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  • Tony@VargasTurboTech's Avatar
    07-01-2015, 04:57 PM
    Well MMP is hiding out on E90, and posted that he made a whopping 610WHP at 34 psi, no logs posted, not dyno graph posted. This is after testing, and tuning for over a month, with some of the best tuners on the platform lending a helping hand. Needless to to say, we at VTT are not surprised. His data is also very very suspect. He wants us to believe he has less than 1 psi pressure drop across the entire system (not possible), use cheap sensors, get bad data. So for $3799 you get 610WHHP at 34 psi at 12 degrees of timing, and the joy of rearranging your entire engine bay. Or $3998 for Stage 2+, and inlets for 681WHP at 27 psi, and 10 degrees of timing. Hmmmmm..:think: Back to drawing board ole buddy. Hate me for posting this if you want. But this proves just about every argument I tried to make about that set up, and most people called me a hater. I might be abrasive but I know N54 turbo upgrades. Have a good 4th people...:usaflag: Quote from E90: "So I went to the dyno Friday before I installed the new exhaust components and did some tuning with the JB4 on the dyno for about 1.5 hrs. Results were not as expected and basically made 610whp on high boost. for the boost I was pushing it was on the order of 100whp less than expected. I did not touch vanos but I recently got new vanos tables to try out from my buddy Wedge that seem to have a large effect on power so plan on going to the dyno to retest. It may need a design iteration though to change out the turbine wheel if I cant get more power out of the turbos. Its weird because the data shows just less than 2:1 BP at 30+ psi boost, also EGT was between 1100-1150F for all high HP runs WGDC is below 75 even pushing up to 34psi of boost at redline, compressor outlet temp is not super high (i.e. in an acceptable efficiency range), running 9-12deg timing 12.5 AFR. IAT was 100F using small meth nozzle for chemical cooling. compressor pressure ratios were also in check with very little pressure loss (<1psi) through all the boost piping, intercooler, and throttle. The turbos make boost to redline without a problem at all, its just not translating to power on the dyno/in the engine with my preliminary dyno runs. I think vanos has alot to do with it because at higher backpressures due to higher boost, if vanos is not tuned right to minimize valve overlap, you will get alot of power robbing exhaust reversion from the valve overlap period. should have more results soon with new vanos changes but dont know if that will ultimately get me to the 700whp+ mark I need to be (probably not) so like I said may require upgrading the turbine size but wont know until I try more tuning and also try a flash only tune as JB4 was getting some pretty bad oscillations in upper RPM boost control that were difficult to manage on the dyno through just PID gain and FF duty changes. Talked to wedge and we are working out on scheduling a dyno tuning session for the turbos for a flash only tune. I'm looking at adding a mass airflow sensor to my DAQ system to confirm air mass being pushed by the turbos and not just what boost they are making and air intake temp."
    210 replies | 4434 view(s)
  • Sticky's Avatar
    06-30-2015, 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.
    37 replies | 640 view(s)
  • Sticky's Avatar
    06-30-2015, 02:12 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    44 replies | 305 view(s)
  • jyamona's Avatar
    06-30-2015, 10:57 AM
    jyamona started a thread XDF Progress in N54
    Hey guys, This will be the main thread for discussion on all XDF update releases going forward. As I have mentioned in the past, the XDF's for the main 4 rom types are being hosted on a public GitHub so you can track revision history. The link to the GitHub is here: BMW XDF's To get this thread rolling, I do have some news as well. The knock tables I provided Terry for testing are now available for each rom type. EcuFlash XML's are still planned, but are on the backburner right now and will be completed as time allows. For now, time is being devoted to a few promising table discovery efforts: - possible single bank O2 functionality (two possibilities to test) - changing the upshift / downshift points for AT trans - raising idle (lots of tables, will take time to define in all roms) Stay tuned =)
    27 replies | 794 view(s)
  • Modded335i's Avatar
    06-29-2015, 08:04 PM
    Modded335i started a thread No Boost in N54
    For those who have had boost leaks. I need suggestions. No car runs fine except no boost. Intercooler connections seem fine. Chsrgepipe is fine. What else could be causing me to have no boost. My vaccum lines are good...I have a boost gauge in my vent and registers vaccum fine...I'm at a loss. It was like cruising on the highway. And went to accelerate and no boost
    23 replies | 290 view(s)
  • Sticky's Avatar
    06-30-2015, 05:00 PM
    So I started development of a new GPS performance box. The idea is to have something cheaper and superior to the VBOX. I'm not going to go into all the details as others will just try to rip me off. Anyway, I invited @dmacpro91 to the project as I offered to pay him to do the mobile development. He asked for a % of the sales for the lifespan of the product and I said no but said I would pay him for his work. Well, now he is trying to take my ideas and produce his own. I already got ripped off on the BimmerBoost free software trying to work with people who used it to develop paid options and now I'm getting ripped off again. Want proof? I discussed this with him months ago and invited him to the team. I should have known better: Now he's trying to steal my ideas and project for himself. I keep getting stabbed in the back when I'm just trying to make products to help people in the performance automotive community. Well I'm not going to let this one slide.
    19 replies | 475 view(s)
  • Livnpaintball2's Avatar
    07-02-2015, 09:50 AM
    Livnpaintball2 started a thread Bedplate question in N54
    I'm rebuilding my N54 and it has been some time since I started this. My question is there is a oil port that mates at the bed plate and block. I don't remember if there was sealant there or it was bare. There is no mention of this in TIS! Help please.
    19 replies | 266 view(s)
  • Sticky's Avatar
    06-29-2015, 06:33 PM
    In this new era that puts a premium on efficiency and emissions (as well as parts sharing among motors) the major German brands have all gone to turbocharged and direct injected V8's for their sedans. In the past BMW had a high revving V10, Mercedes a supercharged V8, and Audi a twin turbo V10. Today we do not see vastly differing approaches. That is not to say the engines are all the same as they are not. There are significant design differences which we will explore in this article. They all are turbocharged however with direct fuel injection and all are V8 designs. Let's start by taking a look at the 4.4 liter BMW S63TU. The S63TU is based on the N63 4.4 liter V8 design. The 'S' designates a motor with engineering from the M division. The 'TU' designates a technical update. The N63TU received BMW's Valvetronic variable valve lift system as the did the S63TU which separates them from them from the standard N63 and S63 motors. In the case of the S63TU it also gets a compression bump to 10.0:1 and its peak boost pressure is stated by BMW to be 22 psi. BimmerBoost previously compared the N63 and S63 designs but will now be looking at the S63TU variant that sees duty in the F10 M5 and F13 M6. What is important to note in the S63 engine design is that it features a pulse tuned, cross engine exhaust manifold. This design of the manifold is illustrated well here: The color coded sections give an idea of how this works. The twin scroll turbochargers receive exhaust pulses from both banks, not just one. This is the main difference between the S63 architecture featuring twin scroll turbos and the N63 architecture using single scroll turbos. The S63 turbos are effectively receiving more exhaust pulses. This is part of the reason the S63TU makes more efficient use of its same 4.4 liter displacement and has greater output. This brings us to the Mercedes AMG M157. Out of the modern German twin turbo V8 motors AMG offers the largest displacement at 5.5 liters. This is great for low end torque and turbo spool. The AMG design is quite different from BMW. You will not find the trick exhaust manifolds with the turbos top mounted in the V or valley of the motor. The M157 uses a more traditional layout. It does not feature twin scroll turbos but does feature variable valve timing and direct fuel injection of course. Cooling is courtesy of water to air intercoolers. The M157 is more of a brute force approach. It's a big V8 with boost so of course it will make power. Speaking with certain tuners they believe the M156 and M159 were better motors than the M157. They had to rev high to make their power though and the M157 with its 6400 rpm redline does not courtesy of the turbo boost. Mercedes-AMG themselves has adopted a more advanced design for their new 4.0 liter twin turbo M177/M178 V8 with top mounted turbos located in the V of the motor. On the surface it is a very similar design to the Audi 4.0 TFSI V8 which we will now explore. The Audi V8 has the smallest displacement out of the bunch at 4.0 liters. Audi seems to know this and therefore built a very efficient design that responds very well to tuning. You will see that for yourself in the output comparison stock and tuned later on. It is as if Audi designed this motor to be tuned. The engine has top mounted turbos, twin scroll turbochargers, variable camshaft timing, and direct fuel injection of course. The twin scroll turbochargers are the main difference between the standard S6/S6 4.0 TFSI V8 with single scroll turbochargers and the RS6/RS7 design. The S6, S7, RS6, and RS7 all have the same 10.1:1 compression ratio. Audi explains the design choices as well as why they did not go the VTG (Variable Turbine Geometry) route well here: Despite the displacement disadvantage it really isn't giving much of anything up to the big boys offering 560 horsepower in the RS6/RS7 and 516 lb-ft of torque. This is less torque than the 590 lb-ft offered by the 2015 E63 AMG but actually more than the BMW F10 M5 500 lb-ft interestingly enough. At least on paper. AudiBoost will explore this motor in much further detail in a dedicated article later this week. Which brings us to the last motor fittingly as it feels a bit dated. The Porsche 4.8 turbo V8 is not a bad engine by any means. All it really happens to be though is a minor evolution of the original Cayenne Turbo 4.5 liter V8. Porsche gave it a bit more displacement and direct injection to update it since the V8's introduction in 2003. The Panamera Turbo and Turbo S may be the most expensive but when it comes to performance they lag behind the others. In straightline performance, specifically. Perhaps that is why it has a dry sump oiling system as it is not just a dragster. The Turbo S is rated at 570 horsepower and 553 lb-ft of torque for the $180k it costs but in practice it has less power and torque than any of these motors when wheel output is considered and namely when tuned. It does have an overboost feature which bumps torque to 590 lb-ft for short bursts which is something similar to a factory tune. As stated, it is not a bad motor but it just feels a bit dated. The Panamera has a playful chassis but it is a heavy car and even the mighty Turbo S can not keep up with the M5, RS7, or E63 AMG S. Here is a comparison chart to make it easy to identify the specifications of each motor: Engine: BMW S63TU AMG M157 Audi 4.0 TFSI Porsche 4.8 Displacement: 4395cc 5461cc 3993cc 4806cc Bore x Stroke: 89x88.3mm 98x90.5mm 84.5x89mm 96x83mm Horsepower: 560/575 577 560 520/570 Torque lb-ft: 500 590 516 516/553 Boost Pressure: 22 psi 14.5 psi 14.5 psi 12.3/13.5 psi Compression: 10.0:1 10.0:1 10.1:1 10.5:1 Redline/Fuel cut: 7100 6400/6600 6600 6500/6700 Valvetrain: DOHC 4V DOHC 4V DOHC 4V DOHC 4V Fuel Injection: Direct Direct Direct Direct With the factory specs out of the way we can now take a look at what these cars really put down to the wheels. These were all recorded on the Eurocharged all wheel drive Dynojet completely stock. Same fuel, same dyno. It does not get much more uniform than that: Now, the Mercedes fanboys are probably in an uproar right now due to this graph. Relax gentlemen, this is a E63 M157 dyno of a base care before the facelift and without the Performance Package option. The E63 AMG launched before the RS6/RS7 and the F10 M5 offering its M157 in a 518 horsepower state of tune. The following graph shows how things have evolved. The M5 is also a Competition Package car and not a standard M5. Turbo motors are allowing manufacturers to play with the output through software alone to top each other (and keep costs down). This is what an E63 AMG 4Matic looks like today: This is the E63 AMG S 4MAtic: That is quite the spread from the original pre-facelift and pre-4Matic all wheel drive E63 AMG S being sold today, eh? Mercedes now only sells the 4Matic E63 AMG S in the USA. The E63 has grown mostly through just software changes from the original 458 horsepower and 465 lb-ft of torque at the wheels to the 541 horsepower and 579 lb-ft of torque at the wheels you see now. Interesting how AMG responded, eh? BMW is also playing software games as here is a standard F10 M5: BMW with the Competition Package which gives the S63TU different engine tuning software increases output by 20 wheel horsepower and 28 lb-ft of torque at the wheels. Each manufacturer is very much aware of what the other is really putting out. This is a horsepower war yet they all are just trying to stay close to one another without taking things too far. They could each increase output further if needed and they each know it. Look at this aftermarket tune comparison courtesy of Eurocharged: They all end up surprisingly close to each other, don't they? The M5 has the least torque by a paltry ~30 lb-ft at the wheels compared to the others but clearly revs the highest so BMW can make up the displacement disadvantage that way through gearing. The RS7 is also making nice power up top though and interestingly despite being the smallest motor has the most torque tune only at 668 lb-ft. Do you think Audi did not know what they were doing? They gave the RS6/RS7 4.0 TFSI this kind of room for tune only gains so they would be right there with the E63 and M5 despite the heavy all wheel drive chassis and small 4.0 liter motor. This is all calculated. The M157 clearly revs the lowest out of the bunch but its displacement is helping it out with good torque down low. The Audi 4.0 TFSI V8 is still matching it yet revving out higher. It also offers more torque and power than the M5 S63TU up top until roughly 6900 rpm thanks to the increased rev limit from Eurocharged. The M5 revs a bit higher than this but it's torque and power are both lower than the 4.0 TFSI V8 before and after this rpm point. The motor that looks the most impressive is actually the smallest, go figure. You might notice the Panamera Turbo V8 is absent. It is difficult to get Dynojet graphs of the motor and we tried. The best we could do is this Mustang graph of a Panamera Turbo from Switzer before and after their turbo upgrade package: You will notice the Panamera Turbo is offering output closer to the pre-facelift E63 AMG than where the German performance sedans are now. Despite the crank horsepower and torque ratings AMG, M, and Audi are offering far stronger motors. It really takes a turbo upgrade for the Panamera Turbo to match the tuned examples from the others. There you have it. The twin turbo V8 era brings with it easy tunability and the manufacturers are all aware of this. They are positioning themselves to be close stock and tuned. If this network was to pick the most impressive motor though it would be the Audi 4.0 TFSI V8 followed by the BMW S63TU. The M157 is just taking more of a brute force than finesse approach and AMG themselves is changing the design now with the M177/M178 introduction. Porsche of course in this mid-size class is outgunned by all of them but this will change with the next generation Panamera. All turbocharged V8's, all direct injected, and all with basic similarities but different approaches. Is this era boring or exciting? You decide.
    18 replies | 105 view(s)
  • lamboworld's Avatar
    Yesterday, 04:31 PM
    I am trying to stay within the limits of the DCT, which i imagine can be done with tuning an reduced amount of E85. However, I would like to max what the DCT can handle. I already have TFT inlets to go with whatever turbo I decide to buy. I am really concerned with buying RB's because of all of the smoking RB threads that I have read. So, it seems that my choices are down to VTT Stage 2 or 2+ or Pure Stage 2 (whenever they decide to release). I don't dd my Z4, but I also don't want a setup that I can't dd. I also don't want to give up the quick spool that the stock turbos offer. I realize that I have more lag with hybrids but I still want a quick street car. I will also participate in 1/2 mile events but probably only once or twice a year and 1/4 mile events 3 to 4 times a year. I don't plan on running Meth but I will use fuel up to E50/93. With those goals in mind, what is my best solution? Just the facts and/or opinions. Thanks
    12 replies | 280 view(s)
  • Sticky's Avatar
    06-28-2015, 03:45 PM
    The vast majority of videos we see involving PP-Performance tuned cars have them easily beating up on other cars. You rarely see the other side likely due to the videos themselves being marketing exercises. Well, for once that is not the case and this CLS63 AMG bites off more than it can chew against a Gen V Dodge Viper on the highway. This video is from the Middle East (UAE specifically) and has the customary Middle Eastern HD Potato video quality. This has been stated many times but we still do not understand how so many $100k+ modded cars can go out race only to be recorded by the worst quality filming equipment money can by. The mods on the Viper are Belanger catless headers, straight pipes, an under drive pulley, and an HP Tuners based tune. The CLS63 AMG is a rear wheel drive pre-facelift model with PP-Performance M157 tuning said to put it at 780 horsepower. It gets spanked. Hard.
    18 replies | 128 view(s)
  • ///MPOSTER's Avatar
    06-29-2015, 08:45 PM
    This is a build that I think every member here waits for. There are those days that you just can’t stand the turbo rattle anymore. Those days at Starbucks where you are pulling out of your front-row parking spot after everyone has been eyeing your ride, and then it happens. You start the car up and they look away and laugh and shake their head. I’m sure they are thankful they purchased their Prius with its soft and quiet electric motor that is known more for its pedestrian accidents than its quarter mile time slips. So the day came where I went out and purchased some jack stands and a jack. I also purchased some rhino ramps and removed the bumper to replace with an M3 rep. I read up on Robc1976 DIYs as well as the RB turbo install. Now I knew I couldn’t be as efficient as Rob to document everything and take tons of pictures without adding tons of time, so I will just share what I took. Here are the turbos off the car. Wow, look how tiny these things are. I can’t imagine what they were thinking when putting these thimble-size of turbos on here. I went ahead and disassembled the compressor housing from the turbine housing as well as from the CHRA. Here are some measurements of the inducer and exducers as shown. Tiny, but they are the size that has been documented over and over again. And here is a picture of the housings being bored out. For Hybrid turbos, the turbine housing has to be able to accept a larger wheel in the TD04 family. You are looking at opening it up to 58mm or larger to make it fit. As for the compressor side of things, it is known that the change of housing has been the latest trend. From custom inlets, properly sized TD04 housings, and larger wheel s have all netted fairly huge gains. But I have not seen this type of housing been introduced or even talked about before. It’s exciting and I am so glad to be talking about it. Beer break…. Well before we get to the turbo install and results, I had to hurry up and paint the bumper so I wouldn’t get overspray on the car while inside the garage. Here are some pics of the Tiag….oh so beautiful. It’s like the silver surfer jizzed in a can. Here is the bumper prepped, primed, painted, and then cleared. Beer break…. Okay and so while I had the housings out, I started to look at the waste gate problem. So I took pics of the gap in-between the wastegate arm and flapper. Here you can clearly see a gap that allows the rotation. Because of the rotation there is excessive noise with down pipes around 3,000 rpm. There is also the issue of the wastegate arm being bent and flexed and the result is a sloppy closure. Beer break…. Now we get to the cool part you have been waiting for. The custom BW compressor housing is the bomb! Check this out. No one, and I mean no one, has ever done this before on this forum. In fact, I think this may just be the very first edition ever displayed. I can bet within the last few minutes, everyone has been trying to Google-Search BW turbo with very little background on who started it. But WHO CARES! AM I RIGHT?? Heck yeah! Check out these Bacon Wrapped turbos! I might just show you how much bigger the inlet is than any competition but until then…they are going in the oven at 400º degrees until a golden crisp. Now you may be thinking to yourself “ I CAN DO THIS TOO”. You can and pay attention to the weaving pattern like carbon fiber. That right there sir, is the trick to the strength of these. BING! BEER BREAK and I think something is about ready. So once out of the oven, the compressor housing is assembled back to the turbine exhaust housing. Notice that you will see there will be some custom work to do. There is some grinding to be involved. I prefer the nibbling method as one might ask “Why would you waste perfectly good bacon”? GOD all this bacon is making me so thirsty for some more beer !!!!!!! Cheers!! BEEEEEEEEEEEEER BREEEEEAAAAK!.... Okay so everything is all assembled and I am in awe! In the past, I was really impressed with Motive’s custom manifold, but I don’t think that these housings are even in the same league, I mean REALLY NOT IN THE SAME LEAGUE. All I can say is WOW, they are a work of art. The startup was good with no check engine lights. The exhaust sound is amazing but short lived. I was happy until I went to the exhaust tips. I noticed that there was oil dripping out the tailpipe. It might just be some bacon fat drippings or the CHRA are already leaking. As for the olfactory experience, you have to be here to enjoy it, MY GOD WHOA. I would say there is no other kit out there that can give you factory-style performance while also giving you an olfactory orgasm at redline. Thanks for reading! No dynos will be provided as they are already SOLD SOLD SOLD!!!!! My eyes are set on some RB Evos. Rep me if you laughed! I have been waiting to post this all day.:awesome:
    12 replies | 357 view(s)
  • Sticky's Avatar
    Yesterday, 02:47 PM
    This picture says quite a lot. Namely that the oem BMW 335i N54 turbos are tiny. Fortunately there are two of them but when seeing the size of the turbo compared next to a GTX30R the N54 oem turbocharger looks like a little itty bitty baby turbocharger does it not? That is what makes the fact these OEM housings are hitting almost 700 wheel horsepower all that more impressive. It truly is remarkable when put in this type of context. It also shows just how good of a job the turbo vendors are doing on the platform.
    8 replies | 166 view(s)
  • BostonBeemah's Avatar
    06-30-2015, 05:49 PM
    Tried a couple different setups for ""Cold Start" and I settled on a time of 5 seconds. It seemed to start up the smoothest of them all. (rattle is from flywheel) Using TunerPro with the XDFs defined in this thread and using MHD to flash. XDFs Just wanted to say thank you to everyone involved in breaking down the DAMOS and pushing the platform further!! Little things such as this "disabling" cold start are a big one for me along with the knock tables which have opened up a new horizon in itself. You guys rock!:music-rockout: One Second Zero Seconds
    5 replies | 242 view(s)
  • Sticky's Avatar
    07-02-2015, 05:58 PM
    More and more flash tunes continue to come out for the S63TU engine platform which is used in the BMW F10 M5 and F13 M6. BrenTuning's approach is not just one of an ECU (engine control unit) tune but also addresses the DCT transmission with TCU (transmission control unit) adjustments. The TCU settings are modified to give full torque delivery and lock up on peak boost. BMW likely tunes the transmission the way they do from the factory to protect it for longevity as they do not exactly replace the clutch discs but say they are 'lifetime' units which is really just a cost cutting and warranty measure. That said, by modifying the torque delivery profile one can improve the performance even without increasing boost pressure by unleashing what is already there. Do not expect lifetime clutch life though. As far as the power and torque gains from the ECU tuning BrenTuning on 93 octane pump gas managed to gain on a Mustang Dyno an additional 31 horsepower and 106 lb-ft of torque at the wheels. This is tune only with the only difference from stock being a Magnaflow rear section which does not do much for power output. The gains are seen down low with a massive increase in torque that starts to taper toward redline explaining why the peak torque gain is so much larger than the peak horsepower gain. This is not a motor designed for big top end power but sees massive gains down low in torque. This tune should provide a massive kick in the pants you can feel. As far as pricing, BrenTuning is asking a very reasonable $995. For now it seems they are flashing only in house but mobile flash kits are supposed to come soon. Great stuff as usual from BrenTuning.
    7 replies | 35 view(s)
  • Sticky's Avatar
    06-28-2015, 09:50 PM
    Fabpseed released their Valvetronic Performance Exhaust System for the BMW F22 M235i which also is available for the BMW F30 335i and the F32 435i. These models are all obviously using the BMW N55 3.0 inline-6 single turbo motor. Let's take a look at the Fabspeed system. They offer an integrated 200 cell in their sport downpipe which is designed for street use. They also have a cat bypass option which is essentially another way to say catless downpipe. Take look at the dyno results for the full system on an F22 M235i. With the catless downpipe the system adds 12.68 peak horsepower at the wheels and 28.66 lb-ft of peak torque at the wheels. All on the stock N55 engine tune. The peak numbers do not tell the story here. Look at the catless graph at roughly 3000 rpm. The gains are 24 wheel horsepower and 42 lb-ft of torque at the wheels. The system offers gains throughout the entire curve but really makes a substantial difference down low in the rev range. The exhaust system is $2895.00 and then the downpipes are an additional $1195 for the catted version and $595 for the catless version. You can decide on your own if that is fair pricing. Looking at the graphs, the gains mostly come from the downpipe which is no surprise. Going catless offers more power but the difference is not huge. At least on the stock tune.
    8 replies | 61 view(s)
  • Icewall's Avatar
    Yesterday, 04:32 PM
    heres me datalog: as you can see my car sits right around 8psi and actual load also remains low. what can cause this? My car was running fine. fyi it is tuned by mhd/tunerpro I also went back to cobb and it does the exact same thing so it isnt tune related as it used to work perfect with my cobb setup. my car has rbturbos and inlets that were recently installed. car boosted just fine for a week after install.
    7 replies | 87 view(s)
  • Proflyer's Avatar
    07-01-2015, 01:58 PM
    All, The downloads section is down. Sticky said he's working on it, but I finally got my hands on a BT cable and want to do a BMS flash on my 335xi. I just want a nice pump gas flash, and I want to hopefully fix the cat codes we get from running catless DPs. I believe that's possible. I'd like to turn off the auto-clear on the JB4 so if anything ELSE pops up I can see it. Does anyone have a mirror link/drop box link with all of this that they're willing to share? Also, any directions would be very nice as well. I can't seem to find much. Thanks! -Proflyer
    5 replies | 163 view(s)
  • Sticky's Avatar
    07-02-2015, 06:41 PM
    More great runs from our friends in Russia here. We have a Porsche 991 Turbo with the PP-Performance RS650 tuning package going up against a stock Lamborghini Aventador and a Weistec supercharged W204 generation C63 AMG Black Series. The PP-P tune for the 991 Turbo and S from what we understand is piggyback based. The 991 Turbo and S both have the same sized turbochargers. A PP-P tuned 991 Turbo S went as quick and fast 9.896 @ 137.78 when trying to oneup Simon Motorsport on the recently discredited Yas Marina drag strip. Well, these runs are not on the Yas Marina dragstrip but done by the Russians known for Moscow Unlimited. The first run has the PP-P tuned Turbo go up against the Lamborghini Aventador and the Porsche wins. No surprise here at all considering how a stock 991 Turbo S did against a stock Aventador. The 991 Turbo gets through the 1/4 mile quicker and faster with a 10.359 @ 132.085 compared to the Aventador 11.059 @ 129.525. It is also faster through the kilometer as the Turbo pulls 169.846 miles per hour to the Aventador's 169.206. The Aventador closes the gap as speeds rise. The second run has the Turbo go at it with a Weistec supercharged W204 C63 AMG Black Series said to be at 700 horsepower so we assume a 2.3 liter blower package. The Black Series is set up for the track and not kilometer drag racing so the owner wisely removes the rear wing which creates downforce at the expense of aerodynamic drag. The 991 Turbo wins covering the quarter mile in 10.650 @ 131.389 compared to the C63 AMG 11.644 @ 127.456. The kilometer numbers are 19.401 @ 169.976 for the 991 Turbo compared to 20.669 @ 166.434 for the supercharged C63 Black Series. It certainly is interesting that the PP-Performance tuned 991 Turbo numbers in the Russian air do not approach what PP-P shows in the hot desert air of Yas Marina in the UAE. You will have to explain that inconsistency yourself.
    6 replies | 39 view(s)
  • Ingeniator's Avatar
    Yesterday, 03:17 PM
    Ingeniator started a thread RB EVO Kit broken down. in N54
    Going to post some info make your own conclusions. All pictures and current info on EVOs here. So now that we have a referance. Who inspired(read stole from) the inlet design. Evan Patak good job your first gen inlets made into a kit I hope he gave you credit. Read more here Now onto the turbos notice anything simillar it's wierd rob had a different desing until Slick at MMP started talking about these then Rob had new EVO turbos in development. Read more here I was trying to find more info on the charge pipe but search failed me and I couldn't find the pic I wanted but suffice to say it is very similar to another vendors. Happy reading and look forward to everyones conclusions.
    5 replies | 180 view(s)
  • 4doorbmwpower's Avatar
    07-02-2015, 01:15 PM
    Hello everyone! Its time to get port fueling out to everyone!!! Happy 4th of July and what better way to celebrate than to take a 100% made in America company and release a massive group buy for a product that never sees sales! my sponsors over at Custom Performance Engineering (cp-e) want to get quality BMW parts out to our community, they have had this port injection system for a while being marketed and sold by our friends over at Burger Tuning! Lets get this affordable solution to all your fueling needs out there for everyone! HERE IS HOW IT WORKS No money up front! Just message me your name and email. I will start the list on this thread! Already at competitively priced $919 Starting price how can you NOT go this route! 5 people= $30 off + $45 Boost Bucks 10 people = $75 off + $50 Boost Bucks 15 people = $125 off + $55 Boost Bucks If you don't know what Boost Bucks are this is basically a gift card for other cp-e products. I cant spill all the secrets but in the VERY near future this might be VERY useful! My promise to you is if we can get 20 people I am going to talk Josh (the CEO) into a BIG discount even though he only approved the above so far! feel free to share this around I will close the Group buy on July 20th and at this time I will send out an email chain with coordinating instructions, and your port fuel injection will ship out immediately! visit us here at
    4 replies | 77 view(s)
  • Sticky's Avatar
    06-29-2015, 09:46 PM
    Details on the Underground Racing Huracan twin turbo packages are tough to come by. Last year they announced they were working on a bolt on turbo package designed to work with the factory Huracan dual clutch transmission. Well, this particular Huracan is not a bolt on turbo affair but their 2000+ wheel horsepower X package. This package includes a built motor with the block built by Proline Racing who builds blocks capable of handling 4000+ horsepower for professional racing. The turbocharger models are not specified but we know they are Precision units. John Reed racing did the work on the Motec M1 ECU including the firmware, tuning, and harness. The ECU is capable of direct injection control. What is somewhat disappointing is that UGR is not using the dual clutch transmission. Considering this car is clearly putting out over 2000 wheel horsepower they are using one of their tried and true sequential transmissions from the previous generation Gallardo. This transmission features billet 1st through 6th gears and a billet built differential. This type of thing separates the big boy tuners from the rest. This is absolutely top of the line stuff which comes with the top of the line price. We hope they eventually are able to beef up the dual clutch transmission to handle these torque levels but the car is no slouch as it sits and can only get faster. Plus, it's a lot more fun to have a fast car running than sitting in a shop with broken parts. Watch the Huracan in action as it takes down two high powered GTR's easily and only loses to the AMS Alpha Omega 2000+ whp GTR while giving it a hell of a run.
    4 replies | 78 view(s)
  • The Convert's Avatar
    Yesterday, 05:32 PM
    The Convert started a thread Buzzing from HPFP? in N54
    Just wondering if anyone else has a buzzing coming from their hpfp when the key is on, but the car is off. It's been a long time since my car has been started up. So, I don't recall if the sound is normal. car has Fuel-it stage 3 pump, Motive PI with the fuel lines and fpr, jb4 set to map0, no flash at this point, SS controller, and with key on but engine OFF the analog gauge on the supplied fpr shows no pressure. to those familiar with the PI setups, is this normal? I tried adjusted the screw to adjust the pressure, but the dial didn't move. Do I have to wait until the car is running to see pressure on the gauge? I'm kind of hitting a wall and am getting a little anxious to fire this turd up and start tuning. Any my help is greatly appreciated!
    4 replies | 76 view(s)
  • ///MPOSTER's Avatar
    07-02-2015, 09:56 PM
    Failure and success I wanted to tell you guys about an idea I had to fix waste gate rattle using one singular part across four locations , or rather two locations per turbo. Cost of the item is $5 per duo, so $10 total. Okay so I purchased these retaining clips and wanted to use them in place of the $75 Audi ones. That is where I had success . And the main reason for use of these is that they just slide into position without removal of the "E" clip. Where I failed was trying to use them on the wastegate flapper location. For whatever reason , the turbos on my car have a tighter clearance than the other set off of the car. So after removing the downpipes and fighting with it for about 3 hours, I gave up and decided to test out the use of the clips only on the wastegate actuator rattle. Upon startup there was a noticeable difference. On driving and deceleration around 3,000 rpm there was a noticeable change(0.5 seconds) , almost like it was just the sound of the gate closing versus coins in a can for about 500rpm(3 seconds). I hope that this information can help someone who may need to quiet down the noise. Unfortunately for me I have acceleration rattle as well so I was only able to help part of it. Sorry for the size of pics as I'm on mobile and I barely decided to post this.
    3 replies | 166 view(s)
  • Jordan313's Avatar
    07-02-2015, 07:06 AM
    I just wanted to make sure there isn't anything else because my buddies and I are going to replace my cam ledges...I already replaced the vanos solenoids and cam sensors so I think it has to be the ledges. Thats the final thing right?
    3 replies | 65 view(s)
  • amgfan's Avatar
    06-30-2015, 01:13 AM
    Looking at the new C63 AMG S as replacement for my old M3 but 85k is way more expensive than last gen C63. Anyone consider the BMW M4 and Audi RS5 before AMG? What made you go with the C63?
    2 replies | 100 view(s)
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