Close

Activity Stream

Filter
Sort By Time Show
Recent Recent Popular Popular Anytime Anytime Last 24 Hours Last 24 Hours Last 7 Days Last 7 Days Last 30 Days Last 30 Days All All Photos Photos Forum Forums Articles Articles
Filter by: Popular Clear All
  • Chris@VargasTurboTech's Avatar
    06-27-2016, 01:44 PM
    Hey everyone! Extremely excited to post a little more data on what we're doing over at Vargas Performance Group. We're testing a prototype hpfp system, and simultaneously testing control over it. Our testing started with normal E85, then Tony switched to E98 to really put the fueling system through its paces. Disclaimers/Info: -"proof of concept" prototype hpfp system -prototype is called "the prototype" because it's not ready for production, meaning we have significant work to do in order to turn this into a product ready to sell, if ever -indicates that DI only 600+ whp is possible on stock injectors -stopped log at 6300 due to auto transmission (have other logs revving higher, fuel pressure & A/F is still good but those weren't the glorious dyno this is) -Rail pressure was much smoother when we used higher targets, there is some control system learning that occurs -this dyno was done with no learning Run Data: Boost: ~28 psi Timing: ~9* Fuel: E98 Low Pressure Fuel Pump: Fuel-it! Stg 3 High Pressure Fuel System: Prototype Port Injection: None Methanol Injection: None Future Plans: -More DI only testing and prototype development -Examination of feasibility for production type configuration/implementation Take Home: -There is room to run over 600 whp direct injection only -Injectors and injector window is not an issue yet -Vargas continues to innovate and push hard
    216 replies | 8725 view(s)
  • Sticky's Avatar
    06-27-2016, 10:52 PM
    You will find that after a certain point the majority of high power N54 builds utilize supplemental injection. In the early days it was methanol and these days a port fuel injection system is more common. Either way, it is easy to max out the factory direct injection fuel system at higher power levels especially if running E85. The details from VPG on their 654 whp run using the direct injection system are below: Hey everyone! Extremely excited to post a little more data on what we're doing over at Vargas Performance Group. We're testing a prototype hpfp system, and simultaneously testing control over it. Our testing started with normal E85, then Tony switched to E98 to really put the fueling system through its paces. Disclaimers/Info: -"proof of concept" prototype hpfp system -prototype is called "the prototype" because it's not ready for production, meaning we have significant work to do in order to turn this into a product ready to sell, if ever -indicates that DI only 600+ whp is possible on stock injectors -stopped log at 6300 due to auto transmission (have other logs revving higher, fuel pressure & A/F is still good but those weren't the glorious dyno this is) -Rail pressure was much smoother when we used higher targets, there is some control system learning that occurs -this dyno was done with no learning Run Data: Boost: ~28 psi Timing: ~9* Fuel: E98 Low Pressure Fuel Pump: Fuel-it! Stg 3 High Pressure Fuel System: Prototype Port Injection: None Methanol Injection: None Future Plans: -More DI only testing and prototype development -Examination of feasibility for production type configuration/implementation Take Home: -There is room to run over 600 whp direct injection only -Injectors and injector window is not an issue yet -Vargas continues to innovate and push hard
    216 replies | 1799 view(s)
  • The Ghost's Avatar
    07-02-2016, 08:49 PM
    I've building building my N54 over the last few months and wanted to share my progress. Setup: N54, FBO, 6MT (Spec 3+) VM single turbo kit, PTE 6466 G2 JB4 G5, back-end flash (MHD) BMS/CPE Port Injection kit JB4 controlled Split Second injector controller Fuel-it Stage 3 dual LPFPs Fuel-it FPR, -6AN feed/return lines e85 Engine: JE pistons (1 overbore, standard compression) CP/Carillo rods All else stock Build and dyno can be see here: http://tinyurl.com/gs6anp7 https://www.instagram.com/the_ghost_bmw/ Special thanks to Livnpaintball2 who pioneered the DIY N54 build and shared his build secrets to help make this happen. I have a ton of data on both the build (parts weight, methodology, issues) as well as logs that I'll post when I have time. I was pleased with the results, especially considering it was 100 F in the dyno bay. Log of highest pull: http://datazap.me/u/ghost/dyno-33psi?log=0&data=1-4-11-18-24-25-26-27-28-29&trim=5&tmin=61.24&tmax=100.00 Happy 4th!
    103 replies | 6395 view(s)
  • Sticky's Avatar
    07-09-2016, 01:14 AM
    I'll explain later but I could use some broken or old Vishnu stuff. An old Procede would be great.
    80 replies | 6554 view(s)
  • Sticky's Avatar
    07-07-2016, 06:51 AM
    Well, the 7XX horsepower range has gotten boring. Here is another 8XX wheel horsepower N54 from BimmerBoost member @The Ghost. He detailed his engine rebuild and went with a PTE 6466 Gen 2 turbocharger as well as port fuel injection. Here are the specs: Setup: N54, FBO, 6MT (Spec 3+) VM single turbo kit, PTE 6466 G2 JB4 G5, back-end flash (MHD) BMS/CPE Port Injection kit JB4 controlled Split Second injector controller Fuel-it Stage 3 dual LPFPs Fuel-it FPR, -6AN feed/return lines e85 Engine: JE pistons (1 overbore, standard compression) CP/Carillo rods All else stock Good stuff there. He is going to post more details in his forum thread but here are some graphs and pictures to look at for now: Very impressive and great to see a BimmerBoost member yet again pushing the N54 envelope. Be sure to check out the video below.
    103 replies | 1540 view(s)
  • Chris@VargasTurboTech's Avatar
    07-14-2016, 09:45 AM
    We finally got around to doing what we promised we would do -test the GC's on good old pump gas. We tested on 93; if you have 91 expect numbers a little lower, if you have ACN91, weep and gnash your teeth and expect significantly less to be safe (we aren't doing max effort ACN91 testing anymore). If you are missing one spark plug, run 86 octane and have a turbonator installed, please stop emailing me questions. This is good 'ole 93 octane pump fuel. Temperature was 95*, timing target was 4.5 degrees up top, AFR was 11.5 or so up top. Our first run was 16 psi. Our final run targeted 30 psi, but made 32 psi and tapered down to 28 psi. Note; this is admittedly a lot of boost, however, we did the testing to show what was possible at/near the limit. I have a few pics for you all to check out; First, all of the runs. Everything from 16 psi through our 30 target. You can easily see the upward progression. A few points of interest; 16 psi: 449 whp 427 wtq 20 psi: 482 whp 460 wtq 22 psi: 509 whp 478 wtq 25 psi: 543 whp 519 wtq Keep in mind these runs are all the same a/f target, same timing target, same vanos, just increasing boost. There is room to adjust the tune to make more power at most of these boost levels, especially the lower ones. While the top runs were aggressive on the boost profile, this wasn't a glory pull; Tony did 5 back to back runs, all over 550 whp. Finally, this is a comparison of the first and last runs. Again, boost is the only change here.
    52 replies | 2976 view(s)
  • Sticky's Avatar
    07-15-2016, 01:01 AM
    The big thing as far as turbochargers in the stock location for the N54 platform this year is new cast options. Vargas Turbocharger Technologies has their 'GC' cast N54 twin turbo option which is generating buzz on the forums. What many wanted to see were pump gas dyno numbers. These are real world figures without ethanol or methanol to boost octane. Ideal for those who just daily drive their cars and do not dyno race, right? Enjoy the results below. We finally got around to doing what we promised we would do -test the GC's on good old pump gas. We tested on 93; if you have 91 expect numbers a little lower, if you have ACN91, weep and gnash your teeth and expect significantly less to be safe (we aren't doing max effort ACN91 testing anymore). If you are missing one spark plug, run 86 octane and have a turbonator installed, please stop emailing me questions. This is good 'ole 93 octane pump fuel. Temperature was 95*, timing target was 4.5 degrees up top, AFR was 11.5 or so up top. Our first run was 16 psi. Our final run targeted 30 psi, but made 32 psi and tapered down to 28 psi. Note; this is admittedly a lot of boost, however, we did the testing to show what was possible at/near the limit. I have a few pics for you all to check out; First, all of the runs. Everything from 16 psi through our 30 target. You can easily see the upward progression. A few points of interest; 16 psi: 449 whp 427 wtq 20 psi: 482 whp 460 wtq 22 psi: 509 whp 478 wtq 25 psi: 543 whp 519 wtq Keep in mind these runs are all the same a/f target, same timing target, same vanos, just increasing boost. There is room to adjust the tune to make more power at most of these boost levels, especially the lower ones. While the top runs were aggressive on the boost profile, this wasn't a glory pull; Tony did 5 back to back runs, all over 550 whp. Finally, this is a comparison of the first and last runs. Again, boost is the only change here.
    52 replies | 1201 view(s)
  • Termn8u's Avatar
    07-03-2016, 01:23 AM
    Hey everyone. A guy I know has a 2008 SL65 with speed driven intercoolers and a tune on it. I own a 2016 E63 S with awd and eurocharged's latest stage 3 tune. They tell me it makes 645 at the tire...... Idk if that's true or not but it has kicked the shit out of a lot of fast cars already. Last week I ran a 2010 C6 corvette with Cam, I take, exhaust, auto,3.45 gears Mickey Thompson ET streets that were aired down and a 100-150 shot of nitrous. From a dig, using race start I got him by 3-4 cars and then from a 30 mph roll I pulled him even more. How should I fare against this guys SL65?His car suffers really badly from heat soak.........
    21 replies | 6398 view(s)
  • DOCRace's Avatar
    07-11-2016, 03:43 PM
    If you have a 6spd you might understand my pain. Sloppy oem shifter assembly was just killing me. Sometimes going from 1st to 2nd I would mis shift going into the reverse slot. Going from 2nd to 3rd was never really bad but there was still some thinking to do if you wanted to flat foot shift. Well I contacted RTD who already made a very nice setup for the E90. The only problem from me was that I wanted it to look more street able. Their current version was for racing which put the shifter closer to the steering wheel where it should be. I was looking for a shorter style. So I was able to convince them to make me a short version to try out. All I can say is this shifter is night and day to the oem one. Shift is so solid and gear selection is damn near as perfect as can be. It has reverse lockout so no more mis shifts. Another thing about it that I didn't know is that it has an extra spring that is adjustable to keep the shifter in neutral position on top of the factory mechanism. What that means for me anyways is going from 2nd to 3rd is literally just a push up. The spring is stiff enough you don't have to think about pushing up and to the right barely to get to 3rd. Flat foot shifting all day with this assembly (as long as your axles will hold up) Anyways, after getting the product and falling in love with everything about it, I talked to the owner who is an engineer and just making these on the side. I decided to become a dealer for them as I know there are others out there looking to have a better shifter feel. I have a shipment of these coming end of the month that are all going to be the short style like the one I have. I can also get them in the original race style. There are also options for different colors as well. The one thing I will say is that you will have to lose your ashtray and cut a small part of your center console trim to make this fit. Not a big deal for me but may be for you.
    34 replies | 3009 view(s)
  • Sticky's Avatar
    06-30-2016, 05:52 AM
    Our Australian friends at Nizpro were nice enough to answer some questions for the BimmerBoost N54 community which is hungry for automatic transmission upgrade options. Nizpro recently demonstrated their upgraded ZF 6HP21 capability with hard launches on the drag strip. That is obviously just the beginning and development continues. BimmerBoost wanted to know when they were planning to release their transmission upgrade, what the upgrades entails, if the TCU software can be purchased separately, etc. These questions and answers below should provided some much needed details. BB: What is the expected cost? Nizpro: A fully internal Nizpro transmission upgrade will be approximately $ 7900 Australian dollars. BB: How close is it to release? Nizpro: We would like to be able offer full upgrades by Christmas . BB: Who is doing the TCU software tuning? Nizpro: Software calibrations are being done in house at Nizpro. BB: Does the $7900 AUD include software? Nizpro: Yes the calibration will be included as a complete package, however various calibration will be needed for various power levels. BB: Is it possible to purchase the software separately from the hardware? Nizpro: Absolutely, our plan is to offer calibrations totally separately. There will be a number of different calibration we will make available, for customers seeking different requirements. All will be based on standard transmissions, or of course our own upgraded transmission, if you have an upgraded transmission from another workshop you can certain use an off the shelf calibration but how it will behave I have no control over. BB: What is the expected torque capacity? Nizpro: Actual maximum torque numbers are a little hard to say, simply because there are many parameter that come into it. There is also a direct relationship with maximum torque numbers vs durability. In other words we could claim the transmission is capable of 1000 ft lbs of torque and in the fine print disclose it will last for half a mile at the torque figure. Customers need to be aware that the standard HP21 is rated at 450 nm, however this has a durability of 60,000 miles. It is clear that the stock transmission will cope with double its factory rating although its life expectancy is more like 20,000 miles those torque numbers. BB: How soon will Nizpro be testing the software as thus far the 335i with Nizpro upgrades did not utilize the software in its 1/4 mile runs? Nizpro: We actually have. We have track tested the car twice. Once using our upgraded transmission with Alpina for a base test data. 4 runs were recorded. We are not concerned with overall quarter mile times simply gear shift times for comparison, between calibrations. The second lot of testing using software changes were done the following weekend at a different track. The track had little grip on the day so the results were not really useful in terms of quarter times. This is all good news. Nizpro is on schedule to release their product this year and they will not force you to bundle their hardware and software together. Here are some additional details which should help get a better idea of what is involved. Things are looking up for the N54 automatic scene.
    31 replies | 3161 view(s)
  • Tech's Avatar
    07-07-2016, 10:25 PM
    Tech started a thread MHD or Jb4? in N54
    I'm getting close to putting my freshly rebuild n54 back in and not sure if mhd has a tune for stage 1 turbos and inlets, or if I should go back with Jb4. or any tuners that have tuNed for this kind of set up, I have contacted a few and they are only doing back end flashes. any feed back would be appreciated.
    28 replies | 3185 view(s)
  • Sticky's Avatar
    07-02-2016, 02:42 AM
    Many readers are familiar with twin scroll turbocharger systems but it never hurts to in basic terms explain turbocharger technology which can seem like witchcraft to the casual car fans. In the most basic of terms, a twin scroll turbocharger is like having two turbos in one. How is that possible you say? Well, just think of your classic V6 or V8. There are two exhaust banks. Traditionally, an efficient turbocharger setup would mean two turbos hanging off the manifolds at the bottom of the car. Each is fed by that set of cylinder banks which it is connected to. It looks like this: Such a setup can make a ton of power, no doubt about it. A good twin set of modern single scroll turbochargers on a V8 or V6 can produce quadruple digit horsepower. However, look at all that piping. Look at the distance the exhaust gases have to travel. Can a single twin scroll turbo do the job of these twins more efficiently? Absolutely. Imagine if the exhaust gases traveled to the turbocharger right from the cylinder head. That poses a packaging problem but one that a twin scroll turbo helps alleviate. The new B9 Audi S4/S5 3.0 TFSI turbo motor is a great example of this: Audi placed a twin scroll turbo in the V at the top of the motor and with a very trick manifold feeds a single turbo with both banks of exhaust pulses. It is like having two in one yet also with the benefit of less piping, less travel distance, and quite simply greater efficiency. BMW started the trend with a pair of twin scroll turbochargers mounted in the valley of their S63 V8. It is the same principle except they are feeding two turbochargers with a cross engine manifold: BMW has two V8 twin turbo motors, the N63 and the S63, but the S63 outpaces the N63 considerably. Why? Because of the twin scroll cross manifold design. The N63 can essentially be turned into an S63 by changing the manifold and turbos and that is basically what an S63 is. Imagine turbochargers being fed by pulses from both banks instead of just one bank. That is exactly what a twin scroll setup does with the turbocharger taking in exhaust gases from both banks. This pays dividends in many areas. Spool is said to be increased which leads to low end torque gains as well as an improvement in throttle response. The turbos in theory will make more power through the rev range as they are continuously fed with exhaust pulses through the curve. One should also see a decrease in intake charge dilution during valve overlap along with lower exhaust gas temperatures. You also have reduced pumping losses and better fuel consumption. What are the disadvantages? There really aren't any other than more manufacturing and tuning complexity. In theory a good sized single twin scroll turbo will cost you less than a pair of high end traditional turbos. The main thing to get right is the firing order feeding the twin scroll turbo. For example a four-cylinder motor usually fires 1-3-4-2. You would want one exhaust passage to get gases from the number 1 and 4 cylinders and the other from the 3 and 2 cylinders. This may all sound too good to be true but the principle has been tested and a twin scroll setup is simply more efficient: More power through the curve? Yep: You also get the benefit of greater boost at lower engine speeds which is that low end torque and response benefit discussed earlier. You are going to see more and more twin scroll turbocharger applications in production cars. Expect variable geometry twin scroll turbochargers as well which means the turbocharger has vanes that can adjust. This way the turbocharger can adjust itself to maintain the speed of gas flow based on how much exhaust gas it is being fed. Turbo lag will never be eliminated but with twin scroll and variable vane turbo technology manufacturers are getting so close it may no longer matter. The modern turbo era is providing excellent response, efficiency, and power with fuel economy nobody would have thought possible not too long ago. Much respect to twin scroll technology!
    31 replies | 3198 view(s)
  • Sticky's Avatar
    06-24-2016, 07:50 PM
    Doc Race made waves with their BMW N54 single turbo kit released early this year. The N54 community reception was positive and thus far there is nothing but praise for the product. Doc Race is expanding their N54 offering which will included ported headwork and an upgraded intake manifold. Dyno results and specifications for the ported N54 head will come. For now, there are more concrete details on the intake manifold. This is more of a modification for someone already pushing high numbers and looking for a stronger and more efficient piece. They did get it on the dyno and it is more efficient than the factory design: Certainly great news and an exciting time in the N54 tuning world especially for guys pushing the limits.
    37 replies | 1214 view(s)
  • DOCRace's Avatar
    07-04-2016, 03:10 PM
    Happy Independence Day fellas!! Well here's how it starts out. A group of us were down an abandoned road (in Mexico of course) and I let a buddy of mine take a rip in my car. He takes off through the top of forth and it just sounded bananas. Never heard my car from the outside, from the driver's seat it always sounded very mild. Anyways this guy comes up with an R6 and ask who owns that car, he wants to race it. So it took us a minute to set it up because he wanted to start from a dig. I didn't want to break axles so I say we go from a roll starting at 30. Well here was the first race. The shift bog just kills me and I end up chasing him the rest if the way. Guy pulls up to me after and say he let off at the end lol. Maybe he did but I was going to pass him either way. He wanted to go again so we go again. This time I was a bit faster on my shifting. No chance on this one. BTW guys I was on 20psi.
    30 replies | 2530 view(s)
  • newb335guy's Avatar
    07-11-2016, 11:33 PM
    In my quest for more power and the possibility of setting some new records, I have teamed up with Doc Racing. I worked with John on putting all this together and I am very happy with my decision to go with Doc Racing and their extremely well put together kit. I had been talking with John on making the jump to a single turbo setup for a few months. I was on the fence for quite awhile. The urge for more power finally took over and I called John back and said I was finally ready. John and I spoke about my goals and I decided on a 6266 Gen 2 turbo. The process was exactly as John said, 3 weeks tops for them to build the kit ceramic coated out the door to my house, it actually was at my home in 18 days. The kit came with everything needed. My good friend and outstanding mechanic Britton did my install it took him about 6 hours total to put the turbo in, I was there the whole time for moral support. Britton also drilled and tapped ports and then blocked them off we used the RB External PCV/Dual Catch Can support kit for this. Total time to do all the above to include putting all fluids back in car, circulating coolant, buttoning up everything so it looks pretty much OEM (except for the big ass turbo) flashing the BMS ST TS PI flash to the first crank about 11 hours. I will have more photos of the buttoned up finished engine bay photos. I will update in a few days I am waiting on NKT O2 sensors after I get them installed Ican start dialing things in. Here is the very first start of car after install.
    28 replies | 2681 view(s)
  • DOCRace's Avatar
    06-30-2016, 01:52 PM
    I am pretty excited about this. Newb335guy contacted me when we released the kit and there was a little bit of back and forth but we finally decided on the kit with a 6266. Got the kit all coated satin titanium with a cool DEI titanium heat shield. Just had to lay all the main parts out and show everyone. This setup is just going to rock, no doubt about that.
    21 replies | 3313 view(s)
  • RNS-11Z's Avatar
    06-27-2016, 11:35 PM
    Just thought I'd post this for you n54 guys. Nizpro is big on 6cyl development in Aus and now have their own test mule. It also has the upgraded zf box they sell. 11.2@120mph
    26 replies | 2397 view(s)
  • pits200's Avatar
    07-13-2016, 01:59 PM
    pits200 started a thread Port Injection Reviews in N54
    After the VTT thread regarding DI got cluttered, wanted to open this thread regarding PI. Can we get a rundown of users, their kit, and what controller they are using. Is the backfire issue that prevalent on cars with the PI kits? Is there any safety issue(Fire, etc.) it seems there isn't as it's located in a decent spot but just wanted to ask? Anything else of a concern since I've seen a few PI kits available for sale after only a few months of use and that makes me a little cautious.
    28 replies | 2484 view(s)
  • xLOGANx's Avatar
    06-28-2016, 05:53 PM
    xLOGANx started a thread Single Turbo Question in N54
    For my power goals I think 600-650 whp would be enough for me.Looking at Doc and VM turbo kits,looks like the VM 6062 might be the kit for me.Also VM sale and what's included with their kits includes more.Doc starts at 6262 which(I'm no expert here) for my power goals will be little laggy. My car is fbo jb5 G5 ISO,stg2 lpfp fuel it,Burger meth kit,e50-e60 ethanol mix. with what I got is this achievable with the 6062 turbo kit?Eventually I'll do PI. Would there be anything else needed when installing a single?i also have a BMS OCC & a Rob Beck check valve for vacuum.From all you experienced single turbo guys that have installed the VM kits just looking to prepare what I need to have it installed or get parts of,ill probably have a pro shop do it.i don't plan on doing this on my back.think it's best to pay some one that does this all the time.
    25 replies | 2834 view(s)
  • Chris@CKI's Avatar
    07-21-2016, 11:15 AM
    Iíve been meaning to write this for a while but i've just been super busy. A lot of people donít understand our CAM timing or how to actually adjust the VANOS systems. To me its one of the most powerful tuning parameters we have and its very underrated and overlooked. I am not going to lie I didnít know much about it until I started researching and playing around with different comboís. Truth be told that once I had a better understanding I quickly realized that all the VANOS maps Iíve seen are not optimized for most big power set ups. We have been relying on COBBís work way back when before turbo options were really available. When you research cam timing for FI engines you will read No overlap, No overlap! Which is not a valid statement for a few reasons. A cam has a gradual incline/decline as part of the cam profile. So by removing overlap completely you have just moved maxed lift way past the 90* mark on the down stroke which also means you are leaving it open even longer on the up stoke. Why is this bad? Because you are now wasting approximately 30* of useful stroke. The first 30* of crank travel is less than 1mm of cam lift. This puts max lift (9.7mm) at 120* of the 180* stroke. So if you discard the first 15-30* of cam lift by moving it into the exhaust stroke that moves max lift closer to 105-110. This also closes the valve 10-15* sooner on the upstroke creating a more efficient cylinder fill. For the exhaust if you ever look at measured cylinder pressure about 80% of cylinder pressure is dissipated in the first 100* of travel. So opening the exhaust sooner can be more beneficial since the cylinder is no longer producing power. This will reduce overlap and close the valve sooner on the intake stroke which will also lessen EGR and reversion. Back on topic, Who wants a free way to keep valves cleaner longer? Knowing what we know now we can use this to our advantage like most OEMs are now doing. Doing so we just have to remove all reversion into the intake. Reversion is the backwash of exhaust into the intake port of the head. This is used as part of EGR and emissions. By partially filling the cylinder with burnt gases the amount of fresh air you can actually ingest decreases. This makes it act like a smaller displacement engine which increases fuel economy. Less fresh air=less fuel to hit a given target. So it is important we try to keep overlap to maintain some fuel economy. The gunk we see in the intake ports is a mixture of oil and carbon, hence the term ďcarbon build upĒ. If we eliminate one of those ingredients we can decrease this gunk by a large margin. Some of us have blocked the ports in the head so that only the carbon is getting in the intake but it doesnít accumulate because there is no oil for it to snowball with. Same thing if we go the other way. If we allow only oil and no carbon then then the oil will continue to flow into the cylinder and not increase in viscosity by adding a solid into it. By going full retard on the exhaust cam and opening the intake only when the intake event starts to happen we eliminate any reversion into the intake. However we still have it through the exhaust. This serves as many benefits. One being that reversion through the exhaust only you increase combustion temps which help clean and burn off carbon and creates a better more complete combustion. This is how all OEMs are doing it now for DI engine. Iíve been running it this way for months although my ports are blocked and I run PI. I was more or less doing it for drivability and function. There are several other cars that are now running it with stock PCV system and no PI. Iím not waiting 40-50K miles to see how it turns out, In theory it works and in practice it works for other engines. There is nothing to lose by running it, it will just build a bigger data base to go off of in the future. So whats the magic numbers? Stock values Modified values
    27 replies | 1784 view(s)
  • Sticky's Avatar
    07-02-2016, 01:51 AM
    Many readers are familiar with twin scroll turbocharger systems but it never hurts to in basic terms explain turbocharger technology which can seem like witchcraft to the casual car fans. In the most basic of terms, a twin scroll turbocharger is like having two turbos in one. How is that possible you say? Well, just think of your classic V6 or V8. There are two exhaust banks. Traditionally, an efficient turbocharger setup would mean two turbos hanging off the manifolds at the bottom of the car. Each is fed by that set of cylinder banks which it is connected to. It looks like this: Such a setup can make a ton of power, no doubt about it. A good twin set of modern single scroll turbochargers on a V8 or V6 can produce quadruple digit horsepower. However, look at all that piping. Look at the distance the exhaust gases have to travel. Can a single twin scroll turbo do the job of these twins more efficiently? Absolutely. Imagine if the exhaust gases traveled to the turbocharger right from the cylinder head. That poses a packaging problem but one that a twin scroll turbo helps alleviate. The new B9 Audi S4/S5 3.0 TFSI turbo motor is a great example of this: Audi placed a twin scroll turbo in the V at the top of the motor and with a very trick manifold feeds a single turbo with both banks of exhaust pulses. It is like having two in one yet also with the benefit of less piping, less travel distance, and quite simply greater efficiency. BMW started the trend with a pair of twin scroll turbochargers mounted in the valley of their S63 V8. It is the same principle except they are feeding two turbochargers with a cross engine manifold: BMW has two V8 twin turbo motors, the N63 and the S63, but the S63 outpaces the N63 considerably. Why? Because of the twin scroll cross manifold design. The N63 can essentially be turned into an S63 by changing the manifold and turbos and that is basically what an S63 is. Imagine turbochargers being fed by pulses from both banks instead of just one bank. That is exactly what a twin scroll setup does with the turbocharger taking in exhaust gases from both banks. This pays dividends in many areas. Spool is said to be increased which leads to low end torque gains as well as an improvement in throttle response. The turbos in theory will make more power through the rev range as they are continuously fed with exhaust pulses through the curve. One should also see a decrease in intake charge dilution during valve overlap along with lower exhaust gas temperatures. You also have reduced pumping losses and better fuel consumption. What are the disadvantages? There really aren't any other than more manufacturing and tuning complexity. In theory a good sized single twin scroll turbo will cost you less than a pair of high end traditional turbos. The main thing to get right is the firing order feeding the twin scroll turbo. For example a four-cylinder motor usually fires 1-3-4-2. You would want one exhaust passage to get gases from the number 1 and 4 cylinders and the other from the 3 and 2 cylinders. This may all sound too good to be true but the principle has been tested and a twin scroll setup is simply more efficient: More power through the curve? Yep: You also get the benefit of greater boost at lower engine speeds which is that low end torque and response benefit discussed earlier. You are going to see more and more twin scroll turbocharger applications in production cars. Expect variable geometry twin scroll turbochargers as well which means the turbocharger has vanes that can adjust. This way the turbocharger can adjust itself to maintain the speed of gas flow based on how much exhaust gas it is being fed. Turbo lag will never be eliminated but with twin scroll and variable vane turbo technology manufacturers are getting so close it may no longer matter. The modern turbo era is providing excellent response, efficiency, and power with fuel economy nobody would have thought possible not too long ago. Much respect to twin scroll technology!
    31 replies | 2048 view(s)
  • RSL's Avatar
    06-26-2016, 03:57 PM
    Hoping to get some discussion going on the finer points/peculiarities of tuning scaled (3-column) MAP bins. I'm messing with my first one and while it's proving easier than pushing INA0S over ceiling to get 20psi, it brings to light some things your don't see in an unscaled map. For example... I've been trying to smooth out an MAF "dip", for lack of a better word. That's exactly what it looked like to me at first, but all evidence to the contrary. It mostly bothered me since boost control uses it, the dip was smack in the middle of coming up to target and seemed pretty severe. It even fell as boost/RPM increased, but most often, it would stay static for a few hundred RPM and then began to rise again. You'd expect the slope to change as the scaling started reporting lower data, but it seemed excessive. Boost, boost target, WGDC MAF (g/s) (red): After messing with some things, I decided to change my spool mode RPM. It was set for 3000RPM, which also happens to be break points for all kinds of other stuff, so I wanted to push it out of the way to eliminate it as a factor as I moved forward. I upped it to 3300 RPM and, lo and behold, the spot where MAF dipped moved up with it and the start of the "dip" became even more pronounced. The light bulb finally came on. The usual values passed around for 3-column scaling start it ~10psi, so the scaling starts during my spool (somewhere around 2700-2800 RPM depending when I floor it), BUT logs say that scaled boost doesn't take effect until spool mode ends, no matter where that is. jyamona@motiv martial@mhd, there is either an undiscovered MAP (spool) table somewhere or the scaled logic just isn't active during fuel mode 20. Not exactly a crisis, but noteworthy. So, for the time being, I moved the spool mode below the 10psi area (2600 RPM) and the sizeable deviation at changeover to scaled is gone and/or at least in a less crucial area. The "sag" remains due to the scaling and will change with boost/tuning from here on out, but for now, once its hits ~19psi, MAF (purple) comes up and stays pretty linear after that. Maybe everyone knows this already and I'm way late to the party, but I sure didn't find much of anything on scaled maps, so I wanted to get a bit more in-depth discussion going...or at least have a place to post when I get hung up or come across something interesting with it :D
    31 replies | 2723 view(s)
  • Sticky's Avatar
    07-12-2016, 06:14 AM
    Nurburgring laptimes are basically a big dick measuring contest. That is fine of course as most things associated with automotive performance can be boiled down as such. The problem is everyone is not playing with the same sized ruler. What does this mean? Well, take Porsche's recent claim of a world record on the Nurburgring with the new Panamera Turbo. This tops the record set by the Alfa Romeo Giulia Quadrifoglio's 7:39 laptime. Alfa Romeo never proved they set a 7:39 time by providing a video as proof. Did they do it? Maybe, maybe not, but who knows at this point if it wasn't just a marketing ploy. The issue is Porsche did not provide a full laptime video now either. They simply wrote '7:38' and claimed a world record in their video and that is supposed to be good enough. It isn't good enough. The gold standard for proving a laptime is what Dodge did with the Viper ACR. They claimed thirteen track records and provided thirteen timed videos of the car lapping the tracks as proof. Lamborghini did a beautiful job showcasing their 6:59.72 Nurburgring lap from the Aventador Superveloce. A video of the whole run with timing included is exactly how to display the result. So why are we taking Alfa Romeo and Porsche's word for it? How do we even know if the cars are running factory tunes? Nissan started this whole mess when they would claim lap records with the R34 GT-R but everyone knew they were upping the boost. Part of the problem Nissan had was that old (and stupid) Japanese horsepower cap. Porsche accused Nissan of cheating with the GT-R on the Nurburgring back in 2008: Was Nissan using ringers? Nobody else was able to match Nissan's own GTR laptimes. Nissan provided videos as proof but the problem is a video doesn't tell us what software the car is running or what tires. Nissan's response to Porsche was to post a video of a 7:29 GTR lap and to tell Porsche they would offer Porsche test drivers training. They essentially mocked Porsche as beating them in their own backyard was unacceptable to the Germans. Complicating matters beyond manufacturers playing games with software, tires, or just making claims without proof is that the Nurburgring imposed a testing ban recently. Sections of the track were repaved, changed, and additional safety precautions were put in place. The Nurburgring tested on now is not the same Nurburgring and this is a large factor when even fast laps are over 7 minutes long. Minor changes will add up. Add into this that differing weather conditions will change laps considerably as will traffic on the track. BMW rented out the track specifically for their F82 M4 GTS test which of course gives them an advantage over times set with traffic to avoid. The result was a 7:28 time which tops the Porsche Carrera GT and Koenigsegg CCX. Does anyone really believe the M4 GTS laps a track quicker than those two lighter cars with mid-engine layouts that are far more aerodynamic and more powerful? Porsche and Alfa Romeo proved people will believe whatever they say. At least BMW posted a video of the M4 GTS making its run even though we do not know what software they used (and BMW does use special press software for marketing). Porsche just decided to put the Panamera Turbo ahead of the Alfa Romeo Giulia Quadrifoglio as Alfa Romeo never backed up their time with anything of substance and Porsche wanted big press for the new Panamera. You can not trust manufacturers to play this game honestly when the general public will not take any factors into account other than time X is less than time Y. If the Nurburgring is to be taken seriously as an automotive testing ground a standard must be created where production cars are brought in to set the records and more than one driver not on the manufacturer payroll get a crack at setting a time. Until then, you can not trust anyone because there is simply too much BS being thrown around. That is unfortunate for those competing honestly. Enough of the bullshit. If we are going to use the Nurburgring for comparisons then testing for timed and record laps must be standardized.
    32 replies | 2041 view(s)
  • Sticky's Avatar
    06-30-2016, 05:41 AM
    Our Australian friends at Nizpro were nice enough to answer some questions for the BimmerBoost N54 community which is hungry for automatic transmission upgrade options. Nizpro recently demonstrated their upgraded ZF 6HP21 capability with hard launches on the drag strip. That is obviously just the beginning and development continues. BimmerBoost wanted to know when they were planning to release their transmission upgrade, what the upgrades entails, if the TCU software can be purchased separately, etc. These questions and answers below should provided some much needed details. BB: What is the expected cost? Nizpro: A fully internal Nizpro transmission upgrade will be approximately $ 7900 Australian dollars. BB: How close is it to release? Nizpro: We would like to be able offer full upgrades by Christmas . BB: Who is doing the TCU software tuning? Nizpro: Software calibrations are being done in house at Nizpro. BB: Does the $7900 AUD include software? Nizpro: Yes the calibration will be included as a complete package, however various calibration will be needed for various power levels. BB: Is it possible to purchase the software separately from the hardware? Nizpro: Absolutely, our plan is to offer calibrations totally separately. There will be a number of different calibration we will make available, for customers seeking different requirements. All will be based on standard transmissions, or of course our own upgraded transmission, if you have an upgraded transmission from another workshop you can certain use an off the shelf calibration but how it will behave I have no control over. BB: What is the expected torque capacity? Nizpro: Actual maximum torque numbers are a little hard to say, simply because there are many parameter that come into it. There is also a direct relationship with maximum torque numbers vs durability. In other words we could claim the transmission is capable of 1000 ft lbs of torque and in the fine print disclose it will last for half a mile at the torque figure. Customers need to be aware that the standard HP21 is rated at 450 nm, however this has a durability of 60,000 miles. It is clear that the stock transmission will cope with double its factory rating although its life expectancy is more like 20,000 miles those torque numbers. BB: How soon will Nizpro be testing the software as thus far the 335i with Nizpro upgrades did not utilize the software in its 1/4 mile runs? Nizpro: We actually have. We have track tested the car twice. Once using our upgraded transmission with Alpina for a base test data. 4 runs were recorded. We are not concerned with overall quarter mile times simply gear shift times for comparison, between calibrations. The second lot of testing using software changes were done the following weekend at a different track. The track had little grip on the day so the results were not really useful in terms of quarter times. This is all good news. Nizpro is on schedule to release their product this year and they will not force you to bundle their hardware and software together. Here are some additional details which should help get a better idea of what is involved. Things are looking up for the N54 automatic scene.
    31 replies | 1106 view(s)
  • ajehoti's Avatar
    06-25-2016, 01:57 AM
    ajehoti started a thread Motor build in N54
    So I am going to get ready to pull my motor and build it. I'm sure you are all familiar with the "Kraken" which is my vehicle. Going to be going to the next level now. I will be doing Carrillo rods and Pistons with upgraded wrist pins and heat treated Pistons. My question is I was thinking of keeping the stock compression. If someone had any information about that it'd be greatly appreciated. Also the benefit of close decking? I'm shooting for 9's is it truly that necessary? Any bit of info would be appreciated, thanks
    22 replies | 2644 view(s)
  • jyamona@motiv's Avatar
    07-06-2016, 10:25 AM
    jyamona@motiv started a thread Delphi Coil Issue in N54
    Yesterday the car developed a misfire in cyl 3 at very low boost 12psi (only 1k miles on new Delphi coils). I pulled the coils to take a look, and the cyl 3 coil the silicon tip was barely finger tight, and came right off easily. Pic attached. Has this ever happened to anyone else? I cleaned it, and applied some new sealant (RTV black). This mostly fixed the misfire, but there is still a slight hiccup at 23-24psi. It is not enough to throw a code though.
    23 replies | 1994 view(s)
  • Sticky's Avatar
    06-28-2016, 06:00 PM
    Well, it seems the Nizpro upgrade is real although this is still early. There is a competitive offering based in the US and Nizpro of course is in Australia. They took their E92 335i with factory N54 turbos to the strip and ran an impressive 11.2 @ 120 in the 1/4 mile. That elapsed time for the trap speed speed is very good. This is indicated by the 1.57 60 foot: Make no mistake about it there is room to improve but their transmission is holding together thus far. It would instill confidence to see higher torque launches. At this point, who cares about stock turbo N54 performance? The best test for the trans would be a high load launch with upgraded twins at the very least. More runs and details will come with time as Nizpro ran this car without any corresponding transmission software upgrades. They are clearly doing shakedown runs before going further. So far, so good.
    26 replies | 1389 view(s)
  • Sticky's Avatar
    06-28-2016, 03:30 PM
    Whoa! These pictures will definitely get you rethinking the W205 generation Mercedes design. Although the cars are blending together that is not to say the modern Mercedes styling language is bad. Just look at this black Mercedes-AMG C63 Coupe for proof of that. The car is lowered with dark window tint and tinted lights. Vossen wheels in a matte bronze finish round it out but a gloss black finish would look even meaner. Either way, this is a badass C63 Coupe.
    39 replies | 1075 view(s)
  • Sticky's Avatar
    07-11-2016, 02:12 AM
    The Doc Race N54 single turbo kit is getting pretty popular in the BMW N54 world. Why shouldn't it be? It is a quality upgrade with the performance to back up the looks. This is Doc Race's own N54 project car in action which is a 6-speed manual. It also is in street trim which is stated to be 20 psi. The Yamaha R6 is not a liter bike but it is no joke. That the N54 pulls considering it is a manual and not running 30+ psi as it could is incredible. Maybe a liter bike should be up next? R1 matchup anyone? Happy Independence Day fellas!! Well here's how it starts out. A group of us were down an abandoned road (in Mexico of course) and I let a buddy of mine take a rip in my car. He takes off through the top of forth and it just sounded bananas. Never heard my car from the outside, from the driver's seat it always sounded very mild. Anyways this guy comes up with an R6 and ask who owns that car, he wants to race it. So it took us a minute to set it up because he wanted to start from a dig. I didn't want to break axles so I say we go from a roll starting at 30. Well here was the first race. The shift bog just kills me and I end up chasing him the rest if the way. Guy pulls up to me after and say he let off at the end lol. Maybe he did but I was going to pass him either way. He wanted to go again so we go again. This time I was a bit faster on my shifting. No chance on this one. BTW guys I was on 20psi.
    30 replies | 949 view(s)
  • konvikt21's Avatar
    06-23-2016, 09:15 PM
    Hey guys. Just wondering if anyone can recommend a pro n54 tuner who will tune bins for use with bb flash. Most will only use MHD, and I haven't had any luck using that. In any case, I have always use bbflash without any issue. Thank you in advance! mods in sig
    20 replies | 2195 view(s)
More Activity