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  • newb335guy's Avatar
    10-30-2015, 10:10 AM
    A good night at the track and finally a 10 slip.. Car ran well all night, the temperature out was higher than I wanted right around 68-70 with a DA of 1467 so not ideal. Let me start with some notes about my setup. Very easy setup that most end users are easily capable of duplicating, first off regular RB's (old school ones) and Trueform Technology Inlets. Like most I am a FBO (mods are in sig). I run an E60 E85 blend. JB4 G5 with the Hybird turbo tune via MHD. Like most I really do not prep my car, I go to the track just like I daily it with full seat and interior mats and small little things left laying in my car. I literally drive to the track and start running. I do have NT05r drag radials which I also daily.. If you have this type of setup you want traction on any road or else 2nd 3rd are useless at wot and 4th is a 50/50 and 5th at times is can be sketchy. Things I do not have that most others do not have also. I do not have Port injection, I do not have LSD. I am just an older model RWD 10/06 build 2007 E90 125k miles on the car modded for a good 80K or so miles. The RB's that I have in the car have probably 25k of use on them now and they flat out perform. The regular RBs can produce very very well 128-130 traps are moving. Terry's latest firmware and Hybird tune has made a tremendous difference too.
    265 replies | 6711 view(s)
  • The Convert's Avatar
    10-30-2015, 01:14 PM
    The Convert started a thread who wants new goodies? in N54
    I just found out we are getting a new faro arm here at work. So, there's going to be some valve cover and intake manifold scanning coming up once it's here. Can anyone think of anything else they'd like some replacement parts for that aren't currently on the market? Valve cover plan is to eliminate OEM ports and passages and add some -10 fittings in a few locations with baffles underneath them. Intake manifold will be a modular design so you can customize your runner length and plenum volume and have integrated PI(and/or meth...maybe). TB will be forward facing, because I said so. PS, I won't be making them for anyone. You'll have to get the companies on here motivated enough to want to make them after I do all the heavy lifting. Any of you company men reading this and interested, pm me and maybe we can get the ball rolling a bit while I wait for the equipment to get here. PPS...start posting some interesting shit again people!!! I'm getting bored on here!
    134 replies | 2898 view(s)
  • BlackJetE90OC's Avatar
    10-30-2015, 11:05 PM
    ATS-V (Manual) - Tune, Downpipes vs F80 M3 (DCT) - JB4
    140 replies | 2002 view(s)
  • Terry@BMS's Avatar
    11-04-2015, 03:58 PM
    Posted this to n54tech but for those who missed it... Been throwing around some PI ideas with Steve and we've come up with a workable mechanism for integrating port injection control in to the JB4 using the existing AIC6 hardware. This will let us get started on the JB4 port injection control and mapping now without having to wait for our PI box to be fully ready/tested. It won't have all of the cool port injection specific features we have planned with the new PI box but even like this will be superior to any of the other port injection control mechanisms currently out. Who knows maybe this will work so well most of you won't even want to bother with swapping the AIC6 for our box. The basic premise is that we've changed the AIC6 boost reference input from the TMAP sensor to a JB4 generated output. The JB4 will pass a high frequency PWM signal in to the AIC6 that represents the desired duty cycle. To that end we've created a special AIC6 map that has a consistent duty cycle for each voltage input and engine speed. We can use up to 50 columns for this so the resolution is pretty good. It winds up as a 16x50 table with each column representing an additional ~2% duty cycle. Among the first things we want to develop with the JB4 PI integration is an autotuning algorithm that self tunes the PI curve on the fly using the high fuel pressure set point as a control variable. The JB4 will alter the PI mapping such that high fuel pressure never drops below a certain curve. Ensuring we're pushing as much of the fuel through the factory system as we safely can and then adding in the minimum PI volume needed for the instantaneous conditions. It's a fairly ambitious project but will be a real game changer in terms of PI integration and ease of tuning. After we've spent some time on that we'll also integrate it in with the E85 flex fuel kit Fuel-IT offers so the JB4 also considers the ethanol content automatically for PI mapping. I'll update everyone as more progress is made. Tested the JB4 to AIC6 comms out on the bench and its actually all working really smoothly. The AIC6 accepts in the JB4 PWM signal and converts it to an internal voltage without need of any extra external discrete components. This will make wiring much easier at home. You'll just remove the green wire from spot #10 in the JB4 harness and relocate it to spot #9 on the BMS DATA cable using a DSUB pin. I was able to get a basic map done and tested in car before I head out for SEMA and it all worked as planned. Logging independently on the R4 software shows its receiving the JB4 command and converting it as planned. JB4 Fuel Enrichment now represents the port injection duty cycle.
    90 replies | 3095 view(s)
  • Sticky's Avatar
    11-22-2015, 10:16 AM
    Sticky started a thread Closed deck built N54 motor in N54
    I'll just leave this here:
    93 replies | 2449 view(s)
  • Terry@BMS's Avatar
    11-17-2015, 05:46 PM
    Hey guys, Spent some time on the dyno today with Payam@VM's car. Main purpose of testing was to evaluate the new JB4 single turbo O2 sensor calibration and JB4 port injection control. In doing that it appears we also upped the official bar a bit for single turbo N54 power. Notes: 1) This big turbo really sings at 35psi. It's starting to get to the point that we need to add 4bar and 5bar MAP sensor support to the JB4. It's on my radar. 2) Car has a major issue dropping timing in cyl4. We have no idea why. 3) The JB4 o2 sensor control is working very well. It's amazing how lean we were running previously without really giving it much thought. The second dyno file is a comparison to his testing a couple months ago. AFR was creeping up to the mid 13s. If you're running a single turbo and not using the latest JB4 o2 sensor control firmware, your AFR is much leaner than you think it is. 4) The JB4 port injection control is working perfectly as well. It's convenient being able to datalog and change it from the same JB4 interface and it's nice that it finally self corrects for low fuel pressure. Much more planned for this. 5) Given the AFRs are accurate now we're using *a lot* more fuel than we did previously. Maintaining low pressure on E80 (as read via JB4 flex fuel sensor) has become an issue again. Been funneling data to Fuel-IT who has some new stuff in the works. 6) I heart JB4 anti-lag.
    85 replies | 2580 view(s)
  • bradsm87's Avatar
    10-27-2015, 08:29 PM
    bradsm87 started a thread Anyone have a PPK BIN? in N54
    Hi Guys, Has anybody done a read with MHD or BB from a BMW Performance Power Kit equipped car? It would be interesting to see which tables BMW change and if there are any changes in undefined areas of the ROM. I'd love to get a copy of one.
    86 replies | 2245 view(s)
  • Torgus's Avatar
    11-04-2015, 04:23 PM Crank is FUCKED: So the fix for this is notch the cross member or stiffer engine mounts right?
    52 replies | 1890 view(s)
  • martial@mhd's Avatar
    11-12-2015, 07:58 AM
    Support for Load per gear per RPM is coming to MHD. The feature will be exposed in both Tuner pro through a new 2D table, and later through a flash option in MHD. Load per gear/rpm can be used to limit precisely the power in the first gears to avoid wheelspin. It can also help tuning down load targets in higher gears as boost tend to pick up 1 more psi per gear. Here is the load per gear / rpm table: Because this is a firmware logic change, a semi-long write is needed (9 or 20min) to install it on first use. Subsequent map update will be short (2 min) as usual. Testing must be performed on the 4 firmwares versions, and ideally the 3 trans type. Especially a 1M (IKM0S) and a IS dct car for INA0S+dct. If you are willing to help testing, please drop me an email. I can produce a test map if needed, the only requirement for testing is owning MHD flasher + monitor licenses. While testing is being done, I will adding a simplified flash option, probably in the form of a "load target limit" for gears 1-6. This way the max load target per rgear can be used with any map.
    56 replies | 1795 view(s)
  • Pure Turbos's Avatar
    11-16-2015, 11:56 PM
    We strapped a customer's car to the dyno today. '08 135i N54 Manual Trans -PURE Stg2 Turbos -BMS Port Injection -BMS JB4 -BMS MHD Back End Flash -Fuel-It Stg3 LPFP -Motiv Twin Disc Clutch -Precision Raceworks Inlets -E85 Fuel More to come from this car, still need to fine tune. Boost is 28 - 30psi
    46 replies | 1536 view(s)
  • Tony@VargasTurboTech's Avatar
    11-06-2015, 07:50 PM
    Got a couple new photos of our new casting N54 bolt on upgrades. This shows our finished manifold sample, which will mate to our new turbine housing. Wait you mean we are not just stuffing oversized wheels, and throwing mismatched TD04 compressor housings on the factory turbos. The answer to that is a resounding no. The factory manifolds, and turbine housing flow level is maxed out with stage 2+ turbos, and TD04L 9 blades. Going with bigger turbine wheels, and or frakenstein compressor sides, is not going to fix that. So to push things forward again, of course we broke the mold, and did it the right way. These will have brand new cast manifolds, brand new cast turbine housings with increased AR, brand new cast factory appearing compressor housings with bigger AR, etc, ALL WHILE RETAINING FACTORY BOLT UP. Yes your AR downpipes will bolt up, your oil, and water lines will bolt up, these will work with existing inlets on the market. Now for the big question, price for a REAL set of plug, and play turbos. All I can tell you is this, they will cost LESS than the frankenjunk mismatched turbos currently being pushed on you. Looks like we will have our samples to test in about a month, yes we will test them ourselves in house, that's what the big boys do... Stay tuned for more information
    37 replies | 1790 view(s)
  • newb335guy's Avatar
    11-01-2015, 04:55 PM
    newb335guy started a thread Super RBs the Stealths in N54
    Putting these in today here is a pic of the Stealths next to an old set of beat up stockers. Huge Freaking difference. Will post some pics of the Old RBs vs the Stealths too for comparison, should have these in by the end of the night.
    38 replies | 2038 view(s)
  • bigdaddyaaron's Avatar
    11-11-2015, 11:22 PM
    bigdaddyaaron started a thread Motor mounts: HALP! in N54
    So with the possible catastrophic failure of one of the accessory belt pulleys due to motor mount flex, Replacement mounts are now at the top of my list. But I need some help deciding: AKG: BFI: Am I missing anything? Pros and cons? I'd rather not go with the IS mount. NVH really isn't a big issue with me,
    46 replies | 1023 view(s)
  • andy_divers's Avatar
    10-27-2015, 05:54 PM
    We found that the popular 5/16" quick connect fitting that most use to tie their port injection kits into the factory fuel system calls for concern. The factory hardline that connects to the HPFP has a crimped rib that quick connect fittings use to retain themselves on the line. We have found that between the plastic retainer clip and the BMW hardline not having a nice 90 degree "lip" to grab that the fitting can come off. I went away from the vibrant fitting and switched to the Earls fitting that seems to do the trick. Never had a problem with the Earls fitting even though it still used a plastic retainer clip. I then switched All AD Engineering Port Injection Kits to a screw-together fitting to assure the fitting remains secure on the line. This was really the only way I could sleep at night, even though the Earls fitting seemed to be the "fix". This was done quite awhile ago, so no need to fear if you have recently purchased a PI kit from us. However, I notice that the "other" PI kits available still use what looks like a vibrant fitting and owners should be aware of this issue. I'm not calling anyone out and it really seems to be on a hardline by hardline or fitting by fitting basis, but for $20 you can have insurance that the fitting will never pop off. All other connections seem to be perfect. The factory nylon hardlines have a nice square lip and no need to worry about those. Again no need to freak out over this as once it clips its in, but just a heads up if yours was problematic during install out you simply want to convert to a more secure method. Any of are customers that still have the plastic type and would be more comfortable using the screw-on fitting we will send you one free of charge. Just let me know. Thanks. Here are a few pics to show the difference:
    37 replies | 1585 view(s)
  • Rob@RBTurbo's Avatar
    11-08-2015, 05:47 PM
    We are excited to introduce 3 new N54 options, an all new pricing structure, along with an amazing introductory special on Turbo Options 1 and 2! Option 1*: RB "Next Gens"- An all new highly potent and fast spooling setup for the ultimate street machine! $3,449- Billet 15T Compressor wheel/RB Bullet nut, TD04 Thrust upgrade, High flow TD04L 11-blade high aero turbine wheel/RB high heat shield, and RB high flow oil drains. Notes: 1) There are no longer any additional core charges, however there is still a $250 refund offer for returned cores. Core refund eligibility is good for up to 60 days post RB product delivery. Core return must be of same model ordered. 2) Inlets are highly recommended for this product (but not required). 3) Product is Bundle 1 or 2 option eligible. 4) All of our wastegate components are replaced with custom upgraded billet high heat stainless steel anti-wear matched materials. 5) All RB Turbo CHRA's are VSR balanced to average .1g levels (sub .2g peak) Option 2*: Super RB "Stealths"- An all new setup utilizing the largest wheel combinations possible in stock frame housings period. All this equates to an extremely powerful setup, very aggressive top end, and the best bang for the octane buck! $3,849- Billet 19T Compressor wheel/RB Bullet nut, TD04 Thrust upgrade, High flow TD04HL 9-blade high aero turbine wheel/RB high heat shield, and RB high flow oil drains. Notes: 1) There are no longer any additional core charges, however there is still a $250 refund offer for returned cores. Core refund eligibility is good for up to 60 days post RB product delivery. Core return must be of same model ordered. 2) Inlets are required for this product. 3) Product is Bundle 1 or 2 option eligible. 4) All of our wastegate components are replaced with custom upgraded billet high heat stainless steel anti-wear matched materials. 5) All RB Turbo CHRA's are VSR balanced to average .1g levels (sub .2g peak) Option 3: Super RB "EVO's"- An all new extremely powerful setup for a very aggressive top end, most power on less octane, all with strong emphasis on compressor efficiency! $4,849- Billet 19T Compressor wheel/RB Bullet nut (in large TD04 compressor covers), TD04 Thrust upgrade, High flow TD04HL 9-blade high aero turbine wheel/RB high heat shield, and RB high flow oil drains. Notes: 1) There are no longer any additional core charges, however there is still a $250 refund offer for returned cores. Core refund eligibility is good for up to 60 days post RB product delivery. Core return can be of any model. 2) Air filter, Silicone High Flow inlets/outlets, and many other extras are included with this product. No additional Inlet systems are required! 3) Product is only Bundle 2 option eligible. 4) Coolant reservoir must be relocated to drivers side to make room for this turbo setup. 5) All of our wastegate components are replaced with custom upgraded billet high heat stainless steel anti-wear matched materials. 6) All RB Turbo CHRA's are VSR balanced to average .1g levels (sub .2g peak) *Forum only introductory special: For a limited time and/or quantity we will throw in a FREE "Bundle option 1" with purchase of Turbo Option 1 or 2 ;) Bundle option 1: $549 RB High Flow inlets (fully equipped) RB N54 Turbo install gasket kit RB PCV Valve RB PCV Valve Screw-On Cap OEM BMW Vent Hose Bundle option 2: $279 RB N54 Turbo install gasket kit RB PCV Valve RB PCV Valve Screw-On Cap OEM BMW Vent Hose Note: The Bundle option costs are only available with purchase of RB Turbos. "Standard" RB Trade-in programs: RB trade-in for Super RB Stealths- Aftermarket inlets are required for this product! $1,749 (if used) or $1,249 (if new) Add Super RB Stealth High Flow Inlets for $300 Add RB High Flow oil drains for $200 RB trade-in for Super RB Evos $2,799 (if used) or $2,299 (if new) Add RB High Flow oil drains for $200
    31 replies | 1924 view(s)
  • bradsm87's Avatar
    11-11-2015, 11:05 PM
    Hi guys, I'm having a tinker with lots of flashing/coding related stuff at the moment because I find it very interesting. I certaintly don't know what I'm doing most of the time. I loaded both a stock transmission 0da file and an Alpina transmission 0da file into WinOLS and most of the data is identical and a hell of a lot of the differences look like maps. I really don't know what I'm doing in WinOLS but I've attached a screenshot of a comparison of stock vs Alpina side by side. The red and green stuff is stuff that's different to the other file. There are a huge amount of of map-looking patterns but most are the same between both files. This should make it easy to first prioritize defining the maps which are different between Alpina and stock because we already know that the Alpina has different shift point and shift firmness in all driving modes. There's been a lot of mention of encryption being the major hold-up for the TCU. Does the TCU encrypt the data as it receives it and writes it to the chips encrypted? If so, why is this a problem if the files being flashed can be modified in unencrypted form, checksummed and flashed to the TCU (even if the TCU itself does encrypt as it goes)? Is there really any encryption happening at all? Why would it not work simply converting these Intel hex files to binaries, modifying as needed, checksumming and converting back to Intel hex and replacing the files that WinKFP uses to flash then flashing with WinKFP? I am so keen to try this. Who has the experience needed to work out this checksum business? martial@mhd - You know you want to!
    37 replies | 1022 view(s)
  • gixercho's Avatar
    11-18-2015, 10:49 PM
    gixercho started a thread Custom Single Turbo in N54
    Hi, I want to share with you the building of my ST kit. The car is 2007 e92 335i AT and to this moment it was FBO with custom Stage1 hybrids. Before three weeks i left the car to my welder and he start to disassemble it. The kit will be with bottom mount tubular manifold something like AD and FFTEC, but with shorter and much equal in lenght runners with Vband flange. First i bought for the car an Owendevelopments ODGT3079HTA Mspec turbo(this is a heavily upgraded Garret GT30, most expensive one i found), but in the last moment i bought another one, bigger Owen ODGT3582HTZ Mspec with the latest in design HTZ wheel 5% more flow the HTA, Tial Vband .82 SS turbine housing. For now only the manifold is ready at 70-80%, but may be tomorrow it will be completed. The other mods on the car are: JB4 G5 ISO with backend Wagner FMIC Forge CP with Forge 50mm BOV Custom dual 2.5 exhaust made by the same person who builds the ST kit Stage 2 LPFP BMS OCC MFactory LSD RB PCV valve and cap Rogue transmission mounts and may be more. The injectors are 10k miles, NGK gapped plugs 1k miles and may be the coils are on 16k miles, ohh and HPFP at 10k with new LPFS. The intake ports and valves are cleaned before 500miles.
    35 replies | 1124 view(s)
  • BMWJunkie's Avatar
    11-14-2015, 08:04 PM
    Set the world record last night for stock turbos and the 335is. Several years in the making with the build and awesome to finally have it come to fruition. I was in Baytown last night at Royal Purple Raceway outside of Houston. Was able to get out there early thanks to working for one of the best and most reputable BMW service and performance shops around, ABR Houston. They understand the importance of getting there early, staying late, and going beyond all expectations! Here is a video of the record run. I raced a Viper, not sure the year. Thankfully after the run the Viper drivers friends came and talked to me. They wanted to know what I had done to the car. One of them thankfully recorded it and was able to email it to me. Thanks John for the video, some people around here require a DNA sample when claiming a world record. Some of you know I worked at the BMW dealer for 9 years before making the jump to the aftermarket. The training and experience I gained over the years and now at ABR helped me get this car to perform the way it does now. The build started the day I drove the 335is off the truck at the dealer. I literally have been the only one to ever work on the car. Build Specs 2013 335is DCT Jb4 G5 ISO with Connect kit N20 Map sensor MHD E85 high load back end flash with timing and fueling tweaks AR 3" catless downpipes MMP Inlets Stage 2 Fuel-IT VRSF 7" FMIC TFT charge pipe and up pipe Tial BOV Delphi Coils with Indexed M4 Plugs AR Design Line Lock kit. Diffs Online custom built M3 Differential. DEFIV Fabrication M3 Lockdown Diff Kit with Aluminum diff bushings. Driveshaft Specialists of Texas custom length M3 driveshaft. M3 DCT transmission output flange M3 Axles M3 Rear subframe, complete with m3 bushings M3 rear control arms, guide arms, toe arms, camber arms and bushings. M3 Shocks M3 Competition Package Springs M3 front and rear sway bars with all associated hardware M3 front strut bar M3 rear chassis stiffening bars. M3 Brakes front and rear M3 Brake booster and brake master cylinder M3 brake lines and brake mounting brackets M3 knuckles M3 wheel bearings M3 front thrust rods and bushings M3 front control arm M3 carbon fiber roof (-50 lbs) Vorsteiner CSL Style carbon fiber trunk Apex ARC-8 17x9 Front 17x9.5 Rear Hoosier DOT Drag radial 2 38 pounds total lost from wheels over stock 313 19” rims and oversized 245/275 Super Sports Rear seat, passenger seat, cargo mat, battery cover removed. for weight savings of about 110lbs Vehicle with driver after record pass weighed 3575. No nitrous, No Meth, No PI E60 Fuel. 1 Gallon of 93 to 3 Gallon of E85 The car Dyno'd at 495/552 at the Eurocharged dyno day last weekend So many people have contributed to this build. Thanks! I am sorry if I miss anyone. @alex@ABRhouston @Terry@BMS @SteveAZ @jyamona@motiv @MM Performance @LostMarine @musc The Wisconsin BMW Nerds! Thanks for putting up with my 3 week play by play track & mod updates. @TT-Tom @djpaulie @turbocripple @Wilford Brimley @GiveEmTheDd Here are all my slips from the past two weeks. Friday Nov 7 Pass Seat out, Back seat in, and heavy stock wheels up front. 1300 DA Sunday Nov 9 Working on the launch at the 1/8 mile. 450 DA Full Weight Friday Nov 13 Pass/Back seats out. Apex wheels up front. -262 DA Terry C ABR
    32 replies | 1073 view(s)
  • Tony@VargasTurboTech's Avatar
    11-21-2015, 07:00 PM
    Its been discussed before, but finally got around to looking at it after the failure. Bought a flood recovery motor from a wrecking yard complete for $1200, they told it was for a core only, could not be run. So of course it was immediately installed and made 700WHP..:) Needless to say it developed a tapping noise not long after that. The next day to be exact, I tried to mess with valve train, and realized it was the bottom end, and not the top end, and continued to drive the car as it ran great. After about a week the noise went away, good ole self machining. Fast forward to the next day, I am on the freeway just cruising along around 70, and all hell breaks loose. Never even bothered to put the car in the air, but finally got around to getting another used motor, so pulled this one, and found a lot of fun stuff. Basically a rod failed on the piston side, exploding the piston through the oil pan, and onto the freeway, this then caused the half broken rod to freewheel 360 degrees, and light sabre everything in its path, including cutting the water pump in half, vacuum pump in half, oil pump, block, you name it, if it was in the way, it was rendered in two..:) The pictures are pretty funny. I'm keeping some of these parts...:dance:
    27 replies | 964 view(s)
  • RSL's Avatar
    11-08-2015, 06:47 PM
    Car was originally IKC0S_IS rom, updated to INA0S. I flashed IJE0S_IS to get by the 1.28 bar ceiling and, for the most part, the map is fine, but when it comes to WOT shifts (on dialed up maps), things are sucking. There are multiple simultaneous issues, but they all seem to stem from the fact that unlike IKC0S or INA0S, requested/actual load during the shift drops on IJE0S instead of increasing. It causes, boost overshoot, throttle closure, huge actual torque drop, timing drop, torque limiter 4, etc. I'm not sure if this is a logic issue on IJE0S or if it's a table I've not messed with on newer roms, so I figured I throw it out there before I waste any more time with something that I maybe can't change. What, if any, map adjustments specifically effect load requested during shifts? Different RPMs and requested/actual loads, but same behaviors on shifts no matter where either are Thanks for any insights...
    44 replies | 807 view(s)
  • sA x sKy's Avatar
    11-15-2015, 03:24 PM
    So two different people told me to make a new thread for this.. so I hope you don't mind Sticky :D So my car was finally fixed today for a timing chain issue (second time..) and we wasted NO TIME whatsoever going to the dyno since street tuning was out of the question b/c of the weather outside. Literally we retimed the engine, put on the carbon fiber brace/strut brace on, turned on the car for 10 seconds.. and said fuck it let's go dyno. With the help of Jesse@PURE and Terry@BMS, I did 5 runs. 640whp, 658 whp, 660 who, 679 whp, and 704 whp! Had I had time for one more run I could have taken the dyno record but I'm content with this for now. We were building boost slowly up first but because the 5th run was the final run of the day, we said fuck it and went straight to an 85 meth additive for the 704! NO CODES. NO DTM. NO LIMP. The car ran amazing those 5 runs. 100% meth with 5 gallons of MS109 Thanks to Petrolwerks for building this awesome machine! And thank you Jesse@PURE, Jason@TPG, Terry@BMS, Mo@ACM, and T0ny32 for all the help along the way. Seriously, this project wouldn't have been possible had it not been for the combined efforts. Atco track rental is on Wednesday to hopefully break another record! I ran a 11.17@126 (maybe 127 I don't remember) with M/T ET Streets II. I have upgraded Driveshaft Shop axles this time so not worried about going full boost on this thing off the line. Objective is a 10.5@XXX. This is the highest whp F8X DCT in the world as of right now, and second highest whp overall. Can't thank Jesse@PURE and Terry@BMS enough for the personal touch for this car.
    38 replies | 553 view(s)
  • R.G.'s Avatar
    10-28-2015, 03:52 AM
    I wrote a long review, tried to attach image and it deleted :angry-banghead:. These replace the AD07s Here is the short and sweet. As quiet as Michelin PSS and better performing then Toyo R888 (discontinued btw). Best part is they are available in 19's. Try them, they shit all over Michelins and you can hear yourself think unlike the R888 19x9 front +25 235/35 19x10 Rear +25 275/30 Large profile tire, with aggressive roll these fit fine with 1 fat chick or 2 skinny Should be stored in above freezing temps
    38 replies | 1195 view(s)
  • Mrpikolo's Avatar
    11-06-2015, 10:24 PM
    Not mine, but a friends turbo. Not OEM turbos, I have never seen the nut back off....
    27 replies | 1184 view(s)
  • Tony@VargasTurboTech's Avatar
    11-15-2015, 03:29 PM
    Hello all, after being contacted over, and over, and over, and over again by people who have been fleeced by RB, and his known defective turbos. The choice has been made to assemble a small class action law suit for people to recover what they have lost in replacing multiple defective units the manufacture was knowingly selling. We will be seeking damages for labor charges, and down time. We have been in touch with other large shops, and tuning companies, who have all lost large amounts of money replacing faulty RB units over the past year. If anyone wants to be added to the suit, drop an email to and we will let you know how to proceed. Thanks!
    21 replies | 1504 view(s)
  • brendanrule's Avatar
    11-16-2015, 07:30 AM
    brendanrule started a thread spec twin question in N54
    Does your engage close to the floor? Should I pull it out and change the hi/ low setting? Mine engages on the floor, I don't like it. It feels like there was air I the lines. I bleed the line near the cdv delete tube after receiving it from being installed. I thought the mechanic didn't bleed it properly but it was. Done 650km of very low load and around town stop and go lots of engaging and disengaging's.
    27 replies | 549 view(s)
  • PLF's Avatar
    11-10-2015, 12:18 PM
    Who did it and what were the results ? Why did you do it, what were the symptoms ? I think a lot of smoking problems might be caused by this.
    22 replies | 761 view(s)
  • AWSAWS's Avatar
    11-13-2015, 10:38 AM
    AWSAWS started a thread DCT downshifts in N54
    I posted this in another well known N54 forum but I want to post it here as well because there are so many very knowledgeable people. I want to ask those of you with DCT transmission experience about something I'm seeing on downshifts. When I am on the highway and traffic has gradually slowed from say 70mph to 50mph (UK speed limits ;)), I get on the throttle and down shift once or twice to 6th or 5th. Most often it'd be 5th at that kind of speed. I notice on my car that it feels like the clutch has disengaged (maybe not fully) for about 1 second. You can have your foot well down on the throttle and nothing much seems to happen. Then all of a sudden I can feel the power come in. Like as if the clutch has re-engaged. The revs quickly rise and you feel added push! It means there is a 1 second lag where not much happens. On the road in certain situations this can feel like a long time. The effect also happens when down shifting in lower gears. 5th to 4th, 5th to 3rd, 4th to 3rd etc. I often notice it when joining the highway on a slip road. Downshift to get up to speed. Nothing, nothing, nothing, still nothing, bam! Takeoff! :) I was wondering if everyone gets the same effect on their car. I may have to reset the transmission adaptations (with INPA I am assuming) and go through the long and annoying drive cycle for the TCU to relearn. I am trying to avoid that if possible as the car is running great otherwise. If this is normal DCT behaviour then I wont reset. So to sum up high throttle in a high gear but at lowish rpms, down shift once or twice with the throttle still down fairly far. Do you feel a lag and then the power kicking back in. I'm running a JB4 G5 iso and back end flash. E92, FBO with Meth injection. Dual cm7 nozzles in (meth:water) 80:20 mix. The JB4 had an option for downshifts on the 335IS where Torque would be reduced after a downshift. That was set with FUB = 5, but I don't think that is set. My JB4 log shows strange behaviour.
    26 replies | 582 view(s)
  • musc's Avatar
    11-08-2015, 01:34 PM
    Hey guys. Just a quick update on the 335is DCT launch control. Credit for this goes to @BMWJunkie who came up with the idea and was the first to test real world. Also thanks to @LMB335is who helped me get my laptop set up for coding. Anyone with the 335i/335is/Z4 DCT knows that the launch control is fixed at 5,000 RPM. This can't be adjusted like the M-DCT cars. Also, the 135i/135is oddly had a 3,500 fixed RPM launch control that could also not be adjusted. The thought was to try and get the 335is working with the 135is DCT flash, thereby giving us a lower LC RPM to try out. BMWJunkie was able to get the latest TCU ZB for the 135is and the 335is. Apparently they are very similar but we know they differ in LC RPMs. He flashed the 135is TCU file to his 335is. That resulted in a LC of 3,500 RPM on the 335is! He did it through his shop but said it should also be possible via WinKFP and INPA/Dcan cable, similar to how you would do an Alpina flash. I followed the Alpina flash instructions and chose the correct ZB for the 135is. Total process took less than 5 minutes. Sure enough it worked and the LC RPM is capped at 3,500. While this isn’t full control it is the first time we have been able to manipulate the LC value on the 335is. While 5,000 may still be best for a sticky track/slicks, 3,500 should be much more tolerable in other situations, especially for guys who may want to try it on street tires, etc. I’ve put about 40 miles or so on the car and the transmission seems to be behaving normal with firm and fast shifts. The Alpina flash process is pretty well documented on various forums/youtube so I wont cover that here. Make sure you have the recent Daten files as this is the newest ZB available. The ZB is found in GS40 (instead of GKE215 with the Alpina). The 135is TCU ZB you will choose is 8606072. This has only been tested on a 335is but I suspect it will work for 335i and Z4 DCT cars as well. Try at your own risk!
    22 replies | 562 view(s)
  • fastgti69's Avatar
    11-09-2015, 04:52 PM
    Just a little video of how it looks and how I feel about it. Hopefully later this week I can get some good data on the dyno with Terry@BMS. Car feels great with it, and I really love it to be honest.
    19 replies | 750 view(s)
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