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  • Terry@BMS's Avatar
    07-03-2014, 02:40 PM
    Hey guys, Got back from a couple hours of dyno tuning and came back with some interesting results. This car definitely likes E85... The JB4 now has full electronic wastegate control in addition to the fuel mass control & CANbus, pathing the way for E85 testing. The test car is our 2015 DCT M3, 100% stock with a JB4, with ethanol mixed with 91 octane at 30-50%. I've been running E30 for the last week on a tune that ramps up to around 25psi and I've been very impressed with it. On the dyno today running that same trim resulting in a very consistent ~510whp / ~510wtq results. Although the turbo holds boost to redline it looks like shifting around 6000rpm will result in the best acceleration results as power noses off above that. While I had it strapped down I decided to explore more aggressive power levels. Added a little more E85 and went on an hour long adventure through many different curves and tweaks. Finally arrived at a 28psi peak tune which yielded ~540whp / ~575wtq. I've not tested this much on the street so we'll have to see how viable it is. But this just goes to show you how much room was left on the table for tuning with this platform. This car is an animal.
    263 replies | 5553 view(s)
  • Terry@BMS's Avatar
    06-30-2014, 08:41 PM
    Terry@BMS started a thread Knock knock? in N54
    Who's there? . . . . . . . . JB4 Individual Cylinder Ignition Advance Monitoring <--- Those who have been around awhile will get the joke. ;) Anyway I know the N54 crew has been feeling a little neglected lately considering how much attention we've been giving to the new //M platform, the F30 EWG programming, etc, but don't worry. We've been quietly working on some big things for the N54. For one we finally figured out how to get the JB4 to log timing advance & ignition corrections on cylinders 2-6. As part of this revision we've updated the JB4 interface layout a bit organizing boost, fuel, and timing parameters next to each other. I also expect this will lead to back end flash map improvements, smarter auto tuning algorithms, a meaningful knock light in dash, etc. We're doing development and testing with it now so expect to see regular updates. :music-rockout:
    139 replies | 4863 view(s)
  • Xearom3's Avatar
    07-08-2014, 10:02 AM
    Hey Guys, Figured I'd share my build/progress in converting to single. This thread will hopefully allow me to share my progress and get any feedback/assistance I might need as I come across different obstacles. The current plan is to go with the following setup -PTE 6266 Gen 2, Ported S cover, T4 Divided 1.00 A/R, 3 5/8" V-band Discharge -twin PTE 46mm Wastegates -custom fabbed twin scroll manifold, downpipe, and dump tubes -MAC solenoid I realize there's other ancillary things I will need to upgrade (I have a list, lol), but the initial project is just get the aspiration conversion done. Don't want to do too many projects at once. Any constructive feedback/criticism is welcome. Here's the pictures! (sorry, some of these were taken through my old potato, i have since acquired a new spud) Getting started with the tear-down... RBs out. They look to be in excellent condition. Such tiny! RB's next to a PTE 6266 JB (not mine, this one is going on a Supra soon) That bottom lip of the flat surface where the exhaust ports are is razor sharp! Cut the crap out of myself on it.
    104 replies | 3330 view(s)
  • Mybabym5's Avatar
    07-08-2014, 07:55 PM
    Hey guys, had some good races the other night against a well and heavy modded C63 Coupe with the MCT tranny. Races ranged from around 45-180 mph over in Europe.. Sorry for the video quality, Europe is always so dark at night. E60 M5 SMG: -Evolve alpha N stage 3 tune -RPI OEM headers with primary cat delete -RPI GTS Full Exhaust -RPI oil cooler -RPI pulley -BMC drop in filters with RPI scoops -ESS Euro SMG software -Michelin PSS (stock rims) VS C63 AMG Coupe MCT - Eurocharged Handheld loader with V5 tune - MCT TCU tune w/Weistec MCT Valve Body Upgrade - MBH Tri Y Headers, MBH Catless Midpipes, MBH X-pipe - Agency Power 2.75" Mandrel Bent Valvetronic Exhaust - Renntech Dual 82MM Throttle Bodies - SpeedDriven Billet Trans Pan - SLS Spark Plugs (One Step Colder) - Quaife LSD - Carbonio CF Intake Boxes -JL Motoring "Ram Air" CF Intake - Evosport UnderDrive Pulley - MHP 180 degree Coolant Thermostat - MHP Thermalnator gaskets to stop heat transfer from head to intake manifold - Thermal/Radiant Heat wrap of Intake Manifold, Airboxes, Intake Tubes, Intake Y Pipe that connects airboxes to Intake Manifold - Weistec Billet Catch Can - 19 inch Forgestar CF10's wrapped in Nitto NT05 I believe these are all of his mods, he can correct if anything is wrong or missing. My car is currently at 4100LBS, and the C63 according to the owner is around 3850LBS. Here is a combo of the videos in one. I am very happy with how my M5 performed. She has still some power to squeeze out like evolve intakes and long tube headers over my stock decatted headers.. Both awesome NA engines, and was a good time! Camera in M5 in first 2 races. 3rd video is a chase car video.
    92 replies | 4116 view(s)
  • TVPhoto's Avatar
    07-04-2014, 11:58 AM
    Has anyone heard of ZNS Performance? I had emailed yesterday asking for details, and they replied that the kit is in production. The production takes about 2 weeks. znsperformance.com
    82 replies | 2698 view(s)
  • Sticky's Avatar
    07-12-2014, 07:39 PM
    The N54 moves forward with a new fastest 1/4 mile record. The previous record set by a 6-speed manual E92 335i was set by Vishnu with a 131.99 mile per hour pass. That was done back in May of 2012 so it has taken some time for the bar to be raised. The new record stands at 133.37 but Vishnu's 10.822 elapsed time remains the quickest 335 pass to date. The 2.7 60 foot time with this new record is obviously not going to get one into the 10's. Part of the problem is lag from the from the Precision 6466 turbocharger. This is something automatic 335's will have to figure out how to mitigate. Specs for the 2008 E90 335 on this run are full interior, full weight, over 1/2 tank fuel, and a e85/93 mix. This is on the stock motor, stock automatic transmission, and around 30 psi of boost. This car was built by Proven Power in Florida and tuned by Jake Hershorin of proTuning Freaks. There is room to improve here significantly but the problem of course is the automatic transmission which can not be launched hard and is slipping at this roughly 700 wheel horsepower power level. Congratulations to BimmerBoost member @Ak335i, Proven Power, and proTuning Freaks.
    78 replies | 2084 view(s)
  • 135idct's Avatar
    07-07-2014, 10:07 PM
    FFTEC top mount 5862, jb4 map2 17psi, i think the throttle closed few times in the run..
    63 replies | 2053 view(s)
  • Sticky's Avatar
    06-30-2014, 10:06 AM
    Porsche 911 and BMW M3/M4 comparisons are nothing new. The M3 traditionally offered Porsche 911 level performance but at a lower price point of entry with greater daily usability. The Porsche 911 of course offered the Porsche prestige and the driving dynamics of a lighter two seat sports car. Not much has changed although the M car now offers much more brute force than the 911. The power, torque, and performance gap is the greatest it has ever been. Now Car and Driver chose a 7-speed manual Porsche 911 to compare to the BMW M4. The M4 has a dual clutch transmission and this would be closer if the Porsche had the optional PDK transmission. It is what it is though and the BMW M4 simply has the 911 overmatched. It has more power at 425 horsepower (which is severely underrated to begin with) to the 911's 350 horsepower. It has more torque at 406 lb-ft to the 911's 287 lb-ft. The straightline contest is no contest. The M4 runs through the 1/4 mile in 12.1 @ 119. The 911 Carrera completes the 1/4 in 12.7 seconds at 113 miles per hour. It makes efficient use of its 350 horses thanks to its roughly 400 pound lighter curb weight but even if this was the 400 horsepower Carrera S with a PDK transmission the M4 would still win. This is the largest the acceleration gap between the 911 Carrera and M3/M4 has ever been. Speaking of weight the M4 comes in at 3581 pounds. It just is not as light as we were made to believe. Car and Driver's own weight figures place the F82 M4 30 pounds lighter than a comparably equipped E92 M3 and that sounds about right. BMW did try to make the M4 lighter but it is mostly to mask the added weight of the turbo powerplant and associated plumbing. If the M4 actually hit the 3300 pound figures BMW was throwing around... well, no point dreaming. Also take a look at the front to rear weight distribution figure. BMW no longer is building 50/50 balanced cars in the turbo era despite what they claim. Car and Driver states that the 911 steering is more precise and offers a better feel. They also state the 911 is more fun to drive. Basically, Car and Driver calls the M4 the muscle car to the 911's more nimble sports car character. The handling performance between the two is actually about even with the M4 and 911 both pulling .98g on the skidpad. What is odd though is that the 911 is not equipped with a limited slip differential. Seriously Porsche? For an $85k base price that is asking too much? Really what this comes down to is price for performance. The M4 offers more performance for less money with greater usability. The 911 is the better sports car of the two, no question. It is more fun to drive as well. That said, Car and Driver nails the conclusion. 'The M4 is more challenging to drive at the limit, but it's far easier to drive faster beneath it. It's the quintessential German muscle car to Porsche's quintessential German sports car. Is one design more right than the other? That's a matter of opinion. But it's hard to argue with a car that delivers more performance for less money.' The M car has more of a muscle car character than a sports car character? Welcome to the new M.
    68 replies | 1858 view(s)
  • Sticky's Avatar
    07-22-2014, 10:53 PM
    This information comes to BimmerBoost courtesy of one of our tuning vendors. Based on a discussion with the tuner they have stated they have the ability to flash the S55 DME. As you may know, tuning modern turbocharged BMW's through the factory engine computer is proving difficult as BMW has tremendously upped encryption of the engine computers and is cracking down on any internal sources leaking codes to tuners to flash the ECU. Even vaunted BMW tuners with deep pockets such as Dinan are forced to resort to piggyback tuning due to the difficulty of gaining access to the modern BMW ECU's. Tuners with some of the best software engineers in the business such as COBB Tuning have stated that the encryption level of the F30 3-Series ECU is government security caliber. COBB has been working for some time now to try to get access to the F30 ECU and there is no telling if they will be able to. That is why this piece of news comes with some reservations as the tuner did not state how they were able to get access the S55 ECU in the F80 M3 and F82 M4. It certainly would be astounding for a crack to come this quickly as the car just hit the market. BimmerBoost is waiting on further details as the tuner makes preparations to make this software available. As soon as we get the concrete proof rest assured BimmerBoost will bring it to you ASAP.
    58 replies | 925 view(s)
  • Sales@Gintani.com's Avatar
    07-03-2014, 08:25 PM
    We are excited to announce our new Gintani F8X M3/M4 Down Pipes! We have recently finished our first set of down pipes for the F8X M3/M4 and are now accepting pre-orders. Please allow us 2 weeks to fulfill each order before we ship them out. Retail: $1195 + shipping Made in the USA US 304 Stainless Steel Hand TIG Welded Lifetime warranty on all welds Improved throttle and turbo response 100% perfect fitment and space for O2 sensors For off-road use only; not 50 state legal To place your order, please PM or email me with the following information: First and Last Name Email Phone Number Shipping/Billing Information Form of Payment (We accept Visa and Mastercard) Email: Charles@gintani.com Phone Number: 818-787-8260 Website: www.gintani.com Pre-Order List: 1. tightie (Installed) 2. Local customer (Installed) 3. Customer from MD (does not want to disclose username) 4. PSI 5. getagripnyc 6. e60cs5 7. mazkingkhan 8. e92motorsports 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. Pictures: I will provide more pictures of the down pipes off the car next week.
    54 replies | 1676 view(s)
  • 930-turbo's Avatar
    07-06-2014, 09:07 PM
    Heres a video of the rematch between me and my buddies gintani m3. The car wasnt running well the last time we ran. gintani m3 is at 570whp and my 335i is at 675whp. Peddled it in 4th gear a little bit. https://www.youtube.com/watch?v=77-Bmb68ABc&feature=youtu.be
    50 replies | 2204 view(s)
  • islandroad83's Avatar
    07-18-2014, 09:05 PM
    Hey guys a little new to this logging and wondering if i could get some help going over my log. I am in 3rd gear FBO running 93 OCT and wedge 9.5 deg flash. You can see what I have logged here, I just followed Terry's xml file for the Bav Tech, rather clumsy logging software. I also would of liked to log my LPFP but not sure have to do that via this cable. Also do i need to convert the boost with datazap or any more i should be logging? Thanks for the help. http://www.datazap.me/u/island-road/wedge-95-deg-fbo?log=0&data=1-2-3-4-5-6-8
    49 replies | 1282 view(s)
  • COBB Tuning's Avatar
    06-26-2014, 06:43 PM
    We are excited to bring you our latest product offerings for the BMW N54 1-Series and 3-Series!! With the release of our N54 Catted Downpipes we are now able to offer a Turbo-Back Exhaust and Stage 2 Power Package for all N54 powered 135i and 335i vehicles! Find these parts and more at cobbtuning.com! BMW N54 Catted Downpipes Features CAD Designed Cast Turbo Outlets for Maximum Flow Dual 200 Cell High Flow Catalytic Converters 3" 304 Stainless Steel Construction Works with Stock or COBB Cat-back Compatible with COBB Accessport OTS Maps Click Here for More Information BMW 135i/135is Cat-back Exhaust Features 3" 304 Stainless Steel Construction CNC Mandrel Bent Tubing with TIG Welds V-Band Clamp Connections for Infinite Adjustability Dual 3.5" Slash Cut Tips Helmholtz Chamber to Reduce Resonance Click Here for More Information BMW 1-Series N54 Turbo-Back Exhaust Includes COBB N54 Catted Downpipes COBB 1-Series Cat-Back Exhaust Click Here for More Information BMW 3-Series N54 Turbo-Back Exhaust Includes COBB BMW N54 Catted Downpipes COBB BMW 3-Series Cat-Back Exhaust Click Here for More Information N54 Stage 2 Power Package Includes COBB V3 Accessport COBB High Flow Filter COBB N54 Catted Downpipes COBB Vehicle Badge Click Here for More Information
    33 replies | 1351 view(s)
  • Sticky's Avatar
    07-14-2014, 06:48 PM
    Just a rev video was posted. I'm surprised there aren't more details around on this and why no shots under the hood? Would love to know about the tuning too.
    39 replies | 985 view(s)
  • triggz's Avatar
    06-27-2014, 03:51 PM
    triggz started a thread DefivFAB Lockdown Kit 6AT in N54
    Hey is there anyone with a Defiv lockdown kit on their 6AT? Trying to find some reviews of 6AT owners with it but I can't seem to find any. I know it works well with the 6MT owners...
    35 replies | 914 view(s)
  • Sticky's Avatar
    07-09-2014, 03:24 PM
    Interesting matchup here that is great to see as two different M engine philosophies battle it out. The M5 is the camera car but unfortunately a cell phone camera is used by the M5. Still, the video is clear so you can see exactly what happens. The modifications on the M5 are a Stage 2 tune that is not named, downpipes, and a custom straight piped exhaust. The E92 M3 is supercharged with the Active Autowerke Gen 2 Level III supercharger system. On paper this should be a good a race. Depending on how aggressive the M5 tune is along with the bolt ons it can show ~600 whp. Depending on the M3's boost it is also in this range. The M5 of course has much more torque which it also needs to move its roughly 800 extra pounds. In practice it is a good race as the cars are dead even. They both appear to be DCT models so driver skill is not a large variable. A good run from two fast M cars going about their power boost in different ways.
    30 replies | 835 view(s)
  • rader1's Avatar
    07-21-2014, 10:57 PM
    Here is an in car video of the MOTIV Motorsport/OVERREV Fabrication shop car on track at UTCC at VIR. Running on a low boost 93 octane map Ryan Eversley piloted the car to a best time of 1:53 around the track making it the fastest privateer at the event and even beating teams like the Lamborghini super Trofeo team.
    29 replies | 963 view(s)
  • Sticky's Avatar
    07-01-2014, 07:46 AM
    Here is a street race for some money between an X71 X6M and an E60 M5. The race is for money although only a $1000 which is hardly enough to even cover the modifications on the cars. The two cars race on a city street with people behind them shutting down the traffic so obviously do not try this at home. The race is from a stop and so in theory should favor the X6M with its all wheel drive against the rear wheel drive E60 M5 on street tires. The X6M features the Active Autowerke ECU tune and also their downpipes. Since this is a money race the E60 M5 modifications are not mentioned. However, with the way the E60 M5 pulls after the launch and the way the power comes on it certainly feels like the car has nitrous. It's definitely modified whatever those modifications happen to be. Take a look and decide for yourself:
    30 replies | 1113 view(s)
  • Terry@BMS's Avatar
    07-21-2014, 04:15 PM
    We've got the Vargas Stage2 N55 turbo running on our 2011 135i DCT car and was finally able to hit up the dyno for a little tuning today. The vehicle is FBO but equipped with a CPE replacement catted DP. We've recently modified both the E series N55 ISO JB4 firmware for large turbo support and developed an entirely new back end flash. To enable the JB4 large turbo maps you just enable the 3.5 bar TMAP sensor using version 5.5 or later. This changes map 1 to 16psi, map 2 to 19psi, and methanol mapping as high as your turbo will take you. All with reduced taper to redline to let the larger turbo shine. Dyno testing was done on simulated 93 octane (91 + 1 can of NOS octane booster), and the methanol testing was done with a single CM10 nozzle. Overall very pleased with the results especially for an odor free vehicle. The pump map is a touch aggressive but really showcases what the turbo can do. On pump gas I think the car would come very close if not take our F80 M3 if the M3 is running the stock tuning. And on meth would come very close to the M3 on the E30 map.
    31 replies | 553 view(s)
  • Sticky's Avatar
    07-24-2014, 07:43 PM
    The E30 M3 released in 1985 was designed with DTM (Deutsche Tourenwagen Masters or German Touring Car) racing in mind. The S14 four-cylinder under the hood was designed for professional racing (as M3 engines traditionally have been) where it excelled. The S55 turbo 3.0 liter inline-6 in today's M3 is obviously a much more powerful motor. It is larger than the 2.0-2.5 liter S14 four-cylinder and also turbocharged whereas the S14 is naturally aspirated. The difference on paper is close to 100 horsepower but in practice it is closer to 200 horses as the new M3 is severely underrated. Horsepower is only one part of this story as the E30 M3 DTM car is much lighter and stripped out for the track. The weight difference is in the 1000 pound range based on a 3562 pound curb weight for the F80 M3. Can a chassis design that is over three decades old now compete with a brand new and much more powerful M3? Yes. Not only does the 1992 E30 M3 DTM car compete with the 2015 F80 M3, it beats it around the track. Keep in mind that back in the 80's and early 90's DTM cars actually represented their production counterparts. The E30 M3 does a 1:09.1 laptime around the Hockenheim to the F80 M3 1:13.1. A four second difference which is simply stunning. The new F80 M3 is a great car but it hardly makes the classic M's obsolete. Namely on the racetrack which the BMW Motorsport division used to design their M3's for.
    36 replies | 249 view(s)
  • R.G.'s Avatar
    07-08-2014, 02:57 AM
    R.G. started a thread E92 N54 Belly pan fabricated in N54
    I had a belly pan fabricated for my E92. Initially problem was my rear diffuser warping from parachute effect at freeway speeds and higher. Had a front pan piece also made while it was being done. Goal was to a address a few issues or improve where possible. 1) Seal the rear bumper 2) Vented engine pan to allow air to escape and minimize engine bay pressure. Better cooling back thru cylinder 6. 3) Vent for IC and radiator air flow. 4) Duct for transmission. allow as much air flow as possible with rear trans vents. 5) Increased size of all stock tire air diverters. Tires amount to approx. 30% of overall drag :think: (might be making that shit up but seems like I read that somewhere). Increased both width and height of stock rubber diverters. 6) Pan has a tiered set up so each section served as a vent for next section. 7) Lightweight aluminum but thicker then tin foil. Some photos during fab. Will get try to get some final pics next time I get the thing on jack stands or lifted. During the whole design one thing came up that some of you can take from this thread. Your stock cowl prevents high pressure air in to the engine bay. Removing it effectively creates a wall of pressure in your bay, that reduces amount of air able to pass through ducts/radiator/IC. The shape of the stock cowl is perfect. Edges are open allowing venting, center high pressure area is sealed. Removing it is counterproductive.
    27 replies | 1025 view(s)
  • MFactory's Avatar
    06-27-2014, 01:27 PM
    Hey guys, now that we have more concrete details on our welded diff options, I thought that it would be a good time to start making up a pre-buy list :) Terminology (As some people are still confused with all the terms) - Pumpkin/Core/Carrier/Pig Snout: This is the entire unit, the part you see bolted up to your car, and contains everything - Differential Unit/Diff: This is the main part inside your pumpkin that does all the traction magic. OEM is open differential. We are offering a limited slip differential - Ring & Pinion/Final Drive/Crown & Pinion: This consists of the Ring Gear (which is welded on to your oem differential) and the Pinion Gear. We are offering a replacement Ring Gear (which is now bolted on to the differential) and Pinion Gear - Rebuild: As it suggests, rather than you DIY or having another shop do it for you, we are offering our rebuild service if you send us your pumpkin Fitments: - 135i/335i MT Apr '07+ with 3.08 Final Drive - 135i/335i DCT with 2.56 Final Drive (will fit 335d also) What is included: - Brand New MFactory Helical LSD - Brand New MFactory Final Drive (Ring & Pinion) Latest ETA: Aug 30th. This should also give sufficient time to build up the pre-buy lists to get the best discount. Price: (MT) MSRP - $1599.95 + shipping 10+ - $1439.96 inc shipping to North America/Europe/Australia 20+ - $1279.96 inc shipping to North America/Europe/Australia Price: (DCT) MSRP - $1649.95 + shipping 10+ - $1484.96 inc shipping to North America/Europe/Australia 20+ - $1319.96 inc shipping to North America/Europe/Australia Rebuild Service: - $500 if you send us your core. Includes return shipping (+$100 for Canada) - Additional $500 core exchange applies if we ship you a rebuilt core first (subject to availability). Refundable after we receive your old core back To add yourself to the pre-buy list, please let us know :) MT: 1) c0ris07 (from the 1 forum) 2) Sfvalley135i (from the E forum) 3) bmw335iguy 4) BostonBeemah (from the N forum) 5) BostonShant (from the N forum) 6) snaimpally (from the E forum) 7) imske3000 (from the 1 forum) 8) sliderpass (from the 1 forum) 9) fred (from the N forum) 10) Twhill19 (from the 1 forum) 11) kazriel (from the 1 forum) 12)volcom8190 13) john-915 14) smileypete (from the 1 forum) 15) rob9246 (from the 1 forum) DCT: 1) AForceNinja (from the 1 forum) 2) ST54 3) ucsbshawn (from the 1 forum) 4) e36addict (from the E forum) 5) BMOEW (from the E forum) 6) bmw0bsession (from the E forum)
    29 replies | 943 view(s)
  • GoodToGo's Avatar
    06-28-2014, 11:19 PM
    Here is the situation. I have a n54 FBO 335i, running Cobb Stg 2 + Started having misfire codes and limp mode, generally on bank 2 (cyl 4,5,6). This would usually happen on at least 2 cylinders. Acceleration is jerky and the car lacks punch. I would occasionally get a misfire on a bank 1 cylinder as well. Complete the simple fixes. I change all the bank 2 coils and changed all the spark plugs and gapped them. The old ones looked pretty good, number 6 was a but darker than the others, but that is common for either 5 or 6. I also cleaned the vanos solenoids. I changed the bank 2 O2 sensor today, but issue still isn't fixed. It was a longshot since both banks are lean, but I noticed some sluggish and occasionally erratic reading on bank 2. This didn't fix the problem and I had to dig deeper. Started taking some targeted logs and realized that I was having a lean condition at WOT, sometimes approaching 20 AFR. Bank 2 AFR is always higher than Bank 1, but neither bank is hitting AFR targets. I'm not sure whether misfires are causing the lean condition or the lean condition is causing misfires. Here is the kicker... Even though AFR is high, long term fuel trims are very, very low, between -30 and -45 on both banks. This is counter intuitive. Why would fuel trims be negative if the engine is running lean?? Some other things to note. Car starts and idles perfectly, not a hickup. Minimal fuel trims at idle and most driving. Fuel pressure is good, so I've ruled fuel pumps out. Voltage and grounds have been checked. Timing corrections are minimal to none on these diagnostic logs I took. Never have any lean or O2 sensor codes. Walnut blast valve cleaning was done about 20K mi ago. Here are some graphs. I tried Datazap, but it wouldn't plot the logs for some reason. HELP! Thanks.... Here is a log where I captured a misfire code and limp mode (where fuel mode changes from 2 to 15) Here are a few other before changing the bank 2 O2 sensor Here is after the O2 sensor change
    26 replies | 745 view(s)
  • Charrigan's Avatar
    07-15-2014, 09:45 PM
    I've had my 07 for over a year. I drive a ton of highway miles 30k or so per year. I don't abuse the car. Ill do a pull or 2 on highway entrance ramps. Zero launches etc. i will be updating and replacing every fuel system component (injectors, hpfp, and steveaz stg2 pump, vargas single barrel upgrade) as well as replacing the coilpacks soon. The age and mileage on my turbos are unknown and judging from the maintenance records they are original. It consumes 1/8-1/4 quart of oil every oil change which I do ever 5-6k miles. Trans seems to be holding and has zero slip with FBO. Am I nuts for wanting to do a low boost single turbo or RB's on my 122k mile n54? Are there any other over 100k mile upgraded turbo n54s out there? My goals are low 500's on e85 but I want to limit low end and mid range torque to somewhat save the trans. I also am leaning towards a single turbo to keep egt's in check. I have no idea what egt's RB's run but in my past modded cars egt's were hundreds of degrees lower with a larger turbo. My car is paid off and it's been super reliable. The only issue i had was my w/p went out ar 102k miles. But thats my fault for not changing sooner and pushing the limits. The thought of seeking out another 335 in the condition my car is with lower miles seems like a pain and wasting money. Thoughts?
    18 replies | 817 view(s)
  • TVPhoto's Avatar
    07-09-2014, 09:11 AM
    TVPhoto started a thread Single Turbo Kits in N54
    Let's see how many single turbo kits that are around at this time. Post the size turbo/manufacturer/dyno numbers/state you are from. Would be interesting to know where we are in the N54 world.
    22 replies | 866 view(s)
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