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  • Tony@VargasTurboTech's Avatar
    Yesterday, 09:54 AM
    So everyone is always saying you can't compare dyno graphs because of variables, etc, etc, etc. How about this for a comparison. Same Day, Same Dyno, Same tuner, same fuel, two N54's. One car VTT GC, the other X brand Single kit with a 6465BB Twin Scroll single. The Single is running 1 degree more timing up top, boost is almost identical between the two. Both running what AZ passes for E85 which is about E54. 1000 RPM better spool, more power throughout the entire rev band, and the same power up top... Which power curve would you choose, VTT GC's FTMFW? :D
    88 replies | 2985 view(s)
  • Sticky's Avatar
    03-23-2017, 10:21 PM
    This is going to be ready to go in about a week but the video posted claims 'DCT like' shifting. Based on what though? Because they think it shifts faster? There is literally no measurement of any kind provided to corroborate that and it just seems to be hype: Ok, so the shifts are firmed up a bit (nowhere near a DCT from that vid) but what else? Where is the full control? Programmable shift points and so forth? You can see at the end of the video the car revving out slightly higher. What's the big deal here?
    18 replies | 3397 view(s)
  • Sticky's Avatar
    03-24-2017, 03:16 AM
    A recent article about a Mustang dyno run for the Alfa Romeo Giulia Quadrifoglio exposed a large flaw in traditional dyno thinking. On this website most readers know that you can not just grab a graph from one type of dyno and compare it to another dyno and expect the numbers to be uniform. Unfortunately, the average person does not understand this which is what led to someone putting out an article stating the Giulia Quadrifoglio is not making its stated output which sets understanding of dyno runs back instead of helping educate. Let's start with the idea that cars suffer from 15% drivetrain losses. Where did this idea start? Why is it 15%? It originated with the Dynojet and became a rule of thumb on automotive forums for manual transmission cars. The percentage changes based on if the car is automatic (20%) or even all wheel drive and automatic (25%). The problem here is that while the conversion factor works well to extrapolate crank horsepower from peak Dynojet figures at the wheels that is not the way drivetrain losses work. First of all, losses are not static. There is no one set figure for losses. What does this mean? It means that your losses in 5th gear at 8000 rpm will be different from 2nd gear at 2000 rpm. The loss figure will change based on rpm, load, and even what accessories are running. Stating all manual cars suffer from a single set figure is flawed for this reason. Not to mention that figure only works on the Dynojet which is inertia based. BMW M cars used to follow the number exactly back when they were naturally aspirated: E46 M3 S54 Displacement: 3.2 liter Horsepower: 343 Torque: 269 lb-ft Wheel Horsepower: 280 Wheel Torque: 235 E92 M4 S65 Displacement: 4.0 liter Horsepower: 414 Torque: 300 lb-ft Wheel Horsepower: 350 Wheel Torque: 254 lb-ft 85% of 414 horsepower is 351.9. Notice the E92 M3 is almost exactly at 15%. DCT models would actually dyno slightly less than manual examples due to the wet clutch dual clutch having higher losses. For the E46 M3 85% of 333 horsepower is 283.05. Again, the E46 M3 is almost perfectly at 15% losses on the Dynojet. It's almost scary how consistently close BMW was to this figure. Now, in comes the turbo era. Let's see what happens when we get to the F80 M3. F80 M3 S55 Horsepower: 425 Torque: 406 lb-ft Wheel horsepower: 427 Wheel torque: 429 How is the S55 engine producing more horsepower at the wheels than it is rated at the crank by BMW? Does the F80 M3 have a magical transmission with negative losses that somehow adds power? Of course not. The DCT transmission in the F80 M3 works the same way as the DCT transmission in the E92 M3. What happened was the 15% Dynojet loss rule went out the window when the turbo power war started. BMW is able to claim a lower number to not push an output war on paper yet delivers far more where it matters, to the tires. The drivetrain losses are still about the same for the transmission and rear wheel drive layout as the previous generation despite it no longer lining up with the crank horsepower figure which is practically meaningless. How does this all look on a Mustang load bearing or eddy current variant? Well, very different. While the Dynojet is spinning a drum of a set weight and calculating the result based on how quickly that weight is spun the Mustang dyno creates load. Why is this important? Because it simulates real world conditions which is great for tuning. A tuner can provide all kinds of different scenarios. The spool on the Mustang for a turbo motor will look different than on a Dynojet. Often time real world spool is much quicker than what is shown on a Dynojet graph due to load which generates exhaust gases more quickly for the turbochargers. Note: Dynojet operators can optionally eddy current load control as well which muddies comparisons further. The other day BimmerBoost posted an article on VF-Engineering's F87 M2 ECU flash software and provided Dynojet runs. Let's take a look at the same M2 running the same Stage I software on a Mustang: Now the Dynojet: 269 rear wheel horsepower for the Mustang and 331 rear wheel horsepower for the Dynojet on the baseline figure. That is a difference of 62 horsepower at the wheels or 18.7 %. If you take that 18.7% difference and apply it to the tuned run on the Mustang which shows 287 to the wheels you get 354 horsepower. Almost exactly what the Dynojet tuned run shows. This is not an exact science as you can see. However, if you were to dyno cars all day on the Dynojet and on this Mustang you would see the runs follow very closely to the ~18% difference between the two. So is that it? Just convert Mustang runs by 18.7% to get a Dynojet number? No. Things actually get very muddied due to the games tuners play. Here is an example. The new Porsche 991.2 Carrera S on a Dynojet: 380 horsepower to the wheels. Now here is a 991.2 Carrera S on a Mustang from AWE-Tuning: Why does the Mustang dyno show more power now? Because it is being corrected to read higher. People do not like low numbers and high numbers are better for marketing. BoostAddict asked AWE-Tuning what their correction factor is but they would not share it with us. You can see it is reading VERY high and higher than a Dynojet though. In this instance it is better to focus on the delta which you will often hear tuners say. That means the difference between the two runs as comparing the peak figures to other runs on other dynos is pointless due to the unknown correction factor. Good for marketing, bad for those who want relevant figures to compare with. It can also be very bad for consumers. Why is that you ask? Because some people will dyno without a correction factor and then change the correction factor to show larger gains. A good example of someone who plays with the numbers is Vivid Racing: They claim 407 wheel horsepower for an exhaust and canned tune on a Mustang dyno for the E92 M3. Anyone who has an E92 M3 (like me) and has had these modifications and dyno'd the car knows this is impossible. It looks good for someone who doesn't know that though and wants to buy parts thinking they make a ton of power, right? Always keep in mind when you see figures from a company or tuner you should question them. Independent runs are the best to go by as the person usually isn't trying to sell you anything but just share their results. Also remember the Mustang can be configured like most dynamometers to read whatever the operator wants it to read. If vendors and tuners did not play with dyno runs for sales we would have a great resource to work with for comparisons and so forth. You can not trust all tuners to do so. Fortunately, VF-Engineering has no dog in the fight and provided us with a variety of runs showing the difference between their Mustang and their Dynojet. Yes, they have both. That is the proper way to do it. One dyno for tuning and one for marketing. Rather than correcting figures with whatever percentage generates the most sales they show the uncorrected runs on both machines so people can learn from and reference the pulls. BMW 335i (N55) Stage TWO Dynojet: Mustang: An 18.2% difference between the peak horsepower on the tuned figures. There will be variance from run to run, day to day, fuel to fuel, gear to gear, etc. Ultimately, remember, while dyno runs can tell you a lot about a motor or modifications they can also mislead people. Even worse, people can read them incorrectly and spread misinformation or manipulate them to sell parts. A dyno is just one, albeit important, piece of the performance puzzle.
    18 replies | 1613 view(s)
  • Sticky's Avatar
    Yesterday, 04:11 AM
    CARB (California Air Resources Board) is doing its darndest to ruin performance cars for everyone. What is the problem? CARB is adopting standards for 2025 that automakers believe are far too strict. Why is this a problem? First of all, automakers already stated they simply can not meet the previously proposed standards. Secondly, the rest of the states in the union would be forced to acknowledge CARB's decision. That means even if you do not live in California CARB would still be able to push your state around. Imagine for a moment a new car coming out with a lot of horsepower that is very efficient and meets EPA standards but does not meet CARB standards. Effectively, there would be two sets of emission standards in the USA but the CARB standards could force that automaker to abandon selling the car in the United States or even worse not bother producing it. Want to know what is truly troubling? Arizona, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Pennsylvania, Rhode Island, Vermont, Washington, and the District of Columbia all decided to agree to CARB's standards. That means many of you are not exempt from California's eco-nazis even if you do not live in California. CARB gets away with setting federal standards as it pre-dates the EPA and a waiver under the Federal Clean Air Act means their emission standards must be recognized by other states. What will happen? Who knows. The Trump administration froze EPA grants to CARB hitting them where it hurts. The Trump administration also cut funding to the EPA. The Obama administration on their way out rushed approval of new EPA standards that align with CARB prior to Trump taking office. CARB blames the automakers: The White House believes California is going too far: As you can see, this is all pretty messy and will involve a lot of lawyers on taxpayer dime to sort out. The best case scenario is that CARB's waiver is revoked effectively neutralizing their power. The worst case scenario is two standards floating around which carmakers simply decide not to even bother with and stop producing performance cars altogether for the US market. Thanks a lot California.
    24 replies | 259 view(s)
  • TwistedTuning's Avatar
    03-24-2017, 10:49 PM
    Twisted Tuning's N54 Direct port Meth Injection Conversion Kit is an affordable and most durable option on the market for your N54 (N55 coming soon) for those enthusiasts that already have a meth injection system (whether in the chargepipe or Throttle body) and want to convert their system over to the PROVEN best method of secondary fluid injection. Link To Purchase: Made from CNC 6061 T6 Aluminum stock machined to spec with tight tolerances. Kit Includes: -Direct Port Plate -Lengthened mounting Studs and associated hardware -Gaskets -Tapped for 1/8th NPT Meth nozzles -6 Hypersonic Meth Nozzles w/holders and checkvalves -Fluid Distribution Block (main meth feed line connects to this to disperse fluid flow to 6 ports) -10 feet of 1/4" nylon hose -Anti-Siphon Solenoid Upgrade -Nine 1/4" push-lock fittings ***For other than 1/8th NPT port tapping please inquire ahead of time by emailing us at: so that we can discuss and try to accommodate your needs*** Direct Port injection is the best way for secondary injection of any fuel. Whether you are using the injection for cooling or for supplemental fueling to the Factory DI system. Direct port injection alleviates the worry for fluid distribution issues well known to the N54. **Nozzle mounting is located on the bottom side of the plate when mounted** **Plate is 25mm in thickness with thick runner bridges which prevents any warping from heat cycling and to promote a constant sealing surface to reduce chances of leaks**
    15 replies | 994 view(s)
  • Sticky's Avatar
    03-22-2017, 09:46 PM
    Great news for BMW F87 M2 owners looking for quite a bit more power and torque out of their M2. The chassis of the car is capable of handling much more power than BMW gives it but we all know it can not be allowed to encroach on the mighty M3/M4. Well, in comes VF-Engineering to the rescue with Stage I and II Hex Tuning software. Let's start with taking a look at Stage I on a Dynojet in STD and uncorrected plots: You see a big torque gain before 3000 rpm and gains throughout the curve which level off toward redline. The N55B30T0 is not exactly a classic M top end design but it sees over 400 lb-ft of torque at the wheels with just the Stage I tune. Now let's look at Stage II: The Stage II software picks up 52 peak wheel horsepower but the torque gain is a massive 78 lb-ft at the wheels. The peak torque figure is an incredible 442 lb-ft on the Dynojet. That is something you are going to feel. I can say that with certainty as I went for a ride in VF-Engineering's Hex Tuned M2 and it is very stout down low. It pushes you into your seat right away. Does it pull like a freight train up top? No, but that is the nature of the N55B30T0 engine. The software complements the factory curve and just gives you more of everything including more power in the upper rev range where it is desperately needed. The software is not just about power and torque gains but offers additional features such as a limiter delete, throttle overrun (exhaust burble), start up roar, and an increased power level on the Sport Display. It all felt very OEM and worked perfectly. You wouldn't want a stock M2 after trying it out, let's put it that way.
    20 replies | 275 view(s)
  • Sticky's Avatar
    03-23-2017, 10:15 PM
    We have several guys overseas so this might help them. I don't know this company or have any result to share but it may be worth looking into: Says a Stage 3 TDO4 option is in development as well.
    8 replies | 1101 view(s)
  • Sticky's Avatar
    03-25-2017, 10:41 PM
    BoostAddict member @The Ghost took his C6 Z06 to TX2K17 and had a bit of fun. His Z06 has upgraded heads, an aftermarket cam, intake, and is tuned on E85 ethanol. The car is in the ~600 whp range and definitely is making efficient use of its power. The first video has the Z06 run a single turbo N54 said to have a GT35R turbocharger. The Z06 dispatches it rather easily. Up next is another Z06 with a cam and bolt ons plus a 150 shot. Surprisingly, this Z06 has trouble until the bottle pressure is up at which point there is a good run between the two. This nitrous setup needs to be dialed in a bit better. A bolt on ZL1 LSA tries its luck next. The driver is either asleep or that car is a waste of gas. The second video below has more runs. First up is a second generation CTS-V LSA with bolt ons on E85. Not much of a race. Next up is a Honda S2000 with a Precision 6766 turbocharger. This is a light package that should be strong on the highway. It isn't. Another 335i joins in and possibly is single turbo. If so, it's time for a bigger turbo or a better setup. A GT350 Mustang tries its luck next. Suffice it say, time for boost. The final run is a ZL1 LSA with bolt ons and it holds off the Z06 when given the hit. A follow up run has the Z06 pull pretty easily. Overall, this is a very stout C6 Z06 for the mods stated.
    10 replies | 693 view(s)
  • mj6234's Avatar
    03-25-2017, 08:34 PM
    mj6234 started a thread 29D1 - Cyl 5 Misfire in N54
    K, started getting this. Here is what I have done so far. New index 12 injectors 1500mi ago (coded as well). Car ran fine after install. until recently. New coils (all cylinders) New plugs Walnut blast 1500mi ago. Still getting this code. If I floor it in 3rd gear from 2000, the car misfires, struggles and eventually throws 29D1. Attached is a log. I see bank 2 is very rich, which I guess could be because of the misfire. I have no idea what it could possibly be. Bank 2 primary O2 sensor dying? Car idles fine. Cruise is fine. WOT seems better (i.e. smooth) after 3000 rpm. I haven't tried resetting adaptions and didnt reset them after I changed the injectors.
    7 replies | 1161 view(s)
  • camberadam's Avatar
    03-23-2017, 10:45 PM
    camberadam started a thread WTF gas tank?! in N54
    After beating my head against a wall for 3 hours trying to get the top hat notch to line up, I think I discovered a factory Friday flaw... All pics online show the notch @ approx 1-2 oclock. Notice mine is more in the 10-11 range. I THINK this is what was causing all my issues (none of the internal plumbing fit). Makes sense if the pump is clocked almost 90* out... The "notch ring" appears to be separate from the tank itself (notches/tabs molded into tank 90*). I tried prying up on it a little to reclock it, but stopped before disaster. looking at diagrams, I can't buy it. And as far as the top hat that came off the car, it does look like the area above the notch has been rubbed harder by the retaining ring. This makes me think they just cranked down on the retainer ring a little harder. 1. Am I correct or just need sleep? If I decide to trim the top hat & make it work (I REALLY don't want to drop the tank to try & separate the ring from tank) I need to know how to orient the pump. 2. Are the 2 hoses in the top hat parallel to centerline of car (that makes the float arm run almost perfect L & R)? Or off slightly?
    6 replies | 1036 view(s)
  • bigdnno98's Avatar
    7 replies | 601 view(s)
  • Ddogrocksolid's Avatar
    03-24-2017, 09:18 PM
    Ddogrocksolid started a thread Secondary o2 help in N54
    Hey guys, im trying to pass an obd2 etest allowing 1 monitor not to be ready, i do not have my secondary o2s in my exhaust but i do have them connected. I have my dp fix in and everything flashed back to stock. I am getting a secondary o2s swapped code. Do i need to have them in my exhaust or should i try to swap the o2s and see if everything works? Does anyone have experience on this?
    6 replies | 577 view(s)
  • bigdnno98's Avatar
    03-22-2017, 04:41 PM
    bigdnno98 started a thread E90,E91,E92,E93: E92 tow hook front plate holder in 3 Series and M3
    Well I need to put a front plate on my car, here in Italy. I know BMS has one that screws into the tow hook, but I don't know if it'll get here in time. Does anyone know if BMW has one that screws into the tow hook? That way I can grab one at the dealer here? I'd call, but I doubt anyone will speak English there.
    5 replies | 549 view(s)
  • ms335i's Avatar
    03-26-2017, 06:03 PM
    I am helping a buddy sell his Vargas Stage 1+ turbos. The turbos have the Billet upgrade and the Thrust upgrade. ONLY 1500 MILES on them. The car was totaled recently and he is parting out all the performance stuff. I actually bought his lpfp. Pm with any questions and offers. Thank You
    2 replies | 671 view(s)
  • Sticky's Avatar
    03-27-2017, 03:08 AM
    PTF (Pro Tuning Freaks) Bootmod3 software is getting quite a bit of attention and deservedly so. It fills an important void with newer turbo BMW's offering features and remote tuning that were not previously possible through a flash tune. This F26 M40i has the Stage 2 PTF N55B30T0 software which is modified slightly. The full mod list is below the video but let's look at how the car does against some stout BMW rivals. A ZCP or Competition Package F80 M3 is up first. Keep in mind, the M3 is much lighter sending power to the rear wheels. The X4 actually wins from a roll! BimmerBoost would have bet money the M3 would pull up top. This M3 does look like a manual example however and the driver may need to work on rowing those gears. Next up is the Active-8 tuned 335 GT but the camera angle makes it tough to see how the car does. What is clear is that the X4 M40i pulls it. You also get a three way between the 335 GT and a JB4 tuned F15 X5 xDrive35i. Against the X4 M40i pulls. The X5 and the X4 square off for a final run but the X4 easily pulls again. Who knew an X4 M40i could be this quick? X4 M40i (N55 engine) 18,xxx miles with the following mods - ECU unlocked for BM3 by EnzoRacing / - Bootmod3 STG2 OTS Map (Slightly Tweaked) by ProTuningFreaks (First X4 M40i Tuned in the World and Flash that works) -CTS Turbo FMIC installed/tweaked by AIMPerformanceNJ @ AiMPerformanceNJ Custom Catless DP Versus - F80 ZCP Stock 30 roll - F30 335 GT w. downpipes & ActiveAutowerke active-8 piggyback on map7 - F15 X5 35i w. downpipes, dmetuning bef/jb4 map2 & 2gals of E85
    3 replies | 419 view(s)
  • Eracer76's Avatar
    03-24-2017, 04:56 PM
    Eracer76 started a thread For Sale: OEM BMW N54 turbos for sale in Buy/Sell - Parts
    OEM BMW turbos for the N54 engine. They have 57k miles on them. Still in good working condition with no leaks, no smoking or shaft play. They were only removed because I'm upgrading to bigger turbos. $375 shipped in the 48 states
    1 replies | 595 view(s)
  • Ddogrocksolid's Avatar
    03-26-2017, 04:46 PM
    Hey guys im having an issue getting my monitors to be ready for an obd 2 scan, i see theres a way on tuner pro to get them to be ready. Can anyone help me please?
    2 replies | 446 view(s)
  • AdminTeam's Avatar
    03-25-2017, 05:46 AM
    Willis, we appreciate you taking the time to join.
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    03-24-2017, 11:34 PM
    Hey Hardright: :text-welcomewave:
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    03-26-2017, 12:23 AM
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    03-26-2017, 08:50 AM
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    03-24-2017, 04:43 PM
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  • Anytyme's Avatar
    03-23-2017, 02:38 PM
    Anytyme started a thread For Sale: Fuelit FPR & Return Lines in Buy/Sell - Parts
    Brand new in plastic never opened, Fuelit FPR and Return line. $320 plus shipping Retail Cost $400 plus shipping.
    1 replies | 351 view(s)
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    03-22-2017, 05:44 PM
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