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  • trebila's Avatar
    02-03-2015, 09:43 AM
    trebila started a thread N54 DAMOS project + Winols in N54
    Sorry, i was speaking about winols, not winkfp.
    192 replies | 3835 view(s)
  • Slicksilver's Avatar
    02-25-2015, 01:22 PM
    Hello everyone. I’ve been working on a project for the N54 community for a couple months but had not announced it since I wanted to be sure the concept was feasible. I have done enough now to know the concept is good so ready to share my R&D progress with the community. Description It is a TD04L-20T with true 20T native compressor housing. The 20T mistubishi profile compressor wheel is a forged billet wheel with extended tip technology from BorgWarner. The Turbo consist of a TD04 bearing housing modified to connect to stock oil lines, coolant lines and stock turbine housing. The turbine housing has been modified to accept the TD04L turbine and flange up to the TD04 bearing housing. The kit will include upgraded inlet pipe system and also charge pipe system optimized for the high flowing native 20T compressor housing which is over twice the size/flow of stock compressor housing. This will make sure the turbos are flowing to their maximum potential along with the upgraded plumbing for the turbo included. This turbo can push up to 35psi of boost and not sure what the actual WHP will be on the N54, but with proper fueling and meth cooling should be in the 750whp-800whp range theoretically at those boost levels near redline according to estimated compressor map and turbo HP calcs. Schedule Current schedule is to finish development of the prototype set in 1 month and install on my car and test and tune/dyno and then get them on 2-3 beta testers cars by April or May. If all goes well, start selling the kits to you all in 3-4 months and start it off with a discounted group buy of 10-20 kits or so (depends on demand). I have completed my test fit on an N54 motor and finalized the designs for the wastegate actuator mounting and modifications and charge pipe (turbo to IC) design as well as making sure everything is going to fit on the engine. Everything went perfect on the fitup of the turbo to the engine so that’s when I decided it was time to start sharing R&D progress with the N54 community. Testing On my prototype system I plan to do dyno test and tune and push them to the maximum as I will have all the supporting fuel mods needed. I will be doing full logging of course. In addition, I will be doing custom turbo logging never before seen on the N54. Not only will I be logging EGT and backpressure (done before) to check health of the turbine but also I will log pressure and temperature at the turbo inlet and also at the turbo outlet which will tell me exactly what pressure ratios the turbo is working at and also at what efficiency. This compressor logging has never been done to my knowledge on the N54 but is the only real way to understand the compressor health during turbo operation. Quality The turbos are purchased from a large turbo supplier. I bought the CHRA from them to my specs which were basically TD04 bearing housing with 04L turbine and 20T billet 6x6 compressor wheel with extended tip technology from BorgWarner (for more boost, google it). Pics Now some pics to show you some progress
    103 replies | 2963 view(s)
  • robc1976's Avatar
    02-13-2015, 07:05 PM
    Andy Divers from AD Engineering made two fittings (vent hose flapper delete & PCV delete). The correct way to do this is to tap and seal the ports in the head to prevent boost from entering valve cover. His fittings are some of the best quality I've seen and the service has been impeccable. People are going to ask why I didn't just buy a custom OCC - simple answer is I like to design my own stuff. IMPORTANT NOTE: I am NOT responsible for any damage to you, your car or anything else. TIPS: **Do NOT allow any shavings to enter the motor - it's easiest to have a secondary person on hand with a vacuum. **Use thread cutting oil for all tapping. **Use oil on all threads of AN fittings to keep from marring threads. FITTINGS NEEDED FOR DIY: -12AN X 1/2" NPT Female straight fitting -12AN X 1/2" NPT male flared straight fitting -12AN X 1/2" NPT 90 degree double swivel fitting -12AN T fitting (rubber top only) -12AN cap (rubber top only) -12AN nut (rubber top only) -12AN X 1/2" NPT Elbow (alternate filter only) -10AN X 1/2" NPT 45 degree fitting -10AN X 1/2" NPT straight male flared fitting -10AN X 1/2" NPT straight female fitting -8AN X 1/2" NPT 90 degree fitting -8AN X 1/2" NPT 45 degree fitting -8AN X 3/8" NPT straight male flared fitting -8AN X 3/8" NPT straight male flared fitting -8AN cap NOTE: In some pics you may see fittings not previously mentioned already installed. This was due to timing of arrival of fittings. DIY FOR REMOVING VALVE COVER: http://www.boostaddict.com/showthread.php?35181-N54-Valve-cover-gasket-DIY DIY FOR STAINLESS STEEL LINES: http://boostaddict.com/showthread.php?43221-Stainless-Steel-line-DIY STEP 1: Tapping OCC top STEP 2: Tapping OCC bottom (all bottom fittings are 3/8" NPT) STEP 3: This is for the rubber top filter that came with the MOTIV kit (NOTE: Step 4 is an alternate metal-topped filter that I personally prefer). STEP 4: Alternate metal-topped filter STEP 5: Valve cover tapping (see DIY on Valve Cover removal link above if necessary). I can NOT stress enough to not allow ANY shavings to get into the motor - be as clean as possible!! STEP 6: STEP 7: STEP 8: You'll have to take your own measurements for line fitment as each person may want to put the lines in a different location. STEP 9: STEP 10: All finished! Here are the completed project pics! (Please ignore my filthy engine bay - it's usually spotless. LOL)
    112 replies | 2159 view(s)
  • The Ghost's Avatar
    02-06-2015, 01:43 AM
    Per my old thread I proved that the stock turbo inlets were restricting flow at higher boost levels and so I did some testing and built custom intakes. Since then, I installed BMS's (Burger Tuning) port injection kit, Fuel-it Stage 3, and ditched the meth using full E85. Setup: N54, FBO, 6MT JB4 G5, Cobb backend flash (ATR) Custom 2.25" turbo inlets, w/BMS DCI BMS Port Injection kit Split Second injector controller (AIC1-G4H) Fuel-it Stage 3 dual LPFPs e85 Stock exhaust (catted) Specs on Intakes: The dyno photos in order are: My maxed FBO meth/e85 car vs. my final tune today Comparison of timing changes (4-7 degree ramp, vs 7-9 degree ramp) FBO map 0 baseline vs. today's final tune All plots from today (tuning iterations) Here is a log of the last dyno run: http://datazap.me/u/ghost/2015-02-05-170708-10f-final-dyno-run-6?log=0&data=1-3-4-11 Misc notes: Targeted 12.7:1 AFR (max power lean e85), however PI map needs work as it goes very rich (10:1) on spool as well as at 6500rpms. I didn't have time to keep reflashing the AIC, so I'll do that at a later time which should help torque and top end. Adding a small amount of timing made a HUGE difference in power (especially top-end). I decided to stop where I was as I was happy with the progress. These turbos (with these intakes) can make any reasonable boost it seems. 26psi@7krpms has a 66% IDC. Next mod is probably exhaust. While the e92 exhaust is supposedly pretty free-flowing, at 600+whp, I suspect there are gains to be had going to a 3.5" single exhaust without cats. Special thanks to Terry@BMS for the extensive support and parts, Fuel-it and VTT both for good components and support.
    75 replies | 3051 view(s)
  • Sticky's Avatar
    02-18-2015, 12:44 AM
    As with the BimmerBoost flash we are reaching out to the community and utilizing its resources to in turn benefit that same community. If you wish to donate either anonymously or receive credit for doing so we would love to have your help. The goal here is to discover more tables for flashing to allow you all to have more control over your cars and develop a mobile flash application. Either way we are going to go through with it but having some funds available for possibly purchasing ECU's, testing, compensation, or whatever else we come across that may need to be purchased as with the original project certainly won't hurt. If you wish to donate to the cause, paypal admin@germanboost.com whatever you feel you want to including your forum username for credit if you like. It's certainly not mandatory and there is no minimum (and no maximum). We don't expect to generate a lot but would love some help. Let's get things going guys.
    90 replies | 2101 view(s)
  • Sticky's Avatar
    02-12-2015, 03:43 PM
    A very nice 6-speed manual E92 335i build here from BimmerBoost member The Ghost. He upgraded his 335i N54 motor with Vargas Turbo Technology 2+ turbos, a Burger Tuning port injection fuel system, and a Fuel-It! Stage 3 dual LPFP direct injection fuel system upgrade. Here are the details in his own words: Per my old thread I proved that the stock turbo inlets were restricting flow at higher boost levels and so I did some testing and built custom intakes. Since then, I installed BMS's (Burger Tuning) port injection kit, Fuel-it Stage 3, and ditched the meth using full E85. Setup: N54, FBO, 6MT JB4 G5, Cobb backend flash (ATR) Custom 2.25" turbo inlets, w/BMS DCI BMS Port Injection kit Split Second injector controller (AIC1-G4H) Fuel-it Stage 3 dual LPFPs e85 Stock exhaust (catted) Specs on Intakes: Front intake specs: 2 1/8" 90 degree silicone elbow, 2.25" pipe directly into filter on passenger side. Piping covered with head reflective foil Rear intake specs: 2 1/8" 90 degree silicone elbow, about 14" of 2.0" aluminum pipe, 45 degree 2.25" silicone coupler to about 14" of 2.25" aluminum piping, 45 degree silicone bend to filter (2.25"). The picture below shows the upper half the intake. BMS DCI filters reused Vac canisters moved to driver's side (shown in attached) PCV retained, mounted bung near same place as stock (shown in attached) The dyno photos in order are: My maxed FBO meth/e85 car vs. my final tune today Comparison of timing changes (4-7 degree ramp, vs 7-9 degree ramp) FBO map 0 baseline vs. today's final tune All plots from today (tuning iterations) Here is a log of the last dyno run: http://datazap.me/u/ghost/2015-02-05-170708-10f-final-dyno-run-6?log=0&data=1-3-4-11 Misc notes: Targeted 12.7:1 AFR (max power lean e85), however PI map needs work as it goes very rich (10:1) on spool as well as at 6500rpms. I didn't have time to keep reflashing the AIC, so I'll do that at a later time which should help torque and top end. Adding a small amount of timing made a HUGE difference in power (especially top-end). I decided to stop where I was as I was happy with the progress. These turbos (with these intakes) can make any reasonable boost it seems. 26psi@7krpms has a 66% IDC. Next mod is probably exhaust. While the e92 exhaust is supposedly pretty free-flowing, at 600+whp, I suspect there are gains to be had going to a 3.5" single exhaust without cats. Special thanks to Terry@BMS for the extensive support and parts, Fuel-it and VTT both for good components and support. Additional pictures:
    75 replies | 2703 view(s)
  • Tony@VargasTurboTech's Avatar
    02-11-2015, 03:19 PM
    The first batch of our new silicone intake tubes for the N54 are now available! Orders can be placed on our website or via email to Sales@vargasturbo.com. There are only 20 units available which will be sold on a first come first serve basis with priority given to current owners of a VTT Stage 2 or 2+ turbo upgrade. Product Information VTT N54 Silicone intake tubes are high grade 100% silicone that is 5mm thick and wire reinforced. They are a complete replacement for the restrictive stock inlets from the turbo to the inlet side is designed to fit with the stock airbox as well as any and all varieties of aftermarket intakes. The turbo side mates smoothly with stock as well as upgraded stock frame turbos. The tube for the rear turbo has a built-in bung which makes it a “plug and play” connection to the stock PCV system or any upgrades that you may have in place. Fits all N54 applications including RHD, with the exception of a few rare models that use plastic retainers on the intakes. Product Pricing: Silicone intake tubes $499 When purchased with turbo upgrade $459 New DCI filter kit with your intakes $79 Existing VTT Stage 2 & 2+ customers 20% OFF Product Images: VTT N54 Silicone Intakes1 by VargasTurboTech, on Flickr VTT N54 Silicone Intakes Rear by VargasTurboTech, on Flickr VTT N54 Silicone Intakes Front by VargasTurboTech, on Flickr More Images Available Here Product Testing: 100% E85 VTT Stage 2's Billet 15T's VTT Silicone intakes VTT Silicone Charge pipe VTT Double Barrel HPFP upgrade Fuel-it Stage 2 LPFP with 450 inline Cobb AP with PTF custom back end flash JB4 This car now makes 585rwhp / 659rwtq on a tune with significantly less timing versus our previous max effort results on this car with stock intakes of 557rwhp and under 650rwtq. Stage2&SiliconeIntakeTubesRPM by VargasTurboTech, on Flickr Stage2&SiliconeIntakeTubesMPH by VargasTurboTech, on Flickr Additional testing data:
    58 replies | 2683 view(s)
  • Tony@VargasTurboTech's Avatar
    02-10-2015, 09:52 AM
    The first batch of our new silicone intake tubes for the N54 are now available! Orders can be placed on our website or via email to Sales@vargasturbo.com. There are only 20 units available which will be sold on a first come first serve basis with priority given to current owners of a VTT Stage 2 or 2+ turbo upgrade. Product Information VTT N54 Silicone intake tubes are high grade 100% silicone that is 5mm thick and wire reinforced. They are a complete replacement for the restrictive stock inlets from the turbo to the inlet side is designed to fit with the stock airbox as well as any and all varieties of aftermarket intakes. The turbo side mates smoothly with stock as well as upgraded stock frame turbos. The tube for the rear turbo has a built-in bung which makes it a “plug and play” connection to the stock PCV system or any upgrades that you may have in place. Fits all N54 applications including RHD, with the exception of a few rare models that use plastic retainers on the intakes. Product Pricing: Silicone intake tubes $499 When purchased with turbo upgrade $459 New DCI filter kit with your intakes $79 Existing VTT Stage 2 & 2+ customers 20% OFF Product Images: VTT N54 Silicone Intakes1 by VargasTurboTech, on Flickr VTT N54 Silicone Intakes Rear by VargasTurboTech, on Flickr VTT N54 Silicone Intakes Front by VargasTurboTech, on Flickr More Images Available Here Product Testing: 100% E85 VTT Stage 2's Billet 15T's VTT Silicone intakes VTT Silicone Charge pipe VTT Double Barrel HPFP upgrade Fuel-it Stage 2 LPFP with 450 inline Cobb AP with PTF custom back end flash JB4 This car now makes 585rwhp / 659rwtq on a tune with significantly less timing versus our previous max effort results on this car with stock intakes of 557rwhp and under 650rwtq. Stage2&SiliconeIntakeTubesRPM by VargasTurboTech, on Flickr Stage2&SiliconeIntakeTubesMPH by VargasTurboTech, on Flickr Additional testing data:
    58 replies | 1571 view(s)
  • jyamona's Avatar
    02-14-2015, 05:11 PM
    So, with development going forward on a few interesting projects now, I'd like to address all of the deficiencies of open source tuning on this platform. I am currently a Cobb user, but with them cutting off further development / advancement on our platform (thanks shiv!) this is a necessity. I know of two big ones right from the start: 1.) ability to log all extended BMW params for this ECU (see Cobb list for an example) 2.) ability to flash from a handheld device Outside of that, what are some other current advantages of using the AccessPort? I know it has been mentioned that they have added some custom logic into their roms, but I'm not sure exactly what it is. Any insight on this? Also, are there currently any tables available in ATR / ATP that are missing in the XDFs? If so, I could move those up as a higher priority for me to find. This thread is strictly for comparisons between the two in their current state.
    57 replies | 1350 view(s)
  • hkninja's Avatar
    02-04-2015, 12:31 PM
    I'm sure this topic came up before but which brand and weight do you guys use for your N54 motor? I've used couple different brand before but I want to stick with just one right now. What are your recommendation? 0w30 or stick with 5w30? I can get AMSOIL for a good price but I'm not sure if the regular red cap one is good enough or I have to go with the blue cap european formula. There's also 2 different type of european AMSOIL..... :think:
    55 replies | 1210 view(s)
  • Terry@BMS's Avatar
    02-20-2015, 12:26 AM
    Was able to finally get our 135i up on the dyno today for a little tuning with the new MOTIV kit. Overall, the kit is pretty impressive. Build quality is top notch and everything fits/works as expected. Before I go any further I should mention that BMS works with ALL turbo kit manufactures. So I don't want this to turn into a kit A vs kit B crap fest. I've been very happy with the FFTEC top mount kit on the car and switched over to the MOTIV kit because it struck me as elegantly simplistic and once I saw the design I just had to try it out for myself. Plus, I've known Jake & Bobby for years now and know they only do top notch work. I had AC Fabrication do the install and some fab work. They make the VM top mount kit and are also top notch fabricators. Since I'm running a 3.5" catback I had them make a matching 3.5" dp, and since I have a custom intercooler a custom chargepipe was required to mate everything up. Today's dyno testing was on E70 running essentially the same tuning and boost profiles as I used to run on the FFTEC 5862 TS kit, so I could get an apples to apples comparison. Minor differences to the car are I now have 3.15 gearing instead of 3.42 gearing. So the runs are up to 140mph instead of 130mph previously. And of course the 3.5" DP vs. 3" I had previously. In addition to the MOTIV Kit the car is running a BMS Fuel Rail kit, Fuel-It low pressure system, JB4 for tuning, etc, etc. A few dyno charts and logs are attached. In addition I posted the a dyno from the last run I did on the FFTEC kit with the same tuning for context. I ran the MOTIV kit up to 27-28psi today, but from what they tell me, this thing will hum along just fine at 33-34psi. I hope to find out down the road. I decided to stop at ~630whp today as I noticed an odd O2 sensor variance which I think should be addressed, and timing drops started to creep in, so I'll need to resolve both of those issues before I really crank it up. My ultimate goal with the setup is 700whp. Outside of the numbers, the spool of this kit is pretty impressive for the size of the turbo. It spools just as well or maybe even a little better than the smaller precision 5862 in a twin scroll format. I've noticed my exhaust is now louder. No doubt due to the reduction in overall piping to absorb sound. Probably a good thing from an exhaust flow and weight perspective although I do like the car as quiet as possible. So I may go up to a larger muffler soon. I should also mention the kit comes with a revised poly motor mount which does transfer a little more vibration to the chassis than the OEM unit. Not too bad but worth noting. We'll continue working on the project and will post updates as we have them!
    45 replies | 1506 view(s)
  • Terry@BMS's Avatar
    02-18-2015, 08:15 PM
    Hey guys, Was able to finally get our 135i up on the dyno today for a little tuning with the new MOTIV kit. Overall, the kit is pretty impressive. Build quality is top notch and everything fits/works as expected. Before I go any further I should mention that BMS works with ALL turbo kit manufactures. So I don't want this to turn in to a kit A vs kit B crap fest. I've been very happy with the FFTEC top mount kit on the car and switched over to the MOTIV kit because it struck me as elegantly simplistic and once I saw the design I just had to try it out for myself. Plus, I've known Jake & Bobby for years now and know they only do top notch work. I had AC Fabrication do the install and some fab work. They make the VM top mount kit and are also top notch fabricators. Since I'm running a 3.5" catback I had them make a matching 3.5" dp, and since I have a custom intercooler a custom chargepipe was required to mate everything up. Today's dyno testing was on E70 running essentially the same tuning and boost profiles as I used to run on the FFTEC 5862 TS kit, so I could get an apples to apples comparison. Minor differences to the car are I now have 3.15 gearing instead of 3.42 gearing. So the runs are up to 140mph instead of 130mph previously. And of course the 3.5" DP vs. 3" I had previously. In addition to the MOTIV Kit the car is running a BMS Fuel Rail kit, Fuel-It low pressure system, JB4 for tuning, etc, etc. A few dyno charts and logs are attached. In addition I posted the a dyno from the last run I did on the FFTEC kit with the same tuning for context. I ran the MOTIV kit up to 27-28psi today, but from what they tell me, this thing will hum along just fine at 33-34psi. I hope to find out down the road. I decided to stop at ~630whp today as I noticed an odd O2 sensor variance which I think should be addressed, and timing drops started to creep in, so I'll need to resolve both of those issues before I really crank it up. My ulimtate goal with the setup is 700whp. Outside of the numbers, the spool of this kit is pretty impressive for the size of the turbo. It spools just as well or maybe even a little better than the smaller precision 5862 in a twin scroll format. I've noticed my exhaust is now louder. No doubt due to the reduction in overall piping to absorb sound. Probably a good thing from an exhaust flow and weight perspective although I do like the car as quiet as possible. So I may go up to a larger muffler soon. I should also mention the kit comes with a revised poly motor mount which does transfer a little more vibration to the chassis than the OEM unit. Not too bad but worth noting. We'll continue working on the project and will post updates as we have them! :burnrubber:
    45 replies | 1426 view(s)
  • Xearom3's Avatar
    02-04-2015, 10:18 PM
    Very nice results here from BimmerBoost member Xearom3 and his 2009 E82 BMW 135i. He did a custom Precision 6466 based single turbo N54 setup and previously had RB upgraded OEM housings. He overlaid his results with both setups on a Dynojet graph. Keep in mind that his figures with the single turbo are numbers just to see what the setup is capable of and not what he runs on the street. At least not until the upgrades his fuel system likely with a supplemental port injection system. Additionally, Rob Beck of RBturbo has various upgrades available for the OEM housings and the numbers will vary based on what setup one gets from him. Still, very interesting to see an overlay between the two on the same car and dyno. Here are the details in @xearoM3's own words: Hey guys, got my kit moved from my previous car on the my new-to-me '09 135i and figured I'd share my results from a quick dyno session a couple weeks ago. The setup: '09 135i MT Runs done in 4th gear, STD CF, smoothing 5 93 pump, CM10/CM14 100% meth custom single kit PTE 6466 Gen2 ball bearing, twin scroll @ 30psi VRSF 5" IC full 3" exhaust (no cats/etc) The graph: Overlaid my best run on RB's for comparison. Log: Datazap: http://datazap.me/u/xearom3/custom-kit-6466-30psi?log=0&data=1-3-4-9-11-16-18-24-25-26-27-28-29&zoom=49-109 Overall, pretty pleased with the results taking everything into consideration. Next step is to convert to a PI setup, and replace my HPFP (think its starting to go out). And before anyone says anything, no, I do not run this amount of boost on the street, this was just to see how far the car could be pushed on the current setup, I usually run a few psi less.
    17 replies | 4579 view(s)
  • Sticky's Avatar
    02-12-2015, 09:21 PM
    Something has been brewing behind the scenes at Dinan for some time now. We do not have the full details or reasons behind this change although whatever went on was big enough for Steve Dinan to leave his position at the head of the company he founded for a yet to be named position at Chip Ganassi Racing. Keep in mind Dinan already sold out a good portion of his interest in his company last year but now he is officially leaving. He probably cashed out at the right time as the BMW tuning market has changed and Dinan's unique aspects that were strengths in the past no longer provide the same appeal with modern turbo BMW's. Did piggybacks break the camel's back? Perhaps it was BMW themselves with their own Performance Parts lines offering a BMW factory warranty. The BMWCCA (BMW Car Club of America) states Steve Dinan will retain a consulting role to keep him connected to the company. It is safe to say a particular era in BMW tuning has come to a close. BimmerBoost would like to thank Steve Dinan for all he has done for BMW tuning, the aftermarket, as well as BMW Motorsport. He walks away knowing he built up the biggest name in US BMW tuning. Steve Dinan is leaving the company he founded 36 years ago to accept a management position in the worldwide sports car operations of Chip Ganassi Racing. Dinan and all of its programs for BMW will continue under the leadership of new President and CEO Brian Applegate. Steve will continue in a consulting role; that enables him to stay connected to the company. Dinan says, “Those of you who know me well know that my heart has always been in racing. From my days as a competitive driver to engineering race winning engines for the top teams in motorsport, racing is my passion. You may be aware that together with Chip Ganassi Racing and BMW Dinan as a company has won many Daytona Prototype races and four Rolex Grand-Am championships as well as two overall wins in the 24 Hours of Daytona. This opportunity allows me to be a part of the best team in sports car racing. Ganassi is embarking on a major GT racing effort for Ford which will almost certainly lead to a return to Le Mans in 2016; while Dinan’s role in the project has not yet been specified, it is likely that he will take a major leadership role in the program. Source
    38 replies | 1982 view(s)
  • Sticky's Avatar
    02-10-2015, 05:52 PM
    BMW's mission has become outselling its rivals and using sales figures to flaunt superiority. Raw numbers do not show who is building the better car but BMW is mostly concerned with profit above all else now. As that is the goal the executives must be shocked that Audi and Mercedes are both outselling BMW in 2015. Obviously we are working with a small sample size but these figures could denote consumers are experiencing BMW fatigue. Audi is in the top spot right now with a 10% increase in January 2015 over the previous year selling 137,700 cars. Mercedes experienced a 14% jump in the same period with sales of 125,865. This just beats out BMW which experienced a 6.3% sales increase to 124,561 cars. So what is going here? Well, this could just be an abnormality or it could be that Audi has a chance to take the overall luxury sales crown that BMW has held since 2005. At this point nobody knows what will happen and China's figures alone can sway each of these brands. Perhaps BMW should focus more on making better cars like Audi and Mercedes are than just pumping out more models? Source
    18 replies | 4176 view(s)
  • Sticky's Avatar
    02-05-2015, 06:10 PM
    Sorry about the slowdown guys, I'm aware of it and working on it. I'll be doing another major upgrade soon. Going to give this place more than enough horsepower to last. I'm liking the growth though so I'm happy about it.
    40 replies | 1313 view(s)
  • Ingeniator's Avatar
    02-22-2015, 06:01 PM
    Anyone have more info. Where you able to keep factory DI, cluster etc. or did you have to swap a bunch of stuff out. Any info Jake or Allen? MOTIV Motorsport @jake@PTF rader1
    38 replies | 1083 view(s)
  • Sticky's Avatar
    02-03-2015, 04:13 PM
    We have an opportunity to utilize community resources to get this done for the android platform. It's going to take time and of course, money. If you guys are willing to donate as you did previously to get the software done in the first place we could replicate the feat I think. Additionally, we could probably clean up the code to get the software working with more processors as the intel bugs are well known. Thoughts people?
    36 replies | 834 view(s)
  • Terry@BMS's Avatar
    03-01-2015, 06:14 PM
    Terry@BMS started a thread New n54 trap record in N54
    I was able to attend a track day at Famoso raceway today. The scheduled start time was 9am but that got pushed back due to a rain delay. It was around noon before we got to do any runs. I decided to race our 135i with the new MOTIV 750 kit today and just go for traps. To that end I ran on the normal 245/45/17 555Rs and just launched the car in 2nd gear with boost capped at 12-15psi. Logs on the dyno looked great fueling wise but as soon as I started doing runs at 26psi at the track, a problem became apparent. The low pressure pump was not keeping up. So I wasn't able to do any high boost runs as I had originally planned. As the day went on fuel pressure got worse and worse. Still, managed a respectable 136.4mph trap speed. I've attached the log of the run so you can see how bad the fuel situation was. It actually did a map4 switched right at the cones so I may have gone a bit faster had the pressure hung on a bit longer. After this run, I decided to pack it up and head home. Only to my surprise, after parking the car, it wouldn't start. An hour of diagnostics later I figured out both my inline 255 & my fuel pump controller shorted out. Luckily I was able to hotwire the primary pump with some spare wire to get the car home under its own power. I've got a Fuel-It Stage3 bucket in the garage that will go in and I'll have to probably order another controller. Anyway next time, whenever that is, I should be able to run enough boost to hit 140mph. I figure it will take 32psi. Then I'll strap on the Hoosier slicks and start working on the launches.
    33 replies | 850 view(s)
  • TTFS's Avatar
    02-03-2015, 06:18 PM
    At The TTFS Facilities E46 M3 CSL conversions are becoming more and more popular. We recently had this E46 M3 come in for the conversion. The vehicle put down great numbers prior to the conversion, a large part of that is due to it's modifications. After the TTFS CSL Conversion and custom tune the numbers speak for themselves. Vehicle: BMW E46 M3 Modifications Before: SSV1 Headers 2.5 inch Sec 1 with 200 Cell Cats SS Section 2 SS Street Muffler CSL Rep Airbox Evolve Alpha N Tune 327.3(WHP)@8100(RPM)/258.4(ft-lbs)@4650(RPM) Modifications After: SSV1 Headers 2.5 inch Sec 1 with 200 Cell Cats SS Section 2 SS Street Muffler CSL Rep Airbox TTFS CSL DME TTFS Vacuum Rail/MAP Sensor TTFS Custom Tune 341.3(WHP)@7550(RPM)/266.1(ft-lbs)@4350(RPM) *The car needs a set of spark plugs and coilpacks as you can see from the waviness of the graph*
    8 replies | 4329 view(s)
  • SteveAZ's Avatar
    02-03-2015, 05:53 AM
    *iPhone not included ;) Links: Link to VBOX Sport info Link to purchase VBOX Sport on our site Group Buy Info: The group buy will go like this: The VBOX Sport MSRP is $429 The windshield suction mount MSRP is $40 (We highly recommend you get this and don't understand why they offer it without it!) :rolleyes2 We have released the code for 10% off and free USPS Priority shipping within the CONUS. Enter the code: VBOXGB at checkout for your discount. International Customers: Your orders will ship USPS Priority mail for $20 or USPS Priority Express for $40.00. You will be able to place your order on the website and choose your shipping method before placing the item in your cart. Rather than make people wait, once 5 people have paid, we will order the first 5 units and ship them out as soon as they are received (approximately 5 business days). For every 5 people that order after that, we will repeat the process. The group buy is valid until Midnight (PT) February 28th and we will place the final order for the remaining units at that time. After the group buy has expired, they will return to the suggested retail price and we will keep them in stock for immediate shipment. The group buy list will be kept updated so that everyone knows how many have ordered, paid, and when their order ships. Edit: We are keeping an accurate list of the participants and ship dates in the following post to make it easier to follow. Intro and Overview: Over the last few months there have been a lot of new developments on our platforms. Many of these developments have been debated and dynos have been presented only to spark more debate. As many are aware a short time ago we decided we were going to do another development vehicle (2011 E90 335i) for which we would be starting from scratch. We did a preliminary dyno but wanted to track our gains as we made the various modifications to see what affect they had on real world driving and performance. Was the car faster or not? That's what we really care about, right? So to track those gains we got in touch with Racelogic who makes the VBOX to see what options we had. As some may be aware they offer the VBOX Sport which is a completely wireless and fairly inexpensive solution that tracks your performance via multiple GPS satellites tracking your movements at a rate of 20hz. (The older, bulkier, and more expensive Vbox with the display is 10Hz) So far we've been pretty impressed with how easy it is to use and given all the hoopla lately we contacted VBOX to see if we could offer a group buy as there MAP pricing is pretty strict. They gave us permission to do so, so here we are. ;) Rather than go on about it, here are some of the features, specs, and pictures of the product and it's capabilities: 20Hz GPS Engine Bluetooth interface to iPhone or iPad Over 6hr battery life Internal rechargeable battery Internal or external GPS antenna Free Performance Test and Laptimer iPhone App available from the Apple App Store Robust, waterproof, lightweight enclosure USB Charging SD card logging Herbert Richter mounting system (optional) Free data analysis software Compatible with Harry's Lap Timer app, which is available for iOS and Android So in short, lets put an end to these dyno debates and here is the perfect way to do it! You can use the 60-130mph standard if you wish, but you can also set up your own testing intervals. In our case we wanted to remove the shift point as a variable, so we monitor our 40-90mph times. I'm sure many of you can also see why this standard might be a bit more practical. ;) Either way, that is for all of you to discuss and you can monitor multiple intervals in a single run be it speed, distance, braking...etc. In addition you can enter multiple vehicles in to your setup so you can keep track of each vehicles performance individually. Also, for those that do utilize the iOS interface, there is one criteria that I wish they'd change and supposedly they are going to address it. When doing a log on an iOS device, you have to press "Start" while at a stop and then your log won't start until you reach the specified speed for your first interval. However, once you have turned the unit on, it starts recording all your movements regardless if you're logging with an iOS device and when you return to the computer, you can download your data via the 4GB memory card that is included. Consequently an iOS device isn't necessary, but it sure is nice for immediate results. When running lap timers you have the option to use an iOS or Android device although we have not played with this feature yet. Stock images: A few of our images from our E90 testing: Stock 40-90 times on 91 octane Stock misc. times with 60-130 :lol Current best 40-90 time with intake, CP, and tune on 91 octane P.S. Thanks to Sticky for getting our IP issue fixed so we have better access again! :music-rockout:
    33 replies | 1178 view(s)
  • Cpt_Rum-bo's Avatar
    02-20-2015, 12:43 AM
    Hey, I've tried multiple tunes on this car (cobb OTS Stage 2 93, Cobb OTS E30 and my own custom E30 tune starting with Cobb's OTS E30 as a base) and they all result in the same issue. Lots of timing pulls in cylinder 5. Every other cylinder usually has very minor or 0 corrections. Car has BMS DCI and Chargepipe, Mech Tuning 5" IC, VRSF catless DP and a custom catback. I already swapped injectors, ignition coils and spark plugs with cylinder 1 which never had any corrections and it still stayed in cylinder 5. Logs attached. Any help is much appreciated.
    33 replies | 742 view(s)
  • Sticky's Avatar
    02-10-2015, 06:14 PM
    Very nice runs here showing the two different M engine era philosophies going at it. On paper, this should be a pretty good race depending on what kind of race it is of course. The S55 turbo inline-6 in the F82 M4 offers much more low end grunt whereas the S85 V10 in the E60 M5 is a high revving top end horsepower design. The E60 M5 is heavier by roughly 500 pounds. It does not have a dual clutch transmission. Despite BMW rating the M4 lower than the 507 horsepower E60 M5 by 82 horses the reality is that the horsepower between the two is a wash. The real difference is where you see those horses in the powerband. The M4 S55 is rated at 406 lb-ft of torque thanks to turbocharging and the S85 5.0 liter V10 has 384 lb-ft feet. Less torque and heavier but thanks to the flat torque curve and 8250 rpm redline it can be geared shorter. The first run is from a stop and the E60 M5 gets the better launch going on the '3' count while the M4 driver is still talking. A slight advantage to the E60 M5 which the M4 is able to make up with its gear shift advantage until they hit 125 miles per hour and the E60 M5 top end takes over. This difference is more apparent in the roll on race. The M4's torque and DCT transmission immediately gives it the lead as it should. It continues to open up a lead until it has about four car lengths and the cameraman seems to think it is over. The E60 M5 top end strength shows and shows well passing the M4 in dominant fashion. It definitely takes a while to get there though. The new M motors do not have the same top end pull but they certainly do have stronger lower end pull. They of course are also easier to tune for bolt on gains. Now imagine that E60 M5 V10 with some boost. Best of both world's? Perhaps.
    13 replies | 2739 view(s)
  • boostedmaserati's Avatar
    02-12-2015, 09:00 PM
    "Steve Dinan is leaving the company he founded 36 years ago to accept a management position in the worldwide sports car operations of Chip Ganassi Racing. Dinan and all of its programs for BMW will continue under the leadership of new President and CEO Brian Applegate. Steve will continue in a consulting role; that enables him to stay connected to the company. Dinan says, “Those of you who know me well know that my heart has always been in racing. From my days as a competitive driver to engineering race winning engines for the top teams in motorsport, racing is my passion. You may be aware that together with Chip Ganassi Racing and BMW Dinan as a company has won many Daytona Prototype races and four Rolex Grand-Am championships as well as two overall wins in the 24 Hours of Daytona. This opportunity allows me to be a part of the best team in sports car racing."
    38 replies | 183 view(s)
  • Sticky's Avatar
    02-21-2015, 05:00 PM
    The new Volkswagen MKVII GTI is showing some pretty impressive performance when tuned. Members on VWBoost are already over 300 wheel horsepower with bolt ons which is certainly respectable when one takes into account the vehicle has a 2.0 liter turbo four-cylinder rated at 200 horsepower from the factory. The N54 engine in the 335i is well known to BimmerBoost readers and obviously has more displacement at 3.0 liters and two extra cylinders. Tune only it is capable of greater gains than the GTI so raw muscle is on its side. That said this GTI puts up an admirable fight against the 6-speed manual 335i. We do not know what transmission the GTI has or who it is tuned by but it goes to show the GTI is quite a tuner friendly platform. There is a bonus run at the end showing the 335i run what is called an 'X1M' although an X1M does not exist. It just seems to be a stock X1 xDrive35i with an M option package considering how it gets walked.
    21 replies | 1403 view(s)
  • Sticky's Avatar
    02-04-2015, 05:37 PM
    The speculation can be put to rest. After numerous spyphotos the Porsche Cayman GT4 model is finally here. The specifications match what was expected based on comments from Porsche's head engineer last month. The Cayman GT4 comes with 3.8 liter flat-6 power borrowed from the Carrera S. It is of course detuned to protect the 911 Carrera S image and has 'only' 385 horsepower instead of the full 400. Porsche is the master of creating artificial hierarchy and reinforces this artificial positioning by horsepower numbers. They have finally, and significantly, allowed a Cayman to outpower the 911 Carrera though. So what did Porsche do here other than give the Cayman the Carrera S engine? They gave the car revised aerodynamics as well as pieces from the 991 GT3. The brakes and suspension are stated by Porsche to consist 'almost entirely' of components from the GT3 model. What is notably absent from the 991 GT3 is the PDK dual clutch transmission. The 991 GT3 is offered as PDK only whereas the Cayman GT4 is offered as manual only. Interesting, isn't it? With the GT3 it is understandable as the car is lower volume and the PDK offers superior performance to the manual transmission. PorscheBoost believes Porsche is not offering the PDK option as the Cayman GT4 would easily outpace the Carrera S which is offered with PDK as well as the manual transmission. It costs Porsche nothing to add the PDK option as the motor is the same as the Carrera S motor. This is a political decision as they easily have the ability to offer both as they already produce and offer both in the Carrera S. The Cayman S and Boxster S of course also use this same transmission with their 3.4 liter flat-6 units borrowed from the 911 Carrera. If you want a manual Porsche track car it looks like the Cayman GT4 is the choice. It also helps that it is cheaper than the GT3 at $84,600.00. A New Member of Porsche's GT Family The benchmark in its class: the Porsche Cayman GT4 Atlanta, Feb. 3, 2015 - Porsche's GT family is proud to announce the addition of an exciting new member: the Cayman GT4. This is the first Porsche GT sports car based on the Cayman and features components of the 911 GT3. Clocking a lap time of 7 minutes and 40 seconds on the North Loop of the Nürburgring, the Cayman GT4 earns the same lap time as the 2011 911 GT3 and positions itself as the new benchmark atop its market segment. The Cayman GT4 clearly demonstrates Porsche's dedication and passion to continue to promote truly industry-leading two-door sports cars in the future – sports cars that are developed at the Motorsport department in Weissach. The engine, chassis, brakes, and aerodynamic design of the Cayman GT4 are configured for maximum driving dynamics while retaining the versatility and everyday utility that are typical of the two-seater Porsche coupe. Powered by a 385 hp 3.8-liter flat-six engine derived from the 911 Carrera S engine, the Cayman GT4 transmits its power solely through a six-speed manual transmission with dynamic gearbox mounts. Zero to 60 mph is accomplished in 4.2 seconds; its top track speed is 183 mph. The chassis – which features a 30 mm lower ride height and a generously sized brake system – consists almost entirely of components from the 911 GT3. Ready for the race track: The first Porsche Cayman with added downforce at both axles The exterior of the Cayman GT4 highlights it as a member of the Porsche GT family and provides a clear distinction to related mid-engine coupes. Three pronounced inlet openings at the front and a large fixed rear wing are part of an aerodynamic package which is systematically designed for downforce. Upon request, the performance capabilities of Cayman GT4 can be taken even further. Available options include the Porsche Ceramic Composite Brake (PCCB) system, full bucket seats made of carbon fiber composite, and a custom Sport Chrono Package featuring a Track Precision app. The interior of the Cayman GT4 focuses on maximizing the experience of unfiltered driving enjoyment for both driver and passenger. Standard sport seats, which are upholstered in a combination of leather and Alcantara®, offer excellent lateral support. The new Cayman GT4 sport steering wheel guarantees ideal control and direct steering feedback due to its compact dimensions. Technical aspects of this new GT sports car are based on the 911 GT3. As a mid-engine sports car and a prime example of driving dynamics in its class, it follows the conceptual tradition of such cars as the 904 GTS, 911 GT1, Carrera GT and 918 Spyder. GT sports cars engineered by Porsche embody the most passionate connection possible between everyday driving and Porsche's competition heritage and highlight the sporty core of the brand: Intelligent Performance. The Porsche Cayman GT4 celebrates its world premiere in early March at the Geneva International Motor Show. This vehicle will arrive at U.S. dealers in July 2015. The starting MSRP for the Cayman GT4 is $84,600. MSRP does not include a destination charge of $995.
    20 replies | 1428 view(s)
  • Sticky's Avatar
    02-18-2015, 02:26 AM
    The turbo era is making aftermarket tuning extremely competitive in the German car scene. A month, a week, or even days of getting an upgrade out earlier than the competition can make a huge difference. This is why you see M177/M178 turbochargers already being modified by Renntech before the cars with the engine are even in customer hands. What you are seeing is an OEM housing with modified internals which @RENNtech EUROPE already confirmed in a chat with BenzBoost. Renntech has actually been preparing this turbo hardware upgrade for a while but C63 AMG's and AMG GT's are slightly behind production schedule. Regardless, Renntech sourced an M177/M178 engine (BenzBoost is aware of another tuner who managed to do the same thing as well) and is already modifying it. If you were worried about the lack of displacement compared to the M157 5.5 liter V8 do not be. The M177/M178 horsepower tuning war has already started and the tuning will be extremely competitive pushing output very far.
    24 replies | 1001 view(s)
  • Sticky's Avatar
    02-19-2015, 02:42 AM
    A very interesting video here here. On one side we have the previous generation BMW E63 M6 which sports the renowned naturally aspirated 5.0 liter S85 V10. In stock form the motor puts out 507 horsepower and 384 lb-ft of torque. Not a slouch but it is no longer able to out muscle the modern German turbocharged V8 powerplants. Speaking of such a powerplant that is exactly what the W212 E63 AMG in the video sports under the hood. It is stated to have the Performance Package option (it may or may not) which essentially increases boost (from 14.9 psi to 18.9 psi) and ups horsepower from 518 to 550. Torque goes up from 516 lb-ft to 590 lb-ft. If these cars were stock the E63 AMG would make easy work of the M6. The E63 traps roughly 120-121 with the Performance Package. The M6 is roughly in the 116-117 range in stock form. The M6 is not stock though and with a good tune and exhaust can get into the 122+ trap speed range. This means the slightly lighter (150 pounds depending on options/fuel) M6 is favored in such a race where top end horsepower is the deciding factor. Now AMG fanboys quickly point out the source shows videos favoring M cars and this is quite correct (even necessary) to mention. He often shows the BMW coming out on top. When it is a mismatch like this he shows a modded M versus a stock AMG. That is what you get here. The race plays out as it should. The E63's low end torque gives it a lead but it can not open it any further and the M6 begins to reel it in. The S85 V10 top end is nothing to take lightly and it shows as it makes up the distance and pulls the E63 easily to hold a roughly one car lead until they shut down. Would the result be reversed if the E63 AMG had a tune and exhaust setup? No doubt about it. However, a naturally aspirated M V10 with less displacement is able to beat a twin turbo 5.5 liter AMG V8 with a factory performance tune. That certainly says something about the S85 V10 engine and its architecture. If you want to give the E63 a tune, consider what would happen if you gave the S85 a couple turbos.
    19 replies | 1733 view(s)
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