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  • Tony@VargasTurboTech's Avatar
    03-28-2017, 09:54 AM
    So everyone is always saying you can't compare dyno graphs because of variables, etc, etc, etc. How about this for a comparison. Same Day, Same Dyno, Same tuner, same fuel, two N54's. One car VTT GC, the other X brand Single kit with a 6465BB Twin Scroll single. The Single is running 1 degree more timing up top, boost is almost identical between the two. Both running what AZ passes for E85 which is about E54. 1000 RPM better spool, more power throughout the entire rev band, and the same power up top... Which power curve would you choose, VTT GC's FTMFW? :D
    130 replies | 13579 view(s)
  • DOCRace's Avatar
    04-19-2017, 07:37 PM
    Trying to get results from shops is like pulling teeth sometimes but I'm always on the look out to see who has been getting good results from our kits. This one comes from a dealer of ours Sports Mind in Bahrain who are huge in the BMW scene over there. They installed our 6466 kit on a very rare 1M. The final result was 773hp/707tq with peak torque at just past 3Krpm:awesome: Yikes!! That's got to be an insane car to drive. They are running at 34psi on VP C85 race fuel. 773hp is the company's N54 HP record which isn't too bad.
    185 replies | 4771 view(s)
  • JD75's Avatar
    04-11-2017, 11:05 AM
    ​Hi Gents, I am pleased to announce the forthcoming release of these dual BB billet CNC'd CHRA turbochargers from NOZ Turbo Engineering in partnership with JDTuning. The turbos are 100% direct fit and retain the use of the OEM oil and coolant lines. The ball bearing assembly itself is made in Germany and the billet steel/alloy CHRA is CNC'd in-house by the turbo manufacturer in Taiwan, where all turbo housing machining, assembly and VSR balancing are performed on a state-of-the-art Schenck VSR by expert technicians. The turbos feature a TD04-15T lightweight billet compressor wheel with extended tip technology, a TD04 (9 blade) turbine wheel for improved efficiency whilst maintaining excellent spool characteristics and transient response. The entire OEM wastegate assembly has been re-designed to see improvements in the durability of the wastegate flapper arm bush, flapper arm valve, sleeve, actuator arm and the actuator rod connector to eliminate the dreaded N54 wastegate rattle. With high-flow inlets on straight E85 and the usual array of supporting mods/tuning expertise I believe they will support around 375rwkW @24/25psi of boost pressure as measured on a Dyno Dynamics dyno. The turbo designer has run a set of these on his own 335i pumping a stupid amount of boost for a little TD04 turbine (like 26-28psi) for the last 6,500+ kms in an effort to push these to failure and so far so good. No dyno results from him as yet as he is not a tuner, so he has left that up to me to obtain the dyno numbers and datalogs potential buyers are going to want to see. We have just completed the installation of the first set of BB turbos in Australia at Advan Performance and dyno results with datalogs will be following shortly. ;) Pricing to be finalised soon thereafter. Cheers, Justin.
    91 replies | 9205 view(s)
  • Sticky's Avatar
    04-06-2017, 07:15 PM
    By dmacpro91: I'm sure a lot of you know the struggles I've gone through with trans options on this platform. Little backstory on the trans options I've run so far. Stock 6AT Ran with the stock trans (Alpina flash though) for my entire time as a stock turbo car. Made something like 430whp for a year or so with no issues. Eventually did a single turbo build and the trans held that for a few months at 629whp before it finally gave. Level 10 "1000hp" "build" I can't even say enough negative stuff about this setup or the company, but I have a review thread and teardown of what their build includes somewhere on here. Short version is it was useless. Stock 6MT w/Spec Stage 3+ clutch and SMFW Ran this setup with varying power levels between 700whp and 800+whp. This setup takes the abuse REALLY well except when launching. In a 135i we don't have nice options for a beefed up manual driveshaft or rear yet. One of the few times I tried to launch hard on this setup I sheered off the end of my driveshaft in the rear. Never did it again after that. This brings us to the newest trans option which I have a lot of faith in. AD Engineering has come up with a kit to bring all the goodness of the GM trans world to us. The kit I bought included: Ford 8.8 Rear DSS Axles 4L80E w/custom bellhousing Aluminum driveshaft Install went pretty smooth. Rear bolted right in and the trans mates up to the engine great. Only modification needed was to cut a little bit out of the tunnel, tweak it, and weld it back in. I'll get pics of this tomorrow. Oh I also needed to have the driveshaft shortened a bit due to me being a 135 instead of a 335, but that was no big deal. The build quality of this kit is absolutely top notch as are all of the products I've received from ADE. As for the trans controller, I decided to go with the TCI EZ TCU. As we get this project buttoned up I'll provide more info and some videos. Update 3-15-17: Car is basically done, just need to wire up the reverse lights. We were able to test it on the rack yesterday and everything is functional (performance mode, manual shifting through all gears, etc.). Ended up needing to add a switch to make the car think the clutch is engaged (for starting). We could have done something like tie it into the brake switch, but I didn't want to chance any weird behavior when brake-boosting. The TCU is mounted behind the AC controls which is a damn near perfect fit. I should be picking it up today. Once I get it back I'll be spending some time getting the gear calculations worked out in the flash so the ECU knows what gear it is in (mainly needed for things like boost limits/gear). In the pic of the 2 switches the red one is the clutch switch and the gray one is for the line lock. Install notes: *Use a toggle switch to simulate the clutch signal to the CAS (for starting). *Leave clutch wiring hooked up so DME doesn't think clutch is always depressed. *To use paddles, we did a bit of custom wiring in the steering wheel. Up/down shift wires were cut coming out of the back of the steering wheel and that wiring was run to the TCU. *RPM signal was retrieved through the wire at the OBDII port. *TPS Signal from DME grey connector position 20. *Posi-taps make like MUCH easier.
    92 replies | 8253 view(s)
  • Sticky's Avatar
    03-28-2017, 04:11 AM
    CARB (California Air Resources Board) is doing its darndest to ruin performance cars for everyone. What is the problem? CARB is adopting standards for 2025 that automakers believe are far too strict. Why is this a problem? First of all, automakers already stated they simply can not meet the previously proposed standards. Secondly, the rest of the states in the union would be forced to acknowledge CARB's decision. That means even if you do not live in California CARB would still be able to push your state around. Imagine for a moment a new car coming out with a lot of horsepower that is very efficient and meets EPA standards but does not meet CARB standards. Effectively, there would be two sets of emission standards in the USA but the CARB standards could force that automaker to abandon selling the car in the United States or even worse not bother producing it. Want to know what is truly troubling? Arizona, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Pennsylvania, Rhode Island, Vermont, Washington, and the District of Columbia all decided to agree to CARB's standards. That means many of you are not exempt from California's eco-nazis even if you do not live in California. CARB gets away with setting federal standards as it pre-dates the EPA and a waiver under the Federal Clean Air Act means their emission standards must be recognized by other states. What will happen? Who knows. The Trump administration froze EPA grants to CARB hitting them where it hurts. The Trump administration also cut funding to the EPA. The Obama administration on their way out rushed approval of new EPA standards that align with CARB prior to Trump taking office. CARB blames the automakers: The White House believes California is going too far: As you can see, this is all pretty messy and will involve a lot of lawyers on taxpayer dime to sort out. The best case scenario is that CARB's waiver is revoked effectively neutralizing their power. The worst case scenario is two standards floating around which carmakers simply decide not to even bother with and stop producing performance cars altogether for the US market. Thanks a lot California.
    93 replies | 5453 view(s)
  • j_hynson's Avatar
    04-09-2017, 11:04 AM
    So I did the OTS stage 3 xHP flash and I'm pleased for the most part. The shifts are deff faster and the transmission seems to be smoother but my concerns are the following: -when I'm in sport mode (gear selector to the left) and I get on the gas it won't shift without me doing it via selector or paddles - in "D" when I get on the gas and go through a gear then let off, the trans will just hang up high in that gear instead of shifting to the next. anyone else experiencing this?
    37 replies | 4314 view(s)
  • Tony@VargasTurboTech's Avatar
    04-16-2017, 12:27 PM
    Took the car to the strip yesterday, after a few shake downs, launched the car at 4700, and was able to cut a 1.67 60ft, car was moving, but unfortunately lost the belt at the top of the run, and the car though pointed straight decided to make a hard left(loss of power steering is my guess), almost collided with the Chevelle we were running. We manged to avoid the wreck, but since we crossed center they did not count our final ET, or trap. As you can see from the slip the chevelle ran a 10.81 despite having to brake hard to avoid us. We were 2/10th's faster the entire way down the track, including the 1000 ft mark, would have reeled of a 10.6 or better, but it wasn't meant to be. We will be heading back to the track very soon to get the slip to back this up..:) Video, slip, and photos attached for fun...
    29 replies | 3791 view(s)
  • j_hynson's Avatar
    04-05-2017, 10:25 AM
    I've been searching around trying to find a thread with a solid answer and can't really find anything. When I get on the gas around 6000rpm the car will throw a misfire code on cylinder 6. I'm only making around 18-21 psi at the moment. So far what I've done is: -gapped plugs down -swapped around plugs and coils -compression test (results were fine) -attempted leak down but hose was leaking so Matco guy is getting me a replacement. modifications are in signature. any help is appreciated
    35 replies | 3386 view(s)
  • Sticky's Avatar
    04-06-2017, 07:29 PM
    Sticky started a thread PTE 6266 vs. EFR 8374 in N54
    Looks like Payam has some new toys:
    29 replies | 3641 view(s)
  • DOCRace's Avatar
    03-30-2017, 12:47 PM
    Been talking to AJ over at EMP Tuning who has installed and tuned a good amount of DOC Race turbo kits. He got this beautiful 335is in his shop a couple months ago for install of the kit and lots of other parts. Final numbers that AJ gave me was 738hp and 695tq all done on a mustang dyno too I believe.
    30 replies | 1879 view(s)
  • Josh@RSE's Avatar
    04-19-2017, 09:42 AM
    Since a lot of my experience with my e90 has come from BoostAddict, @Sticky said it would be okay for me to give away one of our first (public) products here. For those of you guys with top mount single turbos and a relocated coolant tank, we made a new bracket and lines to support proper mounting of the power steering reservoir. You can find more info in the original thread: http://www.boostaddict.com/showthread.php?82996-N54-Power-Steering-Reservoir-Relocation-Kit The rules are simple... just post in this thread saying you want one, and on 4/26 I will use a random number generator to pick from the list. If you're in the USA, you get the bracket and kit for free. If you're outside of the USA, you might need to pitch in $10-15 for shipping. 1. Grip&Go 2. Aaron 3. psychosinmylobby 4. R.G. 5. Traf 6. gunda 7. showcase199 8. ninjacoupe 9. G_OFF5280 10. Aus335iGuy 11. daedoe 12. Daily Three 13. I6+TT=FTW 14. omgboost 15. JBacon335 16. Andydna15 17. EJ_Reynolds 18. Abacus38 19. e92revolution
    23 replies | 1733 view(s)
  • Sticky's Avatar
    04-12-2017, 10:39 PM
    "Ask any racer. Any real racer. It don't matter if you win by an inch or a mile. Winning's winning." Everyone remembers that quote from the first Fast and the Furious movie. You know, the movie that was about street racing and the scene that surrounded it? Well, something happened to the franchise. It shifted focus from car racing to action scenes. This was good for the box office but there is little remaining for car enthusiasts. The reason the Fast and the Furious originally appealed is that chase scenes, races, and awesome cars were the focus. The vehicle action scenes almost seem forced in the later movies. Bloomberg posted an excellent piece detailing how things changes. Let's just take a look at a few of their data points: You can read the full (and very well done) article here: https://www.bloomberg.com/graphics/2017-fast-and-furious/ At least there is room for a new movie or even franchise that is more centered around cars as the Fast and the Furious moved toward big budget action scenes and Hollywood starpower.
    31 replies | 1785 view(s)
  • V8Bait's Avatar
    04-19-2017, 07:45 PM
    As some of you know, the last couple months I have been helping reverse-engineer the BMW ignition system in order to help develop a path for upgrading it. The stock system isn't horrible, but it has many shortcomings as everybody who owns a high powered N54 is well aware of. That being said, since others seem to also be developing upgrades, I think I'll start releasing some information on what I've found for the benefit of the community. Unlike some other threads, this is all new information, and will be expanded and refined the next 1-2 months as testing continues. 1) What are the hardware limitations of the DME?We'll use the older MSD80 to expand on this question. If the hardware is good, it opens up different options than if the hardware is lacking to begin with. Nearly all BMW's use TCI systems for spark (transistorized coil ignition), which means they have a transistor IGBT (also known as an ignitor) to drive an inductive coil. The transitor is located inside the DME, as opposed to some cars which have a module. The transitor used is a Fairchild ISL9V5036S3ST class IGBT, the datasheet can be downloaded here. It's a very nice transistor, capable of over 30 amps per channel and 250W heat dissipation, among other key features. The way the circuit functions, is you have a 5v logic signal to the IGBT in the DME. That grounds an output to the coil, energizing the coil (coil has constant 12v and a secondary ground in addition to the coil - signal). When the 5v logic signal ends, the ground path ends, and the coil fires. This is a "dumb" system since the transistor (aka ignitor/IGBT) is separate from the coil. Basically, the transistors function as the points in an old muscle car. Smart coils (LS, Audi, Honda) have the 5v logic going straight to the coilpack, which has the IGBT incorporated. 2) What are the current ignition coils capable of? Bosch/Delphi OEM coils were used to establish a baseline, to see just how powerful the factory system is, and what the limits are for dwell time. The best way to test an ignition coil is with an oscilloscope. There are a few key things to be concerned with including primary coil amperage draw vs dwell time, primary coil saturation point, secondary coil peak voltage potential, and secondary coil output. Some of these measurements are more difficult to obtain that others. I am not going to release everything I have yet, others need to do their own due diligence, but here are some of my results for dwell and amperage draw that are relevant to everybody on the platform: a: Bench testing OEM coils. Top trace (green) is function generator signal (dwell), yellow is current draw, lower trace is high tension (secondary voltage, spark starts when primary current collapses and ends at the squiggly, better seen in lower image with upgraded coils) b: Testing OEM coils on a running car. Current draw can vary based on operating conditions but is a quick and easy way to see if the tables in the XDF are functioning as expected. In a nut shell, at the beginning of this project, they were not. Now they are, and similar to the bench testing the coils saturate around 3mS at ~14V. Note- current clamp was being finicky today and no good secondary coil data due to technical difficulties with interference (no spark plug wires makes it difficult to obtain): If you want to know the mJ output of the Bosch, it's low. The DME can handle more amperage than this, the coils were simply saturating. More will be released on this later. Just for fun, here's what an upgraded coil looks like on the test bench at 1, 2 and 3mS with significantly stronger secondary output: 3) Is the DME hardware limited by software?Just because the hardware is good, doesn't mean BMW won't stop your fun. A couple people have tested the Dwell tables before and found that the car does not react as expected. This meant there were two options; go around the problem or fix the problem. Working with Jake and MHD, the Dwell tables can be made functional and at least one cause of current limiting has been resolved. 4) Which coils should be considered for upgrades? The answer is always LS swap, for everything car related. Except LS are smart coils and tend to discharge early if over driven. Price, reliability, power are the players. I would love to hear opinions on what would constitute the best coil for these cars, as it seems there's a few drastically different versions coming out in the next 1-2 months.
    24 replies | 2296 view(s)
  • Sticky's Avatar
    04-14-2017, 04:10 PM
    This is glorious and well deserved. Remember when Pure Turbos released their excellent M177 turbo upgrade for the W205 C63 platform and an idiot by the name of @1fastc63s started running his mouth about how the dyno numbers are fake, Dime's turbo upgrade is better, and proceeded to challenge everyone on Instagram to race in order to prove it? Well, he got his wish. Oh boy did he get his wish. Let's start with a DME Tuning tuned C218 CLS63 M157 with two passengers pulling the Dime turbo upgraded W205 C63 S M177: Well, that did not work out as planned, did it? Now to truly highlight the insecurity and immaturity of this kid with the C63 S, here he is getting pulled by an F82 M4 on the factory S55 turbochargers and a DME Tuning ECU flash tune. The beatdown is so bad he tilts the camera down and refuses to provide the rest of the footage: He mad? He mad: Way to go winner!
    32 replies | 1738 view(s)
  • Sticky's Avatar
    04-21-2017, 06:22 PM
    When you can no longer option your BMW M car with a manual transmission and an automatic is the only choice the conversion of the M brand from roadcourse to dragstrip will officially be complete. That is exactly where we are headed according to BMW M's VP of sales and marketing Peter Quintus. We already know the next generation F90 M5 will be available with a ZF automatic gearbox. Why? Because the unit is already tried and tested with the Audi C7 RS6 and RS7 which are all wheel drive models. The M5 going to all wheel drive puts more stress on the drivetrain and with all that twin turbo V8 torque a stout gearbox is needed. Why spend the money to develop a new dual clutch for the all wheel drive system when you can just plug in ZF's solution? That is exactly what Mercedes-AMG did with the W212 and W213 generation 4Matic E63's. Fine, they are cutting costs. No surprise there. However, the manual looks like it will follow the dual clutch out the door. That is not good: He also says the manual gearboxes can not cope with the torque which is a joke. He also takes a shot at American manual gearboxes which seem to have no trouble with big torque: Awful shift quality? Based on what? Also, how is the ZF automatic any lighter than a good manual gearbox? It isn't. It is heavier. So what the hell kind of logical argument is that? What this comes down to is that M is moving to all wheel drive to put the torque down and if the next generation M3 and M4 are all wheel drive they will simply plug in the ZF gearbox rather than develop a dual clutch. The DCT is still the enthusiast and performance choice and the manual is obviously the choice for driver interaction. Oh well, this is the new M. Source
    35 replies | 368 view(s)
  • Sticky's Avatar
    04-10-2017, 04:34 PM
    I'm just curious if the return on a Dyno by renting out time on it makes an actual business case? Part of me just dreams about having my own dyno in my own awesome garage with a lift and so forth. I'm not sure how quickly car and be put on or off the dyno but could probably pay itself off fairly quickly with enough cars getting runs. A Dynojet 424xLC2 unit runs about $60k. Here's a breakdown of the various units: MODEL 224X STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 224x $22,500.00 2006 Automotive Dynamometer Price List ADDLR - Page 2 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. Model 224x Automotive Chassis Dynamometer D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Item Detail Price Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Above-Ground Platform Kit Necessary when using the four-post lift. Consists of a $2,000.00 platform for the rear of the dyno with a lift interface kit Pit Covers Necessary when installing the dynamometer into a pit/in-ground installation. $800.00 Covers open areas exposing the dyno roller only Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using high-flow pump w/ sample tube or bung $2,995.00 Eddy Current Load Control Includes the eddy current absorption unit, torque cell, and dynamic load control $15,000.00 software. Perform loaded tests, including step, sweep, and closed loop. (pit or above ground) Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Model 224x Automotive Chassis Dynamometer Optional Accessories 2006 Automotive Dynamometer Price List ADDLR - Page 3 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t MODEL 224XLC STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • Eddy Current Load Absorption Unit, Torque Cell, and dynamic load control software. Perform loaded tests, including step, sweep, and closed loop • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 224xLC $36,995.00 Model 224xLC Automotive Chassis Dynamometer Item Detail Price Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Above-Ground Platform Kit Necessary when using the four-post lift. Consists of a $2,000.00 platform for the rear of the dyno with a lift interface kit Pit Covers Necessary when installing the dynamometer into a pit/in-ground installation. $800.00 Covers open areas exposing the dyno roller only Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using high-flow pump w/ sample tube or bung $2,995.00 Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Model 224xLC Automotive Chassis Dynamometer Optional Accessories Model 424x All-Wheel Drive Chassis Dynamometer MODEL 424X STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • Tests vehicles in either two-wheel or all-wheel drive modes • Above-Ground or Pit installation accessories included • Consists of two Model 224x chassis dynamometers • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 424x $60,000.00 2006 Automotive Dynamometer Price List ADDLR - Page 4 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. Model 424x All-Wheel Drive Chassis Dynamometer D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Optional Accessories Item Detail Price Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using $2,995.00 high-flow pump w/ sample tube or bung Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Eddy Current Load Control Includes the eddy current absorption unit, torque cell, and dynamic load control $15,000.00 software. Perform loaded tests, including step, sweep, and closed loop. Available for front, rear or both. 2006 Automotive Dynamometer Price List ADDLR - Page 5 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Item Detail Price Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using high-flow pump w/ sample tube or bung $2,995.00 Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00 tape. Recommended when testing diesel engined vehicles Analog Module Expansion module allows datalogging (4) 0-5v channels $750.00 • 0-50psi Absolute Pressure Sensor $100.00 • 0-100psi Relative Pressure Sensor $100.00 Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Model 424xLC2 All-Wheel Drive Chassis Dynamometer Optional Accessories MODEL 424XLC2 STANDARD FEATURES AND EQUIPMENT • Measures up to 1,500hp+ and 200mph • Tests vehicles in either two-wheel or all-wheel drive modes • Two Eddy Current Load Absorption Units, Torque Cell, and dynamic load control software. Perform loaded tests, including step, sweep, and closed loop • Above-Ground or Pit installation accessories included • Consists of two Model 224xlc chassis dynamometers • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 424xLC2 $79,995.00 Model 424xLC2 All-Wheel Drive Chassis Dynamometer MODEL 248X STANDARD FEATURES AND EQUIPMENT • Measures up to 2,000hp+ and 200mph • WinPep 7 Software and Hardware to interface (PC, printer, etc. not included) • Automatic Conditions Measurement (absolute pressure, air temp, humidity) • Ignition wire inductive tachometer pickup leads • Auto Tie Down Package (straps, ratchets and ground hooks) • Wheel Chocks • Air Actuated Brake System • Remote Software and Brake Control Pendant • Installation and operation manuals • One year replacement parts warranty • Toll-free technical support Model 248x $32,500.00 2006 Automotive Dynamometer Price List ADDLR - Page 6 All prices subject to change without notification. All prices in U.S. Dollars. Shipping not included. Model 248x Automotive Chassis Dynamometer D y n a m o m e t e r a n d D i a g n o s t i c T e s t E q u i p m e n t Model 248x Automotive Chassis Dynamometer Optional Accessories Item Detail Price Rotary Four-Post Lift Four-post lift used to raise and lower vehicle for use with an above-ground $4,000.00 (SM-123) installed dynamometer. Lift will also function independently from the dyno. Above-Ground Platform Kit Necessary when using the four-post lift. Consists of $2,800.00 platforms, railings, side enclosures and lift interface kit Pit Covers Necessary when installing the dynamometer into a pit/in-ground installation. $900.00 Covers open areas exposing the dyno roller only Air/Fuel Ratio Monitor Measures real-time air/fuel ratio using $2,995.00 high-flow pump w/ sample tube or bung Dynotrac Load Control Air actuated system utilizing the friction brake system of the dynamometer $1,500.00 to perform load tests by close-looping on speed, rpm or percentage of load Optical RPM Pickup Includes magnetic base, optical sensor and reflective $300.00
    10 replies | 3829 view(s)
  • Sticky's Avatar
    04-05-2017, 01:20 PM
    Are they big enough though?
    10 replies | 3854 view(s)
  • Sticky's Avatar
    03-31-2017, 05:41 AM
    13 replies | 2730 view(s)
  • Sticky's Avatar
    04-03-2017, 01:19 PM
    Sticky started a thread XHP 6hp XDF in N54
    XHP 6hp XDF We\'ve just corrected a few minor bugs in the xdf File for TunerPro. With the Freeware TunerPro, everyone can create his own maps for every supported xHP Car. Change shiftpoints, TQ management maps, Torque Converter lockup and many more by yourself. XHP 6hp XDF
    21 replies | 2205 view(s)
  • Sticky's Avatar
    03-30-2017, 11:08 AM
    I'm exploring wheel options and I feel HRE is played out. Started looking at BC Forged and they have some very cool wheels and finishes. Anyone know more about them or tried out their wheels? Pricing is reasonable IMO.
    5 replies | 3857 view(s)
  • Sticky's Avatar
    04-20-2017, 02:42 PM
    What's interesting is that this will be rolled out across all JB4 ranges so it really doesn't matter what motor you have with the JB4 you will be able to do E85 flex-fuel it looks like: The more flex fuel options, the better, right?
    18 replies | 1744 view(s)
  • newb335guy's Avatar
    03-30-2017, 06:20 PM
    newb335guy started a thread Could not stay away. in N54
    After my car was deemed a total loss I sold everything to move on to an M5, M3, GTR or Z06, but i found an 2011 335is with 34,000 miles on it at a great price so I am back. The DCT in the 335is is amazing. The numbers to buy the above cars vs go with the 335is and do what i know I can do with a Doc kit was just to appealing. John DOCRace I will be talking to you soon my friend. Mods going in this weekend Wagner Evo 2 intercooler, Wagner DP's, BMS dci's, and Phoenix CP with Tial BOV.
    14 replies | 2369 view(s)
  • Tony@VargasTurboTech's Avatar
    04-04-2017, 01:50 PM
    This S14 was fully drag prepped with slicks, and looked pretty fast, he was on it hard, not sure if this was just a shake down, he was limited by traction or gearing, but this is not even fair... One of the three 172 passes on the day...:naughty:
    9 replies | 3208 view(s)
  • Ddogrocksolid's Avatar
    04-17-2017, 06:12 PM
    Hey guys im looking for a replacment oil return block fitting that uses AN on the end. Does anyone sell this?
    20 replies | 1844 view(s)
  • Sticky's Avatar
    04-02-2017, 12:23 PM
    Well, at least that is what the guy would have you believe. Sorry for the poor photo but I was driving and it was hard to get a shot with my cell phone while keeping pace as he tried to pull away: M5 badge on a 535i or 540i. Traffic opens up and I easily blow by him without trying. We get a light and I roll down the window and tell him that he wishes that was a real M5. He laughs and nods then tells me he has an i8 and an M550i on order. Young guy with a fake M5 so I don't buy it but whatever. I give him the hit off the line and destroy him by bus lengths. Seeing the fake M5 just brought up something in me that I had to expose it. I might not have been in the M but I still feel the need to call people on this kind of BS.
    6 replies | 3413 view(s)
  • Sticky's Avatar
    04-08-2017, 02:50 PM
    I knew it would happen sooner or later. Way too many Teslas in my area and I wanted to be modded before hitting a stoplight with one but no such luck. Fortunately, it was a Model X P90D. I blew by him and then hit a light and he pulled up next to me so we both knew it was on. I did a soft launch launch and he didn't get me off the line. With the way these things are hyped I figured I would have to run him down. Don't get me wrong, that big boat hung in there well until I was was deep into third and which point I probably had 5 cars or so on him and was continuing to pull. Yes, I know the Model X is slower. However, these things are hardly unbeatable. I'll definitely want a tune if I run into a Model X P100D and especially if I run into a sedan.
    7 replies | 3401 view(s)
  • Sticky's Avatar
    04-06-2017, 04:12 PM
    TPG Tuning recently ran an incredible 140+ mile per hour pass in the 1/4 mile with their F82 M4 shop car. That led to BimmerBoost wondering how they were solving the problem with the S55 engine's crank hub spinning. Well, they are not solving it. Mitigating it is perhaps a better term but the root of the problem is the design of the crank itself. BMW went cheap. Too cheap. Especially for an M car when they decided to put the timing and oil pump gear on a separate piece instead of integrating it as in the S63 V8 design. As that engine goes into a more expensive car BMW did not go as extreme in cutting costs. Also, it is not like this is the first time BMW has screwed up on a BMW M motor but in the past there were real solutions. There is no real solution for the F80 M3 and F82 M4 and there likely never will be: Basically, to do this correctly and fix the problem you need to re-engineer the crank design. That is not cheap. Can it be done? Yes. Is anyone going to do it? Probably not. Even if they do will people line up to buy it? The final cost likely makes it not worth the investment. At least TPG Tuning feels that way. Other solutions have been tried. Gintani's approach was a one piece crank hub: This piece was tested on Maximum PSI's car but the crank hub spun. Gintani believes they did not torque the piece correctly but whatever happened the crank hub spun. Speaking of Maximum PSI, they are trying a different approach now. They are going to drill the crank: Is that going to work? Who knows. We will have to wait and see. You may be asking, how did TPG Tuning have success and how is their motor holding together? Well, they are using a one piece billet crank hub design but with some additional changes: There may also be a bit of luck involved but their motor is holding together for now and the crank hub is not spinning. It is not like they are not beating on it either. The problem is really for everyone else modifying the platform. The crank hub just feels like a ticking time bomb and as power is added the issue is only compounded further. TPG Tuning also is not offering their pieces to the public: It is not hard to relate to TPG Tuning. The BMW tuning community is hypocritical. They want fast cars yet are not willing to put in the work to get there. Those who do put in the work are chastised if things do not work out as planned. It is like dealing with a bunch of spoiled brats. Especially when it comes to the M3 world. This is all very unfortunate as the S55 was such a promising platform. There is no need to write it off completely as cars are making big power but if in the back of your mind you know a failure is coming at some point how can you really enjoy it? Enthusiasts just have to hope someone figures out a solution someday. BimmerBoost would like to thank Jason @ TPG Tuning for his time and to wish TPG Tuning good luck on their goal of breaking into the 9's on the S55 platform.
    27 replies | 737 view(s)
  • Sticky's Avatar
    04-11-2017, 03:07 PM
    Talk about some pretty impressive hardware! Evolve took their tuned F10 M5 to Vmax event which is essentially top end racing. Their ECU tuned F10 M5 did not shy away from some stout competition and it did incredibly well. C7 Audi RS6. The all wheel drive wagon gets the F10 M5 as it just goes WOT off the line but the M5 runs it down and passes easily. Just a much stronger top end pull: Next up is a tuned W205 C63 AMG S. The C63 just is outclassed: Now we get to the good stuff. How about a Pagani Huayra? The odds of ever seeing one are slim let alone getting a run with one. The Huayra features a 700 horsepower AMG M158 twin turbo V12. Yes, it can be tuned although this seems to be a stock example. It is blistering fast in stock form and only weighs 3064 pounds. The M5 and the Huayra are door to door but then the Pagani starts to edge at higher speeds. The BMW sedan really hangs in there well against an incredible exotic: Next up is a Lamborghini Huracan. It just does not have the top end pull to compete: Finally, a Porsche 991 Turbo S. The Porsche just rockets off the line and has a huge lead. The M5 has to run it down but begins to close the gap. It actually manages to catch up and pass. An event like this where the M5 can really stretch its legs is well suited to its strengths.
    19 replies | 1191 view(s)
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