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  • Slicksilver's Avatar
    Yesterday, 01:22 PM
    Hello everyone. I’ve been working on a project for the N54 community for a couple months but had not announced it since I wanted to be sure the concept was feasible. I have done enough now to know the concept is good so ready to share my R&D progress with the community. Description It is a TD04L-20T with true 20T native compressor housing. The 20T mistubishi profile compressor wheel is a forged billet wheel with extended tip technology from BorgWarner. The Turbo consist of a TD04 bearing housing modified to connect to stock oil lines, coolant lines and stock turbine housing. The turbine housing has been modified to accept the TD04L turbine and flange up to the TD04 bearing housing. The kit will include upgraded inlet pipe system and also charge pipe system optimized for the high flowing native 20T compressor housing which is over twice the size/flow of stock compressor housing. This will make sure the turbos are flowing to their maximum potential along with the upgraded plumbing for the turbo included. This turbo can push up to 35psi of boost and not sure what the actual WHP will be on the N54, but with proper fueling and meth cooling should be in the 750whp-800whp range theoretically at those boost levels near redline according to estimated compressor map and turbo HP calcs. Schedule Current schedule is to finish development of the prototype set in 1 month and install on my car and test and tune/dyno and then get them on 2-3 beta testers cars by April or May. If all goes well, start selling the kits to you all in 3-4 months and start it off with a discounted group buy of 10-20 kits or so (depends on demand). I have completed my test fit on an N54 motor and finalized the designs for the wastegate actuator mounting and modifications and charge pipe (turbo to IC) design as well as making sure everything is going to fit on the engine. Everything went perfect on the fitup of the turbo to the engine so that’s when I decided it was time to start sharing R&D progress with the N54 community. Testing On my prototype system I plan to do dyno test and tune and push them to the maximum as I will have all the supporting fuel mods needed. I will be doing full logging of course. In addition, I will be doing custom turbo logging never before seen on the N54. Not only will I be logging EGT and backpressure (done before) to check health of the turbine but also I will log pressure and temperature at the turbo inlet and also at the turbo outlet which will tell me exactly what pressure ratios the turbo is working at and also at what efficiency. This compressor logging has never been done to my knowledge on the N54 but is the only real way to understand the compressor health during turbo operation. Quality The turbos are purchased from a large turbo supplier. I bought the CHRA from them to my specs which were basically TD04 bearing housing with 04L turbine and 20T billet 6x6 compressor wheel with extended tip technology from BorgWarner (for more boost, google it). Pics Now some pics to show you some progress
    49 replies | 956 view(s)
  • Terry@BMS's Avatar
    02-20-2015, 12:26 AM
    Was able to finally get our 135i up on the dyno today for a little tuning with the new MOTIV kit. Overall, the kit is pretty impressive. Build quality is top notch and everything fits/works as expected. Before I go any further I should mention that BMS works with ALL turbo kit manufactures. So I don't want this to turn into a kit A vs kit B crap fest. I've been very happy with the FFTEC top mount kit on the car and switched over to the MOTIV kit because it struck me as elegantly simplistic and once I saw the design I just had to try it out for myself. Plus, I've known Jake & Bobby for years now and know they only do top notch work. I had AC Fabrication do the install and some fab work. They make the VM top mount kit and are also top notch fabricators. Since I'm running a 3.5" catback I had them make a matching 3.5" dp, and since I have a custom intercooler a custom chargepipe was required to mate everything up. Today's dyno testing was on E70 running essentially the same tuning and boost profiles as I used to run on the FFTEC 5862 TS kit, so I could get an apples to apples comparison. Minor differences to the car are I now have 3.15 gearing instead of 3.42 gearing. So the runs are up to 140mph instead of 130mph previously. And of course the 3.5" DP vs. 3" I had previously. In addition to the MOTIV Kit the car is running a BMS Fuel Rail kit, Fuel-It low pressure system, JB4 for tuning, etc, etc. A few dyno charts and logs are attached. In addition I posted the a dyno from the last run I did on the FFTEC kit with the same tuning for context. I ran the MOTIV kit up to 27-28psi today, but from what they tell me, this thing will hum along just fine at 33-34psi. I hope to find out down the road. I decided to stop at ~630whp today as I noticed an odd O2 sensor variance which I think should be addressed, and timing drops started to creep in, so I'll need to resolve both of those issues before I really crank it up. My ultimate goal with the setup is 700whp. Outside of the numbers, the spool of this kit is pretty impressive for the size of the turbo. It spools just as well or maybe even a little better than the smaller precision 5862 in a twin scroll format. I've noticed my exhaust is now louder. No doubt due to the reduction in overall piping to absorb sound. Probably a good thing from an exhaust flow and weight perspective although I do like the car as quiet as possible. So I may go up to a larger muffler soon. I should also mention the kit comes with a revised poly motor mount which does transfer a little more vibration to the chassis than the OEM unit. Not too bad but worth noting. We'll continue working on the project and will post updates as we have them!
    43 replies | 1127 view(s)
  • Ingeniator's Avatar
    02-22-2015, 06:01 PM
    Anyone have more info. Where you able to keep factory DI, cluster etc. or did you have to swap a bunch of stuff out. Any info Jake or Allen? MOTIV Motorsport @jake@PTF rader1
    38 replies | 960 view(s)
  • Cpt_Rum-bo's Avatar
    02-20-2015, 12:43 AM
    Hey, I've tried multiple tunes on this car (cobb OTS Stage 2 93, Cobb OTS E30 and my own custom E30 tune starting with Cobb's OTS E30 as a base) and they all result in the same issue. Lots of timing pulls in cylinder 5. Every other cylinder usually has very minor or 0 corrections. Car has BMS DCI and Chargepipe, Mech Tuning 5" IC, VRSF catless DP and a custom catback. I already swapped injectors, ignition coils and spark plugs with cylinder 1 which never had any corrections and it still stayed in cylinder 5. Logs attached. Any help is much appreciated.
    31 replies | 648 view(s)
  • Sticky's Avatar
    02-21-2015, 05:00 PM
    The new Volkswagen MKVII GTI is showing some pretty impressive performance when tuned. Members on VWBoost are already over 300 wheel horsepower with bolt ons which is certainly respectable when one takes into account the vehicle has a 2.0 liter turbo four-cylinder rated at 200 horsepower from the factory. The N54 engine in the 335i is well known to BimmerBoost readers and obviously has more displacement at 3.0 liters and two extra cylinders. Tune only it is capable of greater gains than the GTI so raw muscle is on its side. That said this GTI puts up an admirable fight against the 6-speed manual 335i. We do not know what transmission the GTI has or who it is tuned by but it goes to show the GTI is quite a tuner friendly platform. There is a bonus run at the end showing the 335i run what is called an 'X1M' although an X1M does not exist. It just seems to be a stock X1 xDrive35i with an M option package considering how it gets walked.
    20 replies | 924 view(s)
  • Tony@VargasTurboTech's Avatar
    02-22-2015, 03:21 AM
    Did a quick overlay of the latest Motiv ST JB graphs with the Ghosts Stage 2+ results. The results are as close to apples to apples as you are going to get. Both cars are running A JB4, the BMS PI system which mean fueling is a direct comparsion, both are running very similar boost levels, what we get is interesting to say the least. At about half psi less at redline 2+ makes the same power, they spool quicker with more grunt under 3500, and with slightly less boost they make very near the same power through out the rev range. These are completely independent results, so its pretty interesting. Secondly I overlaid our Stage 2+ testing, with much more timing, near same low end boost, and 3 psi less at redline. The results are a much faster spool, a much broader midrange punch, and slightly more power on less boost. Its pretty cool to see the stock frames basically match the power of a kit that cost almost twice as much, while making more power down low. The N54 is getting very interesting these days...:eusa-clap:
    18 replies | 717 view(s)
  • blisstik's Avatar
    02-20-2015, 04:46 PM
    She's alive :music-rockout: Ran Map 4 with the log below. It's the black and red springs, about 9PSI. Note that FF is set to 0. Can I move up to MAP 1 now, which is 15PSI? Pics and videos later. http://datazap.me/u/blisstik/motiv-750-map-4-0?log=0&data=1-4-5&zoom=48-86
    19 replies | 676 view(s)
  • Sticky's Avatar
    02-21-2015, 01:20 PM
    GM is finally getting 8L90 8-speed automatic C7 Corvette Z06's out into the wild. This owner took his to the strip and the results are certainly encouraging compared to the manual transmission. The automatic Z06 consistently will run high 10's in the 1/4 mile. We will see times improve but this car was on Mickey Thompson drag radials. A better 60 foot can certainly be achieved although the 1.66X is not terrible by any means. The best elapsed time achieved is a 10.786 and the best mile per hour this owner hit was 131.61. He played with his launch technique and shifting on the passes and did not really load up the converter for a hard launch. Based on this it looks like a mid 10 second pass for the automatic Z06 on drag radials should be within the realm of possibility. This is just the beginning for the automatic cars but the results are encouraging.
    13 replies | 1051 view(s)
  • NniftyFour's Avatar
    02-20-2015, 04:14 AM
    jyamona you said in another thread that optimizing AFR, Timing, and VANOS we could get very good gas milage in the lower load areas of our tunes. Could you or one of the other tune proficient members on here expand on what changes can be done to optimize this area. As for AFR I know its considered relatively safe on 93 to lean out the lower load areas to 15.5~ish, and have heard that on high Ethanol mixes you could possibly even go as far as 16:1 (I don't know this to be safe myself) V8bait mentioned these Vanos tips in the other thread. "Close the exhaust cam earlier (trap some exhaust) and/or close the intake cam earlier (prevent full cylinder fill), but only at lowish loads. Reduces pumping loss a lot, holds on to more exhaust gasses which lowers the effective displacement of the engine, and maybe lowers emissions some. Watch your overlap so play with which cam changes work best, it's not the same for st cars and oem." But if someone could expand upon best timing practices that would be awesome. Gas milage isn't my #1 priority as gas has gotten cheaper, but the 335 is my daily and on road trips its nice to not have to fill up every 280-300 miles and instead every 400 - 450. And hey why throw money away you don't have to. Let's keep it directed towards stock frame cars as those are the most likely to be daily driven.
    12 replies | 363 view(s)
  • Sticky's Avatar
    02-19-2015, 10:56 PM
    Ferrari is really shaking up their lineup and the character of their cars. We have experienced just over two decades from the time of the Ferrari F40 to today where mid-engine Ferrari's were all about high revs, finesse, and response. With the launch of the Ferrari 488 GTB that era is over. It is not all bad as the Ferrari F40 reminds us. Twin turbo mid-engine V8 Ferrari vehicles are nothing new and the F40 is arguably the greatest example. What's not to love? 478 horsepower and 424 lb-ft of torque from a twin turbocharged 2.9 liter V8. All that power is sent to the rear wheels via a 5-speed manual gearbox in a package weighing only 3018 pounds. Nobody in Europe had a serious answer for the Ferrari F40 but there was another group of Italians who was not about to let Ferrari have all the glory. The Lamborghini Diablo offered looks just as exotic and very similar power and torque. Its naturally aspirated 5.7 liter V12 produces 485 horsepower and 428 lb-ft of torque. This is also routed to the rear wheels through a 5-speed manual transmission although the Diablo is much heavier at 3520 pounds. The Ferrari F40 is simply the leaner and meaner car. It is the true driver's car here and it shows on the roadcourse where it outlaps the Diablo by almost 5.5 seconds. It pulls more on the skidpad and accelerates faster. The Diablo does brake a bit better but over 5 seconds on a roadcourse is a lifetime. The F40 is on another performance level. They do not quite make them like this any more. The original Car and Driver article points out parts were falling off the Lamborghini and that the F40 is basically a race car for the street. Both companies are not quite as hardcore as they used to be and they certainly have much better build quality these days. Still, this was a time where these exotics were truly exotic in their performance, price, and pedigree. The complete enthusiast garage would feature both. Source
    16 replies | 193 view(s)
  • Sticky's Avatar
    02-20-2015, 07:36 PM
    I'm considering going to Vegas for this. However, I don't think Manny will win. Floyd will just run around and doge and counter until the final bell. Manny hasn't exactly been on a hot streak. If this fight was three years ago, sure, Manny could overpower Floyd and he was quick enough to catch him. Now? I don't think so.
    13 replies | 436 view(s)
  • Sticky's Avatar
    02-19-2015, 10:42 PM
    Ferrari is really shaking up their lineup and the character of their cars. We have experienced just over two decades from the time of the Ferrari F40 to today where mid-engine Ferrari's were all about high revs, finesse, and response. With the launch of the Ferrari 488 GTB that era is over. It is not all bad as the Ferrari F40 reminds us. Twin turbo mid-engine V8 Ferrari vehicles are nothing new and the F40 is arguably the greatest example. What's not to love? 478 horsepower and 424 lb-ft of torque from a twin turbocharged 2.9 liter V8. All that power is sent to the rear wheels via a 5-speed manual gearbox in a package weighing only 3018 pounds. Nobody in Europe had a serious answer for the Ferrari F40 but there was another group of Italians who was not about to let Ferrari have all the glory. The Lamborghini Diablo offered looks just as exotic and very similar power and torque. Its naturally aspirated 5.7 liter V12 produces 485 horsepower and 428 lb-ft of torque. This is also routed to the rear wheels through a 5-speed manual transmission although the Diablo is much heavier at 3520 pounds. The Ferrari F40 is simply the leaner and meaner car. It is the true driver's car here and it shows on the roadcourse where it outlaps the Diablo by almost 5.5 seconds. It pulls more on the skidpad and accelerates faster. The Diablo does brake a bit better but over 5 seconds on a roadcourse is a lifetime. The F40 is on another performance level. They do not quite make them like this any more. The original Car and Driver article points out parts were falling off the Lamborghini and that the F40 is basically a race car for the street. Both companies are not quite as hardcore as they used to be and they certainly have much better build quality these days. Still, this was a time where these exotics were truly exotic in their performance, price, and pedigree. The complete enthusiast garage would feature both. Source
    16 replies | 128 view(s)
  • Sticky's Avatar
    02-23-2015, 05:12 PM
    It looks like a dealer specification sheet for the upcoming 991 generation GT3 RS model was leaked. What we learn is pretty much what everyone already expected as the GT3 RS gets a larger 4.0 liter direct injected flat-6 engine with 500 horsepower and 339 lb-ft of torque. It is interesting they do not seem to be exceeding the 997 generation GT3 RS 4.0 output figures. That vehicle had the exact same horsepower and torque output except without direct injection and also at a lower redline. There is no information on a manual transmission so it seems talk on the subject is just wishful thinking. With less weight than the standard 991 GT3 but more power and torque the GT3 RS is going to be a hell of a track weapon.
    8 replies | 261 view(s)
  • ChuckD05's Avatar
    Today, 12:02 PM
    Has anyone replaced their o2 sensors? If so, where did you find them at the best price? Also has anyone used anything except for the OEM ones from BMW? Any other replacements out there worthwhile? I have an odd 1 point different from bank 1 to bank 2 on my logs last night, and haven't began troubleshooting yet but I am just curious on the o2s because they've been in and out of my car way too many times and at 60k wouldn't be a bad idea to change anyway. Thanks for any help in advance.
    9 replies | 72 view(s)
  • Sticky's Avatar
    02-23-2015, 05:51 PM
    BimmerBoost member IMHOWTFFTW recently added some performance parts to his F82 M4 and got the car dyno'd before and after. He purchased the Active Autowerke Active-8 S55 tuning module and also added Zima ceramic downpipes to improve the engine breathing. His baseline on a Dyno Dynamics was 433.3 wheel horsepower. This particular Dyno Dynamics is reading fairly high and seems to be set to read like a Dynojet. What is important to focus on is not the peak figures but the gains. And what nice gains they are. The Active Autowerke Active-8 tune provides a torque gain throughout the entire curve. Peak torque goes up to 520 lb-ft at the wheels. That will provide a nice kick in the pants at 3500 rpm. The peak horsepower gain is 54.2 at the wheels but peak horsepower does not really tell the story here. The torque curve drops off toward redline so you see major gains with the BMW M turbo motors far earlier in the powerband. Thank you to @IMHOWTFFTW for doing independent testing and getting a baseline dyno. Very useful for data for those considering tuning their M4 (and tuner friendly it is).
    5 replies | 556 view(s)
  • 93siro's Avatar
    02-24-2015, 02:57 PM
    93siro started a thread P30FF Code in N54
    Hi, I know search is my friend. But i really need your help to figure this problem out. Im getting p30ff code very often lately. This situation happens only on WOT and in lower rpms. When i floor it sometimes the car pulls just like fine, but sometimes it drops boost and throws p30ff code afterwards. Blamed it on the map at first which was cobb stage 2 fmic and went back to stage 0, thought my meth setup wasnt helping the situation so turned it off as well. Unfortunately this problem still was there but not as noticable as before. It drops boost sometimes mostly when you floor it in higher gears in D mode (car is a dct) and after a downshift, boost drops to 4-5 psi. Could it really be a leak? On part throttle crusing even when it gets 17 psi of boost there is absolutely no sign of boost drop but if you push the pedal further there might be a chance of dropping boost immediately. The nature of having a leak on wot and not getting it on part throttle doesnt make sense to me. Do i have a bad fuel pump? Or should i concern about seleniod valve/actuator/wastegate? Thanks in advance Btw The car is a 2011 z4 35i dct Has intake Fmic CP DVs OCC Aquamist with two nozzles Cobb ots maps
    9 replies | 149 view(s)
  • I6+TT=FTW's Avatar
    02-24-2015, 01:39 PM
    Good morning Gents, I figured I would ask you all what you thought, as many of you should be good with money, since this is a BMW forum. I have had a change in thinking when it comes to personal finance/debt/cars etc. Recently got married, and realized all the things I should be saving for, and how having ANY debt isn't a good thing when trying to achieve those savings goals. Still owe 10ish on the 335xi, 85k miles, and am worried that something expensive is going to go soon (turbos alone would be a killer to the budget). If I sell her, I could pay off the loan, and have enough cash to get a cheap suv/truck with a much smaller loan that I plan to pay off ASAP, and eventually have enough cash to also buy a toy. I love the look of the e36 m3 coupes, but am worried if it will ever be as fast as the 335xi? And would a higher mileage e36 m3 just be a money pit MORE so than my current bmw? I've seen some in the $5-7k range, but shit ton of miles. Thanks as always..
    10 replies | 116 view(s)
  • Sticky's Avatar
    02-22-2015, 05:16 PM
    The performance automotive world for whatever reason is not making a big deal out of this claim by Porsche. Somehow flying under the radar is a statement from Porsche which at the Detroit Auto Show announced the 2015 Cayenne Turbo S lapped the Nurburgring in 7:59.74. Under 8 minutes on the 'Ring at one time was the benchmark for a serious performance car. Well, the new Cayenne Turbo S is now officially the fastest SUV around the famed circuit and the first production SUV to lap it in under 8 minutes. This of course beats the laptime of the previous record holder which was 8 minutes and 14 seconds by the Range Rover Sport SVR. The Cayenne Turbo S crushes its time by over 14 seconds. Porsche has not provided a video or any data as a support of its laptime claim though. Does anyone really doubt Porsche's integrity though? Now when we say 'new' for the Cayenne Turbo S we mean changes for the 2015 model year. It is still the same 958 Cayenne platform however Porsche bumped horsepower by 20 from the 4.8 liter twin turbo V8 to 570. Torque is up by 37 lb-ft to 590. There are also minor styling tweaks. This impressive output and performance comes at a price point of $157,300. That is an insane amount of money to spend on an SUV no matter how quickly it laps the Nurburgring. Especially considering one can buy a used Cayenne Turbo, get a tune, and have essentially the same thing except with a bit more power and torque. If you have the money to burn though.... The new Cayenne Turbo S The top athlete among SUVs At the 2015 North American International Auto Show in Detroit, Porsche is also introducing the new Cayenne Turbo S – the top model of the sporty SUV model series. Its re-engineered 4.8-liter V8 biturbo engine now develops 570 hp (419 kW) and 800 Nm (590 ft lb) of torque. A chassis that is tuned for maximum driving dynamics and packs a wide range of control systems also makes the Cayenne Turbo S a genuine top athlete. It can turn a lap of the North Loop of the Nürburgring in 7:59.74 minutes. The Cayenne sets a new record for SUVs here, and it also proves that every Porsche is a genuine sports car – even in this vehicle segment. The more spontaneous response of the biturbo engine is primarily a benefit of the integral turbochargers, which are now housed directly in the exhaust manifolds. This new approach also improves combustion. The high-performance engine offers 20 hp more power and 50 Nm (36.8 ft lb) more torque than the previous engine. The Cayenne Turbo S accelerates from zero to 100 km/h in 4.1 seconds – which is 0.4 seconds faster than the previous model (0 – 60 mph in 3.8 seconds). Its top speed is now 284 km/h (176 mph). The Cayenne Turbo S also underscores its position as a top athlete in its chassis systems. Its standard Porsche Composite Ceramic Brakes (PCCB) include 420 mm front brake discs and, for the first time, ten-piston calipers. The rear brakes have 370 mm discs and four-piston calipers. The active roll stabilization system, Porsche Dynamic Chassis Control (PDCC) proactively reduces side tilt when driving through curves early on. Porsche Torque Vectoring Plus (PTV Plus) increases dynamic handling and stability by making specific brake interventions at the right or left rear wheel – this noticeably improves steering into curves and steering precision. The active hang-on all-wheel drive system Porsche Traction Management (PTM) permanently drives the rear wheels while offering fully variable power distribution to the front wheels. Some advantages of the interplay between all systems: excellent driving dynamics and traction as well as a high level of agility at any speed. Standard features of the Cayenne Turbo S reflect the top level of this model. They include 21-inch wheels in distinctive 911 Turbo design with black painted edges, LED headlights including Porsche Dynamic Light System Plus (PDLS Plus), full-leather interior with Porsche logo embossed on all head restraints as well as interior carbon accents. Interior styling in a black/creme color combination is making its debut in the Cayenne Turbo S. Creating exterior visual accents are the air inlet surround at the front of the vehicle that is painted in high-gloss black, the undersides of the door mirrors in the same color and the roof spoiler and wheel arch moldings in car color. A sport exhaust system is available as an option in combination with a switchable sound symposer, which optimally transmits the V8 sound experience into the interior. The Porsche Cayenne Turbo S will be launched in the United States in late-April 2015. The MSRP for the Cayenne Turbo S is $157,300. MSRP does not include a destination charge of $995.
    6 replies | 292 view(s)
  • Sticky's Avatar
    Yesterday, 02:01 AM
    The E39 M5 is the camera car in the video and it belongs to BimmerBoost member Omni. You may remember his E39 M5 from an article last month detailing how he went from a supercharged S62 V8 to swapping in an S52 inline-6 six and turbocharging it. Considering the result in the video below, it is difficult to argue with his decision. The performance certainly is there. His S52 turbo setup has shown 708 wheel horsepower but he states in the video he is running roughly 640 wheel horsepower during the race. The E39 M5 does not have the fancy dual clutch transmission the M6 Gran Coupe does and the S52 six-cylinder has less displacement than the 4.4 liter S63TU V8 in the M6 Gran Coupe yet @Omni's E39 M5 makes easy work of the M6 once he hooks up. Definitely impressive to pull on a stock M6 Gran Coupe in an E39 let alone one that is tuned with catless downpipes.
    3 replies | 500 view(s)
  • jyamona's Avatar
    02-20-2015, 12:48 PM
    jyamona started a thread Timing UNK Tables in N54
    Does anyone know what exactly these tables are for? And what conditions can trigger them? MOTIV Motorsport Josh@Cobb ATR has 7 of them: Timing (Unk Base Throttled Safe) Timing (Unk Emergency Limp) Timing (Unk Optimal Throttled Safe) Timing (Unk Optimal Throttled) Timing (Unk Optimal VVT Safe) Timing (Unk Optimal VVT) Timing (Unk Throttled) Table 1 is all 0'd and has worthless axis, 3 & 5 are the same, 4 & 6 are the same. Additionally, what triggers usage the Timing Fail Safe and Timing Open Loop tables?
    6 replies | 283 view(s)
  • robc1976's Avatar
    02-20-2015, 09:22 PM
    robc1976 started a thread 3 port OCC pressure test in N54
    I made a 3 port OCC with -AN fittings and "AD Engineering" fittings in valve cover and decided to test pressure. I put fiiting in oil cap and ran vac line to gauge. Here is my DIY 3 port OCC (see link) http://www.boostaddict.com/showthread.php?63334-DIY-Custom-OCC-with-AD-Engineering-Fittings&p=622864#post622864 I blew in vac line to be sure it was working: At Idle there was no pressure so went for drive and there was very little pressure at 12-15 psi:
    5 replies | 174 view(s)
  • Sticky's Avatar
    02-23-2015, 05:50 PM
    BimmerBoost member IMHOWTFFTW recently added some performance parts to his F82 M4 and got the car dyno'd before and after. He purchased the Active Autowerke Active-8 S55 tuning module and also added Zima ceramic downpipes to improve the engine breathing. His baseline on a Dyno Dynamics was 433.3 wheel horsepower. This particular Dyno Dynamics is reading fairly high and seems to be set to read like a Dynojet. What is important to focus on is not the peak figures but the gains. And what nice gains they are. The Active Autowerke Active-8 tune provides a torque gain throughout the entire curve. Peak torque goes up to 520 lb-ft at the wheels. That will provide a nice kick in the pants at 3500 rpm. The peak horsepower gain is 54.2 at the wheels but peak horsepower does not really tell the story here. The torque curve drops off toward redline so you see major gains with the BMW M turbo motors far earlier in the powerband. Thank you to IMHOWTFFTW for doing independent testing and getting a baseline dyno. Very useful for data for those considering tuning their M4 (and tuner friendly it is).
    5 replies | 58 view(s)
  • DavidV's Avatar
    02-21-2015, 08:38 PM
    The Mc LAren P1 is insanely fast. How fast compared to a Z06? Just watch this clip. Admitted, the Mc Laren driver sucks, but that thing is flying.
    3 replies | 225 view(s)
  • mj6234's Avatar
    02-22-2015, 09:50 AM
    mj6234 started a thread P30BB in N54
    OK, I just finished installing my Vargas Stage 2+ turbos. After firing the car up, I am now getting a P30BB (injector, power level 2) code. After clearing the code it comes back immediately after I turn the car on, even before starting it. I don't think the code could be related to the install. I have a 2008 335i (12/07) build date, manual transmission. The code doesn't seem super common, but from what I can tell it can be a sign of a MOSFET failure on the DME. Can anyone else that has gotten this code confirm that this was the solution? I see that N54DME.com is still up and offers a repair service (and specifically mentions P30BA and P30BB as the codes that their service fixes). Any user reviews? Sending the DME to them is something I am considering. I just want to make sure they are reputable.
    4 replies | 112 view(s)
  • duracell8's Avatar
    02-23-2015, 03:32 PM
    I followed a link here from another site to download the bimmerboost N54 flash tuner software. After downloading, which takes about 3 seconds, i attempt to unzip the files and states invalid, no files found. Any suggestions? I sent sticky a message. Thanks in advance
    4 replies | 98 view(s)
  • Sticky's Avatar
    02-24-2015, 11:02 PM
    Owners of front wheel drive third gen EA888 1.8T and 2.0T engines have a new downpipe option courtesy of APR. The APR downpipe is a cast piece featuring T304L stainless steel construction. The downpipe features an integrated catalytic converter for emissions compatibility. That cat is likely sapping some power though due to its location so far upstream. The gains on the 1.8T engine are rather modest as the Stage II APR upgrade including their cat, intake, and software shows 234 horsepower for a gain of only 4 horses at the wheels up top versus the APR Stage I. Peak torque rises by 3 lb-ft. The gains are larger on the 2.0T engine as wheel horsepower goes from 291 for the Stage I to 309 with the APR downpipe, intake, and Stage II software. Torque at the wheels rises to 391 lb-ft from 367 on 93 octane fuel. Certainly nice gains and a nice option for those who wish to run a catted downpipe. Quick facts: Designed and assembled in-house. T304L stainless steel construction. Argon back-purged TIG welding. Investment cast downpipe. 77mm inlet with integrated flange. Low profile, sealed/corrugated flex section. 76mm outlet with integrated bracket. 8mm billet bracket. 76mm brushed and de-burred piping. Non-swedged/slip-fit/flanged piping. Investment cast o2 bung. 300 cell, 100mm x 100mm GESI catalyst. OEM-style slip-on clamps. Reducer for OEM catback compatibility. APR Stage II ECU Upgrade price waived. Limited lifetime warranty.
    3 replies | 92 view(s)
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