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  • Chris@VargasTurboTech's Avatar
    03-14-2017, 01:42 AM
    TIME FOR A NEW GIVEAWAY! We're excited to start the next giveaway. This one is to celebrate 1000 VTT Turbocharger sets out there -although in truth we're more than a little late on starting this contest and actual numbers are closer to 1200 BMW turbos shipped. PRIZE: We're trying something a little different this time -the prize will be a cool grand ($1000) off any VTT product. Contest runs from when you read this post until 11:59:59 PM March 28th 2017. We'll draw the winner the following day and announce it after we ping them and get a response... so a couple days later. If you enter, be thinking about what you want so when I message you asking you about your plans we have something exciting to write about. Work with me here guys! GC's: Not a bad thing to save a grand on. RULES: We like keeping these giveaways simple -you want in? Just post in this thread to let us know. Standard VTT contest rules apply (and, like always, are subject to change at our discretion)... choose a forum to post on (we're on all the big ones) and only post on THAT forum. Enter more than once and you're disqualified. Post griping about how unfair life is and you're disqualified. Post using wingdings font and you're disqualified unless you run the forum, in which case you're already disqualified. Only people who have legitimate accounts are allowed to enter. New user? No problem, message me and tell me about yourself but by the time we wrap this up you better have quite a few posts going on. Since EVERY time we do a giveaway we have a few issues with people complaining stating we're hand selecting people to give FREE STUFF to (or a respectable discount), I'm going to tell you exactly how we're going to draw the number in the end. We'll count up the entrances per forum, pick a forum out of a hat, use a random number generator to get a post number.... and figure out which post belongs to which person. If, however, we draw, say, post 133 on Forum X and that happens to be some dude spouting off -in OUR OWN THREAD- about how VTT is his mortal enemy, stole his dog and made his taxes go up.... come on guys, we're gonna draw again and pretend like it never happened. :happyanim: I won't even feel bad about it. It's not hard at all to NOT be excluded, just be reasonable. :thumsup: WHO WE ARE: For those that are still learning about us, VTT was started in 1978 by Ron Vargas (Tony's father). Ron Vargas: Innovator and Boundary Pusher Ron was an innovator with emerging technologies such as fuel injection and turbochargers back in a time when these concepts were not common place. Ron quickly made a name for himself turbocharging anything from cars, boats, RV's, dune buggies.... if it had an internal combustion engine Ron could make it produce more power. Tony grew up in this environment; he was racing shortly after he could walk and learned turbo theory under Ron's watchful eye from the time he was 14 years old until he was 27, when Tony took a break to pursue the production industry. A young Tony Vargas. The cars are different but not much else has changed. In 2011 Ron passed away unexpected and Tony took the company over. Never one to do things half heartedly, once Tony was back in the turbo world it didn't take long before another Vargas was making waves. Love us or hate us, we've broken, held, or at least had respectable performance with nearly every metric of competition out there. 1/4 mile, 60-130, 1/2 mile, stock frame records, factory location twin turbo records... Tony, and all of us at VTT remain fiercely competitive, constantly challenging barriers, each other, and the limits of hardware. We work hard, we play hard, and we love all things turbo/motor related. At I finish up writing this post I do want to extend gratitude to our customer base. I really appreciate getting to know quite a few of you personally -even after the sale is done and the parts are running well, we love seeing a familiar face show up at a race to grab a drink and talk shop. We love hearing about your progress as you get your car dialed in. All of us find some happiness in the whine of a forced induction motor and we get it. Thank you. Tony and son, Hudson. The apple doesn't fall far from the tree. Best, Chris
    67 replies | 5679 view(s)
  • bradsm87's Avatar
    03-05-2017, 03:54 AM
    bradsm87 started a thread Custom TCU flashing in N54
    I tried my first custom TCU flash today. I started with a 7603537 backup file and changed the following: - Changed the last torque breakpoints (450nm on ongoing tables. 498nm on offgoing tables) to 600nm and extrapolated (increased) the shift pressure to follow the same curve. - Changed all D mode shift maps to the average of the stock and Alpina shift points. I find stock D mode shift points a little too high and Alpina a little too low so this should be pretty spot on for me. The thing I have disliked the most about the transmission behaviour is the dead zone during a 1st to 2nd shift. It felt almost like it decoupled in to neutral for half a second then banged into 2nd (not really that bad but that's the sensation). Both target and actual boost also dropped to nothing during the shift. With that in mind, I also did the following: - Further increased M mode 1>2 shift pressure from 270nm upwards - Reduced the "Timespan ongoing clutch transition HS 1>2" at higher torque by 20ms I flashed it and tested it today. Wow! D mode is just perfect and the 1st to 2nd decoupling feeling is completely gone! Next will be to do similar to 2>3, 3>4 etc. TCU flashing still has a long way to come. Most of the difference between stock and Alpina files are not defined in the XDF, some of which is delibrate by RBT Tuning I guess to keep an advantage with the OTS maps. The biggest disappointment is that the torque limiter has been withheld from the XDF and I spend 3.5 hours today trying to find it today without success. It looks like it must use a different conversion formula to other references to torque in the XDF. :( Here's a log showing no loss of boost during 1st to 2nd change. I could probably fish out an old log showing the issue but I've got over 100 logs and can't remember which ones I did a standing start on. http://datazap.me/u/bradsm87/rev42-tcu-v1?log=0&data=3-5-7-8-9-10-11-14-15-21-25&zoom=798-876
    74 replies | 7011 view(s)
  • Sticky's Avatar
    03-07-2017, 06:13 PM
    Guys, now that the RB giveaway is over and the winners got what they played for I will do one last big giveaway before moving my focus predominantly over to the Porsche stuff. What would you like to see? What would generate the most interest? Just name it. It's the last one. I think I've given enough, wouldn't you say?
    65 replies | 5748 view(s)
  • lulz_m3's Avatar
    02-27-2017, 04:36 PM
    Figured it was time for a dedicated Sous Vide thread. I just picked one up last week. Grass fed London Broil/Top Round cut. Cooked @ 133 for 7.5 hours. It was so tender I literally cut it with my fork. Added Worcestershire, freshly chopped garlic and Weber Chicago steak seasoning into the bag. I'm traditionally a BBQ guy, but so far I'm convinced this is my new go to method. My next experiment will be brisket cooked SV, but smoked on my wsm to impart some smoky flavor and crust.
    34 replies | 10276 view(s)
  • Sticky's Avatar
    02-24-2017, 05:10 PM
    The new PorscheBoost and BoostAddict project car is finally here. Say hello to this 2017 Porsche 911 Carrera. In other words, the new 991.2 generation with the B6 twin turbo 3.0 liter motor. The car has all the goodies including Sport Chrono, PDK, and the Sport Exhaust. The goal will be to produce 911 Turbo S humbling performance at a fraction of the cost in a lighter package. Think of it as building your own GT2. PorscheBoost already reached out to several tuners/vendors including: Fabspeed @COBB Tuning GIAC BMS IPD @VF-Engineering @Pure Turbos This should be a very fun project. Apologies for the poor photography as the sun made things difficult. Expect better photo shoots as things progress.
    97 replies | 804 view(s)
  • Tony@VargasTurboTech's Avatar
    02-27-2017, 11:47 AM
    Finally got another motor in the shop car, and on the dyno Friday before we left for the event on Saturday. With a little tuning by none other than our favorite N54 tuning guru Justin @V8Bait the car laid down a more than impressive 847WHP/726WTQ with an astounding 601WTQ by 3000 RPM held to redline, and 700WTQ held flat from 3500-6500RPM. This power, and tq was made with ONLY 25.4 psi at peak power RPM. We also made 776WHP at 21.62 psi boost at peak power! This is a perfect example of why we continually tell people boost is simply measurement of restriction NOTHING else. Remove restriction, and power stays the same or goes up at the SAME boost pressure. This is our closed deck 9.5:1 compression motor, with fully built head, larger intake valves, Manley springs, TI retainers, etc. We are also running the EOS V2 manifold. Full specs below. We took the car out to Shift Sector yesterday, and ran a new N54 1/2 record of 170.49MPH using the 776WHP map with 3 degrees less timing, then we tried to turn up the boost to the 850WHP map, but the we believe something happened to the diff or alignment, the car was all over the track, and very dangerous to drive, so we could not get a full run in. Even with the car near uncontrollable we managed a 168MPH run. We belive the car would have been close to 175MPH with the 850WHP map in it, had we been able to complete a full pass. (Chris will be doing a full Shift Sector post) Breakdown of the car as it is right now: Closed deck 9.5:1 compression N54 short block, forged rods, forged pistons Fully Ported head with oversized intake valves, Manley springs, Ti Retainer, Stock cams VTT GC turbochargers Custom VTT inlets with 6" velocity stacks VTT Double Barrel HPFP system EOS V2 intake manifold with top PI ADE 1100WHP FMIC Custom triple Walbro LPFP set up with Radium Surge tank MHD tuner tuned by V8BAIT 100% E85 847WHP graph AEM Log Grab 776WHP graph AEM Log Grab Logs: AEM 847 Log http://www.datazap.me/u/vargasturbotech/vtt-gc-847whp?log=0&data=4-5&zoom=96-420 MHD 847 Log http://www.datazap.me/u/vargasturbotech/vtt-gc-847whp?log=1&data=3-23&zoom=39-90 AEM 776 Log http://www.datazap.me/u/vargasturbotech/vtt-gc-847whp?log=2&data=4-5&zoom=118-484
    59 replies | 2924 view(s)
  • Tony@VargasTurboTech's Avatar
    02-27-2017, 02:33 PM
    Incredible peak numbers here but it is important to focus on the context. For one, this is a built motor with dropped 9.5:1 compression. Secondly, these figures are achieved at 25.4 psi of boost. Compare the result to what the GC turbos previously hit at 29.3 psi of boost. Not only is this setup making more power but it is doing so more efficiently. Further details from VTT below. Finally got another motor in the shop car, and on the dyno Friday before we left for the event on Saturday. With a little tuning by none other than our favorite N54 tuning guru Justin @V8Bait the car laid down a more than impressive 847WHP/726WTQ with an astounding 601WTQ by 3000 RPM held to redline, and 700WTQ held flat from 3500-6500RPM. This power, and tq was made with ONLY 25.4 psi at peak power RPM. We also made 776WHP at 21.62 psi boost at peak power! This is a perfect example of why we continually tell people boost is simply measurement of restriction NOTHING else. Remove restriction, and power stays the same or goes up at the SAME boost pressure. This is our closed deck 9.5:1 compression motor, with fully built head, larger intake valves, Manley springs, TI retainers, etc. We are also running the EOS V2 manifold. Full specs below. We took the car out to Shift Sector yesterday, and ran a new N54 1/2 record of 170.49MPH using the 776WHP map with 3 degrees less timing, then we tried to turn up the boost to the 850WHP map, but the we believe something happened to the diff or alignment, the car was all over the track, and very dangerous to drive, so we could not get a full run in. Even with the car near uncontrollable we managed a 168MPH run. We belive the car would have been close to 175MPH with the 850WHP map in it, had we been able to complete a full pass. (Chris will be doing a full Shift Sector post) Breakdown of the car as it is right now: Closed deck 9.5:1 compression N54 short block, forged rods, forged pistons Fully Ported head with oversized intake valves, Manley springs, Ti Retainer, Stock cams VTT GC turbochargers Custom VTT inlets with 6" velocity stacks VTT Double Barrel HPFP system EOS V2 intake manifold with top PI ADE 1100WHP FMIC Custom triple Walbro LPFP set up with Radium Surge tank MHD tuner tuned by V8BAIT 100% E85 847WHP graph AEM Log Grab 776WHP graph AEM Log Grab Logs: AEM 847 Log http://www.datazap.me/u/vargasturbotech/vtt-gc-847whp?log=0&data=4-5&zoom=96-420 MHD 847 Log http://www.datazap.me/u/vargasturbotech/vtt-gc-847whp?log=1&data=3-23&zoom=39-90 AEM 776 Log http://www.datazap.me/u/vargasturbotech/vtt-gc-847whp?log=2&data=4-5&zoom=118-484
    59 replies | 2368 view(s)
  • Sticky's Avatar
    03-08-2017, 11:31 PM
    There are upgrades coming for the ZF 6HP21 gearbox (such as the Nizpro option) but is it too little, too late? BimmerBoost knows of a member who recently completed a DCT swap with upgraded clutches as well as a few other members doing the same thing. Details on the successfully completed swap along with install pictures, pricing details, and the performance increase will come in a later article but perhaps the best option for automatic N54's running too much torque has been around this whole time and provided by BMW themselves. The Getrag DCT unit that BMW sources is used in a variety of models. If you are wondering about the torque handling capability, just look at what kind of torque F10 M5's running upgraded turbos are putting out and how the DCT transmission with upgraded clutches is holding it. Not only is the DCT capable of higher torque capability than the ZF 6HP21 it does not have the same software issues holding it back or internal hardware capability issues. Some upgrades for the AT box only aim at making it not slip at fairly low power levels in this day and age of N54 tuning. In other words, a complete waste of time for people running big boost (or who intend to add power) and concerned with maximum performance. You know, the kind of people who read BimmerBoost. The truth is, the DCT is the best option for high powered N54's. Not only will it hold as much torque as you can throw at it you also get a shift speed benefit. It's quite simply the best performance option and the swap alone will improve performance without you even having to add any power. The E82 1M should have come from the factory with it. If you are looking into something like the Nizpro upgrade by the time you factor in shipping from Australia, part cost, software, install, and shipping you might as well have just swapped in the DCT and had the best of all worlds. Look forward to a detailed article on this swap coming up soon.
    66 replies | 1922 view(s)
  • martymil's Avatar
    03-19-2017, 04:02 AM
    martymil started a thread Hows this for an IC in N54
    Hows this for an IC, biggest tube and fin that can be crammed into a 1 Series period and some results from the third back to back run at 400rwk on dyno dynamics dyno and the dyno room tipping the temp at 100f And it only weighs 13 lbs http://www.datazap.me/u/martymil/log...g=0&data=1-4-6
    52 replies | 3905 view(s)
  • Sticky's Avatar
    03-08-2017, 11:28 PM
    There are upgrades coming for the ZF 6HP21 gearbox (such as the Nizpro option) but is it too little, too late? BimmerBoost knows of a member who recently completed a DCT swap with upgraded clutches as well as a few other members doing the same thing. Details on the successfully completed swap along with install pictures, pricing details, and the performance increase will come in a later article but perhaps the best option for automatic N54's running too much torque has been around this whole time and provided by BMW themselves. The Getrag DCT unit that BMW sources is used in a variety of models. If you are wondering about the torque handling capability, just look at what kind of torque F10 M5's running upgraded turbos are putting out and how the DCT transmission with upgraded clutches is holding it. Not only is the DCT capable of higher torque capability than the ZF 6HP21 it does not have the same software issues holding it back or internal hardware capability issues. Some upgrades for the AT box only aim at making it not slip at fairly low power levels in this day and age of N54 tuning. In other words, a complete waste of time for people running big boost (or who intend to add power) and concerned with maximum performance. You know, the kind of people who read BimmerBoost. The truth is, the DCT is the best option for high powered N54's. Not only will it hold as much torque as you can throw at it you also get a shift speed benefit. It's quite simply the best performance option and the swap alone will improve performance without you even having to add any power. The E82 1M should have come from the factory with it. If you are looking into something like the Nizpro upgrade by the time you factor in shipping from Australia, part cost, software, install, and shipping you might as well have just swapped in the DCT and had the best of all worlds. Look forward to a detailed article on this swap coming up soon.
    66 replies | 1261 view(s)
  • idratherbesurfing's Avatar
    02-27-2017, 04:39 PM
    So my car is single turbo it was on the dyno for multiple hours and driven home from the car shop on an open downpipe with zero smoke coming out of the car. All of a sudden one day I noticed plumes of smoke coming out of the exhaust. Keep in mind I'm in New Jersey when I picked up the car the weather was very cold and it has been very cold since so I have not been able to drive the car let alone beat on the car and actually break something. The car does not smoke a single bit on cold startup or warm start up, the car does not smoke just idling, the only time the car smokes is on decel while revving or driving! The car does not idle weird nor does it drive weird as in I feel no loss of power. I will list the things I've done so far to try and remedy this issue. Dual catch can, tapped and plugged head, replaced valve cover gasket, sent out turbo for inspection, and oil change. I will also add my catch cans are full of a yellowish cakey muck that smells of fuel. The smoke is a whitish grayish color, someone told me it smells like fuel not like burning oil. So after I heard that I've decided to go a different route with ideas to fix this. Next up we removed my halltech controller completely including the port injection controller. So my port injection does not work anymore which cancels out the possibility of extra fuel moving through those injectors when it's not supposed to...car still smokes. The car is now solely running on the stock ECU with mhd. Any possibility it has to do with a leaky stock injector? Or maybe my fuel pressure regulator? I'm waiting to do a compression and leak down test just for the hell of it but it's just hard to imagine something's wrong with the motor considering I only drove the car in town a few times not going higher than 4th gear! Please help anyone that has an idea or information I would really appreciate it. My goal is to button this car up 100% so I can sell it. I'm trying to buy a house and I cannot buy a house with this goddamn Money Pit
    43 replies | 4397 view(s)
  • newb335guy's Avatar
    02-25-2017, 08:46 PM
    newb335guy started a thread For Sale: Part out, moving on. in Buy/Sell - Parts
    Doc race single turbo-ceramic coated PTE Gen 2 6266. everything that I got from Doc Racing goes to you plus I will provide the Hose setup that is in picture to vent back into turbo so you avoid venting to air and having to smell oil. Also Moshomito Catch can setup provided and ADV 02 Sensor (very recommended). Price to sell at $4700.00 We can package fueling into it also. Any questions you can call or text 850-240-0293 This is off of Doc Website: http://docrace.com/collections/bmw/p...ngle-turbo-kit BMW 335i 135i N54 Top Mount Single Turbo Kit Turbo Bearing Ceramic Coating $5,495.00 USD Cpe/BMS Port injection with Split Second AIC controller $800 Stage 3 Fuelit setup with upgraded fuel lines, return line fittings and Hobbs switch $600 DSS Axles $700
    28 replies | 5520 view(s)
  • Sticky's Avatar
    03-11-2017, 07:32 PM
    Ok, keeping a black car clean is a giant bitch. You see every smudge. Anyone have any product suggestions? I almost feel like getting that spray on wax stuff and just wiping it down after every drive.
    23 replies | 5337 view(s)
  • Sticky's Avatar
    02-24-2017, 04:26 AM
    The built motor era for the S63TU engine platform is getting going thanks to BPC (Bimmer Performance Center). They have a built engine package with some impressive specs that will increase the durability and capability of the S63TU 4.4 liter twin turbo V8. Those looking into this package will be people pushing the motor with turbo upgrades. When over 700 lb-ft of torque at the wheels, peace of mind becomes increasingly important: Some engines will last longer. Some engines will not. There are many factors such as fuel quality, torque, use, mileage, tune quality, etc. If you drive around town with a turbo upgrade getting groceries it is not exactly the same thing as going WOT on the roadcourse for hours of laps. This is the list of upgraded components: BPC Spec Darton Flanged Sleeves Optimized wall thickness for strength that far exceeds factory Alusil cylinders without compromising block integrity or cooling characteristics BPC Spec Carrillo H-Beam Rods Rated at 1500 HP BPC Spec Diamond Coated Pistons Thermal coated crown and teflon coated skirts. BPC Spec Total Seal Stainless Steel Piston Rings BPC Spec Calico Coated Main & Rod Bearings BPC Spec spark plugs They also offer these services: Engine Block CNC Bore & Hone Process CNC Main Bearing Line Hone BPC Spec Optimized Engine clearances Precision Balanced Rotating Assembly Cylinder Head BPC Spec Ported Cylinder Heads BPC Spec Valve seat machining CNC Cylinder Head Resurfacing Now, combining a built motor setup like this with a turbo upgrade is key. We saw the BPC built S63TU motor with their Borg Warner EFR 7163 turbo upgrade put out 846 horsepower to the wheels in an F10 M5 with preliminary tuning. They are shooting for over 1000+ and that is really where the upgraded engine components will be put to the test. How much does this all cost? Well, they didn't tell us. Expect to pay to play. The S63TU platform is poised to have a very big 2017.
    29 replies | 3768 view(s)
  • quing's Avatar
    02-28-2017, 07:07 PM
    Wondering if I can get some help on this issue im having. I get a misfire on cyl5 at wot right after 5000rpm. Trims are all over the place, afr is spiking up and down as well as rail pressure. I have replaced all new index 12 injectors, eldor coils, ngk 5992 gapped at .018, ADV sensors. Been trying to solved this issue for a while but not luck. Tried multiple different tuners as well but always the same issue. Any help is appreciated. http://datazap.me/u/ezkilz/misfire-cyl-5?log=0&data=3-23
    25 replies | 3318 view(s)
  • Chris@VargasTurboTech's Avatar
    03-06-2017, 04:28 PM
    Many people on BimmerBoost chase dyno numbers. Bragging about 800+ rwhp is fun. That is, until things start to break and repair bills start to add up. The N54 motor can make big power but the reality is for most people 600 rwhp is plenty and we forget just how much power that is. Chris@VTT put together a good article on getting your N54 to the ~600 rwhp level. Check it out below. Hey guys, While I think most of the users here on BB are a little past this, but I wrote an article about how to get 600 whp out of your N54 powered BMW. It's not a DIY but goes over the basics of what it takes to get there from our perspective -I hope some of you find it useful. Screenshots and .pdf attached. I do want to reiterate, there are MANY ways to do this, and plenty of good quality parts out there, not everything that's good got mentioned. If you have questions, just ask, we're always glad to help. Chris PDF:
    23 replies | 3168 view(s)
  • victor247's Avatar
    03-11-2017, 11:54 PM
    victor247 started a thread Possibly blew my DME in N54
    Hi guys. Today I was installed my Jb4, 2 Step and SS AIC. After the install, before stating up the car, I decided to check if the "JB4 connect" was working and sure enough it wasn't. So I connected to the JB4 with the computer and still nothing. So I checked with my Bimmer Boost cable for backend flash and I read my DME, showed voltage and did the full read of the DME but it wouldn't write the ST file and went into recovery mode. So I decided to check with INPA and it read codes, BUT the DME doesnt show up!! Im thinking somehow my DME is shorted out. How could I test it? Is there a fuse I can check? The Red 50 next to the green power wire for the JB4 is good. Does anyone have a schematic diagram? Any help is appreciated! Thanks!
    30 replies | 2870 view(s)
  • Sticky's Avatar
    03-06-2017, 05:02 PM
    BoostAddict has covered a lot of Fabspeed products over the years. What is marketed is billed as top quality. The product presentation is done well and they provide good videos along with dyno data to support their claims. We like that. What we do not like is what you are going to see below. Why is nobody talking about it? Why is a lawsuit due to poor product quality and poor customer service not being discussed on any of the major forums? Probably because Fabspeed is a vendor on those forums and you will see those who raised questions were banned. Here is an example: Banned for raising questions about cheap Chinese Fabspeed sources. So what is going on? Well, take a look at some of this: Quite a bit to chew on there, isn't there? It certainly doesn't look good. It also doesn't look good that the source (www.fabspeedsucks.com) says a class action lawsuit is taking place. BoostAddict reached out for comment to see how far along this lawsuit is. What is the truth here? Well, we are going to try to find out.
    25 replies | 2877 view(s)
  • Sticky's Avatar
    03-07-2017, 07:14 PM
    Fabspeed was not too pleased about the BoostAddict article yesterday which details claims about an upcoming class-action lawsuit. The job of this network is to report automotive performance news and sometimes that news is not positive. The job will be done to the writer's best ability even if that means some people might get upset. To do the job properly both sides should get their say and you, the reader, are left to make up your own mind. Now, that is quite a story and this Sal Pane fellow sounds like he is making life terrible for Fabspeed. BoostAddict did google Sal Pane and, yes, many links about him being a con man come up: https://www.buzzfeed.com/alexcampbell/long-island-officials-investigating-whether-con-man-sal-pane There's more: https://www.buzzfeed.com/alexcampbell/how-new-york-city-hired-a-con-artist-to-clean-up-ebola?utm_term=.okK4aPYwA#.jk9jMnLme What is the truth here? Well, Sal Pane's name is attached to some very shady and very dirty things. Additionally, if the threats against Fabspeed and the extortion claims are true one would think Sal Pane would face jail time. It also seems that he is a convicted felon. Fabspeed is gearing up their own legal defense. All we know is Fabspeed sells exhausts and has always been easy to work with from this end and provided this network with whatever requests for product information were made. Let's hope this matter is quickly resolved.
    30 replies | 2160 view(s)
  • Sticky's Avatar
    03-07-2017, 06:42 PM
    Sleeving the S65 V8 block for greater strength is the approach everyone took early on. An article from VAC asked if sleeves are bad for your S65 V8 engine and if there are any drawbacks. Their conclusion was that there are no drawbacks. BimmerBoost would beg to differ. There are drawbacks especially with flanged sleeves as when material is removed from the block to install the sleeves the rigidity is compromised. That is simply the experience with my own sleeved S65 V8 running high boost and Gintani's experience with various sleeved blocks. The approach taken for the BimmerBoost.com E92 M3 now is going with a high strength chromoly bed plate to brace and reinforce the block while leaving the bore alone. BimmerBoost previewed this bedplate in an article last year and now you can see the finished design and how it compares to the factory. There will no doubt be people saying sleeves are the way to go. They are welcome to try. The factory block without sleeves is currently supporting over 700 horsepower to the wheels. There are obviously going to be upgrades other than just this brace but take into account what AMS says here: What will an S65 V8 do with a reinforced block, forged crank, forged internals, and turbos? Well, we are going to find out.
    41 replies | 804 view(s)
  • Sticky's Avatar
    03-07-2017, 06:47 PM
    Sleeving the S65 V8 block for greater strength is the approach everyone took early on. An article from VAC asked if sleeves are bad for your S65 V8 engine and if there are any drawbacks. Their conclusion was that there are no drawbacks. BimmerBoost would beg to differ. There are drawbacks especially with flanged sleeves as when material is removed from the block to install the sleeves the rigidity is compromised. That is simply the experience with my own sleeved S65 V8 running high boost and Gintani's experience with various sleeved blocks. The approach taken for the BimmerBoost.com E92 M3 now is going with a high strength chromoly bed plate to brace and reinforce the block while leaving the bore alone. BimmerBoost previewed this bedplate in an article last year and now you can see the finished design and how it compares to the factory. There will no doubt be people saying sleeves are the way to go. They are welcome to try. The factory block without sleeves is currently supporting over 700 horsepower to the wheels. There are obviously going to be upgrades other than just this brace but take into account what AMS says here: What will an S65 V8 do with a reinforced block, forged crank, forged internals, and turbos? Well, we are going to find out.
    41 replies | 766 view(s)
  • Sticky's Avatar
    03-07-2017, 07:21 PM
    Fabspeed was not too pleased about the BoostAddict article yesterday which details claims about an upcoming class-action lawsuit. The job of this network is to report automotive performance news and sometimes that news is not positive. The job will be done to the writer's best ability even if that means some people might get upset. To do the job properly both sides should get their say and you, the reader, are left to make up your own mind. Now, that is quite a story and this Sal Pane fellow sounds like he is making life terrible for Fabspeed. BoostAddict did google Sal Pane and, yes, many links about him being a con man come up: https://www.buzzfeed.com/alexcampbell/long-island-officials-investigating-whether-con-man-sal-pane There's more: https://www.buzzfeed.com/alexcampbell/how-new-york-city-hired-a-con-artist-to-clean-up-ebola?utm_term=.okK4aPYwA#.jk9jMnLme What is the truth here? Well, Sal Pane's name is attached to some very shady and very dirty things. Additionally, if the threats against Fabspeed and the extortion claims are true one would think Sal Pane would face jail time. It also seems that he is a convicted felon. Fabspeed is gearing up their own legal defense. All we know is Fabspeed sells exhausts and has always been easy to work with from this end and provided this network with whatever requests for product information were made. Let's hope this matter is quickly resolved.
    30 replies | 1692 view(s)
  • csu87's Avatar
    03-15-2017, 02:19 PM
    Well after a long run over there, got the boot. All because I called some guy salty after he bought a 2013 335 for 38k... My favorite touch was when i received an email from the mods that they were going to charge me $15k for having an alternate account. I'll keep you guys posted with how that goes. Guess I'll be more active over here now. Wont miss it since its a joke of a technical forum, although that offtopic section they have is pretty good.
    14 replies | 3793 view(s)
  • BuiltV10's Avatar
    03-14-2017, 01:10 AM
    Hey guys! I'll keep this short and concise. I'm starting a project build using the S65 platform. My first thought is to build a stroked motor and slap on a nice supercharger to make "big numbers". The problem is, there's a lot of information around about builds such as this and I'm left rather apprehensive. Admittedly, I'm not an expert engine builder, nor am I a physicist or mechanical engineer so bear this in mind when evaluating my statements. I am in no way attempting to be make any statements written in stone. I'd like to hear all of your feedback and thoughts on this matter to try and get a better idea of what to do. Here's where we are at so far: I have the donor car ready to receive the build so at this time all we have to do is do the build. I'm still in the planning phase of this build and the only thing I have gotten is a block. Specifically, I just picked up a block from ebay for a very good price that was hydrolocked. Since I plan to build a stroked engine I figured this is no big deal at all and any machining/sleeves would render this a very usable block. To elaborate on my goals a bit more, I really would like to get at least 700 wheel. My first plan is to go with the PPM stroker kit and a compression of 10:1. I've been speaking with Peter Helmuth from PPM in Australia and he has advised me that he can sell me the same stroker kit they use in their 4.8L race motor. It's an 86mm stroke and a 94mm bore. This sounds absolutely nutty awesome and it's something I'd like to do. He advised me that I don't really need sleeves even with running boosted. Now, this is where my apprehension comes into play. I'm not too sure about all of this. It seems to me that alusil is not exactly the strongest material in the world and sleeves like Darton makes are really great for running in boosted motors. My main concern with sleeves is excessive temperature retention, but again I'm no expert here. Before I tackle the supercharger, I'd like to lay out my stroker build first. Enlighten me, you boosted heathens :music-rockout: I've attached some pictures of the block I picked up. One of the pictures details a repair that was one on one of the cylinders. Everything looks fine here to be a candidate for a stroker build like this. Thoughts on this block? I don't see anything that jumps out and throws a big red flag
    30 replies | 2560 view(s)
  • MM Performance's Avatar
    02-24-2017, 09:46 AM
    I'm posting this primarily to a post I keep seeing recur in various locations online of single turbo kit vs MMP stage 3 twins. So I will give my 2 bits of info here. First of all the stock block is really only good in my opinion for low 700s absolute max 750whp for any amount of time reliabily. The block is suceptible to blown ringlands and bent rods. I've bent a rod at low 600s wtq and blown a ringland at low 700s whp, I did have a fuel issue but it did happen. Also I see many many singles that almost always end up blowing within a year if pushed to 750+whp. There are maybe 1 or 2 exceptions to the rule but almost every engine I have seen pushing big power (750+) blows, and now all those guys either sold their car with new stock motor or got a built engine. I see it on Facebook BMW groups all the time, mainly N5x enthusiasts but also in a couple larger ones also. So if going for the big power be prepared for $7000-14,000 investment in a built engine depending on your goals and options chosen. So to avoid big investment in a stock block I would target low 700s max. MMP stage 3 turbos are a great fit for that. Also all your mods you currently have for stock turbos apply. Install is just like installing stock turbos. And spool is stock like and much better than a single. I have owned a top mount FFTEC 5862 BB e92 at the same time as my stage 3 twins e92 and I loved driving the twin over the single much more. Why I liked about the single was the sound with the open WG dump but power and delivery and fun factor, twins win hands down. My customers have made on thier own cars 711whp at 30/31psi and now that customer is running 32psi and going for 35psi, he likes pushing the limit. Also many others are now running the turbos at that level so they make the power as advertised and see the results for themselves. Someone recently posted on Facebook they made 700whp on e40 with stage 2 LPFP no PI and meth injection on my turbos at 28psi and he was super happy with his results. My turbos have been selling for almost a year and have an excellent track record. I have sold over 70 sets and I take care of every single one of my customers. With the group buy going on I will get close to 100 sets sold total in the next few weeks. Options are much cheaper with MMP. Inlets and outlets when sold with turbos are just $100 each my cost, no profit. Ceramic coating is $150 form polydyn 2500F rated MUCH much higher quality than cerakote which others charge $350 for! $150 is my cost for the twins coating and I pass it on and make no markup on it. I am the only one that offers custom WPC treated bearings (more info on my website under the turbos, info and videos mmp-e.com). Also with WPC I offer twice the normal industry warranty so I offer 2 yrs warranty. The warranty I provide I stand behind it and always put the customer first before profits and treat the customer like I would like to be treated by a vendor. That's more than just words, ask anyone of my customers over the past two years since I started selling Inlets if that's the case. So one comment I see over and over is that there is not enough reviews posted so i have a page that most of my customers have joined and posted on that has all racing videos, reviews and Dyno and many many of my customers are on there and you can ask them questions directly. Here is the linkhttps://www.facebook.com/groups/964707693631304/You will find on there Dynos for several 700whp+ customers who posted, many racing videos even a video of an mmp stage 3 customer of mine beating an M6 that holds the stock turbo whp record at 780whp and 860wtq and 10.3s quarter mile in a the highway pull, and many other reviews, exhaust sounds etc etc. Most importantly, in my group above, there is a post to a group buy going on right now for $2525 for MMP stage 3 twin turbos but it closes feb 28th so if interested need to act quick for an amazing deal that has never before been offered and probably won't again for quite some time. The group already has almost 25 people. If waiting for a tax refund also I can work with you on that and timing of the payment. Any questions you can post here but for fastest reply email me at sales@mmp-e.com and you can also PM me on Facebook (Mauricio Madrid) you will find me in the Facebook group I linked above. Thanks for reading :) Mauricio owner of MMP
    15 replies | 3057 view(s)
  • Sticky's Avatar
    03-06-2017, 04:57 PM
    BoostAddict has covered a lot of Fabspeed products over the years. What is marketed is billed as top quality. The product presentation is done well and they provide good videos along with dyno data to support their claims. We like that. What we do not like is what you are going to see below. Why is nobody talking about it? Why is a lawsuit due to poor product quality and poor customer service not being discussed on any of the major forums? Probably because Fabspeed is a vendor on those forums and you will see those who raised questions were banned. Here is an example: Banned for raising questions about cheap Chinese Fabspeed sources. So what is going on? Well, take a look at some of this: Quite a bit to chew on there, isn't there? It certainly doesn't look good. It also doesn't look good that the source (www.fabspeedsucks.com) says a class action lawsuit is taking place. BoostAddict reached out for comment to see how far along this lawsuit is. What is the truth here? Well, we are going to try to find out.
    25 replies | 2045 view(s)
  • Sticky's Avatar
    02-24-2017, 04:09 AM
    The built motor era for the S63TU engine platform is getting going thanks to BPC (Bimmer Performance Center). They have a built engine package with some impressive specs that will increase the durability and capability of the S63TU 4.4 liter twin turbo V8. Those looking into this package will be people pushing the motor with turbo upgrades. When over 700 lb-ft of torque at the wheels, peace of mind becomes increasingly important: Some engines will last longer. Some engines will not. There are many factors such as fuel quality, torque, use, mileage, tune quality, etc. If you drive around town with a turbo upgrade getting groceries it is not exactly the same thing as going WOT on the roadcourse for hours of laps. This is the list of upgraded components: BPC Spec Darton Flanged Sleeves – Optimized wall thickness for strength that far exceeds factory Alusil cylinders without compromising block integrity or cooling characteristics BPC Spec Carrillo H-Beam Rods – Rated at 1500 HP BPC Spec Diamond Coated Pistons – Thermal coated crown and teflon coated skirts. BPC Spec Total Seal Stainless Steel Piston Rings BPC Spec Calico Coated Main & Rod Bearings BPC Spec spark plugs They also offer these services: Engine Block CNC Bore & Hone Process CNC Main Bearing Line Hone BPC Spec Optimized Engine clearances Precision Balanced Rotating Assembly Cylinder Head BPC Spec Ported Cylinder Heads BPC Spec Valve seat machining CNC Cylinder Head Resurfacing Now, combining a built motor setup like this with a turbo upgrade is key. We saw the BPC built S63TU motor with their Borg Warner EFR 7163 turbo upgrade put out 846 horsepower to the wheels in an F10 M5 with preliminary tuning. They are shooting for over 1000+ and that is really where the upgraded engine components will be put to the test. How much does this all cost? Well, they didn't tell us. Expect to pay to play. The S63TU platform is poised to have a very big 2017.
    29 replies | 1399 view(s)
  • Chris@VargasTurboTech's Avatar
    03-06-2017, 01:24 PM
    Hey guys, While I think most of the users here on BB are a little past this, but I wrote an article about how to get 600 whp out of your N54 powered BMW. It's not a DIY but goes over the basics of what it takes to get there from our perspective -I hope some of you find it useful. Screenshots and .pdf attached. I do want to reiterate, there are MANY ways to do this, and plenty of good quality parts out there, not everything that's good got mentioned. If you have questions, just ask, we're always glad to help. Chris PDF:
    23 replies | 1417 view(s)
  • Sticky's Avatar
    03-11-2017, 07:54 PM
    This is a real shame although not really all that surprising. The Audi RS7 utilizes an all wheel drive ZF gearbox and the new W213 E63 AMG follows suit. What do they both have in common? Twin turbo top mount V8's and all wheel drive. Developing a DCT gearbox to support the torque of these twin turbo V8's moving 4500+ pound cars is difficult. Not to mention there needs to be some headroom as the companies know people will tune and launch them. Audi did the same thing with the new S5 model and its turbo powerplant. They ditched the dual clutch transmission for a ZF automatic. Who is the winner in this? ZF. They get to sell more transmissions and no doubt the cost factored into BMW's decision. The next generation mid-size battle is shaping up as the most boring of all time. Audi, Mercedes, and BMW all have the same exact thing. Porsche has a similar 4.0 liter V8 motor as the other three but at least gives you a dual clutch transmission with all wheel drive which stands out in the segment. Cadillac, please do something exciting with your next car that doesn't copy the already boring German recipe. Source
    27 replies | 1155 view(s)
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