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  • Sticky's Avatar
    01-12-2017, 09:35 PM
    An interesting upgrade option for N54 fueling is Fuel-It!'s bucketless LPFP. They have designed a special pick up that allows for their bucketless design. There are advantages here as for one they eliminated the need to modify the factory bucket and they provide a large increase in flow. Fuel It! describes the premise best: There were concerns regarding fuel flow when almost empty but this video addresses those concerns: Now let's look at some dyno results on an E82 135i N54 paired with their Platinum Port Injection kit: That is a solid 600 wheel horsepower with Pure Stage 2's and the AFR is 11.9:1 on an E53 ethanol blend. Definitely something for those looking to upgrade their fuel system to look into.
    64 replies | 688 view(s)
  • Sticky's Avatar
    Yesterday, 05:43 PM
    There is a lot of intake manifold talk on the BimmerBoost forums as of late but there is little in the way of concrete results showing an increase in flow with aftermarket manifolds. EOS (Evolution of Speed) has some results to share with their V2 N54 manifold on a single turbo car. It is important to note that this car makes over 500 horsepower to the wheels with the factory manifold. For N54 owners to see gains they will have to be making a bit of power as the factory manifold is not a huge restriction. At 22 psi of boost the baseline shows 524 wheel horsepower and 515 lb-ft of torque at the wheels. You will note the factory baseline (red) produces substantially more torque from 3000 to 4500 rpm. With the EOS manifold you see a gain in peak horsepower but a drop in peak torque. The EOS manifold is showing an advantage from 5500 rpm until redline which is what produces a gain of 25 peak horsepower. The torque figure drops to 486 at the wheels however. Is it worth giving up some mid-range for top end pull? That depends on the application and goals. More testing is definitely needed on various N54 applications before reaching any definitive conclusions just yet.
    51 replies | 645 view(s)
  • Sticky's Avatar
    Yesterday, 05:51 PM
    There is a lot of intake manifold talk on the BimmerBoost forums as of late but there is little in the way of concrete results showing an increase in flow with aftermarket manifolds. EOS (Evolution of Speed) has some results to share with their V2 N54 manifold on a single turbo car. It is important to note that this car makes over 500 horsepower to the wheels with the factory manifold. For N54 owners to see gains they will have to be making a bit of power as the factory manifold is not a huge restriction. At 22 psi of boost the baseline shows 524 wheel horsepower and 515 lb-ft of torque at the wheels. You will note the factory baseline (red) produces substantially more torque from 3000 to 4500 rpm. With the EOS manifold you see a gain in peak horsepower but a drop in peak torque. The EOS manifold is showing an advantage from 5500 rpm until redline which is what produces a gain of 25 peak horsepower. The torque figure drops to 486 at the wheels however. Is it worth giving up some mid-range for top end pull? That depends on the application and goals. More testing is definitely needed on various N54 applications before reaching any definitive conclusions just yet.
    51 replies | 488 view(s)
  • iminhell1's Avatar
    01-15-2017, 05:14 AM
    I'm half the country away but need to know where to go for fuel. And, does anyone down there sell E98? How much per gallon?
    14 replies | 2691 view(s)
  • Tony@VargasTurboTech's Avatar
    Today, 11:09 AM
    Hey guys, As you saw in another thread, we will be doing testing on all the current intake manifolds on our own dyno, with our E90 6MT GC N54. The car has a built bottom end, ported head with stock valve train, and stock cams. We will be testing various manifolds with the same criteria for each. Once we get this done, we will post all the results here. :handgestures-thumb:
    28 replies | 583 view(s)
  • Grand_hustle17's Avatar
    01-16-2017, 01:11 AM
    Grand_hustle17 started a thread Wastegate Springs in N54
    This is for all the single turbo guys... quick question. Well a few questions and kinda looking for a bit od specifics on Single turbo setups and how you guys went about it... so i quess my question is. What Single Turbo Kit: What turbo: What Wastegate Spring: Did you originally started with that size wastegate spring?: what are your boost targets:
    26 replies | 1197 view(s)
  • idratherbesurfing's Avatar
    01-15-2017, 06:30 PM
    So who remembers Helix fmic’s?? Well, as some of you know, Helix IC’s were created by the previous owners of the company called ATM (Ambient Thermal Management) who had been selling a variety of fmic’s for different platforms, obviously including BMW. But then they eventually tapered off and ceased production. Moving on months later, a good friend of mine recently had the opportunity to buy out ATM and he did! So why am I sharing this with you? Well, ATM is back and gearing up for production again. This means another reliable company will be producing parts in the BMW Community! And they have several products in store for the “e-series” cars as well as other BMW’s! So be aware and be on the look out for updates and a brand new website as well. ATM is back under new management with some surprises in store!:awesome:
    20 replies | 1310 view(s)
  • Sticky's Avatar
    01-11-2017, 08:22 PM
    Look, the 2JZ-GTE is a great motor. The iron block I6 gets swapped into everything these days. You know what else is a great iron block I6 engine? The BMW S54. Which comes under the hood of the E85 Z4 M so BMW already did the work for you if you want a stout I6 that can take a ton of boost. Ok, maybe this was a base Z4 so the owner decided to toss a 2JZ in there with a top mount single turbo to be different. If you want to be different, swap in a Viper V10 like this guy did. Go with something you can not get from the factory like a V8. Call us purists but if you are going to go with an iron block I6, go with BMW's.
    23 replies | 763 view(s)
  • d21spike's Avatar
    01-13-2017, 08:29 PM
    Alright this one will be more informative than progress, but hopefully someone doesn't end up where I did. Evan Patak came across this when he was doing his rebuild, but it doesn't seem like he investigated it any further. This is his thread: http://www.bimmerboost.com/showthread.php?77527-The-Junkyard-N54-Engine-Rebuild-and-Refresh&highlight=wagon+rebuild It seems from the early versions of the N54 to the later versions (335is in Evan's case) BMW decided to redesign the crank hub as well as the sprocket for the Oil/Vac Pumps. As such, I was in a situation where I had an old style hub with a new style sprocket. In my last update, I touched on the revision of the sprocket where the grip discs are now attached to it. Turns out there's more to it than that....(please note these measurements are not 100% accurate as I was trying to take a picture and hold the caliper) Old design (11237570107) on the left and new design (11237593701) on the right. If you notice, the new design takes a stepped approach to the shaft. When I had a new style sprocket and an old style hub, I faced fitment issues. The following images will show this. This is both Oil/Vac sprockets side by side. New design (11417589309) on the left and old design (11417558909) on the right. The following will be some measurements showing the differences... This is the new style hub measurement where the sprocket would sit This is the new style sprocket measurement This is the old style hub measurement where the sprocket(s) would sit This is the old style sprocket measurement Lastly, to complete it a timing sprocket measurement which hasn't changed So I had an old hub on which a new style sprocket would not fit. This was largely caused by RealOem since it listed the new style sprocket but old style hub on the result pages. Thankfully, FCPEuro came through and helped rectify this issue so I had my new hub in a day (today.) Hopefully this weekend I can proceed with more reassembly. For general reference this is what you should get... If staying with old style... 1x Crank Hub - 11237570107 1x Washer - 11237557561 2x Grip Disc - 11417563246 1x Timing Sprocket - 11317502180 1x Oil/Vac Sprocket - 11417558909 If going new style... 1x Crank Hub - 11237593701 1x Washer - 11237557561 1x Timing Sprocket - 11317502180 1x Oil/Vac Sprocket - 11417589309 I do not know if there are any advantages between old and new, but I have decided to go with the new style. It seems like there is less room for error, but this is just my uneducated opinion.
    17 replies | 1364 view(s)
  • idratherbesurfing's Avatar
    01-16-2017, 06:47 PM
    So i have the Bms CC and the Rb CC setup (high&low) Is it possible to buy a Catch can with multiple bungs so i can just have 1 can to empty rather then two? Like a Moroso with a breather filter on top. I have little knowledge of this pcv system, not sure if that's a good or bad idea or if it's even possible to do. Any input would be great as im looking to purchase asap.
    20 replies | 926 view(s)
  • Sticky's Avatar
    01-11-2017, 08:17 PM
    Look, the 2JZ-GTE is a great motor. The iron block I6 gets swapped into everything these days. You know what else is a great iron block I6 engine? The BMW S54. Which comes under the hood of the E85 Z4 M so BMW already did the work for you if you want a stout I6 that can take a ton of boost. Ok, maybe this was a base Z4 so the owner decided to toss a 2JZ in there with a top mount single turbo to be different. If you want to be different, swap in a Viper V10 like this guy did. Go with something you can not get from the factory like a V8. Call us purists but if you are going to go with an iron block I6, go with BMW's.
    23 replies | 230 view(s)
  • R.G.'s Avatar
    01-12-2017, 03:42 AM
    I'm usually not surprised by any existing available modifications for the E9x platform but was completely unaware this even existed. Check it out http://www.driftworks.com/wisefab-bmw-e90-e91-e92-rear-suspension-arm-hub-knuckle-kit-3-series-all-models.html
    8 replies | 1720 view(s)
  • threetirtyfive's Avatar
    01-15-2017, 08:14 AM
    Hi guys I went back down the dyno following my dyno last may where I made 375bhp on a custom tune. Since then I've fixed the cel caused by lambda sensors, fitted my Chinese Wagner fmic and lsd. This time it reached 398bhp- flywheel estimate from standard transmission loss. With Ron 97 fuel. I see some of you guys with similar tunes claiming this or over 400 at the wheels. In fact it seems standard now to quote whp. What sort of numbers are you guys getting on stage 2? I'm OK with this current power delivery but can't see it besting this without going with meth (or of course aftermarket turbos). Decat as far as I'm concerned will help spool by increasing exhaust gas flow and slightly lowering egt, but not do much else if I'm hitting boost target. Some of the figures I've seen on this forum seem perhaps.... Exaggerated. Maybe dyno dynamics just reads lower than the dynos you guys use.
    15 replies | 1040 view(s)
  • Sticky's Avatar
    01-12-2017, 06:22 PM
    The Active Autowerke Level III supercharger for the E92 M3 S65 V8 is a very solid package. It offers arguably the most beautiful torque curve in the industry and at roughly 9.5 psi of boost will put the car in the ~600 wheel horsepower range depending on supporting modifications. One such supporting modifications is methanol injection which this M3 is stated to have but was turned off for the run. Why was it turned off? Good question. For a run like this you would want it on. The way the GTR gets pulled likely means it is stock. This goes to show how potent the M3 is from a roll with the Active Level III setup. Of course, from a stop this would be a different race but with a blower a top end rolling race is exactly the M3's game.
    15 replies | 482 view(s)
  • Sticky's Avatar
    01-12-2017, 06:17 PM
    The Active Autowerke Level III supercharger for the E92 M3 S65 V8 is a very solid package. It offers arguably the most beautiful torque curve in the industry and at roughly 9.5 psi of boost will put the car in the ~600 wheel horsepower range depending on supporting modifications. One such supporting modifications is methanol injection which this M3 is stated to have but was turned off for the run. Why was it turned off? Good question. For a run like this you would want it on. The way the GTR gets pulled likely means it is stock. This goes to show how potent the M3 is from a roll with the Active Level III setup. Of course, from a stop this would be a different race but with a blower a top end rolling race is exactly the M3's game.
    15 replies | 347 view(s)
  • Sticky's Avatar
    01-13-2017, 12:56 PM
    It's long overdue to update BimmerBoost's N54 ECU flash software. Yes, other options have come along and that's great. My goal is not to make money but offer free flashing to the community just as it was done originally. Unfortunately, money complicates things and when people see they can make a quick buck people change in a hurry. If you know how to program in C# and would like to help update the software and offer free flashing for the community, PM me. If necessary, I'll gladly pay you for your work. I'm not looking to make money on the software but just make it possible for more people to have freedom to enjoy and experiment with their cars.
    13 replies | 931 view(s)
  • ///MPOSTER's Avatar
    01-15-2017, 01:50 PM
    2018 Kia Stinger: A RWD Sports Sedan Aimed at stealing BMW customers ~ 365 horsepower and rear-wheel drive. via DPCcars: “Unlike any Kia that has come before it, the Stinger really is a dream car for us, and here today in Detroit, that dream is now a reality after years of commitment and hard work from a passionate group of designers, engineers and executives around the world,” said Orth Hedrick, vice president, product planning, Kia Motors America. “From its GT concept-car origins to the years of tuning and refining on the legendary Nurburgring circuit, no detail was too small to be obsessed over, and the result is simply stunning.” Instantly recognizable as a direct evolution of the concept that preceded it, the all-new 2018 Kia Stinger design was overseen by Peter Schreyer, Kia Motors’ chief design officer, and his talented team of designers in Frankfurt. Ride and handling development was looked after by Albert Biermann, head of Kia’s Vehicle Test and High Performance Development and his group of engineers in Korea and on the grueling Nurburgring racing circuit. "Peter Schreyer (born 1953) is a German automobile designer for Hyundai Motor and Kia Motors, widely known for his design contributions to the Audi TT. He has been the chief design officer at Kia Motors since 2006 and on 28 December 2012, was named one of three presidents of the company. He is currently the chief designer at Hyundai-Kia and works with Luc Donckerwolke, former design director of Volkswagen Group - Bentley, Lamborghini and Audi from 2016. In 2006, Car Design News called the Audi TT one of "the most influential automotive design in recent time." But what makes a true gran turismo? This question was the foundation for a years-long journey that began when the GT concept was first unveiled at the 2011 Frankfurt Motor Show. Although every Kia design study has a purpose, the GT concept was something considered by many outside the company as little more than a dream for a brand known for producing mass-market transportation rooted in value. But the GT ignited embers of passion that sparked a fire within the organization and over the next five years that fire would grow beyond fantasy and morph into reality. Once the Stinger was green lighted, that gran turismo question became a mantra as development commenced. Coming from Kia, the design had to be bold. And it was. But it also had to be nimble and fast while also luxurious and quiet. It had to achieve the perfect balance of ride and handling and seat five comfortably with room for luggage. It had to be a lot of things, but most of all, it had to be an authentic gran turismo. And it is. The twin-turbocharged V-6 is Hyundai’s direct-injected aluminum Lambda II unit and is basically the same engine found in the Genesis G90, generating its peak 365 ponies at 6000 rpm and accompanying that with 376 lb-ft of torque that’s available from 1300 rpm. The 2.0-liter turbocharged four-cylinder is effectively a longitudinal version of the unit Hyundai and Kia use in their front-wheel-drive-based vehicles, but it’s also related to the engine fitted in the first-gen Hyundai Genesis coupe. The peak of 255 horsepower arrives at 6200 rpm, with 260 lb-ft of torque spread across a plateau from 1400 to 4000 rpm. The only transmission is a development of the K900’s automatic and uses a tuned-mass damper on the flywheel to help reduce torsional vibration through the drivetrain. The optional all-wheel-drive system features torque vectoring, while the rear-drive version has a standard limited-slip differential. Via caranddriver: We can’t say that we weren’t forewarned. Kia has been dropping broad hints about its plan to produce a rear-wheel-drive sedan for years. The original GT concept was shown at the Frankfurt auto show as long ago as 2011, with the Stinger GT4 building on it at the 2014 Detroit show. Now the wait is finally over as the company has unveiled the production version of its forthcoming sports sedan, which adopts the Stinger name. Don’t confuse it with the K900. The Stinger is a much sleeker and sportier proposition than its staid big sister, and it has a low, coupelike roofline. Power will come from two engines, with the range-topping 365-hp turbo 3.3-liter V-6 making that version the most powerful roadgoing Kia yet; a 255-hp 2.0-liter four-cylinder will serve as the entry-level engine. The Stinger gets an eight-speed automatic transmission, with buyers able to choose between rear- and all-wheel drive. Kia says it is targeting a 5.1-second zero-to-62-mph time and a 167-mph top speed for the 3.3-liter. There also will be a diesel version for Europe, but there are no plans to bring it to the States.
    7 replies | 1367 view(s)
  • Sticky's Avatar
    01-14-2017, 03:53 PM
    The Hellcat V8 is an absolute beast as we all know with its 707 horsepower twin screw supercharged 6.2 liter Hemi V8. Making big power and torque is not the problem. Putting that power and torque to the ground is the problem. It does not help that the Challenger Hellcat is a big fat 4500+ pound pig. A powerful pig, but a pig. Owners struggle with traction and the problem becomes worse when the car is tuned as Hellcat V8's are approaching 1000 whp with bolt on modifications. The Dodge Demon is teased as being all about traction and the 1/4 mile. The most logical conclusion is that this means all wheel drive. Dodge is investing a lot of money in an all wheel drive Hellcat drivetrain for the upcoming Jeep Hellcat model and the Durango is rumored to get a variant of this drivetrain as well. Maybe they will adapt it to the Challenger as well? If they do, watch out. The Challenger Hellcat will be a stoplight beast and one of the best performance values in the world. Well, if you are into going straight in a line that is.
    14 replies | 238 view(s)
  • Anders84's Avatar
    01-14-2017, 10:30 AM
    Im pretty new to the N54 platform and was wondering if you could check my log so i dont miss anything vital. The map started out as a spx e30 map, i then reworked the load target, fuel maps, timing maps and wgdc base to fit my car. I have not yet touched the PID part. The boost spike in the log has been taken care off. Also the post shift correction is this something that can be fixed? Should i try the keep the boost a bit higher in higher rpms? Dont feel the stockers like it. Many thanks
    10 replies | 693 view(s)
  • Sticky's Avatar
    01-14-2017, 12:46 AM
    Pure Turbos is quite simply killing it across a variety of platform. Their turbo upgrades for AMG models in particular are really opening eyes. Pure Turbos announced their Stage I M133 turbo upgrade in October last year and now we have the results to share. How does 442 horsepower to all four wheels on 93 octane pump gas sound? Yes, the graph shows a peak of 435 horsepower and 444 lb-ft of torque at all four wheels but a subsequent run produced 442 horsepower and 450 lb-ft of all wheel torque. BenzBoost already asked @Pure Turbos for the updated dynograph. What is the price of the upgrade? $1394 plus core exchange. In other words, the best performance bargain on the platform. As for the tuning, it was done by DME Tuning. What else is there to say? Pure Turbos is on a roll.
    7 replies | 407 view(s)
  • berns's Avatar
    01-13-2017, 02:23 PM
    Brand new Cobb Catback that's been sitting in my apartment for two months. Box opened for the photo. All parts untouched and brand new! Friend of mine bought this under my recommendation. He owed me money but was in a tight spot and just gave this to me to sell instead. I have this exhaust on my car and get compliments often. The welds are beautiful, great quality and an awesome sound. Video clips below. Sells for $1295 + shipping from COBB. My BimmerBoost buddy price is $950 + shipping, or local pickup in LA. The box is huge -- I put my 5'1" girlfriend on it for reference.
    5 replies | 792 view(s)
  • shushikiary's Avatar
    01-13-2017, 01:35 PM
    A friend of mine is running the MHD stage 1 sport (we only have 91 octane gas here in colorado) tune and in the cold weather is experiencing some sputtering while flooring it in 3rd gear, and then also some really rough idle issues that come and go at cold start until the engine warms up, this is on a MT with the transmission in neutral and clutch engaged. He grabbed a data log of a 3rd gear pull that was exhibiting the issue: http://datazap.me/u/jamnation862/throttle-hesitation?log=0&data=3-15-21-22&solo=15-16-22 You can see the RPM rise then lower again showing the hesitation he's experiencing, and right there the AFR spiked pretty bad with a large spike in STFT. Now, if the AFR had spiked lower instead of higher I'd think he had a bad coil or spark plug, but we see it spike up. The HPFP pressure is great, the LPFP is great as well. So the only things left to think about are either a tune issue, or possible an injector issue. Most injector issues I've seen are usually of them leaking so you run richer not leaner, so I just want some other opinions on what the issue might be before we go replace a bank of injectors to "try" to fix it. I also shot a PM to Martial from MHD to see if maybe they'd look and see if its possibly a tune issue. Thanks
    5 replies | 653 view(s)
  • Sticky's Avatar
    01-12-2017, 10:50 PM
    This is just jaw dropping trap speed out of a Porsche. 296.25 kilometers per hour translate to 184.08 miles per hour. That is an incredibly fast 1/4 mile trap speed. The 8.144 second elapsed time is not too shabby either considering the 997 GT2 is manual only meaning it takes a bit more skill to drive than PDK examples. So what is the mod list? Good question. This is often an issue with these Middle Eastern 'records' from Eaknoo Racing and others. They say it is a ES2XXX Porsche but what does that mean? What are the turbos? What is the fuel? What about the clutch? What about the engine internals? What about the tuning? What about sharing some actual details instead of just posting a pass with who knows what done to the car? It's impressive performance, no doubt about it. It blows what USP Motorsports hit in their 996 GT2 (9.4 @ 153) out of the water. We just wonder why they consistently omit the build specs with these runs.
    7 replies | 334 view(s)
  • Enfiftyfore's Avatar
    01-14-2017, 09:57 PM
    A few months ago, my 2step screwed up and caused ignition issues. I was enrolled from one state to another and unfortunately, I had to leave my car with a shop for them to fix it because I was hours away from home and had to get back. So, we determined it was the 2step and so he removed it. However, instead of removing the green wires as well, they just cut the 2step unit off and left it like that. So I no longer have the ignition issues, but, I am have another issue which is zero boost. When I put the car in Map zero, it runs just like a normal n54 would in limp mode. When I put it in any other map, including map 4, and give it more than 30% throttle, the motor does a kind of fuel cut type of thing and the whole motor shakes etc etc. Also, zero boost. Anybody have any input for me? Boost leak maybe? No codes though...
    7 replies | 521 view(s)
  • AWSAWS's Avatar
    01-16-2017, 11:54 AM
    AWSAWS started a thread DIY progressive controller? in N54
    Hi Guys, I run meth injection with a JB4 and the FSB. I want to let the JB4 and FSB decide when meth should flow and when it should not. So that I keep the failsafes. I want to control the 12volt signal that is outputted to the pump. Can I use a MOSFET to do this? So that I can pulse the 12v signal depending on what voltage I read from the N20 3.5bar TMAP sensor? The on/off will be controlled by the JB4/FSB but the signal reaching the pump can be controlled by the mosfet. The duty cycle can be changed based on the TMAP signal. Does anyone even know how to make the JB4/FSB do the pulsing itself? Maybe there is no need for a MOSFET. I have asked this to Terry before. Didn't get told how to do it, but I was told it can be done. It might be a bit of a secret with fuel it trying to sell a port injection kit. (From what I understand, you have to be careful not to leech too much off the TMAP or you might end up lowering the voltage and giving false pressure\temp readings back to the car)
    6 replies | 386 view(s)
  • Sticky's Avatar
    01-13-2017, 02:42 PM
    Tuners using inflated peak figures to market with is nothing new. Often times on forums people just look at the peak figures on a dyno to determine which tune is 'bes' and this is a very flawed approach. Pushing an engine too hard just to get an impressive peak number may look nice on the graph but how nice will it feel when something let's go? There are many tricks tuners employ. One that is popular with a certain tuner is to get the car very hot and induce heak soak for a baseline run. Then the tuner waits until the car has fully cooled down and does a 'cool' tuned run to exaggerate the gain from the baseline. There are many ways to influence dyno numbers such as using different gears or playing with correction factors and VF-Engineering delves into why consistency is important below. Now that we're a forum sponsor, I just wanted to make it known that we're here to answer questions, offer feedback, respond to constructive criticism, etc... Keeping with the theme of the original post, independent 3rd party dyno results are right on par with our advertised gains by design. We've all been personally bothered when you see that the advertised gains for some companies products seem to always be just ever soo slightly out of reach. Understanding that a lot of this is marketing and companies trying to put their best foot forward, we've made it a point to remain slightly more conservative and let the product and customer reviews do more of the talking. Here's a excerpt from something we wrote recently to address how misleading dyno numbers can be within context. (hope you enjoy!) Aside from what people consider to be the more "marketable" numbers, we prefer to use our DynoJet for it's measuring capabilities as it gives us the best ability to overlay multiple runs and look for consistencies or inconsistencies as we push the car in back-to-back-to-back-to-back runs. The purpose of these multiple run-groups is to track the changes as temperatures increase, or as we make subtle calibration changes for fine tuning. As you can see below, the consistency of our HEX Tuning Stage TWO runs in the sequence below is quite impressive.(5 runs in a row with 30 seconds rest, then a 10 minute rest before runs 6-7.) Reading the results.While it's pretty common to see single run comparisons, the more run examples the better. The following plots will give you an idea of how a single run on it's own doesn't necessarily mean much without something to compare it to. Stage ONE - STD Correction | Smoothing 0 - 486HP 529TQ Stage ONE - STD Correction | Smoothing 5 - 482HP 521TQ Stage ONE - Uncorrected | Smoothing 5 - 472HP 510TQ Stage ONE - SAE Correction | Smoothing 5 - 471HP 509TQ As you can see from the 4 variations of the exact same run above, there is a deviation of as much as 15HP and 20TQ just by changing the correction factor and smoothing. When Uncorrected, the dyno is purely displaying the power at the wheels asthey are measured by the machine. SAE and STD Correction will adjust the values based on the the relative air temperature, humidity, barometric pressure, etc. at the test site. EXAMPLE: SAE is established at 77°F and 0% Humidity. STD is established at 60°F and 0% Humidity. On a 90°F day in July with 70% humidity, the Uncorrected horsepower and torque will likely read lower than on a cooler day with less humidity. SAE or SAE Correction will equalize the results as if they were measured at their respective temperature/humidity. Generally on a warmer day the correction factor will increase the final results, and on a cooler day the results will decrease. There are plenty of arguments to be made for or against the use of correction factors, but we'll save that conversation for another day. At VF Engineering we prefer to advertise Uncorrected numbers as we feel the results are more accurate when your before and after dyno results may not take place on the same day and under the same conditions.
    4 replies | 489 view(s)
  • Sticky's Avatar
    01-12-2017, 06:00 PM
    This news comes from a dealer presentation in Norway and someone supposedly leaked the specs. AudiBoost would feel more confident if someone snapped a few pictures of the slideshow for confirmation but the rumor on the street for months now was that the RS4/RS5 models would share the new 2017 Panamera 4S twin turbo V6. This is a bit of a letdown as the hope was that Audi would create a more highly tuned version of its new twin scroll top mount V6 architecture in the B9 S4 and S5. The Panamera 4S 2.9 liter V6 has mono scroll twins. The 2.9 liter V6 output is higher by almost 100 horses at 450. Here are the basics of what we know: 1. Reverse flow header, integrated exhaust manifold, spray-guided type direct injection 2. Cylinder liner is changed to plasma spray type. 3. Two mono-scroll turbochargers, compared to Audi’s single turbocharger (twin-scroll type) 4. No cylinder deactivation. 5. 2894 cc 6. 84.5mm bore x 86mm stroke 7. Variocam Plus Porsche and some other sites list the bore and stroke as 84mm x 86 mm for the 2017 Panamera 4S however this works out to 2859.5cc. Someone made a mistake somewhere either in the reported bore and stroke or the displacement. Further searching into Porsche press materials shows a 84.5 mm bore which then supports the 2894cc math. Either way, it is a 2.9 liter motor. The turbos are in 'V' of the motor which lends credence to the idea of it being a shortened version of the new Panamera Turbo 4.0 liter V8 which has a bore and stroke of 86mm x 86mm. The expected output for the B9 RS4 and RS5 is 450 horsepower and 442 lb-ft of torque. The RS models are getting a significant torque boost of 36 lb-ft. It is not known if this is through software alone or hardware differences. The transmission is also a point of contention. It certainly would be interesting if the RS4 and RS5 utilized the Panamera's 8-speed dual clutch box. This would be the opposite of what Audi did with the RS6/RS7 compared to the S6/S7. The 'S' models get a dual clutch transmissions while the 'RS' models received a ZF 8-speed auto. Maybe they are flipping the script this time as the B9 S4 and S5 get an automatic? We'll know more details as soon as Audi officially confirms the motor.
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