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  • pr3ci5n335i's Avatar
    08-04-2015, 11:25 PM
    Let me start off by giving a big shout out to Terry, Jesse, and the PURE crew! Thank you for all the hard work spent on my car I dropped off my car at PURE two weeks ago to get their N54 stage 2 turbo's and TFT inlet kit installed. I picked up my car last week and DAMN it absolutely rips! I've been driving a FBO N54 for the last 5 years from my 07' base model 335i to my current 2010 E90 M-sport so I'm used to the tons of low end torque and then shifting at 6k . When I did my first pull with my new setup on low boost I was literally shocked at how hard the car pulled to redline. It's a completely different power band than I'm use to and I freakin' love it I've been working with Terry the last few days getting my car dialed in and I had the chance today to head up to Specialty-Z to have the man himself, Terry, dyno tune my car He started out on low boost (20psi lol) and hit low 500whp which I was already smiling about. Terry then switched to map 3 and messed around with additives from 65-75 where he broke 600whp. As you can imagine I was one happy man when I saw this. Once Terry finished dialing in map 3, he switched to map 6 for some custom boost targets up to 28psi. After making 631whp/561wtq we decided that was enough for my car. Terry said with more timing I could've gained 15-20whp but 631hp is more than enough for now. Overall I'm super stoked on the results and couldn't be happier with my PURE turbos, TFT inlets, and BMS tune! 2010 AT E90 M 335i FBO, E50 + 100% Meth Stage 1 LPFP PURE S2 TFT Inlets
    282 replies | 11319 view(s)
  • amr_e90's Avatar
    08-14-2015, 12:54 AM
    To start off by explaining my issue that Im having I would first like to share my main reason on this post , my main reason is to get attention from this community that have a pre mature smoking issue. My turbos started to smoke with 3k miles on them and once I saw it person as the cloud passed me I instantly got heated and very pissed . I have my car up to date with every component the n54 needs in replacing brand new valve cover/rb pcv/new injectors blah blah . I have the billet wheel option with these and also I am running VTT inlets , the install was done by a tech at bmw . I have contacted Rob about this issue and I got the run around with him telling me the inlets could be the issue and that I should wait for his to come out ? ... I have no way in understandinghow the VTT inlets could cause this in anyway. Rob emailed me a week before my appointment for the installed and said that he would like the turbos back to check on some machining that was not giving them problems with the billet option so I sent them back for the recall and got the back with in a week . I want people to know that if you are spending 3500 turbos and about 1700 for labor ( xi ) this isn't joke money to sit back and wait for Rb to say send me back the turbos to check them out . The turbos had a recall for what reason to send me the shit batch again ? I dont get it you have been building these units for 6 years now and how cant u get it rite especially with all this technology out there in machining. To all the Rb turbo owners please chime in and tell me and tell rob ur story I'm pretty sure your not sleeping at night with a smile on your face like he is .
    210 replies | 7324 view(s)
  • Tony@VargasTurboTech's Avatar
    08-24-2015, 08:06 PM
    Tuning cut short today. Hopefully we get a chance to get back on it tomorrow. Still a few tweaks in it.
    168 replies | 5323 view(s)
  • 4doorbmwpower's Avatar
    08-19-2015, 03:19 PM
    Have been keeping some things secret as everyone is moving and shaking in the N54 community, we have something that may be one of the greatest things this platform has seen in a long while. It has been being developed and tested for over 5 years now but the moment has come to start letting everyone in on the first build that will be released in a while! Some things are remaining proprietary until we have all the testing data down pat and some other parts of the car are being heavily modified from the subframe to half shafts to a completely re designed complete fueling system. I will be posting updates as the engineers at cp-e let me but as a long time member of this community seeing all the advances over the years I can say without a doubt I have never seen a more complete or advanced Twin Turbo solution... for my car I have chosen the GTX3071R turbos, some may have said these would never fit. cp-e has taken the time to make custom housings to allow the modular use of this kit with 9 different turbo options ranging from the Tial 2560 ball Bearing Turbos, to the Massive GTX3582R turbos. My 3071s should spool like 28s the way they have been carefully machined. I am blown away by the research and development behind these kits. Almost every part of the kit is made in house here in the USA and as usual tons of the components are cast rather than fabricated to improve flow at every bend. Coming soon are some more pictures that will ROCK the world of inlets! especially with people thinking so much about what is currently out! Lets get to some pictures!
    113 replies | 4212 view(s)
  • spxxx's Avatar
    08-05-2015, 12:48 AM
    spxxx started a thread MHD tuning up to 36psi in N54
    Saw this over on e90post, basically scales the TMAP voltage ($250) but requires a custom tune (I imagine from Ken) to use the feature... Discuss....
    115 replies | 3107 view(s)
  • Tony@VargasTurboTech's Avatar
    08-13-2015, 02:28 PM
    Quick spool test of my latest brain children. Targets set very high using my foot to regulate, just wanted to see how it would build with the gates fully shut. As you can see, they destroy everything in this power range by leaps, and bounds as far as spool. 15 psi by 2900, 20 psi by 3150, 25 psi by 3400, 30 psi by 4000. This is a 3rd gear street pull. For reference, The ghost is hitting 20 psi by 3200 in 4th on the street. I will get some 4th gear pulls once I get my PI fixed. So far these new turbos are not disappointing. Also the sensor array is working well. I thought the AQ-1 had 12 inputs it has 8, so 4 senors are wired but not logging. I can pick and choose between them for different scenerios. The 4 not logging are EGT Rear, Manifold Pressure, and Compressor outlet front, and rear. The AD intercooler isn't working too bad...:)
    78 replies | 2866 view(s)
  • 3000gt MR's Avatar
    08-16-2015, 07:01 PM
    As most of you guys know especially single turbo owners, that the O2 sensor readings in most datalogs are skewed and have jagged inaccurate lines and most likely deviating from your target tune. The short comings continue on to everyone with decreased sensor life and costly O2 sensor replacements. I originally ask Terry@BMS what the deal was with the inconsistent AFR readings on ALL ST datalogs. He basically explained it is what it is, nature of the beast type thing. Well i decided to do some research back to the basics and learn about how most aftermarket companies do it. I quickly found out that I6 engines SUCK for this! Reason being I4's use 1 O2 sensor so you can put it post turbo. The I6/V6 turbo cars people are running standalones with post O2's, V8 guys usually run 2 turbos so post turbo is ok, The ST V8 guys are running staqndalone Post turbo. So here we are smack in the middle. While searching i found a few viable options 1. the Bosch ADV pre turbo sensors 2. single bank post turbo. I cannot thank @jyamona, and @Aerotest enough for all the help. Both of them are just as much or even more of a part of this than i am. I'm just connecting the pieces to the puzzle. Most of the early info and discussion was hidden in this thread. Reasons for this: Bosch has published all the information you could ever ask for on these sensors. Hell you could build one if you wanted. With this there is detail on reading deviation on exhaust pressure and temperature outside of its design capabilities. When we install the sensor pre-turbo the readings are skewed 15+% with increasing exhaust gas pressure. The added heat also shortens the life cycle of the sensor. Remember on average we are dealing with a 2:1 EGBP. Its okay though Bosch has us covered. Some newer cars use preturbo O2 sensors (for what ever stupid reason) and they have developed a 4.XX series pre-turbo sensor. This sensor comes in two variations. 1. the base ADV, which has a higher designed peak and continuous temp along with a higher precision reading in pressure. 2. there is an actual ADV Pre-Turbo sensor which has an even higher peak and continuous running temp but not by much 5-10*C IIRC. Other than that the sensors are the same. BMW are now running the ADV post turbo on ALL new FI cars. Cons: Tuning, sensor life, inaccurate readings. We are now approaching higher numbers than ever and since standalones dont look like a viable option on these cars than we must improve the accuracy of these sensors for more reliable tunes. Mission objective: There is a few things other than the ADV sensor preturbo that will be tested. 1. ADV sensors in stock locations (this requires swapping connectors, removing the trimmer sensor from the equation and circuit, lots and lots of number crunching, and XDF changes) 2. Post turbo single bank O2 3. If 1 and 2 work then post turbo ADV sensor Benefits: More accurate AFR readings, Longer sensor life, this SHOULD solve all the IJEOS O2 issues that we are seeing these days. Additional Testing info: I am using a AEM UEGO LSU 4.2 standalone wideband with the 0-5V analog output feeding the meth input on the JB4. This sensor is post turbo and only about 6-8" from it. This will be used to compare the stock 4.9 to the ADV sensors in the following testing scenarios 1. 17.5PSI and 93 only 2. 20PSI and 93 Only 3. 23PSI and 93+ meth 4. 25PSI and 93+ meth The tune will be the exact same throughout with only changing the applicable XDF tables for sensors. The ADV sensor isnt just a plug and play sensor. Theres a few differences 1. iP ( pump current in mA) 2. V output (V=17 amplification) 3. CJ125/135 control circuit (this is responsible for doing all the magic and spits the final number which is calculated from iP and V to the DME. It also has a self contained array of trouble codes and also controls the heating of the internal element. The DME then uses this information to control fuel etc. The CJ125/135 chip is identical except for 1 additional wire which uses the laser calibrated resistor in each LSU 4.9 sensor. This is very easy to bypass since the CJ1x5 chip is fully capable of controlling both our LSU 4.9 and ADV sensors. The ADV sensors are built to a higher tolerance and doesnt require this. I have done all the homework in taking resistance of each circuit in the chip to make sure it was all within Bosch spec and that BMW didnt do anything stupid with it. I typed this up pretty fast. I wont get into all the calculations and circuit explanations. If this nor the thread i posted above that has about 70% of all the information doesnt answer your question than please ask. I dont have time and i wont answer any questions that have been answered and you just didnt feel like reading. Preliminary results:
    94 replies | 1828 view(s)
  • spxxx's Avatar
    08-17-2015, 01:24 AM
    Woot, got banned for offering services on E90p0st... AKA offering free tunes to their community of users. God, I fuck1ng hate that site. Also I wonder who reported me... Anyone who wants to see me continue helping people out on that forum, please post a thread over there to complain as I do enjoy their classified section. Cheerio, Spencer
    75 replies | 1636 view(s)
  • Sticky's Avatar
    08-06-2015, 05:25 PM
    Looks like we are finally going to start seeing twin turbo M3's other than the Gintani shop car hit the streets. I don't have to tell you guys, or at least I hope I don't, why this is so much harder to do than a supercharger and takes so much longer to get right: A video posted by @gintani on Aug 6, 2015 at 12:36pm PDT
    86 replies | 1305 view(s)
  • Terry@BMS's Avatar
    08-25-2015, 12:16 AM
    Hey guys, Had a little time tonight so I decided to play around with a potential new JB4 feature. I got the idea for this off a Subaru video someone posted on n54tech. I setup the flash map IAT compensation tables such that they would pull 10 degrees of timing across the board for temperatures under 30f. These are variables that can be changed. e.g. more timing pull, a lower trigger for cold weather cars, etc. Then I reprogramming the steering wheel control buttons such that pressing up disables boost by gear on the fly (this previously was down), and pressing down now changes the intake temperature sensor reading to 10f, resulting in an instant 10 degrees of timing pull. When you let go of the button timing instantly snaps back up to your normal curve. Did a couple quick tests just to ensure the system is functional and it seems really promising. You might use this when launching at the track to spool up a big single without pushing through the lights, or when roll racing to build boost without really accelerating while you try to match up with someone to start your pulls. Just floor it, press the button, and let go of the button on the 2nd honk.
    67 replies | 1825 view(s)
  • BlackJetE90OC's Avatar
    08-08-2015, 12:00 AM
    Road & Track The 2016 Cadillac ATS-V Is More of an M3 Than an M3 Full article:
    82 replies | 711 view(s)
  • Tony@VargasTurboTech's Avatar
    08-04-2015, 04:09 PM
    Hey guys just wanted to announce a few new additions to the line up, as well as a few upcoming projects. First off we are now offering 2000 degree ceramic coating on all of our upgrades regardless of platform. It only comes in gloss black, and is extremely durable. Quite a few people asked for it, and now you can order with any VTT upgrade. We offer outside only, and inside / outside coating. Prices for the N54/5 upgrades are as follows N54 OEM-Stage2+ N55 Stage 2 JB or DBB S55 Stage 2 Price applies to all above: Outside only $240, Inside / Out $325 Note: We can also have your comp covers coated any color you choose, as well as ceramic coated if you are really interested in keeping heat transfer down. Prices vary by turbo, color, application, etc. Email us for more info Next up, we will now be offering a billet compressor wheel option for our OEM replacements. These will be forge billet wheels, with extended tips that will offer a nice bump in flow for guys wanting to keep 100% stock like driving experience as far as spool, and power band, but want a little more up top without going full stage 1. This option will be $175. Our inlet samples came back, all seven of them, and we needed to make changes on a few of them, but overall we are pleased. Every inlet will now fit the PTC, but come with an adapter to run your 3/4" PCV hose there instead of the PTC. The Recirc inlets fit great, and we kept fitting your stock DV's or turbosmart kompact kit (the only one we recommend) to a very simple task. We are also now distributors, for GFB, and have the DV+ for the N55 in stock, as well as distributors for Turbosmart. We have the N54 Kompact DV kit in stock, which are the perfect compliment to out Recirc DV's, they even come with matching silicone recirc hoses for a nice clean look, and quiet operation. We are currently testing some new stock frame modifications that we hope will bring power levels in the 700WHP range. We should have results soon. We also have pictures of our first rough casting of the new 100% new N54 upgrades, these will change everything we know about N54 stock frame upgrades, and will need no core. Details on these will not be released until they are fully tested, with numbers, and ready for release. Last but not least, our dyno is almost installed, and will be operating this weekend for testing, we still have some construction to finish to complete the dyno building etc. Once we do, we will be doing a dyno day BBQ, Dyno contest, and open house. We will keep everyone updated! As Always thanks for the support! Oh these showed up when I was typing this, they will be making their way onto the shop car in the next few days...:naughty:
    60 replies | 1814 view(s)
  • torr's Avatar
    08-18-2015, 09:34 PM
    This applies only to the N55 and N20. The fuel requested by DME is interpreted by the EKP module. I have been testing this for the last 8 months with no problems. Change all EKP values: CHARACTERISTIC CURVES, FUNCTIONS, FAULT LIMITS, PUMP PARAMETERS and DATE, PUMP IDENTIFICATION and CHECKSUM ELECTRONICALLY CONTROLLED FUEL PUMP (EKP) from value 50 to 51 (E90,E91,E92,E93,E87,E88,E81,E82,E84+!ETHANOL_E100)+(N20,N55)+PU11+EKP_CI_13)
    66 replies | 800 view(s)
  • spxxx's Avatar
    08-03-2015, 09:29 PM
    I've tried a ton of different throttle maps (stock, linear, MHD check box option) and no matter my throttle map settings I get behavior like you see in this log where 25-30% pedal = 100% throttle... I'm lightly modulating the throttle in the log to achieve this behavior but you can see the pedal never goes past 30%
    57 replies | 1164 view(s)
  • bme30's Avatar
    08-21-2015, 12:38 PM
    So now that many of us are in a different league with power, is there anyone running stronger stiffer mounts for the engine? There are very little options, 2 examples are the akg mounts and PTF soild mounts. I truly believe we are in serious need of a product that will increase strength, but yet maintain some user friendly daily driving. And I agree we are in super car territory in a horse power sense, but there has to be a middle ground here for engine mount support here. As of now we have stock or rigid as hell! So what are you all running? And are there any vendors (BMS, Vargas, RB, AD engineering.....etc) that could step up and make the community happy!
    54 replies | 917 view(s)
  • robc1976's Avatar
    08-23-2015, 06:19 PM
    (THIS DIY IS INTENDED FOR UPGRADED TWINS OR SINGLE TURBOS) I was having problems with my car smoking and a good friend of mine (Aubeast) shared a system that he had designed and had been working on for several months so I followed his suggestions and fabricated the necessary components to make it happen. This is the same line routing as he uses, same fittings but I did a few things differently due to having a top mounted turbo. ***A HUGE THANKS AND SHOUT OUT TO JASON (AUBEAST) FOR CONTINUING TO CONTRIBUTE TO THIS COMMUNITY!*** NOTE: Do NOT use any different size fittings or lines. What I specify is what is required and has been tested to work. NOTE 2: I am NOT responsible for any damage done to you or your car when attempting this DIY. This is not a project for a novice. I suggest taking the manifold and fitting to a shop to be modified - I have the proper tools to be able to accomplish this at home by myself. This PCV fix has totally eliminated all smoke at idle, wide-open throttle and cruising! This system pulls vacuum at idle and wide-open throttle. Use of an OCC between intake and AD fitting is HIGHLY suggested. I also suggest using an AD Engineering OCC or a modified BMS OCC, as I did. Link below for my modified BMS OCC DIY. CUSTOM OCC LINK: Also - as you'll see in my BMS OCC DIY - the head ports were tapped and plugged. It is absolutely essential for this system. STEP 1 - FLAPPER VALVE ASSEMBLY: (You can use rubber or -AN lines, I highly Suggest -AN. Below is a link to my DIY on -AN lines) -AN LINE DIY: STEP 2 - 2 RB VALVE & AD FITTING MODIFICATION: STEP 3 - MANIFOLD DRILLING & TAPPING: In this process, slow is key to prevent cracking of manifold! STEP 4 - FILTER MODIFICATION / VACCUM SOURCE: (I have a top-mount turbo so yours might be different) STEP 5 - LINE ROUTING: Use only -8 AN Line to manifold and AD fitting and -12 AN Line for vaccum source. If you're using rubber, use equivilent size.
    49 replies | 859 view(s)
  • Evan Patak's Avatar
    08-06-2015, 03:24 PM
    I has come time to upgrade my stock turbos. Smoking has significantly increased in the past few months and they are showing added signs of stress, it was easy for me to justify the upgrade. There are some nice options available for the N54 engine with RB, VTT, and PUR but I found Hexon to be the best fit for my needs. As a kicker Hexon is a newcomer to the N54 world and I like to be a little different, just as I prefer an E61 to the E60. Ken sent me some data of his personal R550 testing and these should have no problem hitting my power goals. I am not aiming for N54 power records as my xi drivetrain will certainly splinter with my E61's 4,600 lb weight, it would be lovely to nestle around 500awhp. I am torn as I just received the turbos but the install will be sidelined for a few months as next week I start my move to Southern California and will have most of my possessions, and tools, in storage for 1-3 months until I find a suitable rental property (with 2 car garage of course). I prefer not to rush the install and I absolutely want to do it myself so the right thing to do is wait. Since Hexon isn't very well documented and there has been some conflicting (or lack of definitive) information I thought it may be helpful to the N54 community if I posted some pictures. Cheers, Evan
    35 replies | 1267 view(s)
  • Tony@VargasTurboTech's Avatar
    08-10-2015, 05:43 PM
    So installed one of these bad boys in a fresh motor I am going to use to test some new stock frames. 30K milage our of a 2010 135i. Could not as for a better motor, found locally. Got it all back together yesterday, and took it out to burn all the oil, and finger prints off from the install. Low, and behold I get to the top of the local grade, and it shuts down due to it being overheated, the head was so hot it sizzled my spit, and the car started smoking out of the tail pipe. The cultprit? A POS MISHSIMOTO theromstat rated at 74C or 165F not opening. This is after I jumped through a bunch of hoops to find the proper housing for it (as it only fits one). Just got done testing on the stove up to 210F water temps, guess what, it never opened. I think the case on the Mishimoto thermostat for the N54 is closed. It doesn't work FOR SHIT.
    36 replies | 970 view(s)
  • drfrink24's Avatar
    08-24-2015, 09:14 AM
    drfrink24 started a thread Single turbo sizing in N54
    Curious if someone can help me understand if this is a physics problem, or simply personal preference/goals: Why are 9/10 single setups sized for 30+ psi and 900+ whp, but running well below this? Very rarely do I see someone putting on the smallest turbo for their power goals and then running them to the edge? Is this a physics issue of a small a/r and small compressor, or people sizing a turbo they can "grow" into? Do people feel going single and going small single is a waste of time? Tuning still behind the curve? Or are the stock frame and upgraded stock frame simply better at doing what a small single would accomplish?
    45 replies | 747 view(s)
  • klipseracer's Avatar
    08-12-2015, 11:49 AM
    I wanted to start a new thread about this one topic specifically as I think it deserves more attention. The other thread is heading the 4L80 path which is great, but some people may not want a 4 speed or the need to cut any holes in the transmission tunnel to make things fit. This is a call for those with experience with the fabrication and or tuning process required in a transmission swap to drop knowledge on this thread. Obstacles: 1) TCU cracking: This issue is nullified by using the PCS TCM-2650 which I've spoken to a local shop in AZ and they have confirmed that the module will speak to the 'gen 2' 6HP26. This part is confusing to me since I believe the second generation vesion of that transmission is actually the 6HP28, a beefier and quicker shifting transmission. There is a confirmed aftermarket for the 26 but I'm not sure if those parts are cross compatible with the 28 or not. (6HP26 = 6R80 parts access)The person I spoke to said that you can play with some of the TQ values in addition to setting shift point and TQ converter lockup tables. Ability to set the shift point to 7200-7500 on an automatic makes it worth exploring IMO and he stated that drivability is actually pretty good. Link to the TCM which cost ~$900 w/ harness: 2) DME: Making the DME happy shouldn't be an issue as the TCM is supposed to also be able to send send the signals to the DME that it is expecting and is a universal solution so I'd expect it could work with the DME set as an automatic and if not at least as a MT with the clutch depression sent by the TCM. 3) Fitment: This is the one I've spent less time doing but others have poured over it in the past. If my memory serves me correctly, the bellhousing needs cut and a new one fabricated but as far as general shape, it shouldn't be an issue since the transmission already goes in the 335d. What else can we add to this? Anyone looked at the bellhousing and determined if this is possible?
    40 replies | 924 view(s)
  • Mrpikolo's Avatar
    08-23-2015, 05:57 PM
    Since the Pure turbo thread is being treated like a vendor thread, I am interested in hearing from all parties on this general subject. What kind of spool is everyone seeing with their upgraded turbos? What gear do you typically test this in? What tuning tricks have you done to decrease spool time?
    38 replies | 757 view(s)
  • Mrpikolo's Avatar
    08-10-2015, 06:55 PM
    As requested by @andy_divers , this thread contains some data of the results on my water injection setup. Here is a little background info on my car: 2008 335xi Only mods: *Gutted Cats *Modified Air box *Reflash only *91 Octane *Snow Performance stage 2(i don't like the kit but it was free) *STOCK everything else Coincidentally, a couple weeks ago I unplugged the power to my injection pump, and forgot to plug it back in. Works out great for some before logs! First without water injection: Ambient temp was about 70-75 degrees First WOT was a third gear run. IAT Start: 82F IAT End: 117F Boost: 18 peak-13 end Second was a WOT run from a stop to about 100 mph IAT Start: 86F IAT End: 153F Boost: Stayed in the middle to high teens. Second with water injection: These runs were not in the same day and not with the same tune. After I noticed I did not plug my pump back in, I did want to re tune the setup a little bit. I decreased boost in favor for some more timing. I can get a back to back run in a few days to give a better comparison. Fluid being injection: -20F windshield washer fluid(20% methanol) Nozzle Size: 325ML Pump Pressue: 250PSI?(it's a snow kit, I don't trust their pumps advertised numbers) Ambient Temperature: Humid 75-80 degrees First WOT is a third gear run. IAT Start: 85F IAT End: 90F Boost: Peaking 18 down to 10 Second WOT was a stop to about 95mph IAT Start: 85F IAT End: 94F Boost: Peaking 18 down to 10. Obviously, the less boost will create less heat. Notice how the IAT actually drops at first. at the beginning of the runs. Also notice how the IAT increases after the run was stopped, as opposed to without WI. Again, this is on the STOCK intercooler only injection WW fluid through a 325ml nozzle. A larger methanol mixture makes an even bigger difference. I'm sure there are some points I forgot to mention :).
    37 replies | 925 view(s)
  • Sticky's Avatar
    08-08-2015, 06:40 PM
    You often hear about ball bearing and journal bearing turbos. What is the difference? The ball bearing setup consists a single sleeve system that contains a set of angular contact ball bearings on either end, whereas the traditional bearing system contains a set of journal bearings and a thrust bearing. The bearings can affect response as well as longevity. How about a simple demonstration to get illustrate the point? Watch the video below. <div id="fb-root"></div><script>(function(d, s, id) { var js, fjs = d.getElementsByTagName(s); if (d.getElementById(id)) return; js = d.createElement(s); = id; js.src = "//"; fjs.parentNode.insertBefore(js, fjs);}(document, 'script', 'facebook-jssdk'));</script><div class="fb-post" data-href="" data-width="500"><div class="fb-xfbml-parse-ignore"><blockquote cite=""><p>Journal bearing vs ball bearing turbo comparison.</p>Posted by <a href="">LacedUP</a> on&nbsp;<a href="">Tuesday, July 28, 2015</a></blockquote></div></div>
    38 replies | 520 view(s)
  • Sticky's Avatar
    08-14-2015, 04:54 AM
    Water injection in a direct injected turbocharged BMW inline-6 street motor? Welcome to over a decade ago BMW but nice to finally see you embrace it. As expected from earlier this year the F82 M4 GTS S55 engine features a factory water injection system which helps raise octane and keep things cooler. BimmerBoost users are likely already thinking of filling the 1.3 liter reservoir with a water-methanol blend. BMW certainly is making it easier than fitting an aftermarket system and the design is integrated with the intake manifold. The other big piece of news is that the car will be sold in the USA. Many BMW enthusiasts still have not forgiven BMW for skipping over the US market with the E46 M3 CSL and the E92 M3 GTS. Americans finally will get a real special edition M car and not the garbage BMW shoveled us previously. The M4 GTS is expected to shed some weight with extensive use of CFRP (carbon fiber reinforced plastic) such as the CFRP employed in the hood. How much of a weight drop to expect is unknown at this time. Even a hundred pounds would be greatly appreciated. Expect the car to be lighter and offer more power with a track emphasis as the aerodynamic changes show. With the factory water injection system heat soak on repeated laps should no longer be a problem. Production details will come later this year. It is nice to finally see a car aimed at hardcore American enthusiasts. BMW Concept M4 GTS to be Premiered During Monterey Car Week. The First M3/ M4 Special Production Car to be Sold in the US. Woodcliff Lake, N.J. – EMBARGO: August 13, 2015 – 9:00pm EDT/6:00pm PDT...A year on from the launch of the BMW M4 Coupe, BMW M GmbH is presenting an initial preview of a high-performance model for use on the road and on the race track: the BMW Concept M4 GTS – the first M3/M4 special production vehicle to be sold in the US. The BMW M GmbH was founded in 1972 as BMW Motorsport GmbH and caused a sensation with its iconic BMW M1 racing car. As the force behind the world's most successful racing touring car, the Group A BMW M3 and the development of the first turbocharged engine to win the Formula One World Championship, the BMW M GmbH return to its racing roots with the BMW Concept M4 GTS. The BMW Concept M4 GTS continues the tradition of BMW M3 special models already illuminated by the BMW M3 Evolution (1988), BMW M3 Sport Evolution (1990), BMW M3 GT (1995), BMW M3 CSL (2003), BMW M3 GTS (2010) and BMW M3 CRT (2011). Technology honed in race competition, a hike in power, a commitment to lightweight design and limited production numbers with unbeatable performance coupled with a powerful and exclusive driving experience. "While the BMW M4 Coupe embodies the ideal combination of motor sport genes and unrestricted everyday usability, the BMW Concept M4 GTS previews an emotionally powerful and exclusive special model conceived with an eye for trailblazing technology and a keen focus on the race track," explains Frank van Meel, Chairman of the Board of Management of BMW M GmbH. "Despite its outstanding track ability, it is still fully road-legal. This is racing technology for the road in the truest sense." The BMW Concept M4 GTS showcases new technologies which will debut in production vehicles later this year. The BMW Concept M4 GTS features the innovative water injection system that has already provided a significant output and torque boost in the BMW M4 MotoGP Safety Car. In addition, the BMW Concept M4 GTS has rear lights with OLED (organic light-emitting diode) technology for an unmistakable appearance. Optimized down to the finest detail. The BMW Concept M4 GTS builds on the BMW M4 Coupe's dynamic and emotional use of forms. Yet its character as a high-performance special model, in which every detail has been developed to fulfil its purpose as a successful track machine, also comes immediately to the fore. The manually adjustable front splitter and rear wing – both in exposed carbon – ensure perfect aerodynamic balance on the race tracks and on the road. Another example of the engineers' rigorous adherence to lightweight design is the CFRP (carbon-fiber-reinforced plastic) hood which lowers the car's weight and center of gravity. A wide front air intake optimizes airflow and minimizes front axle lift. The dynamic and exclusive presence of the BMW Concept M4 GTS is accentuated by the exterior paint shade Frozen Dark Grey metallic, with the Acid Orange accent on the front splitter creating an effective contrast. The lightweight, forged and polished light-alloy wheels in 666 M styling also feature an Acid Orange accent. The 9.5 J x 19 (front) and 10.5 J x 20 (rear) wheels are fitted with Michelin Sport Cup 2 tires (265/35 R19 at the front, 285/30 R20 at the rear). The mixed-size tires provide the ideal conduit for the stand-out dynamic attributes of the BMW Concept M4 GTS. Water injection: power up, full-load fuel consumption down. The engine powering the BMW Concept M4 GTS is equipped with the same innovative water injection system that has endowed the BMW M4 MotoGP Safety Car with a noticeable increase in output and torque. The water injection system introduced by BMW M GmbH sees the engineers using the physical effect of water when vaporizing to draw the required energy from the ambient medium. The water is injected into the plenums of the intake manifold as a fine spray. When water vaporizes and goes through its phase transition absorbs heat, cooling the air intake significantly. As a result, the final compression temperature in the combustion chamber – and therefore the engine's tendency to "knock" – is reduced, enabling the turbocharged engine to use higher boost pressure and earlier injection timing. This technology ensures an increase in output and torque, while at the same time reducing the thermal stress on performance-relevant components. All of which also enhances the stability and durability of the turbocharged engine. The BMW Concept M4 GTS brings high-performance technology directly from the race track to the road. The strong performance potential of the turbocharged six-cylinder in-line engine already demands an exceptionally sophisticated thermal management system for the engine and ancillary units. To ensure optimal operating temperatures in all situations, the M GmbH engineers have developed a highly innovative and effective cooling system. It comprises a main radiator plus additional radiators for the high- and low-temperature circuits, transmission and turbocharger in order to keep temperatures stable. The turbochargers are cooled by means of an indirect intercooler, assisted by an additional electric water pump. OLED rear lights radiate ultra-high precision. The BMW Concept M4 GTS is fitted with innovative rear lights featuring OLED (organic light-emitting diodes) technology, a new type of light source producing full-surface and homogenous illumination. Their low installation height of just 1.4 millimeters and the ability to actuate individual light modules which emit light to a single point provide flexibility and allow for precision. The world premiere of the BMW Concept M4 GTS takes place at the Pebble Beach Concours D'Elegance in Monterey, California on August 13, 2015. More details on the production version will be revealed at a later date. BMW Group in America BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and Rolls-Royce Motor Cars; Designworks, a strategic design consultancy based in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group's global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 and X4 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 339 BMW passenger car and BMW Sports Activity Vehicle centers, 148 BMW motorcycle retailers, 123 MINI passenger car dealers, and 36 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group's sales headquarters for North America, is located in Woodcliff Lake, New Jersey.
    39 replies | 210 view(s)
  • ope92's Avatar
    09-01-2015, 12:53 AM
    Just got my stockers replaced under warranty, no questions asked. Mods stayed on the car, car didn't throw any codes just rattled a shit ton.
    30 replies | 654 view(s)
  • Tony@VargasTurboTech's Avatar
    08-10-2015, 10:37 AM
    Hey guys we finally got rid of our clunky OScommerce online solution, and went with something more customizable. Please take a look at our new store, and let me know if you find any typos, errors, or otherwise. The more eyes the better. Overall we are much happier with this layout than the previous. Thanks!
    27 replies | 831 view(s)
  • Sticky's Avatar
    Yesterday, 08:10 PM
    Jonny Lieberman works for MotorTrend and you probably have seen him in the Head 2 Head episodes. BimmerBoost has nothing against him although we wonder how someone gets a job with MotorTrend when they make basic mistakes. Lieberman's job is to know about the cars he is talking about. Which is why BimmerBoost made it a point to explain that in the latest Head 2 Head where he states the ATS-V is more powerful than the F80 M3 because the M3 has 'only' 425 horsepower Liberman and MotorTrend are wrong. Very wrong. Absurdly wrong. Embarrassingly wrong. The F80 M3 and the F82 M4 are severely underrated. The car makes much more than its 425 horsepower crank rating. Frankly, it is closer to a wheel horsepower rating than a crank horsepower rating. One should assume this simply by juxtaposing the acceleration figures of the F80 M3 and E90 M3. The difference is not 11 horses. MotorTrend's own test figures prove that. The F80 M3 is insanely underrated. Now we have dyno results showing 427 horsepower to the wheels for the F80 M3. We have stock 1/4 mile times showing 11.9 @ 119. Liberman claims to be aware of the M3 being underrated but when asked for proof provided nothing to support this. Additionally, he does not mention the M3 is underrated in the Head 2 Head video. He states the ATS-V is more powerful. He also on Twitter states his support for this as the ATS-V being quicker despite being heavier. While the ATS-V does indeed get a 12.1 second elapsed time as tested by MotorTrend the F80 M3 gets a 12.3 @ 118.1 miles per hour. The ATS-V hits 12.1 at a slower 116.2. The only thing Lieberman gets right here is that the ATS-V is quicker but it is not faster. Trap speed is primarily a product of power. MotorTrend's own numbers and Lieberman's own statement support BimmerBoost. Point easily proven without even having to show the dyno numbers. Not to mention, the guy should probably know that a RWD car with a ton of torque that traps higher will improve its elapsed time with better traction off the line. That means the M3 with drag radials can be a hell of a lot quicker. Perhaps MotorTrend just doesn't know how to launch as well. Lieberman goes on to state I need to check my facts. The same man who called the new S65 AMG V12 an M275 model despite it being the updated M279 V12 variant from AMG. He conveniently ignores this point. One who does not get their own facts correct should not be telling others to check theirs. Lieberman and MotorTrend need to check their own facts. Rather than lobbing insults for getting called on their mistakes, they should correct them. There is no shame in being wrong. There is a bit of shame in a 'kid' knowing the facts better than the professional though, right? Lieberman, if you ever want to engage in a debate with me feel free. Based on what I have seen so far it will be one-sided. Whenever you want to, I'm right here. MotorTrend, when you are ready to hire someone who checks their facts, let me know.
    36 replies | 154 view(s)
  • Sticky's Avatar
    08-30-2015, 03:39 PM
    The Pure Turbos Stage 2 N54 upgrade sure looks like the real deal. The turbo upgrade is not 'officially' out yet but expect it next month. For now what we have seen is numbers in the 6XX wheel range and here is a preview of the real world capability. BimmerBoost member @pr3ci5n335i in the video below runs his E90 automatic 335i against a 2014 Nissan GTR on E85 with full bolt ons. The 335i is at roughly 25 psi of boost and also has full bolt ons in addition to the Pure Turbos Stage 2 N54 turbo upgrade. He also has the TFT inlets and his fuel in the video is an E50 blend with meth injection. The 335i takes the hit here but steadily pulls the GTR until it shuts down. Definitely an impressive result considering what bolt on GTR's on E85 are capable of. 2010 E90 M 335i: Alpina AT, FBO (VRSF 5" Stepped FMIC, Catless with BMW PE, TFT upper and lower chargepipes, HKS BOV, BMS 2 gallon Meth kit, Stage 1 Walbro 255 inline LPFP, BMS low temperature thermostat bypass), JB4 map 3 80add, BMS E85 Flash using MHD, Pure S2 turbos, APEX Arc-8, no rear seats
    30 replies | 343 view(s)
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