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  • Rob@RBTurbo's Avatar
    Today, 12:50 AM
    As for all of the post about doing independent testing: I think it is pretty fair to say that at least one party would have a large number of excuses either which way you skin it. There is just too much involved with the swap and tuning. It would turn into "well they had .5 more psi there, and 1 more degree of timing". Or "my passes were heat soaked!". Or "the tuner was biased!". Or "the engine was tired after all of the tweaking on it, going second wasn't fair!". We can not even have a dyno comparison posted with an AT AWD vs a MT RWD, 20% less WGDC, on E60; seen as being an underdog for crying out loud. Now it is a "well my inlet screen was restrictive! And our turbo inlets were probably hot too!" You get the drift, it is always something. Rob
    28 replies | 437 view(s)
  • amr_e90's Avatar
    Today, 12:42 AM
    +1 on rbs been around since Iv been sucking on my thumb, oh and customer service top notch Can't wait for mine .
    28 replies | 437 view(s)
  • Rob@RBTurbo's Avatar
    Today, 12:39 AM
    All in all this xi car would mop up the streets of the 2+ shop car based on verifiable drag results. Keep in mind the RB XI car went 11.3's@123mph (PRIOR to any turbo swap OR TFT inlets). While the VTT 2+ shop car went 11.6@125mph in full kill mode (and a lot of excuses). This is the reality of it all. If that was not enough of a beating, this XI car would now do circles around the VTT 2+ car. The graph to graph comparison shows a VERY dominant setup, and if you need explanation of which is superior there may not be much hope left for you. Rob
    28 replies | 437 view(s)
  • Njz's Avatar
    Today, 12:39 AM
    Thanks for that. It is very frustrating but nothing that was not partially my fault. I should have gotten new wheels over a year ago and would have avoided the leaking rim issue, had I not been traveling for work so much the tuning would have gotten done months ago. Once we get the inlets on here things should open up nicely but first the tuning needs work.
    124 replies | 6509 view(s)
  • Rob@RBTurbo's Avatar
    Today, 12:27 AM
    Thanks for joining the discussion. Considering they are making about 180ft/lb additional torque at 3250rpm, while losing only 40ft/lb at 6750rpm, is very telling on how much better the quality turbo design. This is ruling out the fact that this was done an an AWD AT car vs. a RWD MT as well. All at 20% less WGDC. Thanks for clearing this up. It is a minor point so no issue in cleaning it up. I'll let you answer this one yourself regarding your hot air ingestion losses: As stated in the "PSS", if you have a "record" 645rwhp pass with a verifiable MPH graph to ensure 4th gear…. provide it and we will do a new photoshop to keep it real. We were unable to find it and gave up on the wild goose chase. We realize your word says it to be, but we have found in the past your word to be very unreliable so data must be presented on this front. Looking forward to it. Perhaps you can toss it all on an AT XI car and limit your WGDC to 48%. Oh and limit yourself to E60 while you are at it. Just want to make sure we keep it apples to apples, after all. See the very first reply of ours in this very post yet again, it needs more soak in time apparently. Thanks, Rob
    28 replies | 437 view(s)
  • Sales@vargasturbotech's Avatar
    Today, 12:17 AM
    Vargas Turbocharger Technologies is proud to officially announce the release and immediate availability of our Single Barrel HPFP Upgrade! The 100% completed kits are in stock and we began shipping units today! Thanks again to all those of you who pre-ordered and have been waiting patiently. We’re very excited to get these units out to you and looking forward to seeing how your cars perform. New orders (while the first batch lasts) will be processed and shipped in 3 - 5 business days. Single Barrel Logo by VargasTurboTech, on Flickr Product Information: The "Single Barrel" HPFP kit replaces your existing HPFP. Using our mounting system the new pump is relocated in the accessory cluster to be overdriven by the belt. Coupled with our new feed line, and rail modification this provides enough fuel for around 550WHP on 100% E85, with blends it can support even higher. We went through numerous pulley designs to find the optimum overdrive speed that would optimize flow, pressure and longevity of the new components. Pricing for the "Single Barrel" kit is $1199 Single Barrel kit contains: - VTT Billet HPFP drive housing - VTT Billet Stainless Steel drive shaft (pre-assembled in housing) - High speed German ball bearings rated at 17,000RPM (pre-assembled in housing) - VTT Billet HPFP pulley - VTT HPFP housing mounting bracket - VTT Billet stock location HPFP block off plate - VTT High Pressure feed line - VTT Low Pressure feed adaptor - Properly sized drill bit to modify stock fuel rail (this can be done by any shop) - Water line modification parts - Plug and Play wiring harness - All hardware required for assembly FAQ: Q: Will this set up work for me if I have stock turbos and just want to run E85 without worrying about mixing? A: Yes you can pull up to the pump, fill up with 100% E85 and not worry about running out of fuel with as much power as you can possibly make with stock turbos. Q: Can I run mixes of E85 and pump fuel with this set up? A: The system is 100% compatible with Ethanol (E85) as well as regular unleaded pump gas, and will supply significantly more total fuel volume with either fuel, or any combination of both. Q: How much power does the Single Barrel Kit Support? A: When coupled with adequate supply from the LPFP this kit has been proven safe for up to as much as 550rwhp on 100% E85 Q: What happens if the belt or HPFP fails? A: BMW set up the HPFP system so that even if the HPFP fails the LPFP will continue running and bypass through the pump and you can limp the car home. We actually unplugged the "Single Barrel" system and drove the car for 30 miles with no issues except a limp condition and low power. Q: How hard is it to install? A: Installation can be completed by the average DIYer in about 5-6 hours without any special tools or about 3-4 hours for a shop. Installation instructions: Installation starts with intake manifold removal, then high pressure feed line removal followed be replacing the stock HPFP with our block off plate. Then you will unbolt and reroute the LPFP line to where the pump will now run. Followed by plugging in the harness extension and then you can reinstall the intake manifold. With the charge pipe still out you'll remove the cooling fan, unbolt the 2 bolts from the drivers side motor mount and raise the driver side of the motor to allow easier access to AC compressor. Remove the 3 bolts holding the AC compressor, install mounting bracket over the AC compressor using the supplied new bolts. Then there are supplied instructions to help you modify the water line so that it clears the pulley. Now you're ready to lower the motor back down re-install the bolts, and attach the HPFP to the housing. At this point you're almost done; just reroute the LPFP feed to HPFP and connect it, install the new belt and reinstall fan. Finally remove the stock fuel rail which you or a shop can modify with the supplied drill bit and install the high pressure feed line from HPFP to rail, reinstall charge pipe & intake, purge system, and start vehicle. We did our best to not make the kit/install invasive but in order to mount the pump in the new location you do have to modify one water line, and bend an AC line out of the way, everything else is bolt on making it easy to return your vehicle back to stock. If you choose to go back to stock at any point you would need to purchase a new water line to replace the modified one. If you have any further questions feel free to post them in this thread or send us an email. Now onto the pictures: Single Barrel Kit Complete by VargasTurboTech, on Flickr Single Barrel Kit Components by VargasTurboTech, on Flickr Single Barrel - 15 by VargasTurboTech, on Flickr Shotgun_Bracket__Final_Detail by VargasTurboTech, on Flickr Single_Barrel_Mounted2 by VargasTurboTech, on Flickr Single_Barrel_Mounted1 by VargasTurboTech, on Flickr Single Barrel - 16 by VargasTurboTech, on Flickr Single Barrel - 17 by VargasTurboTech, on Flickr Single Barrel - 18 by VargasTurboTech, on Flickr Single Barrel - 09 by VargasTurboTech, on Flickr Single Barrel - 10 by VargasTurboTech, on Flickr Single Barrel - 11 by VargasTurboTech, on Flickr Single Barrel - 12 by VargasTurboTech, on Flickr Single Barrel - 08 by VargasTurboTech, on Flickr Single Barrel - 01 by VargasTurboTech, on Flickr Single Barrel - 02 by VargasTurboTech, on Flickr Single Barrel - 03 by VargasTurboTech, on Flickr Single Barrel - 07 by VargasTurboTech, on Flickr Single Barrel - 06 by VargasTurboTech, on Flickr Single Barrel - 14 by VargasTurboTech, on Flickr
    0 replies | 0 view(s)
  • Sticky's Avatar
    Today, 12:15 AM
    Probably because it doesn't add any value to the thread and we all already know everyone here loves boobies. So let's stay on topic.
    67 replies | 1374 view(s)
  • Sticky's Avatar
    Today, 12:14 AM
    Put this in the N54 section where you should get an answer.
    1 replies | 38 view(s)
  • brusk's Avatar
    Yesterday, 11:58 PM
    You got negged for that?
    67 replies | 1374 view(s)
  • brusk's Avatar
    Yesterday, 11:36 PM
    I don't doubt that. Given the N54 vendors I would say there's a really good chance of that.
    28 replies | 437 view(s)
  • GiveEmTheDD's Avatar
    Yesterday, 11:36 PM
    Hope you get the issues sorted out Njz. I know it can be frustrating. It'll be worth it though when your car is up and 100% best of luck and I see some big #s in the not too distant future!
    124 replies | 6509 view(s)
  • klipseracer's Avatar
    Yesterday, 11:33 PM
    I like boobies.
    67 replies | 1374 view(s)
  • Sticky's Avatar
    Yesterday, 11:27 PM
    You may not know this but I tried to do something like this with SC kits early on in the M3 days. Vendors committed only for ESS to back out at the last minute. There's a lot to lose for vendors in this if their product doesn't do in independent testing what they claim it can do on the forums.
    28 replies | 437 view(s)
  • Sticky's Avatar
    Yesterday, 11:26 PM
    This was actually humorous.
    28 replies | 437 view(s)
  • jyamona's Avatar
    Yesterday, 11:13 PM
    Awesome, that is great to hear. I'll be in touch down the road for sure.
    67 replies | 1374 view(s)
  • AdminTeam's Avatar
    Yesterday, 11:02 PM
    Teroy, we appreciate you taking the time to join.
    0 replies | 5 view(s)
  • m5james's Avatar
    Yesterday, 11:00 PM
    It'd be going on either a 98 740iL or an 01 X5 if it'll fit.
    193 replies | 10207 view(s)
  • cleancutx's Avatar
    Yesterday, 10:55 PM
    This thread started out really rough with all the back and forth going on. But now I can't stop reading, even with very little understanding of how it all works. Thanks for the good read.
    67 replies | 1374 view(s)
  • AdminTeam's Avatar
    Yesterday, 10:49 PM
    Hey cps: :text-welcomewave:
    0 replies | 8 view(s)
  • Toolman's Avatar
    Yesterday, 10:47 PM
    The jag injectors are 36lb/hr and stock is 19 so I use a combination of a larger mass air meter ( 4in. ) and an fmu to cut the fuel pressure at idle and part throttle. I used an AEM air/fuel gauge to set it up. And a BEGI FMU. IT works really well. What year is your 5 series?
    193 replies | 10207 view(s)
  • brusk's Avatar
    Yesterday, 10:42 PM
    If everybody would see the big picture here I don't think it would take a lot of money in the long run. That is if somehow Sticky could persuade vendors to help out. They are supposed to be part of this community but no clue if they would actually support it but we know how that goes sometimes. If vendors would freely kick in some of their products on loan or at least at cost price where it could be easily resold for close to the same amount after testing. This community has already started getting bad with people trying to set stupid records or getting upset anytime somebody posts a dyno that isn't within 10% of the record. Plenty of people already have their favorite vendors and don't trust the other competitor numbers and there constant back and forth wither it be turbo's, inlets, intakes, or tunes. I think it would be exceptional to challenge the community to get involved and show the real potential of the products. I have yet to see a fair comparison on any of the products and never by a true 3rd party. Terry probably came the closest since him only part is the tuning. I guess it would take Vendors, Sticky to help organize and keep things fair, a few people with free time in the same area that don't mind doing the work and then a few handful of people in the community to throw in a small amount of cash to help either front the parts and dyno time. If this was properly organized and setup with a good game plan I would have no issues throwing some money at it. As much money as people throw at products and then find out they aren't happy with I would hope others would feel the same way.
    28 replies | 437 view(s)
  • Njz's Avatar
    Yesterday, 10:42 PM
    Can't do it you're in Australia, turbos spin the opposite way there. :P
    28 replies | 437 view(s)
  • Terry@BMS's Avatar
    Yesterday, 10:22 PM
    Sure. We've done it like that in the past. We can do whatever customers want. The JB4 side is easy but its a lot of work to go through and modify every load position on the flash side. I personally don't think it matters much. I've spent so much time with those stupid VANOS tables and its difficult to notice much of a difference even between extreme setting changes. Anyway when you're ready just drop me a note and I can compile a JB4 single turbo firmware for you that scales 0-36psi to 0-18psi back to the DME.
    67 replies | 1374 view(s)
  • jyamona's Avatar
    Yesterday, 10:09 PM
    Ahh that is disappointing. Is there any way for the JB4 to scale loads going to the DME? Simple example: instead of 18-20psi ~ 190-220 load then clamping, scale it by a factor of .714 (2.5/3.5) when using the 3.5bar MAP sensor. That way 18-20psi (being reported as 12.8-14.2) would be 135-157 load. The JB4 would still know the actual boost level, but it would give the ability for higher boost levels to have their own load cells in various other tables. Useful rom table example: 1. Vanos - this is a big one. Heavy overlap is key during spool up. Clamping load at 18psi when trying to spool until 30psi+ is in no way ideal, and hurting spool. You would want overlap until right about full spool, then back it off, and no overlap up top. With the scaled load method, you would be able to do this perfectly, and it would widen the entire power band. Without, you are forced to make a big compromise in the flash (not getting into that here). Some similar points can be applied to timing and fuel, but I'll just keep this simple for now. @Terry@BMS if it wouldn't be too much of a pain to create a firmware like this, I think it would be a great addition, and I'd like to use it on my single setup.
    67 replies | 1374 view(s)
  • AdminTeam's Avatar
    Yesterday, 10:04 PM
    Hey TheresEVRH: :text-welcomewave:
    0 replies | 7 view(s)
  • Terry@BMS's Avatar
    Yesterday, 10:00 PM
    If you disable the throttle safety there are a few ways you could force boost over set point. Just scale gain up 30% and zero out I for example. It's effectively duty cycle tuning which is what I've guessed is going on here. I suppose a gain only PID is still technically a PID even if its tuned to push boost over set point. It would just be a really crappy implementation. I hope Wedge & co will chime in to put those concerns to rest. PS. This technique would not require a Cobb environment and could be implemented with the bimmerboost flash software. Have they stated the reason they will only tune via Cobb?
    67 replies | 1374 view(s)
  • AdminTeam's Avatar
    Yesterday, 09:59 PM
    Hey Jason84: :text-welcomewave:
    0 replies | 8 view(s)
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