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  • AdminTeam's Avatar
    Today, 01:44 AM
    Welcome to a real enthusiast forum MAG2012.
    0 replies | 90 view(s)
  • Aaron's Avatar
    Today, 01:23 AM
    Aaron replied to a thread Possible Custom Catchcan in N54
    Tell us again about your magic intercoolers? You know, the ones that you yourself said defy the laws of physics? Here's what I'll contribute, being as I'm actually doing this right now. No, I' not just using a hose clamp to clamp a filter to the valve cover. That's ghetto as fuck, bad for the environment, fucking illegal, and makes the car smell like shit nearly all the time. Doesn't surprise me that that's what your car has. I tapped/plugged the 6 cylinder head passages already. Then picked up a pair of AD Engineering pieces for both the breather port and the PCV port from the valve cover. I would eventually like to port another breather line to the front of the valve cover, but for now I don't want to remove the valve cover again to do so, and my PCV needs aren't quite as some as I'm on stock turbos. I'll do that next time it starts leaking (Which hopefully won't be a problem with a proper PCV system). The PCV block-off adapter will be drilled out to a -10 AN diameter, and the fitting is adapted to -10 AN right off the fitting. Run both -10 AN lines (And a 3rd eventually) to a custom fabricated catch can. Mine is 5" diameter by 8" tall, so plenty of OCC volume (And I actually have room for 10" tall, but I'll keep it at 8 to make the draining easier). The -10 AN lines go in about 1/2 of the way up the can, slightly higher, maybe the 5" mark. Both enter at an angle to the side of the can, with the same angle on all 2 (3) of these lines. I then have two perforated plates inside the can to help promote oil/air separation sitting right above the 2 (3) inlets. Then toward the top of the can I've got a single -12 AN outlet, at an opposite angle than the inlets. This -12 AN runs to an external (Secondary) mechanical vacuum pump. At the bottom of the can is a drain so I can just attach a hose to automatically drain it. I'd love to plumb this right back into the oil pan, but that's just another place for an oil leak, and I'd need check valves there (Which I don't like). I'll get pictures of eventually, but apparently work blocked Photobucket all of the sudden. Word to the wise, the AD Eng PCV adapter is flawed, the flange at the end is not -8 AN, the angle is much steeper than the dictated 37 degrees. It is improperly cut from the factory. He leaves enough room that it can probably be turned on a lathe down to the 37 degrees, but that shouldn't need to be done, and for sure wouldn't cut it for a true pressure system (Like fuel).
    35 replies | 1889 view(s)
  • R.G.'s Avatar
    Today, 01:23 AM
    R.G. replied to a thread Possible Custom Catchcan in N54
    Can't a simple check valve plus filter be tapped in to the oil cap? Seems like a simple high load solution. You seem them on boosted LS motors all the time Here's a VAG one with it built in
    35 replies | 1889 view(s)
  • Tony@VargasTurboTech's Avatar
    Today, 12:57 AM
    Lol, literally just laughed out loud. We truly value your opinion, thank you for sharing it, the platform learns a lot from all your contributions.
    35 replies | 1889 view(s)
  • AdminTeam's Avatar
    Today, 12:51 AM
    Welcome Elvin_MB, take a look around, I think you will like what you see.
    0 replies | 104 view(s)
  • Aaron's Avatar
    Today, 12:35 AM
    Aaron replied to a thread Possible Custom Catchcan in N54
    Your opinion on technical matters has proven itself, time and time again, to mean very little. You're knowledge of the engineering and physics behind even the simplest of internal combustion concepts is poor, to say the least. Even under boost, your intake side won't show very much vacuum. The amount of catch cans is irrelevant, the size and designs of the cans are far more telling as to how efficiently they operate. And by the photos I've seen, I haven't seen a truly well-designed catch can setup here yet. How do you know how much pressure the breather is venting? The stock setup is actually quite effective, and a well-designed system (At stock tunes of course).
    35 replies | 1889 view(s)
  • Sticky's Avatar
    Yesterday, 11:33 PM
    The 911 GT3 RS is lighter than the Cadillac CTS-V by about a thousand pounds. That is significant. However, it has much less power and much less torque. The GT3 RS should win this race but not in the fashion portrayed in the video. The exaggerated difference makes it looks like the GT3 RS traps 20 miles per hour higher than the Caddy. The way the race should look is the CTS-V's torque advantage keeps it with the GT3 RS at the start as the GT3 RS slowly edges it out and pulls gear by gear. Let's get real here, the CTS-V traps just over 121 miles per hour in the 1/4 mile and makes 580 lb-ft of torque to the wheels from a positive displacement blower. It has a mountain of torque early in the rev range. The GT3 RS is maybe a 127 car on a real strip and not in a magazine test. This race should not look like this and it's another example of Gustav muddying the waters for views.
    3 replies | 39 view(s)
  • Sticky's Avatar
    Yesterday, 11:25 PM
    I can get behind that.
    601 replies | 251307 view(s)
  • ///MPOSTER's Avatar
    Yesterday, 11:16 PM
    601 replies | 251307 view(s)
  • The Convert's Avatar
    Yesterday, 07:25 PM
    Cast aluminum is not weak in compression, and the subframe is formed aluminum sheet which creates a lot of strength and rigidity over a flat sheet. You should know this...I know you know this. My point is simply, if your mount fails, for whatever reason, the engine will drop. If ANY of the other mounts fail, it won't. If a solid mount fails, the engine will hop up and down on the mount because the bolt stretched and snapped. If it's an OEM style mount, the damping material wore out and the engine will just sag a little and rock excessively. Yours has the worste outcome IF a failure occurs. That is all I am saying. I never said your mounts will fail. See above response. IKR!
    22 replies | 2339 view(s)
  • hydra's Avatar
    Yesterday, 07:12 PM
    Don't want to go too far off topic, but I have also 6MT swapped my car, back when my car was almost bone stock, and believe me it was well worth the money. IMO the stock 6AT is simply unbearable if you enjoy high-performance driving
    49 replies | 1749 view(s)
  • The Convert's Avatar
    Yesterday, 07:10 PM
    The Convert replied to a thread Possible Custom Catchcan in N54
    35 replies | 1889 view(s)
  • Anders84's Avatar
    Yesterday, 06:54 PM
    Thank you small steps but some progress :) Yes love the forgivness in e85, been pushin 1000rwhp+ in the supra for years with e85 directly from the local pump. Okej played abit with the throttle closure sensitivity/aggressiveness in this log so there is some closure but just for testing, but wanted to show a log with a shift between 4th-5th with better afrs. Ignore first part of log forgot to turn off traction control :). Will rescale fuel trims soon.
    14 replies | 1022 view(s)
  • Sticky's Avatar
    Yesterday, 06:25 PM
    Thanks, received and replied.
    19 replies | 1295 view(s)
  • Sticky's Avatar
    Yesterday, 06:22 PM
    Sticky replied to a thread NEW: FUEL-IT! S55 LPFP UPGRADE in S55
    As you already know Fuel-It! has a variety of direct injection fuel system upgrades for the N54. They are expanding to other BMW motors and the direct fuel injected S55 engine under the hood of the F80 M3 and F82 M4 is getting their attention with an LPFP upgrade. LPFP of course stands for Low Pressure Fuel Pump. What this means is you can run 100% E85 ethanol (which taxes the factory fuel system) up to around 700 horsepower in conjunction with their other upgrades. More details are below from @Dave@Fuel-It!. The first batch of the product is already spoken for and not yet listed with pricing on their website. Hey guys, We wanted to share somthing that we've been working EXTREMELY hard on. The new, Fuel-It! S55 LPFP upgrade. A few things to highlight: - This is the first & only 100% e85 compatible LPFP - Supports 700+ Horsepower on e85 - NO modification to the stock wiring harness - NO DME errors - NO permanent modification needed, this can be returned to stock at anytime - Retains factory control of the primary pump - This must be used in conjunction with our PI + Return kit *Our first round of LPFPs are spoken for, but we will have another dozen or so available & on our website shortly* Thanks again for the support
    1 replies | 196 view(s)
  • mca312's Avatar
    Yesterday, 05:55 PM
    I just PMed you as well. Always willing to help out
    19 replies | 1295 view(s)
  • ///MPOSTER's Avatar
    Yesterday, 05:15 PM
    Does the Motiv 900 make 900HP? No, but I think they are capable of it . Probably the alpha 7 is measured off of crank instead of wheel. I don't know, but I will assume until I do more reading .
    5 replies | 945 view(s)
  • Sticky's Avatar
    Yesterday, 05:06 PM
    The weight of the 6th generation Camaro has dropped compared to the 5th generation. It is not exactly a light car and in ZL1 trim hits 3926 pounds (with 54/46 front to back weight distribution) but the manual transmission Camaro SS comes in at 3589 pounds. This is an independent weight test and it shows almost 50/50 weight distribution. Not having a blower or all the additional cooling necessary sure makes a large difference in overall weight and the weight on the nose of the car. Now compare this to the 2015 Mustang GT 6-Speed: 3718 pounds. An advantage for the Camaro at least as far as SS vs. GT is concerned. It will be interesting to see how the upcoming GT500 stacks up against the ZL1.
    3 replies | 67 view(s)
  • nyt's Avatar
    19 replies | 1295 view(s)
  • bradsm87's Avatar
    Yesterday, 04:58 PM
    bradsm87 replied to a thread Anyone have a PPK BIN? in N54
    You need to determine your PPK ZB number, flash PPK with WinKFP, read it back with MHD or BBFlash, edit a toggle with TunerPro and flash it to the car with MHD or BBFlash.
    125 replies | 15043 view(s)
  • Terry@BMS's Avatar
    Yesterday, 04:33 PM
    Yeah ours is a dedicated race car at this point. I had a shop do the work for me and it was very straight forward. Just had to chase down a few random parts. Came out nice, I'm very happy with it. So much so I'm excited to take the car to the next level now where as before I was done with it. :)
    49 replies | 1749 view(s)
  • BeastMode335i's Avatar
    Yesterday, 04:30 PM
    Yeah I'd be doing it on jack stands, in my driveway, on my back lol.. I'm tethering on the fence about installing a two post lift in the garage, but not sure if there is some code enforcement deal about that around here and those guys in my area are huge douche bags so I'm sure if they could mess with me, they would..
    49 replies | 1749 view(s)
  • jt0407's Avatar
    Yesterday, 04:17 PM
    shouldnt they make 700?
    5 replies | 945 view(s)
  • Forced_Downunder's Avatar
    Yesterday, 04:11 PM
    Sounds good. I'm in for results. My ported head head may finally get used with the rebuild of the rebuilt motor (long story). Porter said that the head of the N54 was seriously restricted, more than almost any he had seen, claimed 30% improvement to intake and moderate improvements to exhaust. Can should finally be back on the road in March to see results.
    49 replies | 1749 view(s)
  • all4bspinnin's Avatar
    Yesterday, 03:56 PM
    Basically everyone is developing their own proprietary stuff that you have to be a dealer for. Everything I've seen requires a bench flash. Eventually flasher devices may show up but the DIY tuning stuff like ATR by cobb or the XDF's provided by MHD will not be released unless those two do it. Everyone else will probably sell a little flasher module for $899 that you cant edit your own maps. That's why tuning for the e9X m3 is so stale and expensive. Just my .02
    24 replies | 1704 view(s)
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