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  • jyamona@motiv's Avatar
    01-11-2017, 03:46 PM
    Hey guys, The time has finally come to share some details on my secret N54 project. It's been under development for many months now, and had no shortage of both hardware and software (mainly software :)) obstacles to overcome. That said, a major milestone was reached this week so it's time to let you all in! Coming soon to a stock DME near you: Yep, real Flex Fuel. It is a fully implemented flex fuel solution, running on the stock DME! Dial your car in on pump (91-93oct), then E85, set the blending / interpolation curve tables, and be on your way. The benefits here are never having to reflash when changing ethanol blends again (or even worry about mixing the correct blend). Go from straight 93oct to 100% E85 or E98 on the same flash :) This is up and running on a few IJE0S cars now and works flawlessly. There is still some more work to be done, and of course porting to the other ROM types will take a good bit of time. Some hardware details are in need of finalization as well. More to come on those items in the weeks to follow. Some overall highlights and features of this accomplishment: first DME integration with a 3rd party sensor first large scale rewrite and modification of DME logic direct logging of Ethanol Content % in MHD separate blending / interpolation per table grouping seamless blending between maps for any ethanol content I'd also like to give a big thanks to @Chris@CKI for his help in testing and flashing my countless revisions at all hours of the day, and also to @martial@mhd for assembly code and hex conversion help along the way! In case you haven't guessed, this will be a module available in MHD similar to M-Boost. A thread is worthless without pics, right? The log was taken after a fill-up to a higher E content, and you can see the AFR target rising as E% goes up. 2017 is just getting started, and will definitely be the year of the stock DME ;)
    94 replies | 3137 view(s)
  • Sticky's Avatar
    12-20-2016, 08:58 PM
    The BMW world for whatever reason attracts to it a lot of shady people and many tuners who overstate their ability. Not everyone on this list is shady but it is filled with tuners whose reputation does not match their ability. Let's start with number 5. 5. ESS-Tuning Oh, sure, people will point to ESS-Tuning 'records' on the E9X M3 platform. Are they a product of ability or simply volume bolstered by drag strip conditions on the east coast in the winter? The truth is ESS-Tuning does not have the ability to match their claims. For a bolt on option that works, they are great. When they move outside of that narrow sphere, bad things happen. Need evidence? MYSTERY SOLVED: WHAT HAPPENED TO THE ESS TUNING SUPERCHARGED RDSPORT STROKER M3? BLOWN MOTOR / S65 ENGINE FAILURE DIAGNOSIS ESS TUNING THREATENS BIMMERBOOST WITH LEGAL ACTION OVER REVEALING ISSUES WITH THE SUPERCHARGED RDSPORT STROKER MOTOR ESS-TUNING PROBLEMS WITH F82 M4 F80 M3 S55 TURBO KIT TUNING AND HARDWARE, FORUM CENSORSHIP, AND THE DANGERS OF BEING AN ESS GUINEA PIG AMS PERFORMANCE DROPS ESS-TUNING IN LIEU OF THEIR OWN TUNING SOLUTION FOR THEIR ALPHA 9 F10 M5 / F13 M6 S63TU TURBO UPGRADE PACKAGE ESS-TUNING ACCUSES EVOLVE OF USING ESS TUNES, POTENTIALLY DANGEROUS TUNING, AND BIMMERBOOST OF GENERATING PROPAGANDA FOR EVOLVE ESS-TUNING SERVICE AND ALPHA-N E60 M5 S85 V10 TUNING ISSUES - THIRD PARTY ACCOUNT OF SWITCH TO EVOLVE ALPHA-N S85 TUNING When ESS attempts to tread outside of a bolt on supercharger kit for the M3 (centrifugals being the EASIEST superchargers to tune) they usually fail. Especially when it comes to custom projects. When BimmerBoost highlighted this in some of the articles you see above, ESS threatened BimmerBoost with legal action. Nothing ever came of their threat because everything you see above is true. If a tuner is so insecure over their perception of being good maybe they really aren't as good as they want people to think? 4. G-Power G-Power at least deserves credit for attempting high performance builds. Out of all the tuners on this list, they build the strongest BMW's so props for that. The problem? Let's say you want a twin supercharged S85 V10 like the one pictured above. It will run you $40k+ for the supercharger kit before an engine build for their highest stage. Once you go to their SKIII system you are looking at $57k plus labor. You can buy an E60 M5 today for almost half that. Not to mention, bolt on a Vortech blower for a fraction of the price and have more power. Just look at their $25k Mono SKII system. G-Power is a tuner for people with too much money to care. They will build you a reasonably fast car but it will cost you more than the car is worth. They also never backup their claims with 1/4 mile runs or wheel output dynos. We did get a crank dyno for their recent claim of a 1001 horsepower twin supercharged S85 V10 system but it is not a raw graph. When they start showing what they are making at the wheels we will start taking them seriously. G-Power does hold the BMW top speed record. This is impressive although it is primarily a product of being able to use the autobahn to set it so nobody elsewhere in the world has challenged them. If you have more money than sense, feel free to check them out. Don't be surprised when you get smoked by a cheaper option though. 3. AC Schnitzer Another BMW tuner that made it's name in the days before forums and in the days before the turbo era. At one time, (think E36/E46) they built some very cool BMW's. These days they pretty much just do body kits although they have been setting some course records in Germany. Their 'tuning' amounts to re-branding springs and suspensions components as their own. They add in a rebranded piggyback for some more horsepower and then go run a lap on courses they have in their backyard for a record. It is not as if US tuners are going to fly a car to Germany to top it so they are safe. When it comes to powerful aftermarket BMW's they are nowhere to be found. No 1/4 mile records, no dyno records, no 1/2 mile records, and no acceleration records of any kind. They play it safe making big margins on body pieces people in Russia and the Middle East overpay for. They are overrated. 2. Hamann Hamann is basically like AC Schnitzer except without any records of any sort. Another company that used to do hardcore tuning such as stroker motors that is now reduced to selling wheels and body kits. Not that they care, they have the Hamann name and whore it out as much as they can. This name brand approach is popular overseas but when is the last time you saw someone in the United States drooling over a Hamann built car? If someone drools over Hamann anything, they suffer from mental retardation. They have no impressive engine tuning whatsoever. They are completely all show and no go. Just look at their M2 tuning program. Body pieces and teal wheels which will slow the car down. Wow, how impressive. You can literally outperform their vehicle with a stock M2 and a tune from basically any US tuner. These guys have been coasting on their name for decades. 1. Dinan It pains BimmerBoost to have Dinan as number one but it is exactly where Dinan should be. It is not that Dinan is bad or produces bad parts. It is just that they are overpriced and underperform. Just look at this: DINAN'S WEAK BMW TURBO ERA TUNING - COMPARING F85 X5M 1/4 MILE RESULTS WITH DINANTRONICS STAGE I S63TU PIGGYBACK TO ACM ECU FLASH TUNING WHY BOTHER WITH DINAN AGAIN? PRECISION TUNING PUSHES THE 2013 F01 ALPINA B7 N63TU OVER 600 HORSEPOWER AT THE WHEELS Yet another BMW switching from Dinan 'Dinantronics' to a proper ECU flash tune - F13 M6 Gran Coupe S63TU picks up huge gains with Eurocharged vs. Dinan tuning DINAN STAGE I DINANTRONICS F80/F82 M3/M4 S55 TUNE DYNOJET DYNO RESULTS - +~20 WHEEL HORSEPOWER In the BMW performance community, if you run Dinan, you're a joke. What's the point? To overpay for parts to be slower than those with cheaper parts? Dinan can not even flash tune modern BMW's. This is why Dinan suddenly embraced piggybacks after criticizing them. This led to Dinan responding to BimmerBoost's criticism of their public flip-flop. There are some who will point to Dinan in motorsport and sure, they do some great things there. However, street BMW's are not race cars. The BMW race cars have unlocked ECU's. Dinan does not have that same luxury with the street cars and it shows as the new TriCore ECU's proved too difficult for them. Also, what ever happened to that S63TU turbo upgrade promised from Dinan almost three years ago? Nothing happened. Dinan simply was not able to deliver and if it does come to market it will likely be a rebranded upgrade from another tuner much like their N55 turbo upgrade. Dinan is without question the most overrated tuner in the BMW aftermarket today. If you are one of those people saying, 'What about the warranty?' you are probably their target market. If you want a fast BMW, you simply don't choose Dinan.
    77 replies | 1422 view(s)
  • The Convert's Avatar
    12-20-2016, 12:41 AM
    My group at work is heavy into composite manufacturing for aerospace and I have a few of the other engineers excited about a little side project of making a manifold for the N54 and one for the S54 as well. Right now I am making the layup tool models, layup part models, and post machined models. The models are all expression driven, meaning I am using equations for all dimensions that are not constants or parameters that need to be input, such as peak torque rpm, valve area, displacement, etc. The models will update themselves automatically if I change an expression value or equation. So, MANY manifolds could be easily made from these models when finished. We're going to be 3d printing the part molds out of plastic. So, turnaround time will be fast and effective cost will be very low. We're also planning to do some sub scale tests on runner taper and velocity stack dimensions, as the smaller the inlets, the larger affect any design issues will have. So, it should help us down select pretty quickly with high confidence. question for everyone is, who has good resources they can share for intake manifold design theory? Anyone have any good quality links and/or books they would recommend? Also, what do you guys think would look good? The plan is an aluminum head flange and TB flange, but all else is carbon. It will be forward facing with top mounted injector provisions.
    44 replies | 4742 view(s)
  • idratherbesurfing's Avatar
    12-19-2016, 07:58 PM
    Pure Turbo custom 62mm 1.00ar Fuel-it stage 3, fpr, pi Mhd/haltech Q16 fuel Vrsf 7in MFactory lsd Open downpipe lol Still working out kinks, no where near done so don't expect this to be final numbers. Not a fan of this haltech it's most likely coming out. The Turbo on the other hand is ridiculous, in a good way. In these videos it made 680whp. Then we went up a little to 25psi and it made 700. It was 2am and I didn't film that pull or computer. I'll have plenty of videos to come. I just wanted to take a few moments to post since someone told me everyone was waiting to hear
    37 replies | 4295 view(s)
  • Grand_hustle17's Avatar
    01-08-2017, 01:36 PM
    Hello, as the title says, I currently have JB4 and MHD backend with a trebilia custom tune. Im in the process of going with a single turbo setup and i gotta say im not the biggest fan in JB4 much anymore, not because i think its not a good unit, but on upgraded twins i wasnt much a fan of the inconsistency with misfires and would like to spend more time driving vs changing spark plugs and coil packs. So with that said what are some good alternatives for tuning. Cant say im high on cobb neither but it is an option i guess. I would love to have something with a mild pump gas tune for daily driving and a E85 map for whenever i decide to go to the track or whenever i meet up with others for those spirited competitions in mexico lol...
    41 replies | 3689 view(s)
  • Downforce92's Avatar
    12-31-2016, 04:18 PM
    Hey guys, I recently took my car to a Dyno and I was happy with the hp, however the torque was not enough. I made 426whp but only 291wtq. Does anyone know what could've caused this? I uploaded a picture but not sure if it worked, anyway, at about 4K rpms the torque takes almost a 90 degree drop while hp continues to increase. I am FBO, fuel it stage 2 fuel pump, e60, map 7. It was a dyno jet, and temp was 70F. So to state clearly, why did I make 500hp (crank) with stock torque? Sorry I don't have logs, jb4 cable doesn't work, I've tried several.
    39 replies | 3920 view(s)
  • Milan's Avatar
    01-09-2017, 07:27 PM
    So in my ~15 years of modding cars I have never posted a build thread. Like most of you US peeps, the weather here blows so I thought I would start a thread outlining my plan of attack to getting my car ready for TX2K this year. But first, let's take a step back... As some of you know, I most recently had a 2008 335xi that I single turbo'd. I did the Doc Race kit, experimented with full E85 and eventually settled on direct port meth as it was my DD and I needed to be able to road trip the car. Even though I loved the car, I hated being held up by AWD and the automatic and the itch to turn up the boost was always there. So in November I sold it and the car went to it's new owner. The new owner was an awesome guy and promised to keep the car in great shape as I did, I hope he is on here reading this! So now a couple weeks go by, I am kicking back and forth different ideas of what kind of car I want to get to replace my 335. I considered everything under $40k but the BMW kept calling my name. I thought about the E90 M3 (too slow), F30 335 (too slow), and ultimately decided to look for a cheap 07-08 335i in manual and RWD. I had to travel to Detroit for business and while I was stuck in the Detroit airport I decided to troll Seattle CL when I found my car. An 07 335i optioned all the way out like my old car, 126k but all maintenance records! I negotiated a deal with the seller, paypaled him $500 to hold the car and bought plane tickets for my and my GF to pick up the car that weekend. We spent the weekend with her family and 10 hours of driving later we were home. Before I even made it back to Idaho I was already ordering parts. But because of the holidays I was only home for a couple days before I had to take off for a two week vacation. I had my friend house sit and when I came home, these are the goodies that were waiting for me. Don't mind the hood in the picture, it's for my Z06...more on that later. Fast forward to last weekend. My GF and I were having dinner with my friend Jake and his GF. Jake owns a LS swapped 72 Chevelle that I tuned. While working on his car we became friends and during that time I introduced him to the awesomeness that is TX2K. Now I've been to TX2K 4 times but always with my Z06. My original plan was to get it ready for this year but the 1500 whp build is taking a little bit longer than I expected. Jake managed to secure us a 42' enclosed trailer in the mean time and during our conversation over dinner we decided fuck it, lets do what it takes to get down there. Now there isn't much I can do to speed up the build on the Z06, but having been to TX2K before, I knew I would be in a tough spot with the car anyway. At around 1000 whp, you are way faster than most of the scrubs that show up there and way slower than the GTR and Lambo crowd. This makes it really tough to find a good race. My second time at TX2K, back in 2011 I went with only 700 whp and I had the time of my life. I was racing all sorts of similar powered cars and met a lot of great people. Why not take the 335i, I said? And that's when the plan was born.. With about 70 days to go, it was time to put the plan into action. At this point I had a lot of the basic shit either in my house or on order: FMIC, wheels/tires, port injection, etc. The one thing missing was turbo. I kicked around a lot of ideas and reached out to a lot of vendors. First thing I did was email Doc Race. I explained my situation, asked if they could hook it up with another kit, etc. They apparently don't want anymore of my money and couldn't be bothered to email me back...thanks guys! Next up was JP Works. I know everyone on this forum hates him, but you can't deny that the price is right and his kits make power. Having been around as long as I have, I knew that to get one of his kits takes 2-3 months minimum so that idea was out. Next up was MMP. I really like Mauricio and really believe in his products. He has awesome communication but ultimately I decided that his Stage 3 offering was price too close to a single turbo kit once it's optioned out all the way and was limited in the amount of power it could make. So what about RB? He just dropped the prices on his turbos into a reasonable range, but not many people seem to be running his turbos anymore so I thought I would send him an email asking if the turbos were in stock, what kind of power they could support, etc. Rob, like Doc Race, also didn't want my money. I was ready to spend $4k+ and all he could write me was "Not in stock and have about a 10-15 day wait sorry." story bro, no wonder no one is running your turbos anymore. Thought about VM, but the wait was too long. VTT was out of the question because I would rather burn my money than give it to Tony. Motiv would have been ideal but I'm not baller enough to afford their stuff. I briefly considered AD Engineering but when building my other 335 I remembered how shitty their customer service was so they were out too. Time for plan B. I hit the forums and started looking to see what kind of used kits were out there. Ideally I wanted a single turbo kit for big power, but beggars can't be choosers and this ain't Chipotle so my options were some Hexons, VTT Stage 2+, and finally a set of rebuilt hi-flow Pure Stage 2's popped up. None of these were ideal, as hybrids can only make high 600's on a good day, but I am in a time crunch and don't have unlimited funding so I picked up the Pures because they are an awesome company and I really believe in their products. So that's where I am at for now...the plan is to go with as close to 700 whp as I can get the turbos to support, hopefully meet some cool N54 peeps, and have fun! More to come....
    40 replies | 3419 view(s)
  • mj6234's Avatar
    01-04-2017, 08:16 PM
    mj6234 started a thread Sudden Very Rough Idle in N54
    Need some help diagnosing an issue. Went out to my car at lunch and car felt like it was missing, maybe like a coil was bad. Got it home and started swapping parts. Changed all the plugs and coils on bank 2. Still having very rough startup and not really driveable. Did walnut blast 3K ago, never swapped injectors think I have a mix of index 7 & 8. HPFP was done about 20K ago. Got the below codes currently 29D0 - misfire cyl 4 29D1 - misfire cyl 5 29CC - multiple cyl misfire 2E1C - firing cyl 5 Could an injector just go that quickly? Car ran 100% fine this morning.
    39 replies | 3378 view(s)
  • Michael@GermanAutoWerks's Avatar
    01-05-2017, 09:02 AM
    2011 m3 was brought to us for a engine noise. When we drained the oil metal was found in it. After pulling the oil pan we found as expected, spun rod bearings. Unfortunately the crankshaft had damage as well. Customer has decided to go the full rebuild route. Out the s65 comes! Have a few special pieces in mind for the new motor including a hardened crankshaft. While everyone else was out celebrating on NYE, we decided it would be fun to pull the motor.
    58 replies | 704 view(s)
  • 8900120d's Avatar
    12-20-2016, 04:59 AM
    Hi guys, I have an e92 m3 differential which I will be fitting to my 335i. However I'd like to change the seals and bearings before I put it on. Just wondering if anyone has done it before? Is it a specialist job, or can it be done without the need of special tools? I've got experience in engine work (diy fitted my hybrid turbos, inlets, downpipes etc) also have experience in suspension work (diy fitted the full rear m3 axle) I'm on the final stage now which is refreshing the differential :) Would appreciate some guidance Thanks
    27 replies | 3623 view(s)
  • Corrupted's Avatar
    12-30-2016, 01:54 PM
    I'd like to force the wastegates to operate conventionally (closed at all times until set boost). My thought process says to bypass the factory solenoids and run the vacuum pump directly to the wastegates, and then use an electronic boost controller to bleed vacuum. Thoughts? Sorry JB4/COBB fans, I'm not going that route.
    32 replies | 2751 view(s)
  • eric84405's Avatar
    12-21-2016, 06:17 PM
    I am conflicted on this as the AR downpipes are big bucks and the VRSF pipes look like you have to hack them up quite a bit to fit the 535xi. I had a PM to Tiago at VRSF cause it looks like they may be coming out with a 535xi specific pipe but have gotten no response. So, I was thinking intercooler. I dont think I will heatsoak too much right now as it is normally anywhere from 10 to 35 degrees F this time of year in Utah but in the summer we can get pretty hot. Opinions are appreciated. If the consensus is intercooler, which one for a 535? Thanks!
    24 replies | 2947 view(s)
  • AWSAWS's Avatar
    01-02-2017, 02:03 AM
    Is this the best n54 dyno you've ever seen? Seen N54s dyno that spit fire and make more noise but this car really looks like it goes! Sounds really aggressive!
    28 replies | 2756 view(s)
  • martymil's Avatar
    12-25-2016, 10:49 PM
    So I came across this a few times where on a stock turbo or where the aftermarket turbo snout hasn't been extended or ribbed. The silicone inlet slips off the factory type snout as its to short and has no where to bite on to properly because the silicone pipe rubs on the firewall it tends to come off from the back and forth rocking action of the motor I'm not going to name the vendor here as I want to know if it has happened to anyone else and what brand they have and how many times it has happened. I do have a solution that costs around 5 dollars to make but I want to know how many people have this persistent problem.
    20 replies | 3108 view(s)
  • BMWJunkie's Avatar
    12-25-2016, 01:24 PM
    BMWJunkie started a thread M4 DCT Flywheel in 335is in N54
    Its the giving season right? I encourage everyone to share information instead of keeping good info secret, this helps progress the platform. I could of very well kept this to myself and gone faster and no one would of been the wiser. Happy Holidays from BMWJunkie! The Idea: I have been working on David Rooney's 135i DCT swap for awhile now. I am very familiar with the look of and weight of the n54 DCT flywheel. While reading about a clutch upgrade on a f80/82 I noticed a picture of the flywheel in the m3/m4 and it looked much different and much lighter. I was curious and used realoem to inspect weights of the two. The difference was huge. The m4 part rang in at 8.1kg and the stock 335is unit was a whopping 12.92kg! I verified they both used the same bolts, same bolt pattern, thread pitch, and same clutch pack. On paper everything looked great. Located a used m4 dct flywheel from a junk yard and the project was on. The Swap: When the m4 unit arrived I could immediately tell it was a much lighter unit. I verified the splines on the clutch pack were the same and test fitted it onto the crank of a n54 I happened to have in the garage. Everything looked as expected. I pulled the trans out of my 335is and removed the DCT flywheel. The side by side shot says it all. The 335is flywheel is a typical bmw dual mass flywheel and the m4 unit while still listed as a dual mass did not have any noticeable play in it or even look like it was dual mass. It could be dampened internally but I could not be certain. As you can see in the photos the weight difference huge 10.5lbs between the two. The flywheel bolted right up. I used new flywheel bolts and torqued to the m4 specifications. The two cars share the same bolts. The Results: I took before and after free revving videos at roughly the same operating temp and the difference is noticeable. The car felt quicker after the upgrade, no more or less than expected. Worth the 300 dollars to me. I am hoping it will help my launches at the drag strip because I've been leaving too hard with the stock flywheel and 5k launch. I am also hoping this is easier on the rest of my driveline.
    20 replies | 3094 view(s)
  • Sticky's Avatar
    Yesterday, 05:43 PM
    There is a lot of intake manifold talk on the BimmerBoost forums as of late but there is little in the way of concrete results showing an increase in flow with aftermarket manifolds. EOS (Evolution of Speed) has some results to share with their V2 N54 manifold on a single turbo car. It is important to note that this car makes over 500 horsepower to the wheels with the factory manifold. For N54 owners to see gains they will have to be making a bit of power as the factory manifold is not a huge restriction. At 22 psi of boost the baseline shows 524 wheel horsepower and 515 lb-ft of torque at the wheels. You will note the factory baseline (red) produces substantially more torque from 3000 to 4500 rpm. With the EOS manifold you see a gain in peak horsepower but a drop in peak torque. The EOS manifold is showing an advantage from 5500 rpm until redline which is what produces a gain of 25 peak horsepower. The torque figure drops to 486 at the wheels however. Is it worth giving up some mid-range for top end pull? That depends on the application and goals. More testing is definitely needed on various N54 applications before reaching any definitive conclusions just yet.
    41 replies | 461 view(s)
  • Chris@VargasTurboTech's Avatar
    01-02-2017, 04:13 PM
    2016 2016 was a great year for us at VTT. Not only did we release the GC family of fully-cast and modular turbochargers for the N54, but we saw growth in literally every single aspect of all VPG subgroups (VTT, VPP, VHP) by continuing to innovate. Bragging a little here, VPG was the first on the N54 platform with... -billet compressor wheels as an option across the entire lineup -upgraded thrusts as an option across the entire lineup -N54 OEM rebuilds -N54 stage 1 turbos -N54 stage 2 using factory style bearing housings -Clipped turbine wheels in an N54 application -9 blade turbine wheels in an N54 application -19T/20T compressor wheels in an N54 application -Stock location silicone upgraded inlets -Silicone hot side charge pipes Continuing the trend of innovation, in 2016 we… -Released fully cast and modular high flowing twin turbo upgrades (our best dyno was 785 whp!) -Developed and released a 750+ whp capable DI only fuel system and controller Performance wise? In 2016 we... -made 777 whp DI only (GC's, double barrel shotgun and controller) -trapped 169.9 mph in the 1/2 mile (6MT, full weight) -ran 11.0 @ 136 mph in the 1/4 I(6MT full weight) -competed at 4 organized runway events in Oregon, CA, and AZ -visited the (local) 1/4 mile track more times than we could count -gave away 2 sets of GC's, multiple inlets, and plenty of VTT swag 2017 2017 is looking to be a promising year for us and we're excited to get rolling on it. Our top secret plan is pretty simple; focus on our strengths, keep innovating, and push the development on the platform far and hard as we can. On our menu will be: -continued development and testing of the BB solution for twins -continued development and testing of GC+ turbochargers -Pushing the NIZPRO auto transmission as hard as we can and unleashing it at the track -come on now you don't expect us to tell you everything do you? We have a few more projects going on behind the scenes -More giveaways -More articles -More VPG contests (including challenges!) All that wonderful news but how does this effect you, right now, today? Price drop. New 2017 Prices: -GC pricing is now $3999 -GC lite pricing is now $2999 -Single Barrel shotgun pricing is now $799 -Double Barrel shotgun pricing is now $999 (website is in the process of being updated -expect it to reflect the new prices shortly)
    22 replies | 2484 view(s)
  • dgerding14's Avatar
    12-21-2016, 07:18 PM
    I am having issues with my car, feeling a dead zone in the RPM band from about 2500 rpm to 4500 rpm. Seems as though it might be fueling related. Possibly O2 sensors... any help is appreciated!
    20 replies | 2734 view(s)
  • kurt danger's Avatar
    12-27-2016, 10:06 PM
    Switching from jb4 to mhd. I currently have catless vrsf down pipes with the bms dp fix. My question is does mhd automatically delete the emissions code on its own? Or what needs to be done to not throw a code?
    20 replies | 2299 view(s)
  • 7plagues's Avatar
    12-27-2016, 01:53 PM
    Some of you may remember my prior post on my 335is clutch swap experience. Anyway that was done at roughly 45k. We'll I just hit 74k and just swapped out my 335is clutch because of the following symptoms. Audible rattle when car not in gear and clutch not pressed. Rattle would go away when clutch was depressed. Sticky clutch after high rpm runs or heavy braking. I came to the conclusion it was the throwout bearing and decided it was time to do the swap again, I went 335is clutch again since I never had any slippage occur. Anyway the swap has been documented enough. This time around I did the following parts. MFactory SMFW (really nice part) 335is clutch brass pivot pin lots of new bolts Brake fluid rbf600 redline mt90 fluid Rear main seal 335is motor mounts oil filter housing gasket and oil cooler gasket (was leaking like a champ) New coolant block hose fitting since I BROKE THE CHEAP PLASTIC SH!T. ( Quite the part list but I got it done working a few hours at a time over the course of a week. I have my own lift so this makes the process quite easy :dance:. The aluminum hose fitting was dope and fit perfectly. When i removed the original plastic fitting from the block to get the oil cooler off I gently pulled it out and quickly found half of it was left attached to the block. *FYI is the part that broke. If you want metal save yourself a headache and downtime and replace either this part or order the aluminum fix. Back to not breaking things. With the tranny out I saw the clutch and pressure plate looked perfectly fine. The clutch looked brand new honestly. So that's good to know. FBO + inlets, trapping 150mph in 1/2mile, many miles of abuse, no slipping, 450rwhp plus, many 1/4 mile runs and it looks great after 30k miles. Pressure plate and forks on it look good as well. The throwout bearing had a different rattle than the new one and just felt worn out. Leave it to BMW to make plastic parts. So I ripped out all the flywheel and clutch parts and did the rear main. Thanks to Vargas and folks giving info on how to change this out. It's super easy and worth the 5min it takes. Self-tapping screw into old rear main, pull out with hammer push new one in evenly and flush, use Gasket maker of choice and do a thin covering around block to gasket(2x insurance) Mine had no leaks prior but now I'm sure it wont any time soon. Buttoned it all up and the car runs perfectly fine with the clutch issues resolved. While I had the transmission out I did take the time to look at the shifter slop that I hate. I decided to shim the space between where the clip holds the selector rod on, So I took a half moon shaped shim and pushed it into the space between the clip that holds the selector rod and the shift rod. Below is the clip i'm talking about but I still have the stock rod. Anyway it cleaned up some slop and didn't cost me anything. Notice the black dot, thats where I pushed the shim in, this is not a 335i image just an example. I can take pics of the old flywheel and clutch if anyone is interested. But like I said the clutch looked brand new. mfactory SMFW high res new rear main seal high res old rear main high res trans bellhousing brass pivot pin high res new clutch and pressure plate high res
    20 replies | 2367 view(s)
  • psychosinmylobby's Avatar
    01-07-2017, 10:33 PM
    Happy New Year all! After reading all these PS pump pulley horror stories where the broken pulley can lead to the engine eating the belt, I decided to swap out my original engine mounts with the IS engine mounts. I figured stiffer mounts will prevent contact between the pulley and the subframe. But I was wrong. After hitting a deep pothole, I felt some vibrations in the steering wheel and here is the result: Luckily, the belt is still intact and on the remaining part of the pulley so no engine damage there. As a temporary precaution, I opted to use an aluminum pulley instead of the OEM plastic ones: Since aluminum would bend but not crack it's perfect for this application: It wont let the belt loose even if it deforms. Besides, it is cheaper than the OEM pulley on ECS. My only concern with this is that it would transfer more force to the engine if pulley smashes the subframe again. So I still need to get some stiffer engine mounts. I am currently looking at AD Engineering and Black Forest Engineering mounts. Does anyone have any experience with these? Are there any significant NVH increase with these? Does anyone have any additional recommendations? Thanks everyone!
    17 replies | 1941 view(s)
  • iminhell1's Avatar
    01-15-2017, 05:14 AM
    I'm half the country away but need to know where to go for fuel. And, does anyone down there sell E98? How much per gallon?
    14 replies | 2629 view(s)
  • LQQKOUT's Avatar
    01-06-2017, 02:00 PM
    LQQKOUT started a thread One more JP kit delivered in N54
    For anyone waiting on their JPWorkz kit, they are shipping out, slowly but you'll get your kit. (Old order #146 , #1007 in the new system) Took just over 3 months to get it. Still missing a couple of items, but the bulk of the kit is here.
    19 replies | 1963 view(s)
  • MFactory's Avatar
    12-23-2016, 02:13 PM
    MFactory Competition Products / YCW Engineering are proud to announce our status as a newly appointed Master Warehouse Distributor for SWIFT Springs in the US, Europe and Asia We have available their full range of products including: - Sports Springs / Spec-R (To be used with stock dampers) - Replacement Coilover Springs (Upgrade your sagging coilover springs) - Assist/Helper Springs (Setup the droop on your coilovers) THE SWIFT ADVANTAGE: When drivers look at a set of springs, they concentrate mainly on the rates, but the material and manufacturing process is equally important. Most enthusiasts will tell you that all springs are the same... we asked some professional drivers for their opinions: - I just replaced my springs to Swift Springs with same spring rate, and somehow the car behaves totally different now. - Since I've swapped the springs from another brand to Swift, my lap times became very consistent throughout the entire race due to cooler tire temperatures, which saves tire wear. - We have tested our Swift-equipped race cars on a shaker rig, and the Swift Springs have a lot less harmonic vibration. - My car is a lot smoother with Swift Springs even though same spring rate were chosen, especially on bad surfaces. The many positive comments Swift Springs receive would have you believe that Swift Springs is surprised to hear such things in the first place, we are simply getting confirmation that our engineering not only works on paper, but is also proven through use in the field (track). Now, allow us to provide a few reasons as to why we get this kind of feedback from our users. PRIORITIES THAT WE ALWAYS HAVE IN MIND WHEN WE DEVELOP SUSPENSION SPRINGS: Surely you have read some spring manufacturer's catalogues before, and you have read that they all claim to have the 4 factors listed below. - The most consistent spring rate throughout the stroke - The largest amount of stroke - The highest durability against loss of spring height - The lightest in weight We like to believe that all suspension spring manufacturers try their best to achieve these 4 factors. Top suspension tuners know that these 4 factors play an intricate role when considering the effectiveness of the suspension coil spring. Our parent company, Tohatsu, has been winding industrial springs since 1924. Tohatsu then decided to get in to the auto racing market in 1996. Based on long-time experience dealing with coil springs, we came up with one goal: "We must make the product that will revolutionize the ones we see on the market now." Keeping this goal in mind, we went back to the basics of coil spring design and asked ourselves what is the most important factor that we need to consider on this new project. The answer? MAINTAINING TIRE GRIP IS THE KEY TO FASTER TIMES AND SUSPENSION SPRINGS TAKE ON AN ENORMOUS PORTION OF THIS TASK! All Springs are not created equal, the diameters and spring rates can be similar, but the process of manufacturing springs plays a huge factor in how they will perform. Through our extensive knowledge in performance springs, we have perfected the process of manufacturing springs that will outperform our competitors. With this in mind, we set out to produce a new material for coil springs: a proprietary steel alloy we call "HS5.TW". This material was created in order to maintain the 4 factors listed above, as well as achieving the fastest reaction speed possible to get compliance on road surface conditions. Our springs are created with proprietary winding methods, as well as some other trade secrets focused on ensuring our springs separation from the standard market. In the time since Swift Springs officially opened its doors in 1997, Swift Springs has dealt with many world class race teams in multitudes of different races including road racing, rally, off road, drift, autocross, pavement and dirt oval track, motorcycles, and more. Swift Springs has lifted many racers to a podium finish, and is still continuing to do so. With so much experience behind us, we feel confident that our springs will give you a leg up in any kind of race you participate in. Try Swift Springs on your vehicle, and experience what many racers are talking about. We strongly believe that you will feel the difference just like every other racer, and you might even wonder why you didn't try it sooner. THE HISTORY: The origin of Swift Springs Swift Springs was founded in 1997 in Tokyo Japan as a motor sports division of Tokyo Hatsujo Manufacturing Co, Ltd. that has been leading the spring industry since 1924 The purpose was to demonstrate our superior engineering in spring by developing the next generation of motor sports suspension coil springs. They had to have the best characteristics of any brand or design in the market, which required the springs to be the lightest in weight and most durable, and to exhibit the most linear characteristics while still being cost effective. Since the formation of Swift, it has been lead by the former racer and suspension expert, Kei Yokota, and the chief engineer, Yasu Saito. Their first-hand involvement within the race industry has propelled Swift quickly through the ranks of some of the world’s most reputable races. Swift springs quickly became one of the most recognized and respected name in performance coil springs in many genre of motor sports throughout the world. Being a part of the Tokyo Hatsujo spring corporation. Swift has a large collection of engineering research and development resources. Tokyo Hatsujo springs are used in most light to heavy industries and the dynamic has provided Swift with most advanced spring technologies and innovations available. In Swift’s impressive motor sports history dated back to 1998, first was with Nissan Skyline GT-R in the Super Taikyu Endurance championship series in Japan. Then Swift got involved with the championship teams in Le Mans 24hrs, Nurburgring 24hrs, Super GT (JGTC), Super Taikyu series, D-1 World Grand Prix, F3, F3000, Formula Toyota, and many other world class races. In 2004, Team Goh Audi R8 won 1st place at the world renowned Le Mans 24hrs race on swift springs. VIDEO: The Philosophy behind SWIFT Springs: LOWERING SPRING KITS: 335i - Front 4K (-25mm), Rear 11K (-20mm) M3 - Front 5K (-25mm), Rear 12K (-18mm) Focus ST - 4.5K (-25mm), Rear 5K (-25mm) Civic FG2 - Front 4K or 4.6K (-30mm), Rear 4.6K or 5.3K (-20mm) Civic FA5 - Front 4K or 4.6K (-30mm), Rear 4.6K or 5.3K (-25mm) Civic Si FB - Front 4.7K (-30mm), Rear 5.4K (-25mm) S2000 - Front 4.6K (-18mm), Rear 6K (-25mm) or Front 7.5K (-30mm), Rear 7K (-30mm) FIT GE8 - Front 2.3K (-30mm), Rear 2.1K (-25mm) COILOVER UPGRADE SPRINGS: 60mm and 65mm Spring ID's Available 4" - 11" Spring Lengths Available 3K - 24K Spring Rates Available ENQUIRE NOW: Our stock order will be arriving from Japan in January, so if you are interested in trying out SWIFT Springs on your vehicle, please contact us for special pricing!
    8 replies | 3378 view(s)
  • MFactory's Avatar
    12-20-2016, 06:16 AM
    YCW Engineering Sports Axles Put more power to the ground with the YCW Engineering Sports Axles, designed specifically for the high performance street car. Diamond Cut to exacting tolerances from Forged High-Nickel-Chromium-Molybdenum Steel - Perfect fitment & finish ensures hassle-free installation & maintenance, each and every time Designed using leading-edge Solidworks 3D CAD & Cosmos FEA software - Advanced Geometry minimizes parasitic drivetrain losses. Race cars utilizing YCW Engineering components transfer, on average, 1-2% more power to the ground over our competitors! 2nd Generation Design - With our Rifle-Bored Center Shaft, the YCW Engineering Sports Axles are lighter, stronger and more efficient than any other Sports Axle on the market today! Covered by the YCW Engineering Lifetime, Globally Transferable Warranty - Whether used on the Street, Strip or Track, all YCW Engineering Sports Axles come with a Lifetime, No-Hassle, Globally Transferable Warranty We have so far tested these up to around 550lbs with no issues (we don't have an upper limit on these yet). Production on these is almost complete, with shipping estimated to start in January after the holidays :) Unlike other axles on the market, ours are a Complete Set, including new 6-ball CV joints i.e You do NOT have to send in your existing axles for a shaft upgrade! Our axles are a direct plug-n-play swap For those asking for the weight, our axles actually weigh exactly the same as the oem (12kg). The reason for this is because our centre shaft ends are a lot thicker, as well have having larger cv cages/balls: Fitments Available: - E8X/E9X 135i/335i MT/AT - E60 535i AT Fitments Pending Test Fitment - E8X/E9X 135i/335i DCT, E9X 335d and E9X 335i X-Drive - We have still to confirm if the fitment is the same as the MT, so we need someone to try. If they don't fit, we will refund you MSRP: $999.95 + $62 Shipping Pre-Order Price: $799.95 + $62 Shipping (20% Discount) Deadline: Pre-Order Pricing will only be available from now until the Axles are ready to ship in January. If you do not purchase during the Pre-Order, the pricing will revert to MSRP Please feel free to ask any questions, or PM to order :)
    16 replies | 2248 view(s)
  • Sticky's Avatar
    01-04-2017, 04:30 PM
    Uh oh, this has to be a warning sign at BMW. A drop of 10% in sales in 2016 compared to 2015 is large. BMW's are selling obviously as 313,174 cars is a lot of volume but that number was 346,023 in 2015. Perhaps the signs were there early in the year when Mercedes and Audi started the year with much stronger sales than BMW. Perhaps consumers are getting tired of BMW? Perhaps BMW has lost some of the enthusiast market? Keep in mind BMW equates sales figures with how well they are doing. They feel if they are number one in sales that means they are the number one brand. It's illogical as volume does not equal quality but that is the official BMW brand position. Just because one brand outsells another does not mean it builds better cars. For BMW this must be a bit of a shock considering how hard they are trying to push volume above all else. That is why you have so many variants of platforms namely in the X-Series line. Additionally, the new 7-Series launch should have further bolstered the bottom line. Table 1: New Vehicle Sales BMW of North America, LLC , December 2016 Dec. 2016 Dec. 2015 % YTD Dec. 2016 YTD Dec. 2015 % BMW brand 32,835 34,625 -5.2 313,174 346,023 -9.5 BMW passenger cars 20,419 22,818 -10.5 209,231 244,767 -14.5 BMW light trucks 12,416 11,807 5.2 103,943 101,256 2.7 MINI brand 4,658 5,009 -7.0 52,030 58,514 -11.1 TOTAL Group 37,493 39,634 -5.4 365,204 404,537 -9.7 When Mercedes and Audi release their figures we will know if either or both of them took the crown from BMW in 2016.
    31 replies | 439 view(s)
  • krazi3azn's Avatar
    12-28-2016, 05:30 PM
    krazi3azn started a thread For those with a LSD in N54
    Did you guys also upgrade all your sway bars, diff bushings, rear subframe bushings at the same time? I know doing it all at once saves you some money and time but idk if I need all three. Currently have subframe inserts and a diff lockdown.
    14 replies | 1910 view(s)
  • marconi118's Avatar
    12-27-2016, 06:39 PM
    using bbflash laptop and battery charger to flash my e92 many times no problem tried to flash a friend I8A0S 07 e92 6MT euro from a friend an BOUM error: read the msd80 took 1:30, validate the bin file in bbflash was ok tried to flash the car with the nearly read file, took 10 min to flash until I got this message: 0x06 bad DAF/map section ecu will need to be rewritten with a good bin file tried to disconnect battery for 10 min to rest ECU and reflash still the same error. car wont start fashed the bin from my car (exactly the same model year 6mt) car started but is running roughtly This car was flash tuned in germany, comparing the bin file of both cars there are many unknown differences not defined in the last xdf How to solve this? is it linked to the bad checksum calculation in bbflash? Help please, the owner of the car is getting mad....
    16 replies | 1864 view(s)
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