The kit is only available for the F30 335i at the moment and retails for $4600 going up from there with options. Is this the N55 turbo upgrade to beat?
    29 replies | 907 view(s)
  • Sticky's Avatar
    03-22-2017, 04:07 AM
    BimmerBoost and the BoostAddict Automotive Performance Network as a whole takes pride in having great vendors who are enthusiasts at their core. The automotive world is riddled with scammers and this website has turned away and reported on a fair share. Unfortunately, JPWorkz is one that got on this board and never should have been allowed here in the first place. Call me naive but I believe people are ultimately good natured and in this because they love cars. I can not imagine taking in orders and then just blatantly ripping people off for thousands of dollars. How do you live with yourself? Well, perhaps if you have been doing it for over a decade you become numb to it. JPWorks or JerryT introduced himself to me and pretended to offer a complete N54 turbo upgrade kit for a very low price. If something is priced too good to be true, it usually is. I would periodically receive messages telling me this Jerry fellow was a scammer known as Shaudfab. My initial thought was that maybe other vendors did not like someone coming in and pricing a turbo upgrade so low that it undercut them. I gave the guy a chance to prove himself but it soon became apparent a person named Jerry Trance was not reputable and likely did not even exist. The red flags were there after a few months. There is a 48 page thread you can go over and read for yourself but let's summarize things for those of you who don't have buckets of popcorn and hours to spare. I'll start with my personal experience that this guy always had an excuse. He never was able to pay his vendor tab on time. Literally, he never did. When he finally did the payments would come from someone named Anika Briton as he said he had no Paypal account. Huh, what? No Paypal account? Oh, I get it now, he didn't want a payment trail tied to him: Notice the payments cancel frequently as the account never was able to maintain payments. Also notice the dates constantly vary as it was like pulling teeth to get this person to maintain their account. Basically, all he wanted was to pay some money, put up a thread, collect orders, and run away with as much money as possible. Eventually JerryT told me he would pay for a block of time in advance. I took him at his word. Guess what happened? He did not honor his word. Suddenly things got very weird with this Shaudfab involvement: His 'girl' is somehow involved with Shaudfab who is well known as a scammer: Things get very dirty the deeper you look: He doesn't just scam auto parts but everything: Those posts are dated as far back as 2005 meaning this person has been scamming on forums for well over a decade. Not to mention, getting away with it. He has it down to a science it seems. This information is actually common knowledge. People have messaged me confirming all of it but are afraid to take it to the police or have their name attached to it. Just look at this guy: Tracking down information on this guy is actually quite difficult as he has perfected his scamming technique to make sure he can't be found. Well, maybe perfected gives him too much credit: Now we're starting to get somewhere. These fake names keep popping up but they are tied to Bakersfield and a certain address. At the very least there is an address tied to the names. Two fakes names for shipping, but the same address. A place for the FBI to start, right? There are those who defend him saying this is all hate because his 'kit' is priced so cheaply but there sure is a long trail of people saying they got scammed: We could go on, and on, and on, and on... but it's time for this to come to an end. There is simply a constant pattern of missing parts, kits not being shipped, missed dates, broken promises, stolen money, etc. I am not a detective and neither are car enthusiasts on this forum. There is more than enough here for the FBI to do a proper investigation. This forum will gladly provide all the PM's, IP addresses, and e-mails from the JerryT account if asked. What I can say is that no vendor providing so little information about who they are will ever be allowed here again. Those who were scammed, provide the FBI with the information at the following link: Let's finally make sure justice is served and that law enforcement properly investigates. It's the least we can do.
    23 replies | 1725 view(s)
  • Sticky's Avatar
    03-14-2017, 08:54 PM
    The average person does not understand dyno numbers and how they relate to horsepower. People claiming to be automotive journalists and writing for automotive websites should understand dyno numbers especially if they are going to claim a car is not delivering the claimed manufacturer output. A complete idiot on MBWorld by the name of Jerry Perez is spreading what you can only appropriately call fake news by stating the Alfa Romeo Giulia Quadrifoglio does not deliver on its claimed 505 horsepower output: Touted as the AMG Beater, the Alfa Romeo Giulia Quadrifoglio’s Advertised Horsepower Crumbles on the Dyno His reasoning? This dyno graph from an article last week: The genius writes the power crumbles on the dyno. Yes, seriously. He decides to apply a 15% correction factor which means the car should actually show 429 horsepower to the wheels and that is the basis for his claim. Well, we can't argue with that now can we? 15% of 505 horsepower is 429. He's got us there. At no point though does he consider that a Mustang dyno may read differently than other dynos. At no point does he consider that the 15% drivetrain loss 'rule' actually originated with the Dynojet and is used as a (flawed) rule of thumb for drivetrain losses on manual transmission cars. At no point does he think about maybe doing some basic research into the dyno type and looking at results from other cars. Here is an example. This is a C218 generation Mercedes-AMG CLS63 with the M157 twin turbo V8 motor. It is rated at 518 horsepower and 516 lb-ft of torque. By the reasoning of Mr. Perez it should show 440 horsepower to the wheels: OMG? What is going on here? Someone sound the alarm! Only 390 horsepower to the wheels from a 518 horsepower motor! Where is the article saying C218 CLS63 AMG horsepower crumbles on the dyno? Brace yourself. Here comes something that will blow your mind. This is a CLS63 on a different type of dyno: Yes, the blue line is the stock output and shows 483 horsepower to the wheels. Suddenly the CLS63 goes from not having 518 horsepower to having more than 518 horsepower. Is this magic? Do CLS63's vary by 93 horsepower at the wheels from the factory? No. It's simply that Jerry Perez is a hack, MBWorld is run by morons who allow fanboys to spew this garbage, and the user base is not intelligent enough to know the difference. One can simply look at the trap speed for the Giulia Quadrifoglio to see it is making its advertised output. Anyone who is going to make a claim that a car is underperforming should at least research its performance figures beforehand. Alfa Romeo should be angry this false claim is being spread but then again they have bigger fish to fry. BoostAddict will happily correct this garbage. How about option 3? You don't know what you're talking about.
    16 replies | 2157 view(s)
  • BlackJetE90OC's Avatar
    03-11-2017, 01:14 AM
    BlackJetE90OC started a thread G30/F90: No more DCT for M5? in 5 Series and M5
    Autocar latest article is reporting the DCT in the M5 is being replaced with a 8-speed ZF.
    27 replies | 725 view(s)
  • Sticky's Avatar
    03-24-2017, 03:16 AM
    A recent article about a Mustang dyno run for the Alfa Romeo Giulia Quadrifoglio exposed a large flaw in traditional dyno thinking. On this website most readers know that you can not just grab a graph from one type of dyno and compare it to another dyno and expect the numbers to be uniform. Unfortunately, the average person does not understand this which is what led to someone putting out an article stating the Giulia Quadrifoglio is not making its stated output which sets understanding of dyno runs back instead of helping educate. Let's start with the idea that cars suffer from 15% drivetrain losses. Where did this idea start? Why is it 15%? It originated with the Dynojet and became a rule of thumb on automotive forums for manual transmission cars. The percentage changes based on if the car is automatic (20%) or even all wheel drive and automatic (25%). The problem here is that while the conversion factor works well to extrapolate crank horsepower from peak Dynojet figures at the wheels that is not the way drivetrain losses work. First of all, losses are not static. There is no one set figure for losses. What does this mean? It means that your losses in 5th gear at 8000 rpm will be different from 2nd gear at 2000 rpm. The loss figure will change based on rpm, load, and even what accessories are running. Stating all manual cars suffer from a single set figure is flawed for this reason. Not to mention that figure only works on the Dynojet which is inertia based. BMW M cars used to follow the number exactly back when they were naturally aspirated: E46 M3 S54 Displacement: 3.2 liter Horsepower: 343 Torque: 269 lb-ft Wheel Horsepower: 280 Wheel Torque: 235 E92 M4 S65 Displacement: 4.0 liter Horsepower: 414 Torque: 300 lb-ft Wheel Horsepower: 350 Wheel Torque: 254 lb-ft 85% of 414 horsepower is 351.9. Notice the E92 M3 is almost exactly at 15%. DCT models would actually dyno slightly less than manual examples due to the wet clutch dual clutch having higher losses. For the E46 M3 85% of 333 horsepower is 283.05. Again, the E46 M3 is almost perfectly at 15% losses on the Dynojet. It's almost scary how consistently close BMW was to this figure. Now, in comes the turbo era. Let's see what happens when we get to the F80 M3. F80 M3 S55 Horsepower: 425 Torque: 406 lb-ft Wheel horsepower: 427 Wheel torque: 429 How is the S55 engine producing more horsepower at the wheels than it is rated at the crank by BMW? Does the F80 M3 have a magical transmission with negative losses that somehow adds power? Of course not. The DCT transmission in the F80 M3 works the same way as the DCT transmission in the E92 M3. What happened was the 15% Dynojet loss rule went out the window when the turbo power war started. BMW is able to claim a lower number to not push an output war on paper yet delivers far more where it matters, to the tires. The drivetrain losses are still about the same for the transmission and rear wheel drive layout as the previous generation despite it no longer lining up with the crank horsepower figure which is practically meaningless. How does this all look on a Mustang load bearing or eddy current variant? Well, very different. While the Dynojet is spinning a drum of a set weight and calculating the result based on how quickly that weight is spun the Mustang dyno creates load. Why is this important? Because it simulates real world conditions which is great for tuning. A tuner can provide all kinds of different scenarios. The spool on the Mustang for a turbo motor will look different than on a Dynojet. Often time real world spool is much quicker than what is shown on a Dynojet graph due to load which generates exhaust gases more quickly for the turbochargers. Note: Dynojet operators can optionally eddy current load control as well which muddies comparisons further. The other day BimmerBoost posted an article on VF-Engineering's F87 M2 ECU flash software and provided Dynojet runs. Let's take a look at the same M2 running the same Stage I software on a Mustang: Now the Dynojet: 269 rear wheel horsepower for the Mustang and 331 rear wheel horsepower for the Dynojet on the baseline figure. That is a difference of 62 horsepower at the wheels or 18.7 %. If you take that 18.7% difference and apply it to the tuned run on the Mustang which shows 287 to the wheels you get 354 horsepower. Almost exactly what the Dynojet tuned run shows. This is not an exact science as you can see. However, if you were to dyno cars all day on the Dynojet and on this Mustang you would see the runs follow very closely to the ~18% difference between the two. So is that it? Just convert Mustang runs by 18.7% to get a Dynojet number? No. Things actually get very muddied due to the games tuners play. Here is an example. The new Porsche 991.2 Carrera S on a Dynojet: 380 horsepower to the wheels. Now here is a 991.2 Carrera S on a Mustang from AWE-Tuning: Why does the Mustang dyno show more power now? Because it is being corrected to read higher. People do not like low numbers and high numbers are better for marketing. BoostAddict asked AWE-Tuning what their correction factor is but they would not share it with us. You can see it is reading VERY high and higher than a Dynojet though. In this instance it is better to focus on the delta which you will often hear tuners say. That means the difference between the two runs as comparing the peak figures to other runs on other dynos is pointless due to the unknown correction factor. Good for marketing, bad for those who want relevant figures to compare with. It can also be very bad for consumers. Why is that you ask? Because some people will dyno without a correction factor and then change the correction factor to show larger gains. A good example of someone who plays with the numbers is Vivid Racing: They claim 407 wheel horsepower for an exhaust and canned tune on a Mustang dyno for the E92 M3. Anyone who has an E92 M3 (like me) and has had these modifications and dyno'd the car knows this is impossible. It looks good for someone who doesn't know that though and wants to buy parts thinking they make a ton of power, right? Always keep in mind when you see figures from a company or tuner you should question them. Independent runs are the best to go by as the person usually isn't trying to sell you anything but just share their results. Also remember the Mustang can be configured like most dynamometers to read whatever the operator wants it to read. If vendors and tuners did not play with dyno runs for sales we would have a great resource to work with for comparisons and so forth. You can not trust all tuners to do so. Fortunately, VF-Engineering has no dog in the fight and provided us with a variety of runs showing the difference between their Mustang and their Dynojet. Yes, they have both. That is the proper way to do it. One dyno for tuning and one for marketing. Rather than correcting figures with whatever percentage generates the most sales they show the uncorrected runs on both machines so people can learn from and reference the pulls. BMW 335i (N55) Stage TWO Dynojet: Mustang: An 18.2% difference between the peak horsepower on the tuned figures. There will be variance from run to run, day to day, fuel to fuel, gear to gear, etc. Ultimately, remember, while dyno runs can tell you a lot about a motor or modifications they can also mislead people. Even worse, people can read them incorrectly and spread misinformation or manipulate them to sell parts. A dyno is just one, albeit important, piece of the performance puzzle.
    20 replies | 1704 view(s)
  • Sticky's Avatar
    03-06-2017, 03:09 PM
    MKIV Supra vs. 335i is always fun to see and this one has a Kawasaki ZX10r bike thrown in for good measure. The 335i is the camera car and it starts off against the bike. Surprisingly, it doesn't have much trouble with it from a roll. The Supra is up next. For some reason, he hasn't mastered the art of going on three honks so the Supra jumps the first race. It takes him a couple tries to understand 1-2-3 go. They finally line up but you can not really hear the honks not that the Supra is following them anyway. They hit it and the 335 pulls rather easily. It sure seems to be running very strong for what is a Pure Turbos Stage 2 setup or maybe the Supra isn't making 700 to the wheels. An impressive 335i for sure.
    19 replies | 1723 view(s)
  • Sticky's Avatar
    02-27-2017, 09:31 PM
    Big Boost is a new player in the BMW N55 engine tuning world. They are showing what is a very strong N55 turbo upgrade offering. They have three stages the most powerful of which produces over 620 horsepower at the wheels. That is serious power out of the N55 motor. Let's look at the stages: Stage 3.1 (5459 turbo) capable of 470 whp Stage 3.2 (5959 turbo) capable of 520 whp Stage 3.3 (6159 turbo) capable of 620 whp What is included? – Cast exhaust manifold– Master Power 6159 turbocharger (7-Blade billet aluminum compressor wheel)– Wastegate mount– Turbo to intercooler charge pipe– BOV mount– Turbo inlet pipe– Big Boost down-pipe– Custom coolant pipe– Engine block coolant adapter– Intercooler inlet adapter– Oil lines Thankfully, they provide proof to match their claims. BMW 135i with flash tune @ 27 psi: BMW 135i with flash tune @24.5 psi: Tuning is done through an unnamed flash tune and flash tuning on the N55 motor is still relatively in the early stages with bigger turbo upgrades. More details on the tune as well as results on F-Series and E-Series cars would be appreciated. They price the updates starting at $4250 which certainly is competitive. As for seeing it in action, here: No 1/4 mile times or pulls but it definitely is making the power on the dyno on that F22 tuned through the factory DME along with a JB4. Fuel-It! port injection is providing the necessary fuel. Certainly good results so far and we look forward to independent results.
    28 replies | 890 view(s)
  • 123ersan's Avatar
    03-22-2017, 12:56 PM
    123ersan started a thread Spec stage3+ & steel SMFW in N54
    My 1 year old oem clutch and flywheel has started slipping at 20psi on pure stage 2 and just ordered stage3+ and SMFW. After much research I've found out that the metal TOB is supposed to be a POS and a new oem clutch fork and TOB is the better option? Is this still the case or do I take the risk and put the TOB that spec supplied and reccomends? Any feedback from long term users regarding the stage3+ with the metal TOB or the oem piece? Any info would be great.
    12 replies | 2484 view(s)
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