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  • Sticky's Avatar
    06-13-2015, 07:35 PM
    Who thought we would make it this far? Well, not too many people. Proving people wrong by succeeding is a cause to celebrate. The truth is, BimmerBoost would not be celebrating its fifth anniversary this year without the N54 community which is really the pulse of the forum. This is not just talk, BimmerBoost is putting money where its mouth is. To thank the N54 community for its support BimmerBoost will be giving away a set of the new RB EVO turbochargers. Before continuing to prattle on and on about how integral the N54 community is to BimmerBoost let's introduce the RB EVO package: "We are excited to introduce the highly anticipated RB Turbo EVO TD04 N54 Turbocharger package after approximately 8 months of development. As many well know by now we had found that the OEM N54 plumbing (ie. "inlets") were found to be extremely restrictive and have held back Stage 2 type hybrid turbocharger performance for many years (to a very large degree). Although we always knew there was restriction in the plumbing it certainly came to a shock to us about how badly our upgraded turbochargers were restricted the inlets alone. This along with the desire to use the largest style TD04 compressor wheels, it was very evident it way time to stop ignoring the other glaring issues with the N54's plumbing. WE felt that in order to move the amount of air these largest TD04 wheels can move "efficiently", that we needed to address the entire N54 system for utmost efficiency and airflow potential. We also believed that the system would've been under-designed without addressing the other very restrictive components, such as the affiliated outlets and compressor housings. So in short we decided to go the full mile and utilize a completely enhanced plumbing system including properly sized TD04 compressor housings to fully support these largest style TD04 compressor options. Although we are production ready, we are still in the beta testing and data collecting phase. So information IS limited regarding performance at this time. We do want to share where we are at today though being that we are production ready, and believe that any N54 trained eye can see that we have addressed all physical and logical limitations for an extremely free flowing compressor system. These improvements CAN ONLY improve upon what we have known and seen to date and this is simply indisputabe. After all as close to no pressure drop through a compressor system means a happier compressor system. At the end of the day we have several initial testers who will be installing this kit shortly and data will begin to flow, so for those die hard data junkies who want more and more all we can say is that it will come. And although through this phase we will not be adding this system to our website, we do advise any customers who may like what they see feel free to shoot us an email for any further inquiries. Thanks, Rob" As you have likely seen the N54 stock frames produce absurd gains nobody thought was possible and this is essentially the ultimate evolution. It is fitting to do a giveaway for the platform of turbochargers capable of power levels that nobody originally thought the platform was even capable of. So how much do these turbochargers cost? Rob Beck explains it here: "The EVO package will come at a $1899 increase in cost over our standard turbos (however billet compressor , thrust upgrade, and turbine clipping options are required selections). The EVO package includes full plumbing including the air filter, inlets, outlets, larger compressor housings with large TD04 compressor wheels, and all the bits to make them bolt up to retain a factory finish. Adding the EVO package to RB's creates a "Stage 3" bolt-on type system. The EVO package can NOT be added to existing RB's without them coming back for the full package enhancement. Likewise no other inlet system is required, nor are the standard intakes, as this is a full system from the air filter to the intercooler." Not necessarily cheap but this is taking the N54 stock frame design to the max. Also, BimmerBoost is not just going to give these turbos away without a way to tune them. @Terry@BMS of Burger Tuning has graciously offered to supply the winner with tuning for these turbos. BMS is really the first vendor that supported BimmerBoost and we are happy that after five years we can continue the relationship and give back positively to the community. Additionally, I'd like to offer my personal thanks to our vendors and users that make all this possible. I know it has not always been a smooth ride here on BimmerBoost but through all the ups and downs and bumps and bruises we have gone further than anyone dreamed. What was a basic forum over five years ago has now evolved into the 41 website strong BoostAddict Automotive Performance Network. Did anyone really see that coming? The point ultimately being that we have come a long way. So friend, fan, or foe, thank you. Seriously, from the bottom of my heart I thank everyone no matter their position on playing a part in pushing things forward. This is hardly the end of the journey and there is a long way to go. BimmerBoost surely has room to improve and all I can personally say is I will strive to do better and hopefully create more fans of the site and BMW performance tuning in general. Thank you and good luck! Rules: 1. Raffle contest runs through July 31st. 2. To qualify for the raffle, simply post in this thread that you wish to enter and gain rep points from your entry time to gain raffle entries. 3. Minimum 10 rep points required to qualify for entry. 4. The winner will be picked randomly through a raffle based on rep points gained from time of entry. Every additional rep point from your points at the time you state you wish to enter equals 1 entry. Example: Enter the contest at 100 rep points. Contest ends July 31st and you have 110 rep points at that time. That is 10 entries into the raffle. 5. The more rep points you get by posting good content the more you increase your chances to win. Gain 100 rep points from the start of the contest and you gain 100 entries into the raffle. Contribute to win! 6. These turbos are not for resale. If one enters with the intention of flipping them for profit, they will be disqualified and will be charged the full price of the turbos should they have received them. 7. RB has a list of people waiting on these turbos already. It is only fair for those people to get their turbochargers first. Therefore, should production not be ready by contest end the contest will be extended to meet production. 8. A core deposit is required. Please PM me with any additional questions or concerns.
    511 replies | 6325 view(s)
  • lamboworld's Avatar
    06-07-2015, 04:42 PM
    I realize that everyone wants to show max power but there has got to be someone that is on RB's or VTT stage 2 or 2+ that is using 93 as DD fuel. If not a dyno then lets see your virtual dyno. VD numbers are always pretty close as dynojet if you log correctly. Max on stockers is around 400whp so am wondering what a comparison would be on hybrids. I would also be nice to see these numbers with inlets. Thanks
    243 replies | 4222 view(s)
  • fastgti69's Avatar
    06-22-2015, 10:30 PM
    Hey guys! Had a great turnout today with one of our customers. He came all the way from Texas to visit @steve@Fuel-it, @Terry@BMS and us at VM for the weekend! The car did solid today, and we actually got some pump gas numbers too! The car is an 07 E90 AT equipped with: VM Top Mount PTE 6466 1.00AR CP,BOV, HPF IC Full exhaust w/ high flow cats Fuel it Stage 3 twin 450 Motiv PI with FPR Level 10 Valve Body and Torque Converter Upgrade JB4 with MHD E85 Flash As you can see the 4 different runs here. They all had very, very clean logs from all 15 pulls. These pulls are done WITHOUT Port Injection and Pump Gas: 17 psi on 93 only, it made 473 whp. Add a CM10 Nozzle and some meth, you can crank it up a bit. 22 Psi on 93 and meth it made 601. We didn't want to continue as we are happy with the results. It did not show any signs of slowing down though. These pulls we turned ON the Port Injection with Full e85. We added 10 gallons of e85 to the 1 gallon left in the tank so we could turn up the boost now. Meth has been disabled for these runs. 30psi on Full e85 is when it showed timing drops. We did two runs at 30 and made consistent power and left it at that. It was a VERY hot day today, but the car performed flawless. Again, big thanks to @Terry@BMS for always being there.
    93 replies | 2083 view(s)
  • Sticky's Avatar
    06-19-2015, 09:08 AM
    I don't have first hand experience just saw this and thought it was interesting with some of the intercooler talk as of late:
    96 replies | 2204 view(s)
  • Sales@vargasturbotech's Avatar
    06-11-2015, 09:37 AM
    Hello all, we first off wanted to thanks all our loyal supporters, and customers running VTT products for their BMW platforms! Without all of you guys we would not be involved in this platform at all. We all know the N5X platforms are evolving daily, with new vendors, and options coming on board. This is an awesome thing for the platform as we have always tried to stay right on the cutting edge of bringing you products first, and bring you products that break records. Another thing we have always tried to do as well is bring you VALUE for your money, not only do our products usually cost less, they perform better! Keeping in line with this theme we felt with all the new options coming to market we would review, and restructure our pricing schedule anywhere we could to provide you with the best possible value, and still have a great performing, PROVEN product. This will save people from who may be a slightly tighter budget from being forced into going with an unproven product, and possibly having issues. The new pricing is as follows: N54 turbochargers: OEM Turbos: Previously $1099, now $999 - Two fully built OEM turbos to factory specs, our upgraded wastegate parts to avoid rattle, all for under 1K! We have also lowered the cost of the thrust upgrade. Previously $300, now $200. Stage 1 Turbos - Previously $1699, now $1499 - Our best selling Stage 1 turbos are now under $1500, this is an awesome value! We have also lowered the cost of the thrust upgrade, and the billet wheel upgrade. Thrust Previously $300, now $200. Billet Wheels previously $400, now $300 Stage 2 Turbos: Previously $2799, now $2499 - Our proven Stage 2 upgrades are now under $2500! You simply cannot get a better value if you are looking for 500-600WHP on the N54. The thrust as always is INCLUDED in the price, and billet wheel price drop also applies here as well! Stage 2+ Turbos: Previously $3799 19T, $3899 20T. Now $3399 19T, $3499 20T! Thats right, THE standard for N54 stock frame performance are now available for under $3500! These turbos are shown to produce close to 700WHP, and out spool everything in that power range on the market, included single turbo kits. Pretty incredible for the price. We have also lowered the cost of the clipped wheels. Previously $300, now $200. N55: N55 OEM rebuild: Previously $799, now $599 - Get an OEM N55 turbo built to factory specs for an amazing $599! N55 Stage 1 Reman: $799 - Even with no price drop, this is simply the best value in the N55 community. Numerous users are in the 400+WHP club with an upgrade that costs you less than $800! N55 Stage New: $999 - A BRAND NEW turbocharger from the top down for your N55 for less than $1000! N55 Stage 2 JB: Previously $2499, now $2199 - Our stage 2 line up has been completely revamped with extensive modifications to the restrictive areas of the turbocharger. With these modifications you will easily be able to make and hold 25+ psi to redline, and produce over 500WHP. Every unit includes our new N55 vacuum wastegate assembly. This unit allows you to keep all the factory boost control in place, but is much more robust and immune to back pressure than the factory unit! We also offer our Billet DV upgrade for $245 N55 Stage 2 DBB: Previously $3999, now $3199 - Our Stage 2 DBB units are the BENCHMARK for N55 durability, and spool. This is the turbo that started it all in the N55 world, and still holds all the 1/4 records! Everyone has been playing catch up since it came out. Using a genuine Garrett DBB CHRA, with our own custom reverse rotation wheels. This unit has been shown to reach 20 psi by 2700-2900 RPM, with unmatched transient response, and durability. If you want the best built, most efficient N55 unit available this is the one for you. It also comes with our new modifications, and new vacuum actuator assembly. Billet DV upgrade is also available for $245 All prices are reflected on the web site currently, and available for sale. If you have a current unfilled order with VTT, we will offer you 50% of the new price change towards any VTT product of your choice, this is great way to pick up a set of inlets for those new turbos etc at almost no cost to you! We would also like to list lead times as they currently stand: N54 OEM: Ship in 1-3 business days from order confirmation N54 Stage 1: Ship in 5-10 business days from order confirnation N54 Stage 2: Ship in 30-60 business days from order confirmation N54 Stage 2+: Ship in 45-60 business days from order confirmation N55 OEM: Ship in 1-3 business days from order confirmation N55 Stage 1 reman: In stock same day shipping (2013 and below) N55 Stage 1 New: In stock same day shipping (2013 and below) N55 Stage 2 JB: 1 2013, 1 2014+ in stock currently 3-5 business days from order confirmation, 15-30 business after these are gone N55 Stage 2 DBB: 1 2013's in stock currently 3-5 business days from order confirmation, 15-30 business days after it is gone If you have any questions, please direct them to Thank you again for the support!
    70 replies | 3067 view(s)
  • lamboworld's Avatar
    06-14-2015, 08:45 PM
    I have been in the market for a while now and I have held off buying new turbos and I am glad that I have. It is great to see all of these new hybrid options come to market and I am going to buy a kit soon. I am very interested in the Pureturbos N54 stage 2 kit that is supposed to be released soon. I have heard late June or July. I have also heard that their kit is paired with custom inlets and they are starting with new turbos so no core will be required. Does anyone have an updated release date or any more info. Regardless, I am going to wait until I see what they bring to the market. Great times for the N54
    80 replies | 2570 view(s)
  • The Convert's Avatar
    06-01-2015, 03:57 PM
    Someday I'll have to put an actual build thread together, but for now I'm just going to post the newest addition to my obsession with having a car modded to the moon while retaining that OEM fit and finish EVERYWHERE. Those of you with the PI kit and Stage 3 pump setup will understand why I made these fuel line brackets. There's just something about securing fuel lines with zip ties that just doesn't sit well with me. So, here are some shots of the models for the brackets before I have them 3d printed. Front brackets: Middle bracket: Rear bracket: Those of you with the PI kit, let me know if you have access to a 3d printer and want to print your own. If the OEM dimensions in printed ABS are durable enough, I plan on making the CAD files available to those interested.
    87 replies | 1880 view(s)
  • Terry@BMS's Avatar
    06-18-2015, 07:36 PM
    Hey guys, Just got back from doing a little dyno tuning on our upcoming S63tu JB4 upgrade. As most of you know the JB4 board provides us a lot more tuning and logging flexibility compared to the Stage1 we all know and love. One of the new features is the ability to take control of the boost solenoids which unlocks much higher power levels than previously attainable using TMAP sensor biasing. What's most interesting about the test car and this dyno is not what parts it's running but what parts it's not running. OEM exhaust, OEM dps, OEM intake w/ OEM filters. The only mods are a JB4, BMS meth w/ 50/50 boost juice, and dual CM5 nozzles in MSR chargepipes. Fuel is pump gas 91 with a can of NOS octane booster added. Approx octane 92.7 RM2. Temps in the 90s. Results were a best of 722whp (using WinPep8, WinPep7 shows 2hp more. shrug) in 5th gear at 25psi, 708whp at 24psi in 5th gear, 695whp in 4th gear at 25psi, and 680whp in 4th gear at 24psi. You'll notice that we've included something in this thread that (as far as I know) no other S63 tuner is able to or willing to post. datalogs from the dyno runs showing boost, timing, afr, and throttle. Good bad or ugly the data is all there for us to analyze. I suspect many M5/M6 owners will jump on the new JB4 not necessarily for tuning but just so they have a convenient mechanism to datalog existing flash tunes. I'll add a video I took in car of one of the runs later. We're still very early in the JB4_S63 development but so far the dyno potential is very promising. Now if we can get this power to translate in to impressive 60-130 times then I'll be one happy camper.
    81 replies | 698 view(s)
  • Pure Turbos's Avatar
    06-12-2015, 09:22 PM
    We brought the PURE M4 to EAS in Anaheim today for some dyno testing. We are very pleased with the results, and are happy to bring the S55 platform into 700whp territory! We used pump 100 + meth. Mods: -S55 PURE Stage 2 Turbos -BMS JB4 w/ OBD2 cable -BMS Meth Kit -Magnaflow Exhaust -Evolution Racewerks downpipes -BMC drop in filters -Stock 6MT clutch -Stock intake system Big thanks to Terry and the BMS crew. Big thanks to Tom, Steve, and the EAS crew.
    58 replies | 880 view(s)
  • robc1976's Avatar
    06-07-2015, 01:37 AM
    Quality of this kit is spot on, the welds, the hardware the service. The polishing on turbo is absolutely beautiful! This kit is a A+ in my book Payam is just simply a stand up guy!
    51 replies | 1368 view(s)
  • robc1976's Avatar
    06-21-2015, 10:45 PM
    First I want to thank Payam for his excellent customer service in answering hundreds of my emails. LOL This kit the highest possible quality. Everything fit perfectly and I was amazed at the clearance issues they overcame in building this kit - it's engineering at its finest! I added a few things of my own simply because I like AN fittings. LOL From the pictures you can see that I chose to have my turbo polished and Payam did an excellent job - it not only runs like a bat out of hell (scary at times!) but looks amazing! As you'll see this is not a DIY (wish I would have done one), just pics I took along the way and a few suggestions I came up with that might help anyone else installing this kit.
    57 replies | 1245 view(s)
  • MOTIV Motorsport's Avatar
    06-12-2015, 02:23 PM
    Click the banners to take advantage of this limited time sale. Follow us on Facebook and Instagram
    51 replies | 1235 view(s)
  • Terry@BMS's Avatar
    06-02-2015, 04:16 PM
    Hey guys, Was finally able to get our 135i strapped down to test the latest tuning changes. Since last go around: 1) Changed WG spring from 10# to 15# which allowed us to hold more boost to redline than before. With smaller turbos like this I'd say the control range is more like 2.5x WG spring rather than the 3-4x we've previously been able to hit with larger turbos. 2) Corrected some issues with bank to bank variance on the fueling as well as issues with negative fuel trims. 3) Reverted back to the basic Cobb VANOS maps. Previously was running some changes suggested by MOTIV but for whatever reason the basic Cobb stuff seems to run better than what Jake suggested as well as anything I came up with during testing. 4) Reduced false knock and retuned for MBT which wound up being a bit higher than where timing was set last go around. The false timing drops were causing us to under time it a bit. Current issues: 1) The lvl10 would on occasion slip during runs. 2) Above 30psi several runs had misfire faults, in random cylinders. The car has NGK 5992s @ .018 currently. It's time to start experimenting with alternative plugs for those of us running > 30psi. 3) Still get some timing drops from time to time. Especially in 5. Need to sort out if they are false. Overall still very pleased with the MOTIV kit. It's doing exactly what I wanted it to do. If I can get this 700whp down the 1/4 mile without misfires or trans problems this is an easy 140mph car.
    42 replies | 1017 view(s)
  • zach1328's Avatar
    06-18-2015, 09:44 PM
    Please help! I have no idea what I should do right now. Situation: I had my OEM turbos replaced under the waste-gate warranty at 81,950 miles (BMW gave me 2 brand new turbos, not the refurbished turbos). I gave these turbos a few hundred mile break-in period before installing my VRSF downpipes and switching to Map 5 on the JB4. At first everything was awesome - no waste-gate rattle, turbos felt incredibly strong, etc. Then at ~84,500 miles they developed pretty bad waste-gate rattle (it was bad in a straight line, didn't make a single sound around right hand corners, and sounded like hell around left hand corners). A few weeks later, I flashed to MHD e85 coupled with the JB4 on Map 5 and blew my Bank #2 the next day at ~84,900 miles. Accordingly, I go to BMW who neglects to find anything wrong with the car despite the awful noise (they blamed this noise on an exhaust leak from the DP's). I knew this wasn't the case so I drove to another shop that found an oil supply issue, and printed out a service letter from BMW (detailing the fact that a lot of n54's have been having issues with the oil feed lines). I went back to BMW and showed them the service letter and asked them to check the oil/coolant pressure. They insisted I had an exhaust leak. I went to yet another shop to have this "exhaust leak" checked, and on the way my exhaust started dumping out blueish/white smoke. I knew I had just blown the turbo pretty badly, so I had it towed back to the dealership. This time it was pretty obvious to them that there was a turbo issue. They went ahead and replaced both turbos again at 84,900 miles. This time I only broke the turbos in for 100 miles with no tune, flipped the JB4 to map 5 until 150 miles, then flashed to MHD e85 again. I blew the same bank #2 turbo the very next day at 83,080 miles (yes, the bank #2 turbo only lasted 180 miles). And the Story Continues: BMW had my car for nearly 2 weeks. They spent 3 days trying to diagnose the cause of the turbo failures, and BMW North America confirmed all of the tests and concluded they couldn't find anything that could be causing the issues. So, some "special" regional BMW mechanic traveled to the dealership on Monday to look at my car. He spent the whole day running tests, checking all of the oil/coolant lines, etc. and couldn't find anything that would have been causing my turbo failures. As such, they concluded both Bank #2 turbo failures were due to faulty turbos from the manufacturer. This time they only replaced the Bank #2 turbo, and marked it in case of any further issues. Well, I got my car back today, and I figured I would take the opportunity to go for a 50 mile drive to start breaking in the turbo. All was well for the first ~40 miles, until I took a left corner in 3rd gear and heard the dreaded ratcheting/rattling noise. About 15 miles later by the time I made it back to my house, the noise was getting progressively worse. I know this sound from the last 2 turbo failures, and I'm almost 100% sure as soon as I go WOT I am going to blow the Bank #2 turbo again. Solution?: What do I do now? Is there anything else the dealership needs to check? I highly doubt I got 3 sets of faulty bank #2 turbos within 600 miles of driving. Turbos are external to the engine itself, so I am not aware of too many things that can cause turbo failure. All I know is they ruled out foreign object ingestion, blocked oil or coolant line, and too much turbo shaft play. What else could be causing these issues? Could it be an issue with the stock PCV? Something to do with crank-case pressure maybe? Thank you all! Any help is greatly appreciated. :)
    40 replies | 1223 view(s)
  • Sticky's Avatar
    06-17-2015, 09:04 AM
    It seems like all Pure Turbos is doing as of late is setting power records on BMW platforms. Their N55 work has impressed for a while now and the envelope with the Pure Turbos Stage 2 N55 turbocharger upgrade continues to be pushed. The new record stands at 560 horsepower to the wheels. This car belongs to BimmerBoost member @Obriennathaniel and this is hardly where things end. It's more like the beginning. You may notice the dyno graphs are jagged as he struggled with wheelspin on the Eurocharged Dynojet. Think of these runs as early results showing the capability of the Stage 2 turbocharger. The car is going to be retuned by Eurocharged after the addition of Fuel-It Stage 2 low pressure fuel pump (LPFP) upgrade. He also intends to add new diverter valves and colder spark plugs. 600+ wheel horsepower N55's coming soon? It sure looks like it. Mods: CG Precision VS-1 Exhaust & DR-1 DownPipe | Pure Stage 2 Turbo and Inlet | JB4/Eurocharged tune | FlexFuel | BMS Meth Injection 100% meth | ATM FMIC | ER Chargepipe Outlet | AFE Intake | BC Coilovers | Nitto Invo 245/35-285/30 AvantGarde F310 20x9.5 35 & 20x10.5 45 | Osram Xenarc | Full LED retro | AWRON digital AC gauge|
    47 replies | 578 view(s)
  • GreekN54Junkie's Avatar
    06-27-2015, 10:46 PM
    For those who have upgraded to RB Turbos or Vargas Turbo how long did it take for you guys to receive them I'm still waiting for Vargas stg 2 with forged Billet wheel upgrade for the past 2 months:think:
    35 replies | 806 view(s)
  • Sticky's Avatar
    06-10-2015, 02:07 AM
    Earlier this year BimmerBoost posted an article on the GSR Autosport F22 228i track car. At that time, the car was making 290 horsepower at the wheels and 345 lb-ft of torque at the wheels. GSR Autosport pushed things further and further and the N20 2.0 liter four-cylinder turbo motor eventually gave way. This is not the first time we have heard of N20 issues when the motor is pushed. People jumped all over this engine failure which happened at Bimmerfest this year as if it was GSR Autosport's fault. It isn't. It's BMW's fault. Oil starvation graph: Here is GSR Autosport's take on what happened: "Some of you may not know GSR but we are developing the 228 for Pirelli World Challenge TCA class and are also the homologating team so we are submitting all the paperwork along with requested changes to the rules. As part of this we are doing a lot of testing to back up our justification for changes because the rules are pretty limited as far as allowable changes to keep costs down. We expect the development of the first car including testing will cost about $250,000 all in with probably $50k spent on the motor alone. We have been beating the hell out of our little 228, testing cooling, oiling, brakes, suspension, and of course drivetrain. One day we saw 117 degrees out at Chuckwalla last summer. The car as proven to be pretty durable, more than we expected given what we have done to it. Of course, since this is a race car development program the idea of warranty was never even a consideration when we were abusing our little beast. The reason we go to this level of testing is our gentlemen driver customers not only want to win, they REALLY don't want to go home early - they are paying North of $15,000 per weekend and they value their time even higher so if something breaks they are not very happy and if it happens more than once or twice we don't have a customer anymore that is typically spending $100,000 or more a year to go racing. So with that said we have discovered two primary flaws with the motor. There are oiling issues with heavy right lateral loads especially under braking. In some instances oil pressure will drop to zero. Next are the rod bolts. Under heavy load they stretch leading to rod failure. We had been bumping up the hp/torque on our car... North of 400wtq we finally saw this - literally - here's a piece of our case to prove it. This was the failure some of you saw at Bimmerfest. Coming out of Turn 9, short shifting into third to reduce wheel spin, at 3,500 RPM (peak torque) boom. Now we will never be running this much torque/hp in PWC but we will have to deal with some of our customers missing a few shifts which puts similar loads on the motor. We'll be documenting the failure on multiple threads/sites once we have finished the analysis and taken all the supporting pictures. More on the positive side, we'll be publishing the build of the new race motor - the S20 we all wish BMW built for the M2. Obviously we are not selling a Stage 3 kit for the N20/N26 without bottom end upgrades that are part of the race engine build we are doing now, hopefully getting back to testing soon. We've also tuned down the initial torque peak on both Stage 2 and Stage 1 tunes for these motors. On a positive not, although the gearing is whacked, the manual transmission has held up through all this which we thought would be one of the first things to go." There you have it. If you intend to push the N20 past 350 lb-ft of torque at the wheels do not expect it to last. A Mercedes-AMG M133 2.0 liter four-cylinder it is not. It simply is not built to the level to handle a major torque boost beyond stock. It's built cheaply. That is what BMW does these days. They build engines to last the warranty period and to try to keep costs as low as possible. Oil starvation under hard cornering is really no surprise. Even the M cars that are supposedly designed for the track experience this. The E9X M3 has a history of oil issues because the oiling system is not a dry sump system and even more cheaply designed than the S85 V10 on which the S65 V8 is based. What happened here is they just pushed it too far. They were making 350+ wheel horsepower and 400+ lb-ft of torque. That's just too much for the stock N20 internals. It isn't a strong motor. It is hardly BMW's best work: Nick@GSR: "Our 228i car is a test mule for our Pirelli World Challenge program. We've been doing stress testing and have discovered a few weaknesses in the motor including oiling and bottom end. We've been bumping up performance to see what would fail so we can incorporate that into our PWC race motor builds. We were running a setup at Bimmerfest that was north of 350 whp and 400 wtq. Preliminary analysis is a rod bolt stretched and then failed. Based on what we have learned we are now building up our first race motor which of course includes updated rods and hardware." Bimmerboost is currently discussing the N20 engine issues with GSR Technik and we will be bringing you further updates. What is clear is that if you want to reliably cross the 300 wheel horsepower mark and the 350 lb-ft of torque at the wheels mark you will need an engine build.
    42 replies | 490 view(s)
  • Evan Patak's Avatar
    06-20-2015, 01:08 AM
    Greetings, I have recently been spending more time in this Bimmerboost forum and I see many familiar names from N54Tech but I wanted to share my project with others on this forum, hopefully you find this interesting or helpful! I frequent N54tech and various other BMW forums with the handle ucsbwsr. I am consolidating the info of the build and this post will focus on the inlet design itself, if you are interested to see other details of the build including engine bay relocations and some other E6X specific ideas that didn't make the cut, you can find more info here: I went with a Y-pipe design since I like the simplicity of the design and I honestly don't think I would have room for dual filters with my hydraulic DSC/ABS unit gobbling up valuable free space. Relocating the intake to the passenger side of the engine bay has it's advantageous for performance but as we know things get hot over there on these N54 engines so I fabricated some intake scoops to help usher air towards the filter that hopefully also helps cool the turbos. I have done some very unscientific testing by blowing compressed air towards the front of the car and I am pleasantly surprised with the amount of air that is moving in that side of the engine bay. Anything helps! After having my first inlet iteration up and running I was immediately thinking of ways to improve the design. I was content with everything from the y-pipe down but the huge 3.5"-3" silicone elbow seemed like overkill and a waste of space. My plan was to replace the the silicone elbow and joiner with a velocity stack and aluminum 90 degree pipe that would be trimmed and welded together in hopes of creating a compact and efficient design. The aluminum elbow idea wasn't working out as planned so I decided to ditch the concept all together and mate the velocity stack directly to the y-pipe. I have room for this design (and I think other chassis would too) once the y-pipe is shifted towards the front of the car to clear the strut cavity. I have ordered the necessary parts to execute my idea and I am excited to see how it comes together. I plan on trimming all the aluminum pipes to rid them of their ridges/humps which are mainly for high positive pressure situations, hopefully it allows the air to flow slightly better. This design really appeals to me; clean, simple, and functional are common goals when I touch anything on my wagon and I am happy the inlets are following suit. I try to add a caption to most photos I post so read carefully, there is some good info in the other thread linked above but feel free to ask questions. I will update this thread as things progress, Evan EDIT: I didn't realize I couldn't add links (pics) until I have a rep score of 5. So sit tight or better yet, trust that I am a good guy and +rep!
    34 replies | 733 view(s)
  • djpaulie's Avatar
    06-08-2015, 07:00 PM
    While in Mexico got a great opportunity to get some runs in with a 2015 Hellcat Charger bones stock with drag radials. Every one was really laid back and cool great looking and sounding car and for a stock vehicle impressive as well. We did multiple runs and all were roll on at about 50-140 and at 140 were around 4-6 cars. May need to find a way to hook through 3rd gear haha but the tires are new so i'm going to blow these off before changing out. Hellcat: Stock Drag radials BMW 335i E90 N54 ST VM Top Mount Comp Turbo 6467 1.0AR JB4 G5 ISO (30PSI) BMS PI 100% E85 Fuel-it STG 3 Circuit Werkes exhaust God Speed FMIC Forge 004 dual piston BOV's Michelin PSS 265 rear 245 front Suspension upgrades
    36 replies | 848 view(s)
  • 654's Avatar
    06-23-2015, 03:50 AM
    654 started a thread VTT recirc inlets in N54
    Opening a new thread for any news and updates of the recirc version of the inlets as many were interested in them and the discussion was at the end of another thread. A month ago Tony said it will take 3 months, so there is still some waiting to do. Would there be any other revisions to the design or would it be the same design as currently except the recirc parts?
    29 replies | 805 view(s)
  • zeenon53's Avatar
    06-16-2015, 01:08 PM
    zeenon53 started a thread It's battery time! in N54
    So the battery in my 09 e90 is finally kicking the bucket. I am seeing a low battery code on my COBB. What is everyone doing about new batteries? I'm sure the dealer charges an arm and leg for one. What are the other options out there? Is coding the battery to the car really necessary?
    28 replies | 603 view(s)
  • BostonBeemah's Avatar
    06-14-2015, 11:16 PM
    So I quite smoking cigarettes about a year and a half ago but it turns out that my car picked up the habit. Car has been smoking when coming to a stop for lets car a year. I assumed that most people have leaking turbo seals and since i always drove my car hard, it wasnt impossible. Didn't happen at every stop but when it did, everyone around me must have assumed my car was a '92 civic until the smoked cleared and saw that it was a BMW :facepalm So pulled the turbos when it came to install my VM top mount kit, when I saw that my seal in one of the turbos looked to be leaking. Also check the valve stem seals which looked to appear white?? but didnt look to have any signs of oil residue on them so i assumed the turbos were the likely culprit... This was a short lived sigh of relief. After getting everything buttoned up, car starting right up on the first crank and getting the typical smoke coming out from everything burning off initially, I finally took her out for a ride. I also let the car idle for at least a half hour before taking it around the block. All excited on the sounds and feel of everything, pull up to the first light and once again, like clockwork, smokeshow..... Thought it might have been a fluke so drove the car around for about 150 miles and its still happening:( Im out of ideas at this point on trying to get this figured out. At the point where I want to drive this damn car into a river and leave it there. Anyone have any ideas as to what could possibly still be causing this before I decide to take a swim with my car?? Car info: 65k miles currently Shell Rotella T6 Oil Ports in head block running VTA off modified BMS OCC FBO Full kittyless VM 6465
    29 replies | 848 view(s)
  • nitemare's Avatar
    06-07-2015, 09:53 AM
    nitemare started a thread Homemade inlets? in N54
    Hello guys and girls, I recently bought my 1st N54 2010 535i M-Sport and love this motor! I'm in the quest for breaking the 500whp mark with the stock turbos. After reading countless threads on inlets and frankly getting sick with all the mud slinging between 2 individuals I want to build my own homemade inlets. As I saw how much of an easy design one kit was I want to make my own. I figure if I can make it for 1/5 the cost why not? I do not care if it sucks in hot air as I'm going to be running a large FMIC along with meth and E85 so no need to worry about IATs. :) Has anyone on here built their own homemade inlets by copying one of the 3 kits on the market? I plan on buying the parts through and Maybe someone who has recently pieced a kit together can start a DIY thread for all of us DIY guys? Nitemare
    32 replies | 812 view(s)
  • Sticky's Avatar
    Yesterday, 01:15 AM
    Now before anyone takes these results out of context BimmerBoost would like to explain these are low boost shakedown passes. Only 21 psi out of the Motiv 900 kit is hardly pushing it. It is capable of much more. We also expect to see much more out of this car. Over 130 miles per hour of trap speed in the 1/4 mile on low boost on a manual 335i certainly is respectable though. The car was running pump gas, the Motiv port injection fuel system, twin disc clutch upgrade, and tuning through a Cobb AP. Street tires and not drag rubber on this pass as well. The turbo is theoretically capable of over 40 psi of boost but pushing a stock motor to that level is not advisable (that is reserved for Dyno bragging). Let's say with 30+ psi though and some E85 we could finally see some eye opening numbers on the drag strip from the N54. It's time.
    28 replies | 316 view(s)
  • Vertigo44's Avatar
    06-09-2015, 09:31 AM
    I know a lot of people are recommending NTK O2 sensors due to their higher temperature range over the Bosch units but everywhere I look I read about how pressure in that location will skew AFR readings. "It is FACT that widebands are affected by the pressure induced by placing before the turbo. My original shop placed it before the turbo. I checked the difference between before and after and was material enough for me to change it. There is plenty of technical documentation on the effect include compensation curves if you choose to leave it before turbo. A pressure change of the measured gas gives a deviation of the sensor output signal of: IP(p) = Ip(p0) * p/(k+p) * (k+p0)/p0 The factor k is depending on operation conditions “rich” or “lean” and is for the measuring gas from LSU test bench: klean gas = 0.47 bar krich gas = 0.39 bar" Has anyone explored this? Are there any plans to possibly build in a compensation table if needed?
    32 replies | 808 view(s)
  • Abacus38's Avatar
    06-24-2015, 10:54 AM
    I figured we should make a theard discussing the pros and cons of all the available high boost tuning solutions.
    25 replies | 762 view(s)
  • pobudz's Avatar
    06-03-2015, 10:47 AM
    My car has been in the shop since NoFlyZone. To recap, I trapped 160.5 in the rolling 1/2 mile a day after my only tuning session where I put down 698whp/665wtq on E50 ( I had issues with IATs, likely due to a coolant leak but also a setup that just wasn't right for 700whp, so I made some changes. I also had issues with gearing, the 3.46 Mfactory was just too short, so I went back to a 3.08 Quaife. Introducing the CSF radiator with an extra row of cooling, and the AD Engineering "800whp" beast mode FMIC...:romance-hearteyes: I couldn't be happier with them so far. I installed an AEM water temp gauge in the upper radiator hose. Water temps in the 105* desert and spirited driving are holding steady between 180-190, 200 in traffic. The next plan is to move up to E85 from E50 and make a little more power.
    24 replies | 800 view(s)
  • Fr3nch's Avatar
    06-25-2015, 02:35 PM
    Fr3nch started a thread N54 Intake? in N54
    Just saw ECS Tuning has an intake for the N54. Anyone have this yet? Looks pretty badass
    25 replies | 521 view(s)
  • Legionofboom's Avatar
    06-20-2015, 09:36 AM
    Just seen this on Facebook and AD hasn't said anything on here about not being able to fulfill orders. I have been considering buying a FMIC from them, but doesn't sound very good. @ADengineering whats going on?
    22 replies | 657 view(s)
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