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  • lfelunden's Avatar
    04-12-2014, 10:39 AM
    http://hpfpupgrade.com/Products/Show/Bmw/N54/N54-55+Fuel+System+Upgrade "After a year of development we are proud to release our fueling upgrades for the BMW market!The Stage 1 fuel system will include pump and injector rail. The injector rail is needed to reach the full potential of the Stage 1 and 2 fuel pumps. The Stage 1 fuel system will deliver enough fuel to meet the demands of 550HP with proper tuning. 600HP will be possible with in tank pump upgrades and racing fuel. On average we see a 20% flow increase from our Stage 1 fuel pumps. Stage 2 fuel system be capable of 700HP with upgraded in tank fuel pump and upgraded feed lines. Bench testing has shown the Stage fuel pump delivering enough fuel to support 800HP if the feed side demands are high enough (low pressure side). This is with proper supporting modifications and proper tuning. On average we see a 40% increase in our Stage 2 fuel pumps. Release of the Stage 2 fuel pump will be midsummer."
    94 replies | 2195 view(s)
  • Sticky's Avatar
    04-16-2014, 08:47 PM
    Gintani is working on to get my car ready for Shift Sector this weekend. The good news? The DCT is holding 21 psi from the YSI just fine on C16. The blower has more room in it but we're not going to push much further than that right now. Just want to get it reliable for the event and push the envelope later. I could probably ask for a couple more pounds of boost if necessary. How much power is it making? We don't know. It's spinning the tires on the dyno. It will be somewhere in the 800's right now probably. The car is not hooking in 2nd or 3rd gear. Alex said he needs a good coilover setup to tweak it and I told him that's fine. Whether we get the suspension sorted in time for better weight transfer is anyone's guess he will get back to me with pricing details. I am going to go to longer gearing once I can. For now I'm happy about the DCT working with the higher power setup.
    93 replies | 1103 view(s)
  • bradsm87's Avatar
    04-13-2014, 04:12 AM
    Anyone running or considered running a smaller twin scroll turbo to still get full boost before 2000rpm but more power than stock turbos? I'm looking at the Borgwarner EFR 7163 with the 0.80 divided turbine housing. Anyone done it with that sorta sized turbo?
    79 replies | 1314 view(s)
  • Sticky's Avatar
    04-15-2014, 07:14 PM
    BMW had the new 2015 F82 M4 out in Long Beach, California for the Grand Prix last weekend. Fortunately, someone was able to record the startup and exhaust note sounds along with a few revs. The engine noise is not exactly what we have come to expect from BMW M. You be the judge but this is not the best sounding inline-6 engine that the M division has ever produced, that much is certain. One of the onlookers yells 'Sounds like my Prius' which may be the best assessment yet.
    70 replies | 618 view(s)
  • Mike@Renntech's Avatar
    04-14-2014, 04:06 PM
    Our proprietary BMW ECU upgrade offers rock solid performance from RENNtech, the foremost tuning authority on Bosch and Siemens engine control units. These same units are utilized in Mercedes Benz vehicles, which RENNtech has been tuning since electronic engine management started to show up in vehicles during the mid 1980's, through our proprietary tuning software and approach for BMW is completely unique and independent from our Mercedes tuning program. RENNtech tuning software for BMW offers significant gains in performance and throttle response without sacrificing your daily driver BMW's reliability. By modifying ignition timing and throttle mapping, optimizing air/ fuel ratios,increasing the top speed limiter, improving engine cooling and modifying boost mapping for turbocharged vehicles; RENNtech performance software unleashes your BMW's true potential. Stock Performance 335iS E92/E93 (2010-2011- Manual & DCT N54B30to 3.0LBiturbo): ∑ 320 HP @ 5800RPM / 332 TQ @ 1400 RPM Modified Performance: ∑ 420 HP @ 5700RPM / 435 TQ @ 4300 RPM Price: $1,495 Stock Performance 335i/iX E90/E92/E93 (2007-2010 Manual & Steptronic N54B30) : 300 HP @ 5800 RPM / 300 TQ @ 1400 RPM Gains: 420 HP @ 5700 RPM / 435 TQ @ 4300 RPM Feel free to message or call me with any questions or to place an order and send us your ECU
    43 replies | 1025 view(s)
  • 135idct's Avatar
    04-16-2014, 04:19 PM
    The kit from FFtec ( 5862turbo ), the tune jb4, everything runs great i updated the jb4 firmware to the single turbo, but i can't do the Single BB flash, because i have the stock turbos 6AT_race flash i tried to write on it but the write failed. I select map2 with the new firmware, but when i go WOT for the log it switch to map4, so there's a problem! the car is too lean i think because it's not fully tuned. the engine cover melted i forgot to cut it from the rear turbo side, only 15min of drive and one time WOT :cool: ill isolate all the wires and wrap them soon, the heat from the top mount is no joke this is the BB flash problem, there's a force start button would it help?? * im running the FFtec lpfp 455, easy to install about 15 mins, it's pricey but worth it no pic for the lpfp.. this is how it sounds with open downpipe, sorry for the quality Big thanx to: @MikeB@FFTEC @Terry@BMS @Eleventeen @ Ak335i and my cousin Nasser
    42 replies | 552 view(s)
  • Sales@Gintani.com's Avatar
    04-14-2014, 07:35 PM
    Gintani is very excited to introduce our new Gintani DCT Enhanced Oil Pan! • Machined from Billet Aluminum 6061 (aluminum has more heat transfer properties to help soak heat from DCT oil compared to the stock plastic DCT oil pan). • Enlarged outer cooling fins (to cool down DCT oil from heat transfer) • Increased fluid capacity to promote cooler oil temperatures (stock holds 1 liter compared to ours which holds 2.65 liters). • We provide a steel drain plug. • Re-utilizes your stock DCT oil pan gasket. • CNC’ed in-house at our Gintani facility (Made in USA). Retail pricing for the Gintani DCT Enhanced Oil Pan is $850 + shipping (Tax applies for CA residents). Our current introductory pricing will be $800 + free shipping (for continental US only) for the first 5 buyers. *Also compatible with the 2011-14 135i, 335iS, F10 M5, and F12/3 M6 DCT. If you would like to be placed on the list, please send me an email at Charles@gintani.com with your name, phone number, M3Post username, and email so that I can create an official list of the first 5 buyers. 1. ElusiveOne 2. DevourS65 3. 4. 5. In the next 2-3 weeks, we plan to provide a full kit as well for those who want to take it a step further. Our Gintani DCT Enhanced Oil Pan will be upgrade-able for those who purchase the pan now and want to purchase the full kit later. Our full kit will include the Gintani DCT Enhanced Oil Pan, 1 Auxiliary Oil Cooler, 2 SPAL Fans, XRP Teflon Oil Lines, and 1 External Oil Pump to promote even further DCT Oil cooling. Our Gintani DCT Enhanced Oil Pan provides plenty of cooling for the average enthusiast, but those who want to ensure the best cooling whether on the track or street, the full kit will provide the best DCT oil cooling in the market. Please let me know if you have any questions. Office: 818-787-8260 Email: Charles@gintani.com Thank you! :handgestures-thumb:
    33 replies | 473 view(s)
  • Linracing's Avatar
    04-13-2014, 05:16 PM
    So I replaced my transmission after my last auto blew. Put my top mount single on at the same time. Car started up great, but I didn't get a chance to drive it yet. So today I go outside to start it and it will not start. All I get is the fuel pump priming up. I replaced the battery and had the starter tested and still nothing. Also I can't even take the car out of park.
    31 replies | 496 view(s)
  • Sticky's Avatar
    04-16-2014, 03:52 PM
    Not sure how many hockey fans we have here but whatever. I'm hoping the Ducks win another cup and they are the number 1 seed out west. Kind of hoping for a Kings vs. Ducks series in round 2 which would be epic. Boston will likely make it out of the weaker east to play for the cup. Anyway, go Ducks!
    26 replies | 455 view(s)
  • mithiral67's Avatar
    Yesterday, 05:25 PM
    Little back ground. I have a 2011 335is manual with 20k miles. Modifications include cobb flash, FMIC, DPs, Intake, and RB upgraded turbos. Everything was on the car when I brought it to the dealer but the cobb, I had uninstalled it. So, I had my brake pad service indicator on for a month or so, with the miles indicator counting down. Took it in about 3 weeks ago and they noted that the pads were fine (60%) but that the system was off and needed to be updated. I said okay, no worries. Get it back the next day. I have been swamped with work and didnít have a chance to put the cobb back on. One thing odd I noted was I wasnít getting an error for not having my primary cats and I wasnít see fuel pump codes (running e45 with a stock fueling system with RBs was taking its toll) like I was before bringing it in. So, last week I had time to install the cobb and get Rom not recognized. I fired off to Cobb and received the following info from cobb. I received your rom and have started to get working on it, but this is a completely new family of roms that I have never seen. Is this your first time attempting to install the Accessport, or did you recently get an update from the dealer? Just curious... At any rate, this is going to be a very slow process as I work through it. It seems BMW has made some significant changes and it will take me quite a while to get everything sorted. I am following up and he noted weeks to months to update. As I have a Ĺ event in 2 months, that event might be pretty boring if I am stuck at 350 hp. Anyway, be weary if they ask to reflash your car if you are on cobb. Cheers, James
    17 replies | 310 view(s)
  • Terry@BMS's Avatar
    04-11-2014, 08:27 PM
    Was able to take a few runs on the dyno today. Meth kit added around 25-30whp over the previous race gas mix! Maybe a new dynojet s63 record? I'll have to VBOX it soon to see how these dyno gains look in the real world!
    16 replies | 262 view(s)
  • Eleventeen's Avatar
    04-13-2014, 03:09 PM
    Hey guys, I have moved on to a new platform (CTS-V), so I am selling my custom made single turbo kit. This fits a 335i, and may fit other cars; but I cannot confirm. This is a top-mount GT3582R w/ Tial .82 A/R housing and Tial 44mm wastegate (vented to atmosphere). It currently mates up to the factory style dual exhaust, or you can have an adapter fabricated to mate up to a single exhaust of your choice. I made 570WHP / 488WTQ @ 22psi through the stock exhaust with this setup. It will come with just about everything you need to install. You will need about 6' of 7/8" heater hose to relocate the coolant reservoir and probably a few miscellaneous fasteners and hose clamps. You will also need the tuning solution of your choice (I used JB4 G5 + Cobb) and a low pressure fuel pump solution. Feel free to P.M. me with any questions. ASKING PRICE: $3200 O.B.O. shipped to lower 48 states. The kit includes: Garrett GT3582R turbo w/ .82 Tial housing Tial 44mm external WG Manifold - TIG welded Schedule 10 304SS w/ 1.25" primaries to 1.50" secondaries to 2.00" collector (nominal pipes sizes) Downpipe Downpipe to dual exhaust adapter Dump tube Oil line & oil drain Water lines Block-offs for unused oil / water connections Modified coolant pipe for 6AT cars (nipple for trans cooler will need to be capped off for 6MT use) Driver's side coolant reservoir w/ level sensor, cap, and power steering reservoir relocation bracket Modified charge pipe w/ Tial BOV (clears driver's side coolant reservoir) Turbo mount K&N air filter PCV to filter hose V-band clamps Hot side charge pipe MAC boost solenoid w/ P&P harness N20 3.5 bar MAP sensor w/ P&P harness Heat shield NOTES: The following pictures show the CURRENT condition of the parts after they were removed from my car. The manifold has been freshly sandblasted to remove some light surface rust, and can be coated, wrapped, or just left bare. The long O2 sensor standoffs were designed to protect the sensors from excessive heat (but the tubes are dual chambered to draw plenty of exhaust gasses to the sensor to maintain accuracy). This has been designed to connect to an aftermarket intercooler with 2.5" silicone couplers. I built this kit myself; but I am not a tuning shop or hardware manufacturer, so there are no warranties provided. I cannot sepparate any components at this time. I can accept PayPal or money order. Thanks for looking!!! :)
    14 replies | 405 view(s)
  • Sticky's Avatar
    04-11-2014, 01:06 PM
    Apparently another VT3 is having issues. I haven't followed this completely but someone pointed me to these pictures to discuss the S65 fuel system. Judge for yourself: ESS System: New lines and re-routing:
    16 replies | 283 view(s)
  • 135idct's Avatar
    04-15-2014, 12:19 PM
    how to power it up i connect every thing but the power wires?? there r two wires OEM each wire with two wires orange and white so the total is 4 how to connect them to the mac solenoid?? ASAP.
    17 replies | 202 view(s)
  • Sticky's Avatar
    04-14-2014, 07:35 PM
    Remember those rumors from last year that BMW would follow Honda back to Formula 1? There is some substance to them. Now, this would not be a complete return but BMW would be back as an engine supplier. This would be a big deal in the new Formula 1 turbocharged era considering the last time BMW built Formula 1 turbocharged motors the engines dominated and produced power to such a degree that they were banned. BMW's performance image has taken a huge tumble to say the least. A return to Formula 1 in any capacity would be good for the brand. Not to mention, BMW still is capable of building the best engines in the world despite the fact they have not shown this capability in quite some time. They still have it, don't they? Well, Formula 1 would certainly put their engineering to the test. BMW's board of directors will meet next month to evaluate whether BMW should return to supplying motors for F1 competition or not. Who knows what their decision will be. Will BMW show some pride and compete at the highest levels? Will BMW's board instead decide top level competition is 'too expensive' and hide their tail between their front wheel drive Active Tourer's tires? We will have to wait and see. Source
    15 replies | 113 view(s)
  • aflatau's Avatar
    04-13-2014, 08:19 AM
    aflatau started a thread 6466 335i vs Some C6 Vetts in N54
    11 replies | 305 view(s)
  • JonsC63AMG's Avatar
    04-13-2014, 05:11 PM
    I talked to this guy with the nasty sounding 5.0 At idle it sounded it had cams. He said it has all the boltons NA. Somewhere in the 430whp+. Damn it was so loud that it hurt my ears when he rev it. It was the nastiest sounding Mustang. Enjoy..
    10 replies | 395 view(s)
  • rawad1017's Avatar
    04-13-2014, 12:53 PM
    dig deep into the vid comments and you'll see John and his famous ways making the most idiotic comment i've ever seen from a tuning company. guess you can't expect more from a straight-line tuning company that overprices their pos cars anyway. lolol okay smartass what if the One:1 hits 200mph in less than 17 seconds? enhanced aero, lighter weight and more power means nothing to this man apparently. it's also funny cause koenigsegg at least builds their shit from scratch. let's somewhat break down the Venom GT cost wise Ricardo M-7003 manual transmission $15-20k? LS7 Engine $20k? Lotus Exige (complete car 85k) parts needed $30-40k Extra cheese and tomatoes $40k ? soo..~$100k? so what's the extra 0 in the price tag for..oh right the years of R&D and engineering to produce a kit-car lolololol it's almost like DINAN
    7 replies | 341 view(s)
  • 135idct's Avatar
    04-13-2014, 11:10 AM
    i don't know what tial wastegate spring should i choose for the top mount turbo 5862 twin scroll the taller springs or the shorter?? * also about the MAC boost solenoid, do i need any extra wire to complete the installation?
    10 replies | 328 view(s)
  • tacotruck's Avatar
    04-12-2014, 04:21 PM
    tacotruck started a thread BB Flash w/ an ICOM in N54
    Would anyone find BB Flash ICOM support useful? ICOM clones are so cheap these days. And I think they are more versatile, reliable and perhaps even faster than other cable solutions. I just read my MSD81's flash in almost exactly an hour with an ICOM clone and some custom code to talk to it. Eventually I'll release the ICOM communication library I'm working on, but if there is some interest, I'll see about getting the BB Flash source and integrating ICOM support directly.
    10 replies | 279 view(s)
  • Sticky's Avatar
    04-16-2014, 09:53 PM
    Here is a great comparison featuring the best naturally aspirated V8 powerlpant in AMG's history going up against AMG's newer turbocharged design. The M159 V8 in the SLS Black Series is a 6.2 liter naturally aspirated V8 and this particular car is tuned by Weistec along with featuring long tube headers. As Weistec Engineering demonstrated last month their SLS Black Series tune with headers is good for over 600 horsepower at the wheels on 91 octane pump gas. The E63 AMG is a 2013 rear wheel drive model. This car has a tune from Renntech along with RADO downpipes said to be good for around the 630 wheel horsepower range. Torque is in the turbo M157's favor with 735 lb-ft at the wheels. The M159 by contrast has 463 lb-ft at the wheels which is a very large difference on paper. Nobody will deny turbocharged motors are capable of big torque numbers. That said, the SLS Black Series features tighter gearing and a much higher redline at 8000 rpm. It's a motor with a definite breathing advantage at higher revs. Power and torque are in the E63's favor (at a lower rpm) but the SLS Black Series is roughly 600 pounds lighter. The SLS also has a dual clutch transmission whereas the E63 is using the MCT wet-clutch automatic. So what happens? A great race is what happens. The SLS gets a slight lead thanks to its shift speed advantage and manages to pull in the lower gears. Up top once the cars spend more time in gear the E63 is able to inch back but not enough to win the race. It's close at the markers with the Black Series slightly ahead. Simply a great run from two great AMG motors that employ different, yet very effective, strategies.
    7 replies | 176 view(s)
  • mjmarovi's Avatar
    04-12-2014, 09:42 AM
    Both items were on the car four about 4k miles; if I need to explain anything else.... BMS White DCI (oiled)- $100 shipped BMS OCC- $160 shipped
    8 replies | 174 view(s)
  • alex@ABRhouston's Avatar
    04-14-2014, 11:12 PM
    I figured sometimes its good to show off random stuff we have floating around we are working on. Some go-fast stuff. :music-rockout: Some regular car stuff. :sleeping-yellow:Some oddball stuff.:think: Not that we are some badass or anything, there are way nicer looking and more equipped shops than us- but just to have fun, spark conversation and entertainment value. Whatcha ya'll say?
    9 replies | 118 view(s)
  • bmwfan123's Avatar
    04-13-2014, 03:06 AM
    Greetings from China, I have made this oxygen sensor tuner for my dedicated track race car to adjust the rear o2 sensor air/fuel ratios and keep the ECU happy with downpipes and I want to share with you its design and construction. This part is for racing cars that ride on a car carrier to the track. The ECU contacts are difficult to locate but I was able to get sample contacts from a TYCO dealer directly. It is likely BMW has these same parts under different numbers. Once construction is complete the tuning module installs to the rear oxygen sensor wires within the DME box. To access these remove the smaller DME connector and slide out the black subconnector. Extract the wire from ECU position #19 which has a yellow wire and insert the male pin from the tuner in to this original female wire. Use a piece of tape to ensure the wires do not disconnect. Extract the wire from ECU position #20 also yellow wire and cover it with a piece of tape. It is not used with tuner in place. Insert female pins from tuner into ECU positions #19 and #20 . These are the modified signals going back to the ECU. Adjust the trim pot to 50% (500 OHMS) for the starting point. The higher the OHMS the more altered the signal to the ECU. The lower the OHMS the less altered the signal to the ECU. Clear all ECU codes and evaluate which codes return. Codes 29F4 and 29F5 indicate a higher trim pot OHMS is required while any other oxygen sensor related codes indicate a weaker signal is required. Enjoy!
    6 replies | 227 view(s)
  • shaunlsone's Avatar
    04-16-2014, 02:42 PM
    mods are jb4g5, dci, wedge e30 flash, walboro fuel pump upgrade and e45 http://www.datazap.me/u/shaun335i/wedge-e30-flash?log=0&data=1-4-10-11&mark=111 my iat's are high next mod in a vrsf 7in ic. thanks
    6 replies | 100 view(s)
  • Denley's Avatar
    04-16-2014, 02:33 AM
    Junk and fat diet causes to increase the cholesterol level that leads to heart stroke and many other heart problems. Avoid all fast foods, fried, and fat foods to reduce your cholesterol level. Eat more raw veggies and organic foods in your routine diet plan for the healthy heart. Fiber foods are more important to reduce the risk of the heart stroke, so add more fruits, vegetables, and nuts in your diet to get healthy heart diet.
    5 replies | 184 view(s)
  • PianoProdigy's Avatar
    04-15-2014, 07:14 PM
    I decided I should post a build thread on here. As most do, I wanted the most power with the fewest number of compromises, preferably none. Of course, what each person is willing to accept in terms of compromises is unique and many times based on past car experiences, so here is my vehicular journey. Ironically, despite growing up with a love of cars instilled by my dad who had restored a couple Corvettes in his teens and 20s and going to lots of car shows as a kid, I didn't even get my own car until I was a sophomore in college back in 2001 when a close family friend gave me his 1990 Toyota Camry that he bought new and then put 213,000 miles on commuting. The next summer I worked almost 70 hours a week, and I bought my first "cool" car, a 1990 convertible Rx-7 with a 5 speed and (unbeknownst to me) poor compression so it started stalling out of me all the time (not good for a rookie stick driver). Despite that, I loved the Rx-7 and having something unique in the rotary engine. I got my first "fast" car my senior year of college, a beautiful FD Rx-7 that was already heavily modded with a standalone and a T66 that put down 440 rwhp on 100 octane and around 380 rwhp on 93 octane. The driveability was not that great in that the car was an absolute dog under 4k RPM. The tune never allowed the car to spool smoothly if I floored it from a low RPM, so I pretty much just "drove around it" by either driving it easy or only flooring it right around 4k RPM, after which, it was a blast and pretty darn fast. Though I was somewhat knowledgeable about turbocharged cars (more than average at least), I never had another turbocharged car after the FD until the GTR. I went to a C5 Z06 after the FD. Then had a couple project cars like a swapped LS1 FC Rx-7. Then sold all my toys and drove a boring car while I started my own law practice after law school. That paid off and I bought a used E60 M5 which was an amazing car but I was scared to own it outside of the warranty. I bought a clean E46 M3 and did some mods and ended up supercharging it making around 500 rwhp. It was a fun car, but the tune had some minor hot start issues that never got addressed, but even though they were minor, they drove me crazy. I had been intrigued with the R35 since it was announced. I followed its development in the aftermarket hearing the horror stories about the fragile transmissions. Once I saw that all the "bugs" were worked out and the cars were capable of a 10 second pass bone stock, I knew I was ready to unload the M3. The owner of the shop who did a lot of the work on the M3 always loved my car and knew I didn't cut corners (and knew how much I invested into it), so he bought the M3 from me, and I was going to get the R35. A buddy of mine was the sales manager at the local Nissan dealer when the first GTR arrived on his lot years ago. I went and sat in it and somewhat-jokingly told him that I'd be back to buy one someday. Well, at first I was set on getting a white R35, and I asked the same sales manager friend if he could get a white one for me. He told me I should see the GMG BE he had in his showroom. I didn't particularly want the BE, but I figured I'd go look, and I was sold from the minute I walked in the door. I didn't even test drive it. I got the car thinking I wouldn't mod it. I told my friends who rolled their eyes at me, but I was resolute! If ANYTHING, minor mods. Spacers for the wheels for looks and maybe some bolt-ons...but JUST BOLT-ONS! Within weeks of getting the car, I went to the 2012 beach party and got to see some fast cars. Looking back on that, it's insane to see how far the aftermarket has come in less than 2 years. I'm not sure anyone even ran a 9 second pass that humid day. Now some of those same people click off low 9s and complain, lol. But I digress, I got to ride in Rocco's GTR which was "just" an old Alpha 9 car on E85 on stock tranmission so limited to like 700 whp or so. I remember knowing it was fast, but the lag was noticeable though not bad. I met HPLogic Jack and Rocco pretty much talked me into doing pumps and injectors and doing E85. What finally "sold" me on modding the car was seeing a video of an FBO E85 car hanging with or beating a cammed C6 Z06 from a roll, not an easy feat. I went to the dealer for my 1,000 mile POS and within a few days, drove down early one morning to HPLogic where Anthony and Jack modded my car in a day, dyno'd it, and I drove it back in the pouring rain all the way home. At that point, I had injectors, pumps, GB 3" intakes, AMS DPs and full Akra exhaust. When I finally got to experience the difference in power, I was hooked on E85 for good. I ran a best of 10.3 at the strip with 18" M&H drag radials on the rear. During this time, the aftermarket continued to move into warp speed. A couple more 9 second stock turbo cars popped up. Audioenvy's 8 second stock frame turbo beast arrived. Omega went 7s, and lots of other cars dropped into the 8s. I started to succumb to the temptation even more that maybe I should consider modding further. I reached out to a couple vendors and got quotes of $30-45k to do a stock frame turbo upgrade, build the motor and upgrade the trans to varying degrees. The "2.5" equivalent transmission builds made me nervous. With my luck, I would break a gear. Furthermore, I started to get greedy and think that if I'm going to spend tens of thousands more, I wanted to make at least 900 awhp on a moderate to conservative dyno and have enough power to go 150 mph traps consistently. That brought me around to compromises...though these stock frame turbo upgrades spool would be nothing like the lag I had with my old T66 rotary FD back in the day, I was forever spoiled by the insta-spool of stock turbo E85. Was I really willing to make the compromise of a touch of spool and response to make 300 more awhp? I finally decided that I was willing to make that compromise and "decided" on a 30-based upgrade since that would give me the best chance at my 150 mph traps goal. When I finally talked myself into accepting the compromise in lag/response, I then began to think again about the "risk" of not doing gears 1-6 and decided I was not willing to accept that risk which increased the cost of the build significantly and made me question everything all over again. Enter, Jack's Transmissions. As I said above, I had gotten a couple quotes from a couple different vendors. When I saw that Jack's was doing the bottom end build and drag 800 combo thing, I reached out to him. He e-mails the way I like e-mails done. As I hope you can tell by this post, I try to organize my thoughts, and he replies to my organized thoughts and rarely misses anything. He told me his gears and billet baskets and such wouldn't be ready until January, so I had him quote me "everything" and decided to just wait until January (this was late fall). I had previously purchased a 958 Cayenne Turbo from Colorado Springs back in 2012 and had it transported to Florida enclosed very reasonably, so I contacted the same trucker directly, and got a great deal on shipping my car, so the distance didn't really matter all that much in the grand scheme of things. During all this decision making, I still knew I could manage a 9 second pass on stock turbos if I could get decent weather and make a few more tweaks. I switched over to Ecutek with Visconti for the RRTC and the FlexFuel capability. I swapped to the WGP carbon ceramics as I knew the rotational weight savings would be huge. I knew I was going to need an upgraded intercooler anyways, and I saw Buschur release his kit. In the past, I had seen his testing methodologies and decided to buy in. The results spoke for the themselves in barely rising temps over course of a pull. Finally, I got the Syvecs AWD controller to allow a very quick RWD burnout to clean off the M&H drag radials. That was just enough for a 9.999. Even though we had even better weather the week after that pass, I decided to step back, accept the 9 second "win" and not risk breaking anything so close to the build. Around the same time, I saw the release of the Borg Warner EFR 6758 stock frame setup heralded as capable of 30R power with better-than-28R lag. I was intrigued. I am fully aware there is generally no "free lunch" when it comes to this stuff, but the "gamma Ti" material of the turbine wheel made sense. More info on these is here and here. A big thanks to Adamantium whose build thread I have followed on the UK forum since learning about these turbos. He went with the smaller 6258 variant but his description of the way the car drove helped sell me on them. I also decided to reach out to Buschur and see if he wanted to port my heads. He gave me a good deal to get the work, and I got a full "race" port job on the heads that I hope will pay off. He recommended sticking with a conservative cam choice like the Tomei 264s, so I agreed. The car is now at Jack's and everything is coming together nicely. Full specs will be as follows: CP 10:1 pistons Manley Turbo Tuff rods Tomei 264/264 Procams Ferrera valvetrain Buschur-ported heads and intake manifold Stock frame Borg Warner EFR 6758 turbo upgrade ID2000s AMS fuel rail kit ASNU "Battleship" fuel system with dual "veyron" pumps Jack's 900 ft/lb clutch Jack's 1-6 gears, billet FWD output shaft, billet baskets AMS Catless DPs SBD Titanium 4" Exhaust GotBoost Intakes w/ green filters GotBoost SD conversion Buschur Racing intercooler and piping Tial Q BOVs WGP Carbon Ceramics DSS Rear Axles with Stubs Syvecs AWD Controller Ecutek Flex Fuel tune by John Visconti 20x9.5" Volk TE37 fronts with 285/35-20 R888s 20x11" Volk TE37 rears with 315/30-20 R888s (street) 18x10.5" Varrstoen rears with 325/40-18 M&Hs (strip) The car should be complete sometime next week and I hope to have her back early May.
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