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  • berns's Avatar
    01-30-2017, 06:34 PM
    Does the N54 make a great all around car that's at home on street or track? Mine's been a great mix, but lately when I'm hanging in second gear in the canyons or at high rpm on track, the N54 just transmits a feeling that it doesn't want to be doing this. "Please shift!" From the sound to the laziness of stock turbos up top, it's just not a fun experience in this regard. I can't shake the want of an e92 M, despite my car being so well sorted and relatively quick. I fear investing more into this car with upgraded twins or a single. Twins because of their bad reputation in regard to reliability, and I don't see many upgraded reports on track time. Highway pulls and dyno runs don't account for spirited canyon drives or 20 minute sessions on track. Single turbo would be nice, but I fear losing the great quality of this car to coast on the freeway, leave it in 5th or 6th and pass with light throttle. Most of all, with many of the single kits come a ton of heat in a bad place (top mount) or a hefty price tag (Motiv). Would love to hear some of your experiences if you drive like I do. With the ongoing price drop of e9x M3's (found a sedan for 21k and a coupe for 25), the temptation to jump ship into a high RPM NA M-car with less headaches is real. (yes, I know, rod bearings... that's easy to take care of and check up on with a Blackstone report and visual analysis). Maybe I'm just getting bored of my power level. It's been right about at the 400whp/450tq mark for 30,000 miles (my entire ownership of the car). The recent addition of the MFactory SMFW and 335is clutch has made me hate the car a bit with the chatter, noise and loss of low-end torque / spool with less mass. Another 150whp would make this car a blast, I'm sure. If anyone has a 550whp 335 in LA, I'd love to take a ride. Drove an e90 M3 DCT with a tune/intake/exhaust and had a ton of fun.
    312 replies | 19642 view(s)
  • Sticky's Avatar
    02-02-2017, 10:41 AM
    Sticky started a thread Schrick N54 cams $1499.95 in N54
    Don't take it from me: The first batch is somewhat small so I'd say get in now. If the demand is there, expect them to do more in the next batch. If the demand isn't there, don't expect a next batch. Let's see how the market reacts.
    135 replies | 12504 view(s)
  • CKI@Motiv's Avatar
    02-04-2017, 12:12 AM
    With the ever increasing DME development and control its finally time to let it do what it was designed to do. This is the official release of the Motiv Boostbox! What is the Boost box? The Boost box is a signal converter to allow the DME’s very high frequency output to work with the 35A Mac solenoid valve for single turbo users. This is a complete plug and play solution that will connect to your existing Mac solenoid or you can add a solenoid to your order if you don’t have one currently. It has also been programed to keep you within the limits of the DME and Mac solenoid so that you will never have any dead spots due to an out of range condition caused by WGDC or PID control. Why the Boostbox? -It’s a very cost effective solution to any single turbo user. -50+ datalogging channels with MHD where you can see everything from tq limiters, vano req/actual, load req, actual tq, tq req, etc. The possibilities are endless to fine tune your N54. -Allows your DME to communicate more precisely with your auto trans now that the TCU Flasher is around the corner. This is big news since the reported tq and load will now be on the same page with the TCU. -Tune out your overboost on partial throttle! This is a very common problem on autos. -The Mac 35A solenoid has been proven to provide very fast response and be bullet proof when it comes to reliability. -Change boost with the load by gear option prior to flashing with MHD. -Dynamic tuning. -With MHD flex fuel, take full advantage of the infinite combinations and possibilities between load changes, based of ethanol content. Why Motiv? -Dynamic and adaptive tune tracing means you are not limited to a single column of cells. This means if your running 20psi your Timing, AFR’s, Vanos, Load actual, scalars, + more will be optimized for that load and it will all change as boost (load) increases or decreases. So, you’ll make more power at varying boost levels. -Advanced PID control. This works just like the stock DME boost control. It will compensate for all variables and conditions keeping your boost on target at all times. -There is no cookie cutter or one size fits all with our Full pro-tunes. Each unique car will have its own unique tune to best suit your goals while maintaining the best drivability. - For you OTS users, we are now offering a pro-tune lite option with the purchase of a Boostbox! This will be a very cost effective option for those that want to get going on flash only without having to change WGDC or boost targets on their own but also don’t want a fully optimized pro-tune. The pro-tune lite will include a dynamic off-the-shelf style map with a few revisions to meet your boost target goal. This will also include our proprietary PID calibration to keep you on target at all times. What it won’t include is additional calibration to any other part of the map to get the most out of your particular set up. Pro-tune lite will include Pump, E50 and E85 tunes and will be VIN locked -With many years of experience along with the latest DME development, we have restructured our tuning platform from the ground up to deliver the best driving experience. Further development is always in the works and it will only get even better from here! Take the Flash only challenge and enjoy letting the DME do what it was designed to do! Group Buy pricing: Option A: BoostBox………………………………………………………….…..$150 Option B: Boostbox+Pro-lite…………………………………………………$200 Option C: Boostbox+Pro-tune……………………………………………….$320 (15% off ) Group buy will last 2 weeks from Monday Feb 6th and there is no limit! Shipping will start shortly after we have a final number. Email with which option you want and your user name and I'll add you to the list!
    70 replies | 8645 view(s)
  • Reaper0995's Avatar
    02-07-2017, 09:54 AM
    Any chance we could get a dyno graph overlay of these four combinations? It wouldn't help seeing it all on one graph, I'm somewhat on the fence as to which one best fits my daily needs... Thanks again!
    50 replies | 6209 view(s)
  • R.G.'s Avatar
    02-11-2017, 03:11 AM
    R.G. started a thread Billet coolant res in N54
    Soon as these are back in stock I'll be grabbing one. Most don't know it exists but these guys are local to me. Was able to check it out on another monster N54 this afternoon. Vegas has an issue with the plastic ones popping. Will upload some pics once installed.
    49 replies | 5355 view(s)
  • Grand_hustle17's Avatar
    02-13-2017, 08:12 PM
    So I am working out the kinks of my single turbo set up and the question I have is. What restrictors are you guys using on your setups?. Part numbers will be appreciated. I've tried 2 different size restrictors and I still seem to get a decent puff of white smoke on start up and the car guzzles through oil it seems.
    48 replies | 5542 view(s)
  • 135pats's Avatar
    02-01-2017, 11:21 AM
    It's been really busy recently gearing up for the draft but obviously, I have my thoughts on this weekend's game as a religious fan of all things NEP. Wanted to pass along my thoughts purely from a tactical standpoint; trying to keep it light on opinion and heavy on useful facts. Hopefully some of this is interesting and you'll be able to see it throughout the game. ATL Offense Scheme - Conceptually rooted in zone run and west coast passing concepts. Shanahan obviously the son of a WC innovator and worked his way up with Kubiak (also a big proponent of outside zone concepts). In the run game, you'll see very little gap or man techniques from the linemen. They'll come off the ball laterally looking to find a spot and then engage with the DL. The entire line gets flowing in one direction for staple outside zone runs; tailback pushes towards the hashmark and theoretically has at least three options. This opens up passing lanes down the seams when linebackers have greedy eyes and flow laterally too quickly - you're bound to see numerous boot plays in the passing game. ATL will sneak a backside TE out on boot plays into the flat when they are ahead of the chains on 2nd down. Simply put, an exceptionally diverse offense from a passing standpoint. Trips, motion, stack releases create stress on the defense and displace zone assignments. You'll see a ton of 'hi-low' routes which force intermediate defenders to pick a vertical level to defend (leaving the other route open). ATL's scheme forces you to defend the entire field, which is rare. Personnel - Outstanding and diverse skill group. Julio Jones has been sensational and is likely the most physically gifted WR in the league. Excellent combination of size, length, play speed, coordination, and balance. Not as dominant on the ball as highlights and reputation would suggest. Dominates by being a big player winning on 'little man' routes (slant, speed out, orbit). Gabriel a gimmick player but sudden and can get up field quickly. Small catch radius and allergic to contact. Sanu has a good catch radius but inconsistent hands. Not a natural runner, stiff. Monotone speed. Both tailbacks are talented. Freeman a compact inside runner who delivers sufficient contact power for his size. Can catch the ball and has v good lateral agility in space. Coleman a more linear player but can really run. Good long speed, a legit 4.45 player at his H/W. Matt Ryan's numbers have been a bit flattered by the collective talent around him; but he's quite good. A generally patient passer with a strong sense of the backside rush. Finds the backside of passing plays consistently and without issue. Throws the ball downfield without hesitation, though worth noting he lacks the arm strength to drive far hash deep throws consistently. In a dome, it shouldn't be much of an issue. Can be flustered by tight man coverage and baited into seemingly obvious errors. Extremely productive in the red zone this season and as in-command as i've seen him. All in all, a top 5 passer. ATL Defense Scheme - For whatever reason he won't admit it, but Quinn has more or less dropped in place the general scheme from SEA. There are subtle differences for sure, but big picture this is a 3 cover defense that wants speed at LB to cover the flats. They run more 2 cover man (sounds weird 2 cover = zone but it's simple - 2 high safeties, man coverage underneath) than SEA does. They lean more towards the PITT and SEA side of the spectrum in terms of 'we do what we do', you don't see a ton of change week to week on that side of the ball. As season has gone on, they've shown more confidence playing man concepts and walking safeties down. Results have been mixed. Generally play a straightforward 43 under front in their base defense. Again, not a ton of variation on this side of the ball. They generally let their guys shoot upfield more off the ball; you won't see as much 2 gapping especially on the inside. Personnel - The DL is unexceptional save for their two tackles. Both Hageman and Jarrett can play; though the latter is far more consistent. Neither are explosive upfield rushers. Hagemen flashes a power and first-step combination that is tantalizing, but he's a dog half the time. LB level is led by a youngster who I loved coming out of LaSU; Jones. He can run like the wind and always finds himself near the action. Reckless as a tackler and v light; can be displaced in the run game. Prone to over-pursuing in an effort to make the play. Beasley a fast-developing edge rusher. Finally starting to convert speed to power and has largely ditched that useless spin move. Excellent first step allows him to push upfield with haste. Turns the arc with ease and stays low in his speed rush. Not productive against the run and plays light. Can chase laterally without issue due to his speed. Secondary group is young but scrappy and not lacking for talent in certain spots. K. Neal a striker as a safety, uncoils and explodes into ball carriers. Not productive as a coverage player but already a plus player in run force. Jalen Collins and Robert Alford are both favorites of mine, though candidly neither have truly panned out relative to their lofty draft placement. Collins a classic 'Seattle' corner from LaSU; long limbed and can run down the field. Stiff and wooden in his lateral movements. Alford is a sensational athlete; sudden and fluid with the speed to carry down the field. Picks up a ton of flags and is often clueless when he gets out of phase. I think both corners are talented; question will be if the stage and pace that NEP throws at them will be too much. NEP Offense Scheme - Arguably the most diverse offense conceptually in the NFL; either this or ATL. NEP is fortunate to have had stability at QB and HC for so long that the same fundamental Perkins system has been in place and evolving for almost 20 years. The passing game has become more balanced and vertically oriented this season in particular; due largely to adapting to better talent outside. McDaniels exceptionally aware of his personnel's strengths. More motion than any team in the league pre-snap. Lot of underneath crossers vs. zone; deep in cuts and digs; vertical seem routes; and skinny posts from this offense. Man beaters abound via rub routes and pick plays. In the run game, you'll notice a lot more of the 'pull' concept, where the guard on the backside of the run play pulls out of his gap, loops around the center, and acts as a lead blocker for the tailback on the playside. It's a staple of gap run coaching and is very effective when executed well - but by definition it leaves an unblocked rusher on the backside of the play. NEP will probably take their chances in this game; ATL lacks a truly explosive 3 technique to take advantage (Hageman and Jarrett both good, but not upfield types). Personnel - Before Gronkowski got hurt, this was the best skill group NEP had fielded since 2011. Obviously losing Gronkowski changes the equation; having Bennett as a talented backup has preserved some of their staple 12 personnel (2 TEs) concepts. Bennett is hurt so not running down the field as well as he'd normally; still a massive player with soft hands and excellent lateral agility. Hogan has striding speed and gets on top of corners in the 15-25 yard area. Quite good on deep boundary throws and deep in cuts or digs. Edelman the key to the passing game; sudden and elusive in short space but able to run nearly the entire route tree effectively. Malcolm Mitchell a long limbed, athletic rookie. Relatively pedestrian long speed but gets off the ball quickly and separates with authority. Floyd gives them a fundamentally different H/W/S component but he probably won't play in a game of these stakes. On paper, a natural outside WR with excellent size, bulk, and ball skills. NEP has three tailbacks who play snaps, all who present different challenges. Blount a dancing bear for a 230lb runner. Is just as apt to hurdle someone as to run through them. Somewhat plodding going downhill, takes a few yards to generate contact power and rhythm. Deion Lewis is a matchup issue both as an inside runner and as a pass catcher. Capable of carrying the ball inside on one snap, but then motioning outside on the next. Excellent lateral agility; almost impossible to tackle in space 1:1. James White exclusively used in the passing game for his soft hands and crisp routes. A marginal NFL runner who lacks forward lean and contact power to be effective in that regard. Gets behind linebackers for large gains with frequency in the passing game. Brady is sensational and somehow improving in several areas of his game. Still susceptible to quick a gap pressure and can lock onto top targets in tight games. Unmatched ability to win the down pre-snap. I'll come back with NEP defense shortly :handgestures-thumb:
    21 replies | 8457 view(s)
  • berns's Avatar
    02-14-2017, 02:10 PM
    A few people have been asking me what I've done to my car in the chassis department, so I figured I'd make a proper thread. I have lots of pictures of parts used, somewhere on my computer. And the upgrades will continue as I get the car more suited to track duty and move the powerband to the right with the removal of the stock twins. Despite me being a complete horsepower junky, it's been more fun to me, over the years, to make good power and create ridiculous amounts of grip, response and stability. I've learned to do this without sacrificing too much in terms of ride quality, either, and that really comes from using quality parts and not going overboard "just because you're in there already" with crazy high durometer poly and short-travel shocks or crappy coil springs. Having formerly been the Senior Editor & Photographer at European Car Magazine, and been in the publishing and automotive industry for over 10 years, I've driven almost every new car out there, so I try to set my personal cars up accordingly, with a handful of vehicular memories serving as a benchmark for performance. My last car was a 640whp turbo E46 M3. Seen here, though this is back when it was supercharged and making 500whp. Sold that car about 3 years ago, reluctantly, and picked up an '07 335i 6mt with 70k on it. It was bone stock and needed love all around. For power, I added: JB4 & DCI (thanks @Terry@BMS) Macht Schnell DPs, Cobb Catback Forge Motorsport FMIC, charge pipe and BOV stock fuel system, stock inlets, stock rattling turbos (replaced by BMW at 81k) Car made 282whp and 302 lb-ft with just the DCI: Then 367/376 on Map 1 with downpipes, FMIC, exhaust + BEF Then 403/437 on Map 2 with 30% e85 downpipes, FMIC, exhaust + BEF The car has stayed around this power level for the last 2+ years. I am extremely bored of the torque hit and faceplant, and the generally wheezy, restricted feeling with the tiny stock snails. This has to change if I'm going to keep the car. I've now got 105,000 miles and all is mostly well. I've gone through some coilpacks, had the HPFP and sensor go under the extended warranty, water pump failed around 85k. Car was getting too hot for my liking, so I added the CSF radiator and oil cooler. This has held up and kept temps in check for several 20 minute sessions on track. So far so good! I'll end this post here and get into Chassis stuff on the next one. Donuts make everything better, so here's the car in question on a Sunday morning drive.
    39 replies | 4986 view(s)
  • gzim335's Avatar
    01-30-2017, 05:58 PM
    Funny how M3s in n/a form aren't respected well this e60 m5 evolve stage 3 owner got to experience it first hand. 2011 E92 m3 zcp dct gintani custom tune,full e85 from local pump which is more like e70 around here with a flex fuel kit,active Autowerke catless xpipe,stock rear section,stock intake with a drop in filter,no pulleys with recaro driver seat,no passenger or rear seats and 6lb volt phreaks battery,volk te37sl 18s 2009 e60 m5 6spd evolve alpha n evolve long tube headers catless eisenman sec 1&2 and meistershaft sec 3 drop in filter 50mph (owner refused to do anything lower) to about 170mph as he went into fifth gear(fourth is 160mph) enjoy fellas
    40 replies | 4566 view(s)
  • Sticky's Avatar
    02-09-2017, 09:59 AM
    This comparison video comes from MotorTrend who lately has focused more on trying to force comedy than quality comparisons. This is a segment that many of us here take very seriously as enthusiasts due to owning (or having owned) the cars in question. For decades the sport sedan segment was dominated by the BMW M3. Basically, it was just everyone else gunning for the M3. Clearly, that has changed. BMW M slipped and everyone else got better. A hell of a lot better. There is even a notable new contender from Alfa Romeo. Their entry is the Giulia Quadrifoglio which boasts some impressive specifications. Namely, the turbocharged 2.9 liter V6 produces 505 horsepower. On paper, that is a ton of power from the displacement. Think of it this way, even the new Porsche 911 GTS with its 3.0 liter engine is over 50 horses short. What other factory motor makes that kind of power from this displacement? Well, the S55 engine in the F80 M3 does although not officially. It is rated at 425 horsepower but the car punches well above its claim. This F80 M3 also has the optional Competition Package which raises output among other things. Unfortunately, while the power and torque are great the car is now more dragster than the perfectly balanced and razor sharp driver's tool it once was. It just isn't quite what it was and it that is partially why others can easily now match (and exceed) its main aspects. So far we have two cars with turbo six cylinder motors. See a pattern yet? Well, the ATS-V joins the trend although its 3.6 liter LF4 engine offers more displacement. Which is a good thing as the ATS-V is heavier than the aforementioned cars at roughly 3800 pounds. It's a good thing the ATS-V LF4 responds so well to basic tuning. Speaking of heavy and big displacement, that is where the C63 S comes into the picture. It is the heaviest car out of the group at over 3900 pounds. It also has the largest motor with its 4.0 liter twin turbo M177 V8. The C63 can be thought of as more of a rear wheel drive E63 than a nimble sports sedan. Let's start with the laptimes. Giulia: 2:00.21 M3: 2:00.61 ATS-V: 2:00.81 C63 S: 2:02.49 The Competition Package addresses complaints with the F80 M3 and improves performance. Namely, the torque doesn't just turn it into a drift machine and it plants its rear end better. The ATS-V is right on its tail but comes up short. The C63 S is just way behind the other two and considering how portly it is and how it is tough to keep the rear in line that is no surprise. What is a surprise is that the Giulia Quadrifoglio beats up on everyone. Its handling is just superb. Even though the M3 is lighter and slightly better balanced the Giulia still rules the racetrack. So Alfa's first attempt tops everyone in the segment? How does that happen? MotorTrend calls it perfect despite its grabby brakes and shortcomings in overall interior polish. The main point of criticism we would say is the lack of the manual transmission option in the US and the automatic being forced on you. Maybe the Alfa will shake up the segment. The ATS-V was already doing that somewhat but it seems the Alfa Romeo is a better all around package. They did not do any straightline testing but if you equate what car is best to the quickest 1/4 mile time you never really understood what this segment was about in the first place.
    45 replies | 3665 view(s)
  • R.G.'s Avatar
    02-15-2017, 07:17 PM
    Approx. 1 year ago I had an employee allegedly rear end another vehicle while driving a company truck. Here is one of the photos of the damage that allegedly was done. So what comes of this accident? Now being sued for 6 figures. Just received summons. Amazes me that this kind of thing is allowed. Someone have an anecdote that will make me less disheartened with this entire process? Just unbelievable...
    15 replies | 5948 view(s)
  • Tony@VargasTurboTech's Avatar
    Yesterday, 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 MHD 847 Log AEM 776 Log
    47 replies | 1235 view(s)
  • Sticky's Avatar
    02-18-2017, 06:53 PM
    Insane numbers here from an F10 M5 tuned by HC Performance. The S63TU engine has upgraded EFR turbochargers from Borg Warner and a built motor from Bimmer Performance Center in Raleigh, North Carolina. Other than the custom ECU flash dyno tune the car has upgraded clutches. The result? 846 horsepower and 772 lb-ft of torque at the wheels with DIN correction: There is more in it according to the tuner but apparently something in the transmission is holding is holding things back. The dyno run is claimed to be at 26 psi but there is no boost graph. Is 900+ whp about to become reality for the S63TU in 2017?
    53 replies | 798 view(s)
  • A4RingedONE8T's Avatar
    02-02-2017, 06:27 PM
    Just wanted to share the final revisions on our intake manifold. First production manifold will be leaving to Tony in the next day or two for his manifold testing. Updated and tweaked a few more things, moved it up to our larger plenum as it seems everyone thinks this engine needs a larger volume. Pulled a little more weight out of the plenum and gave it it's finishing touches and vac connections. Fuel Rail finalized and perfectly fitting around stock rail. My first batch of manifolds are already sold but have more billet coming tomorrow morning to start another 10. Visit our website for further info. Appreciate everyone's following :handgestures-thumb: -Shawn-
    19 replies | 2926 view(s)
  • Sticky's Avatar
    02-01-2017, 12:28 AM
    So I have family visiting for Europe and they are coming over for the Super Bowl. I want to do typical American dishes and blow their socks off with some good food. So, what do I make? I'm thinking these Tornado potatoes might be awesome? Also, maybe cheeseburger onion rings?
    12 replies | 4313 view(s)
  • CKI@Motiv's Avatar
    02-03-2017, 09:11 PM
    CKI@Motiv started a thread My intro to Motiv in N54
    As some of you know and for those that don’t know I have joined the Motiv team. I have been working behind the scenes for a while trying to get caught up and learning the ins and outs. Since Motiv isn’t any of our full time jobs it takes a lot of extra effort to cater to our customers, vendors, suppliers and in-house development. Because of this you have to cut the fat where you can and being active on the forums seems to be the first thing that goes. This is unfortunate because it leaves you guys in the dark as to what we have going on and what future developments we have. One of my main objectives will be to inform the community about the latest news, answer any questions you may have and product support. I will also be helping Jake H directly as we push for quicker turnaround times for tuning and while we also expand to other platforms. Like all current Motiv products we continue the tradition of designing and testing based off computer modeling and real world results to ensure top performance. We also 3D print and machine full scale plastic models to fit and test before building the final revision. Although it’s not much cheaper than the final product it allows us to make multiple revisions to keep the final production costs down. Since these additional efforts do add to the cost it is very commonly confused with “BMW Tax”. The good news is we have put a lot of energy into becoming more efficient and finding better ways to streamline the process so that prices can be a little more appealing to all. That said, we have some very cool and interesting new products being released in 2017. We will be reintroducing the Motiv Bot and it will represent the tuning line and its associated products. What does this mean for CKI? Nothing will be different for any of my existing or future customers. Some unfortunate delays that are out of my control for new products while try to stay loyal, has caused a stir up on my end along with hopelessness on yours. Since Loyalty is huge to both me personally and to Motiv I have ventured back out to source what I need so that I can stay loyal to you the community. There is no time line currently but my resources are in house :) If you need to contact me my email is: for Motiv Related questions for CKI Related questions. Thanks for reading and I look forward to serving you in the future.
    15 replies | 2691 view(s)
  • AWSAWS's Avatar
    02-13-2017, 11:25 AM
    Hi, How many sets of N5x Hybrids are being run out there? Can Vargas, MMP,Pure, RB etc chip in with some rough estimates? Specifically interested in GC’s GC Lites MMP Stage 3’s Pure stage 2 DDs Pure stage 2 Hi Flow RB Evo RB stealth Etc. The reason I ask is that you hear horror stories across the internet about failed sets but you rarely hear about the ones working normally. Just like the regular news. You don’t hear much about the millions of flights that got to their destination safely. Just the one that didn’t. *Can someone please change mant to many in the title... :angry-banghead:
    15 replies | 2636 view(s)
  • TEC's Avatar
    02-03-2017, 09:13 PM
    TEC started a thread Parallel Walbro 450's in N54
    I'm looking for a setup that will get me to the 600-700 whp range on e85. My thought is to run a in tank Walbro 450 to an in line Walbro 450. I would think that this setup would give me enough flow with some headroom to spare. Can anyone back up my thoughts or set me on the right path. Thanks!
    18 replies | 2828 view(s)
  • A4RingedONE8T's Avatar
    02-03-2017, 04:27 PM
    Tony asked me for a specific vac/pcv connection setup for their test manifold so figured I'd add a little to it as well! This is just the type of thing that sets me apart from the others, my business has always catered to the custom and I will always remain on this path. Many have complained about my pricing, it's because I don't intend to sell 100's of manifolds, I am happy to modify each and every manifold per custom basis. For those looking for something unique and catered to each's setup, I'm here. Don't like it? There's other options, my manifold isn't for you. Ready for some test feedback on this next go around of testing from Tony and his dudes at VTT. Tony@VargasTurboTech Chris@VargasTurboTech hope you guys approve! :P
    13 replies | 2766 view(s)
  • kisarci's Avatar
    02-20-2017, 09:05 PM
    Hey guys, I have installed the ADE PI along with the Haltech PS1000. I noticed my idle psi is hovering around 8psi for some reason when I am connected through the Haltech ECU manager. Anybody know why this is? My live datalog through MHD shows idle boost @ -11 which is the correct value. When I am trying to change my fuel map using RPM on the Y axis and PSI for the X axis, it is all thrown off. So by that I mean for example, when I datalog and check my values around, say 3k RPM @ 10psi boost, on my fuel map through ECU manager, it is actually showing it as 3k RPM @ 29psi boost (11+8+10) I know this sounds confusing as it is confusing the hell out of me. But if you understand what I'm saying, I don't think it's a sensor that's faulty because it shows correct values on my MHD live datalog. Any ideas?
    20 replies | 2018 view(s)
  • shushikiary's Avatar
    02-17-2017, 06:59 PM
    So I know a lot of people just use a hobbs switch to control a second 450 in their tank, and I saw that precision race works is working on a 30 amp control module, but in being impatient I started looking into this my self. I found this handy little guy: He can handle 30 amps continuous, for each pump if you set him in half H bridge mode. The issue is the input expects a 5v source, so I could use a voltage divider (to keep a load on the original PWM signal) to bring the 12v PWM source for the stock pump down to 5v (and then no phase delay or low pass filtering) to drive the thing. The only other trick would be the enable pin, which needs a 5v source as well and you'd want it to turn on with the ignition, but that's as simple as finding the "ignition on" signal that goes to the radio and piggy backing off of it (again possibly voltage dividing it as well, not sure if its 5v or 12v). From there its as simple as putting a 50a fuse and using the right wiring from the battery to drive the thing and you'd have the stock PWM signal controlling both 450's in parallel. Not sure how well the stock controller would do having such a large change in flow vs its PWM duty cycle like that, but worth a try given I can find this controller for 70 bucks dont you think? The power on signal is what might be an issue. The PWM output needs to be outputting 0v (so it can sink current) when the ignition is on or else the pumps will both turn on full blast until then. I'm sure I could come up with a circuit to make sure they are pulled low until a non zero voltage is seen from the stock motor control if I had to I suppose... The other option would be to take an arduino and actually use it to control the pumps and have it use one of its inputs to watch and then match the PWM output of the stock controller, but that can get tricky as it would need to be interrupt based as its too slow to really do it polling based, but doable.
    19 replies | 2181 view(s)
  • Milan's Avatar
    02-02-2017, 02:59 PM
    Can anyone help me with finding a 15" Weld fitment for our platform? I know specifically 3 of you on here are running 15's in the rear and I would love to confirm before dropping $800 on wheels. I called Weld and we were able to come up with a fitment that might work together, but they had only sold 1 set of those ever so I figured maybe everyone else knew something I don't. I've emailed AD Engineering and PM'd those individuals but haven't received a response yet, albeit it hasn't been very long.
    18 replies | 2337 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: 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
    19 replies | 2212 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 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 link 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 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 | 1986 view(s)
  • Karura's Avatar
    02-20-2017, 09:04 AM
    I'm just looking into the M3 rack install and people have mixed thoughts, some say that the 335i don't have Servotronic, and some others say that the E92 335is has Servotronic, so I wanted to confirm, does the E92 335is have or not have Servotronic? How do I check whether it has it or not, is it possible to confirm by checking the VIN and packages? If the 335is doesn't have Servotronic, then does that mean the M3 (which is also non-Servotronic) will just be a direct bolt-on? I know a few members on Bimmerboost have done this, and would love to hear your thoughts.
    10 replies | 3097 view(s)
  • Reaper0995's Avatar
    02-05-2017, 09:52 PM
    I'm looking to do an upgrade on my clutch and turbos this year. Was hoping they're was someone in the Denver area that would allow me to drive their car, not hard, just to feel how the clutch and turbos feel. If anyone has a spec 2+, spec 3+, or mfactory twin disc clutch setup that I could try, that would be ideal. I don't need to drive it hard, simply want to see how it feels under normally daily driving conditions. Even a parking lot. As for turbo upgrades, anything really. I just want to see some setups in person, and feel the driveabilty. Any help would be great! I would even bring a chipotle or Starbucks gift card to let me drive your car!
    17 replies | 2282 view(s)
  • Sticky's Avatar
    02-16-2017, 07:41 PM
    Saw PTB Racing mentioned in another thread and just thought a dedicated thread on their dual mass flywheel option would be a good idea. Reinforced two-mass flywheel for the BMW N55 engine with 240mm clutch This offer is addressed to our test driver <- Please fill in your vehicle data so that we can make the appropriate ZMS. (Whether N54 or N55) fits among other things in vehicles: BMW E90, E91, E92 Characteristics: Weight 10.8kg Increased spring force of approx. 30% - Afterwards it goes on block and holds about 6000nm. Finely balanced "Plug and play" exchange Alloy Steel (16MnCr5) Lifetime guarantee for breakage and delay! Dates: Can be driven with serial or performance clutch.
    14 replies | 1989 view(s)
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