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  • Sticky's Avatar
    11-13-2017, 05:07 PM
    Not sure what changes DOCRace needed to make for these but looks like they have several in stock and they look quite nice:
    24 replies | 282 view(s)
  • Sticky's Avatar
    11-15-2017, 11:55 AM
    MotorTrend got their hands on these two German hot rods featuring 3.0 liter twin turbo powerplants. The engine design is quite different however with the 911 GTS 9A2B6 featuring an oversquare flat-6 and the M4 S55 featuring an undersquare inline-6 which BoostAddict previously covered in an engine design comparison article. That said on paper these cars match up well. The M4 obviously offers greater value but it is heavier and seats four adults. The 911 does not seat four adults but is roughly 200 pounds lighter and of course more expensive. Power is essentially a wash on paper but we really need to see them both on the dyno to know the truth regarding torque curves, spool, and output. Unlike BMW who just changes software for the output gain, Porsche gives you larger turbos with the GTS. This GTS is rear wheel drive just like the M4 and both have dual clutch transmissions so this is as apples to apples as we are going to get. Ok, let's get to the actual performance comparison! They get the cars out on the Nurburgring and how can you not love that? Well, they ruin the whole thing by not providing laptimes. WTF is the point here guys? You attend a track day, talk about factory laptimes, and provide no actual performance measures. MotorTrend should never be allowed to take cars on the 'Ring again. What happens after the big Nurburgring buildup that ends in a whimper? They go on some damp and foggy mountain road and continue to yammer on about their feelings. Where is the Head 2 Head performance comparison gentlemen? You might as well have grandmothers compare these cars. What a waste of time MotorTrend. Don't call it a Head 2 Head comparison when really it is just story time with Jonny Lieberman and some guy who has an English accent which obviously means he has to know cars. You guys are a joke.
    21 replies | 61 view(s)
  • Sticky's Avatar
    11-13-2017, 02:05 PM
    We are going to see a 10-second tune only F80 M3 or F82 M4 at some point. This is an absolutely incredible result when you factor in the BMW F82 M4 is running only Stage I VF-Engineering S55 Hex tuning software and is on 93 octane pump gas. It is full weight as well and on street tires. Just a realistic result that is repeatable every day. On drag rubber that 1.736 60 foot could come down a bit as the 11.008 @ 126.02 pass is achingly close to breaking into the 10's. Eight thousandths of a second? Maybe all the driver needs to do is go to the bathroom and then try again. This is the quickest software only pass to date. Phenomenal!
    15 replies | 86 view(s)
  • trevorlee02's Avatar
    Yesterday, 05:25 PM
    Hoping not to get beat up in this post...but here it goes... If I buy the boostbox from Motiv then my costs are: Boostbox - $200 Motiv Propiatary tune - $300 with single turbo option selected MHD Flasher - $99 MHD logger - $69 MHD increased boost limit - $49... Grand Total - $717 Or I can get a JB4 with a BEF for $479 Or hell even a Procede for $700 brand new... Granted, I don't endorse the Procede by any means necessary, but just simply looking at it all. Only reason that I even ask this is due to someone contacting me that has a single turbo swap with a boostbox that they purchased when they bought their single turbo kit... I got on their computer and setup the BB App to flash the car. After finding out all of the details of his modifications it was apparent that he didn't want to spend any more money to get the car to work properly. After attempting to flash multiple times and no boost working I finally read on the Motiv website that it requires a 'lite' tune file to allow it to work properly... Without knowing what the changes are or the xdf referencing these changes I was unable to assist him. Therefore I asked him to remove the boostbox and sell it, rehook up his JB4 from prior to the Single Turbo swap, flash the custom JB4 firmware, flash the dme with a backend flash from the BB App and BAM!!! It worked amazingly! I understand this is a business and all, but at least have the decency to allow customers to have options in flashing. Double dipping from having people utilize one flashing platform over another and purchasing your products is sort of a poor attempt to monopolize the market. The main reason I'm attempting to assist the market is so that the community can purchase more upgrades for their vehicles without being "taxed" for each level of upgrade. The BB App works for flashing any of the MSD80/81/85 vehicles just as well as the MHD tool does. Is there any timeframe for when the new xdf's will be released?
    14 replies | 114 view(s)
  • Terry@BMS's Avatar
    11-11-2017, 01:21 PM
    Terry@BMS started a thread BMS Replacement PCV in N54
    Hey guys, Although it's already a saturated market, ACF thought they could improve on the current PCV designs out by starting from scratch with a full CNC design. Compared to current valves out they were able to produce something with a larger valve opening, better fitment, and pretty cool aesthetics. We're happy to offer it as the BMS replacement PCV for $40.
    12 replies | 293 view(s)
  • Motoxr150's Avatar
    11-15-2017, 03:05 PM
    Motoxr150 started a thread N54 Boost problems in N54
    On my 135i ive been having some boost problems and cant seemed to figure it out. I will accelerate and I wont get any boost but when I let off the throttle I get a tiny spike in boost (back pressure) I'm guessing. I'm still fairly new to bmw's. I have checked all my hoses and vanos solenoids. I do throw a code for boost under target. Anyone have any ideas?:angry-banghead::angry-banghead:
    14 replies | 146 view(s)
  • remko3dl's Avatar
    11-11-2017, 07:13 PM
    remko3dl started a thread Intake port question in N54
    This year I got myself a 2011 1M which I have only used for the occasional drive in the summer when the weather was nice. When I bought the 1M it had about 24000 miles on it and now it's about 27000. (covered up in winter storage) A couple of months ago I had the opportunity to use a videoscope from work to check my intake ports. I had the occasional hiccup during idling (hot and cold) and already replaced coils and plugs without big improvements. So I wanted to know how badly my intake ports/valves were clogged. Cylinder 4: Cylinder 5: I personally think the fouling it's not too bad. Can be worse with this milage. But what I found surprising is the totally clean "hole" in the top of the port just before the divider. Is that normal? And how is that possible when almost everything else is black? And what is the purpose of that hole? Unfortunately I didn't have time to look at the other cylinders but I assume they look similar. I also have a video I can post if you like.
    12 replies | 221 view(s)
  • Sticky's Avatar
    Yesterday, 10:53 AM
    Well, holy crap! 8's out of the box? A 250 mph top speed? That is not all. The new Tesla roadster is said to hit 60 in 1.9 seconds and it will hit 100 miles per hour in 4.2 seconds. Those numbers are so mind numbingly fast please excuse us for being skeptical. When will it hit the market? Apparently it is being positioned as a 2020 model year car. The battery capacity is said to be good for 630 miles. Three motors will supply over 7,000 lb-ft of torque. It will start at $200,000 which for the numbers Tesla is quoting is well worth the money. Hell, it's worth double. It is going to be very hard to argue against the new Tesla Roadster if it delivers as advertised. The only downside will likely be the heft.
    11 replies | 38 view(s)
  • DOCRace's Avatar
    11-13-2017, 04:57 PM
    Here is a sneak peak at what we're working on in the shop. We're going to go with v-band housings on this kit. I've been working with Precision Turbo on coming out with new stainless housings that will support well over what we need them for. I'm hoping they will send the first ones to use early next year. I also ditched the E-series ignition for the F-series to give it a proper look.
    10 replies | 104 view(s)
  • Sticky's Avatar
    Yesterday, 01:43 PM
    The next generation BMW F80 M3 and G82 M4 models expected as 2020 model year cars will feature new engine architecture. Well, not exactly new as the S58B38 powerplant will be a tweaked version of the current B58 3.0 liter inline-6 motor we all know and love. A water injection system carries over from the F82 M4 GTS. BimmerBoost would expect enthusiasts to quickly supplement this system with methanol injection or a mix. The reason the B58 will become an S58 is because BMW no longer builds ground-up M motors. A cost cutting move but it is redundant at this point to keep bringing up BMW heavily cutting costs. On the bright side the B58 architecture is a departure from the N54/N55/S55 engine family and hopefully that means we will not see crank hub issues with the new M3 and M4 engine. BMW can not possibly get this wrong for two straight generations, right? As the M3 and M4 are going up in power all wheel drive is expected to be standard. BMW may indeed quote 493 horsepower but this will be closer to an output rating at the wheels than at the crank. If BimmerBoost were to guess, BMW will continue to increase the M3/M4 base model by 70 whp so 490 horsepower at the wheels is pretty much the right range. The problem here is that the car will gain weight. All wheel drive is not going to make the vehicle lighter. Another problem is it likely means the end of a dual clutch transmission. A manual does not look likely either. An automatic all wheel drive M3? Why not just buy an Audi? There is a rumor that there will be a hybrid system. If so, expect weight to balloon further. If not, thank goodness. BMW will likely save face by allowing software to put the vehicle in a rear wheel drive mode just as they do with the F90 M5. The new M3 and M4 models will no doubt kick ass on the dragstrip and easily put their power down off the line. In other words, they will be nothing like what they are supposed to be.
    10 replies | 28 view(s)
  • Sticky's Avatar
    11-12-2017, 10:13 AM
    Great numbers here out of a bolt on F80 M3. What makes the result particularly impressive is that this BMW F80 M3 is on the factory S55 fuel system and the factory turbochargers of course. The tuning is a big factor and this is a custom E85 tune by someone called @carythelabelguy whomever he is. The tune is through the Pro Tuning Freaks Bootmod3 platform. Check out the Dynapack results: That AutoTalent Dynapack from the graphs BimmerBoost has viewed tends to read high compared to a Dynojet. Still, 577.7 wheel horsepower and 562.7 lb-ft of torque at the wheels is nothing to sneeze at. Excellent numbers and a stout M3 for bolt ons and an E85 tune.
    8 replies | 69 view(s)
  • Sticky's Avatar
    11-13-2017, 03:29 PM
    An interesting Huracan comparison against the McLaren 720S here as the two Huracans in the video are actually quite different. The VF-Engineering VF800 supercharged Huracan is a rear wheel drive variant otherwise known as the LP 580-2. The twin turbo Huracan is said to be making roughly 800 horsepower to the wheels. The McLaren 720S is stock. The all wheel drive turbocharged green Huracan is up first. The Huracan hangs in well but the McLaren takes it. The roll races all have the same outcome. They try to run from a stop but it is a big letdown. The 720S jumps and the Huracan lets out. Next up is the RWD Huracan with the VF-Engineering supercharger. The RWD version actually makes more sense for roll racing as it is lighter with lower drivetrain losses. The 720S gets a jump on the RWD Huracan in the first run and pulls. The second run features a more even start but the 720S pulls yet again. Maybe it is time for a bigger Eaton TVS2650 blower? The 720S even stock is just too much for most cars to handle and that includes modified Huracans.
    8 replies | 67 view(s)
  • Sticky's Avatar
    11-16-2017, 02:11 PM
    The new 2019 Corvette ZR1 LT5 motor illustrates the point well that direct fuel injection on its own is not the best choice for a performance car. You will notice an increasing trend of high performance cars coming to the market with dual fuel injection. That means both direct and port fuel injection systems. Why both? Because direct injection quickly becomes a liability. The technology spread due to efficiency benefits not because it was better for performance. Want to disagree? Tell it to McLaren who for some reason opted not to equip the McLaren 720S M840T V8 which is absolutely vaporizing all challengers with direct fuel injection. The issue is not only do you need strong pumps capable of huge pressure the injection window shortens with RPM. That makes it a challenge to provide enough fuel at higher rpm ranges. This is exacerbated as power as added. Let's assume for a moment you buy a Ferrari 458 which has a direct injected motor that revs to 9k rpm. You might be saying, what is the problem? Well, try running ethanol through the motor. As ethanol contains less energy than gasoline while at the same time offering higher octane and cooling benefits you need to flow more of it through your fuel system. The direct injection system quickly taps out. It only gets worse if you add power. Port fuel injection does not have the same injection window or pressure issues. This is probably why McLaren does not use it on its 8000-8500 rpm motors. This is probably why Ford does not use it on the 8200 rpm GT350 Voodoo V8. This is probably why BMW M did not equip the S65 V8 or S85 V10 8250+ rpm screamers with direct injection. Manufacturers building performance engines today with direct injection are increasingly offering dual injection systems with port fuel injection. Why? To alleviate stress on the direct injection system and offer fueling headroom say with modern ethanol blends. It also reduces carbon deposits. There are pluses and minuses to both approaches. Direct injection allows motors to run at higher compression before detonation on pump fuels. This obviously provides a power and efficiency benefit. The cooling effect of direct injection is due to fuel droplets going through a phase change from liquid to gas and becoming an ignitable vapor that can be mixed with air and detonated by the spark plug. Heat is absorbed during this change providing a cooling effect which will allow a direct injection motor to run leaner. Again, this provides an efficiency benefit when it comes to fuel use. Port injection allows air flowing through the intake manifold to cool before reaching the combustion chamber while direct injection provides its cooling benefit in the chamber itself. Port injection also does not require the high injection pressure and it does not have the limited injection window which means it is easier to flow far more fuel. You can see how combining these two technologies provides the benefits of both and minimizes the downsides. Just look at the performance motors that recently entered the market with dual fuel systems: Chevrolet LT5 Audi 2.5 TFSI Audi/Lamborghini 5.2 V10 Bentley W12 Ford 3.5 Ecoboost There are other motors with dual injection not listed there but you get the idea and more are on the way. It is interesting to note that many enthusiasts on the various BoostAddict sites with direct injected motors who add power look into adding supplemental port injection systems. It is ironic that getting away from port injection quickly leads them right back to port injection once they start to add power and run ethanol. Factory dual-injection tends to provide the best of both worlds.
    7 replies | 39 view(s)
  • Sticky's Avatar
    11-11-2017, 02:14 PM
    Sprchng you work here? How come nobody told me about this place? Right in my area. I'll likely be using them at some point.
    8 replies | 98 view(s)
  • Sticky's Avatar
    11-16-2017, 11:38 AM
    At this point it is difficult to deny that the N63/S63 engine architecture is the best from a tuning perspective in the BMW turbo era. The various N54, N55, and S55 I6's may be more plentiful but they simply are not as stout stock or modified. The S63TU will make about 500 whp in stock form on a standard F10 M5 depending on your dyno and the weather. BMW sandbagged the hell out of the motor like they do with most of their M motors theses days. So it's stout stock but how do you add 300+ whp to it? Like this: - Pure Turbos Stage 2 turbocharger - DCT clutch upgrade - Tuning - Catless downpipes and an exhaust Here's the proof: This is an example tuned by HC Performance through the PTF Bootmod3 system. The engine remains stock internally. Horsepower is boosted by 300 at the wheels and torque goes up from 484 lb-ft at the wheels to 854 lb-ft at the wheels. Pushing the motor further on the factory rods is not recommended but if you want more there are people going well past 1000+ horsepower with built motor examples. This basic engine design is going to be with us for a while through the F90 M5 and beyond. That is a good thing. It would be even better if BMW put the motor in a chassis that didn't weigh 4300+ pounds.
    7 replies | 44 view(s)
  • Sticky's Avatar
    11-12-2017, 05:32 AM
    Poorly. Very, very, very poorly. This F80 M3 should be familiar to most BimmerBoost readers as it belongs to @Peter @ Pure/PTF and you recently saw it spank a Ferrari 488 GTB. The car is tuned through the PTF Bootmod3 system and runs a JB4 stack. Fuel-It! upgrades provide the fueling necessary to feed the S55 motor with Pure Turbos Stage 2 S55 turbochargers. The result is an F80 M3 that has no trouble whatsoever with a stock F10 M5. The M5 owner asked for this run to see how he stacks up. Well, after this result he should be getting a tune any day now if not upgraded turbochargers.
    6 replies | 35 view(s)
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