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  • dzenno@PTF's Avatar
    09-19-2014, 11:37 AM
    Finally – a real announcement from proTUNING Freaks about the turbo kit and fueling solutions that our own brand MOTIV Motorsport has been working so feverishly on for the last year. In the aftermarket performance world it is often a race to be the first out with a product. While we would like to be able to do that as well as keep focus on our core ideals of quality and race proven power/reliability – we simply could not do so without extensive testing on and off the track. Over the last year we have put over 10,000 miles of daily driven duty as well as multiple practice and national level competition NASA road course events and abuse on the MOTIV Single Turbo Kit. We are not simply a shop that made a one off kit for a customer and decided to put it into production. We have gone through multiple manifold designs and fabrication types, as well as multiple revisions on our final manifold design. Now that we are satisfied with the durability of the kit after being put through its paces we can announce the details and preliminary results as we continue to test the final “all out” performance and stages of power based on fuel setup (OEM, OEM+, and “ALL OUT”). At Bimmerfest East 2014 we put on display some parts from the turbo kit and fuel system. Our goal was to provide staged power in a modular form that allows the consumer to purchase the kits all together or piece by piece. So without further ado – product pictures and results from OEM and OEM+ testing. The “ALL OUT” numbers will be soon to come as we need something to keep us occupied while we finish the final stages of production on 20+ single turbo kits and fuel setups to support your power goals up to and beyond 1000hp. Disclaimer – all dynos read differently – even from one dyno jet to another. Our testing was done on a DynoJet 424x. The month we took delivery of the shop car we through the car on the dyno to get baseline numbers. This specific DynoJet apparently reads a bit lower than the typical one people have been posting up. Bone stock the car produced 257whp and 260wtq. Testing and Results – OEM Fueling – 93 Octane ONLY The OEM fuel system leaves a lot of power out of reach. There are many options when it comes to achieving power beyond what the OEM system can do but many of these are not all that reliable and fall in the category of “but they work”. We feel that things shouldn’t just “work” – they should be designed, tested, and implemented. For those of you who want to make at and above the modified stock turbo housing power – and all on pump gas and stock fuel system – NO PROBLEM. The first set of testing we did was simply using a stock LPFP with a 255 inline pump. The MOTIV 750 kit is capable of running much more boost and can make far more power on 93 octane alone due to the decrease in pumping losses and efficiency. However, the HPFP began dropping fuel pressure drastically as it could not keep up with the demand (in part because the LPFP system was struggling as well). As such – this is where we felt we would stop in an effort to display a conservative showing of what the MOTIV 750 kit could do on a stock LPFP and only 93 octane. Testing and Results – OEM+ Fueling – 93 Octane ONLY After seeing just an in line pump to help the LPFP supply the HPFP we stepped up to the next level of fuel supply using a 455 in tank. The goal of this was to figure out how much further we could push the system before the HPFP showed signs of it not being able to keep up. With the aftermarket low pressure Walbro unit we were able to squeeze a bit more fuel out of the OEM HPFP allowing us to push just a little further. It's always fun to play around and see how the dynamic of the tables in the dme of the car can change with more boost less timing, less boost more timing, different cam tuning, etc. So here is a quick preview of a different profile of the map. Testing and Results – “All Out” Fueling We designed the MOTIV Single Turbo kits to be extremely efficient, powerful, consistent, and reliable. We were quick to learn that the stock HPFP (no matter what LPFP supplied it fuel) would not be enough to even find the limits of our turbo systems on regular 93 octane alone. As such we began integrating our supplemental MOTIV Port Injection fuel system. After enough testing over the previous months we can finally begin to share these results with you as well. The goal of this setup (which we have used on other platforms with great success as well) is to supply the engine fuel while taking the stress off of the HPFP and keeping it within range where the HPFP never drops fuel pressure throughout the RPM range - no matter how much power the car is making. The following were still at low boost but with the MOTIV Fuel System there is plenty of fuel for up to and over 1000hp. We are only just starting to display how much power this kit can make as this is still only on 93 octane and nothing else. The above graphs and comments have left out one major component of tuning so far. SPOOL!! Naturally, larger turbochargers require a greater amount of time to spool up and reach their respective optimal operating range. However, through tuning and an excellent VANOS system that is employed on the BMW N54 Engine, we’ve been able to alter both intake and exhaust camshaft phasing to provide more exhaust gasses into the turbine housing in order to bring the compressor up to speed faster. By increasing dynamic compression and effectively create more exhaust gas volume to enter the turbine housing we are able to speed up the spool. This comparison between an OEM and PTF calibrated VANOS system and its effects on turbocharger spool can be seen progressively in the graph below. At this point we are only starting to come into the MOTIV 750’s turbo efficiency range. The 3586 does not even wake up until approximately 24+psi and LOVES to flow upper 20s and lower 30s. So in two weeks we will be unveiling all of the results. “All Out” on race gas and e85. All out on 93 as far as we can comfortably push it. And even running a JB4 as we have been in communication with Terry for those of you would prefer to run the kit with a JB4 and his back end flash. Just for fun…here is a higher boost pull where I let off at about 4700RPM... We can’t give out too much information in one night!! Stay tuned for the remainder of that dyno pull and many more like it. In the next week or so we will begin taking pre-orders to gauge interest in how many kits we need to keep on the shelves and which turbos will be in demand. While we love people wanting to push the limits and go with bigger turbos, we do recommend sizing the turbo appropriately for your goals. Having a 900hp turbo is not fun if you only run it at 500-600hp. You will spool slower and have less power under the curve. As of now we are finishing production on approximately 20 kits. We will be offering a slightly smaller option in our 600 kit and two larger options in our 900 kit. The 900 kit can be paired with either a Forced Performance HTA3794 or a PTE6466. The 900 kit will have a little bit of lag but allow for more power on pump gas and even more when pushed all out with our full line of MOTIV horsepower solutions. The kits will retail starting at 7749 and come with all the necessary hardware needed for install. We will be doing an intro special on the first production run of 7600$ SHIPPED in the US. For shipping outside of the US please contact us. Detailed pictures to follow. The kits come with some of the most reliable and reputable turbos on the market. These are not discount turbos. They start at 2249 direct from the retailer. Forced Performance / HTA turbos are world renowned for their quality. In the meantime – enjoy this video and some pictures of the kit in the process of being made. We will begin shipping orders the first week of November. VIDEO: https://www.facebook.com/video.php?v=706028212818250
    55 replies | 1682 view(s)
  • dzenno@PTF's Avatar
    09-19-2014, 12:29 PM
    Finally, a real announcement from proTUNING Freaks about the turbo kit and fueling solutions that our own brand MOTIV Motorsport has been working so feverishly on for the last year. In the aftermarket performance world it is often a race to be the first out with a product. While we would like to be able to do that as well as keep focus on our core ideals of quality and race proven power/reliability – we simply could not do so without extensive testing on and off the track. Over the last year we have put over 10,000 miles of daily driven duty as well as multiple practice and national level competition NASA road course events and abuse on the MOTIV Single Turbo Kit. We are not simply a shop that made a one off kit for a customer and decided to put it into production. We have gone through multiple manifold designs and fabrication types, as well as multiple revisions on our final manifold design. Now that we are satisfied with the durability of the kit after being put through its paces we can announce the details and preliminary results as we continue to test the final “all out” performance and stages of power based on fuel setup (OEM, OEM+, and “ALL OUT”). At Bimmerfest East 2014 we put on display some parts from the turbo kit and fuel system. Our goal was to provide staged power in a modular form that allows the consumer to purchase the kits all together or piece by piece. So without further ado – product pictures and results from OEM and OEM+ testing. The “ALL OUT” numbers will be soon to come as we need something to keep us occupied while we finish the final stages of production on 20+ single turbo kits and fuel setups to support your power goals up to and beyond 1000hp. Disclaimer – all dynos read differently – even from one dynojet to another. Our testing was done on a DynoJet 424x. The month we took delivery of the shop car we through the car on the dyno to get baseline numbers. This specific DynoJet apparently reads a bit lower than the typical one people have been posting up. Bone stock the car produced 257whp and 260wtq. Testing and Results – OEM Fueling – 93 Octane ONLY The OEM fuel system leaves a lot of power out of reach. There are many options when it comes to achieving power beyond what the OEM system can do but many of these are not all that reliable and fall in the category of “but they work”. We feel that things shouldn’t just “work” – they should be designed, tested, and implemented. For those of you who want to make at and above the modified stock turbo housing power – and all on pump gas and stock fuel system – NO PROBLEM. The first set of testing we did was simply using a stock LPFP with a 255 inline pump. The MOTIV 750 kit is capable of running much more boost and can make far more power on 93 octane alone due to the decrease in pumping losses and efficiency. However, the HPFP began dropping fuel pressure drastically as it could not keep up with the demand (in part because the LPFP system was struggling as well). As such – this is where we felt we would stop in an effort to display a conservative showing of what the MOTIV 750 kit could do on a stock LPFP and only 93 octane. Testing and Results – OEM+ Fueling – 93 Octane ONLY After seeing just an in line pump to help the LPFP supply the HPFP we stepped up to the next level of fuel supply using a 455 in tank. The goal of this was to figure out how much further we could push the system before the HPFP showed signs of it not being able to keep up. With the aftermarket low pressure Walbro unit we were able to squeeze a bit more fuel out of the OEM HPFP allowing us to push just a little further. It's always fun to play around and see how the dynamic of the tables in the dme of the car can change with more boost less timing, less boost more timing, different cam tuning, etc. So here is a quick preview of a different profile of the map. Testing and Results – “All Out” Fueling We designed the MOTIV Single Turbo kits to be extremely efficient, powerful, consistent, and reliable. We were quick to learn that the stock HPFP (no matter what LPFP supplied it fuel) would not be enough to even find the limits of our turbo systems on regular 93 octane alone. As such we began integrating our supplemental MOTIV Port Injection fuel system. After enough testing over the previous months we can finally begin to share these results with you as well. The goal of this setup (which we have used on other platforms with great success as well) is to supply the engine fuel while taking the stress off of the HPFP and keeping it within range where the HPFP never drops fuel pressure throughout the RPM range - no matter how much power the car is making. The following were still at low boost but with the MOTIV Fuel System there is plenty of fuel for up to and over 1000hp. We are only just starting to display how much power this kit can make as this is still only on 93 octane and nothing else. The above graphs and comments have left out one major component of tuning so far. SPOOL!! Naturally, larger turbochargers require a greater amount of time to spool up and reach their respective optimal operating range. However, through tuning and an excellent VANOS system that is employed on the BMW N54 Engine, we’ve been able to alter both intake and exhaust camshaft phasing to provide more exhaust gasses into the turbine housing in order to bring the compressor up to speed faster. By increasing dynamic compression and effectively create more exhaust gas volume to enter the turbine housing we are able to speed up the spool. This comparison between an OEM and PTF calibrated VANOS system and its effects on turbocharger spool can be seen progressively in the graph below. At this point we are only starting to come into the MOTIV 750’s turbo efficiency range. The 3586 does not even wake up until approximately 24+psi and LOVES to flow upper 20s and lower 30s. So in two weeks we will be unveiling all of the results. “All Out” on race gas and e85. All out on 93 as far as we can comfortably push it. And even running a JB4 as we have been in communication with Terry for those of you would prefer to run the kit with a JB4 and his back end flash. Just for fun…here is a higher boost pull where I let off at about 4700RPM... We can’t give out too much information in one night!! Stay tuned for the remainder of that dyno pull and many more like it. In the next week or so we will begin taking pre-orders to gauge interest in how many kits we need to keep on the shelves and which turbos will be in demand. While we love people wanting to push the limits and go with bigger turbos, we do recommend sizing the turbo appropriately for your goals. Having a 900hp turbo is not fun if you only run it at 500-600hp. You will spool slower and have less power under the curve. As of now we are finishing production on approximately 20 kits. We will be offering a slightly smaller option in our 600 kit and two larger options in our 900 kit. The 900 kit can be paired with either a Forced Performance HTA3794 or a PTE6466. The 900 kit will have a little bit of lag but allow for more power on pump gas and even more when pushed all out with our full line of MOTIV horsepower solutions. The kits will retail starting at 7749 and come with all the necessary hardware needed for install. We will be doing an intro special on the first production run of 7600$ SHIPPED in the US. For shipping outside of the US please contact us. Detailed pictures to follow. The kits come with some of the most reliable and reputable turbos on the market. These are not discount turbos. They start at 2249 direct from the retailer. Forced Performance / HTA turbos are world renowned for their quality. In the meantime – enjoy this video and some pictures of the kit in the process of being made. We will begin shipping orders the first week of November. VIDEO: https://www.facebook.com/video.php?v=706028212818250
    55 replies | 1311 view(s)
  • Terry@BMS's Avatar
    09-19-2014, 03:30 PM
    Thought you guys might find this interesting. I'll let Payam fill in all the details but he swapped over to a little larger AR with his VM single kit and somehow picked up not only 30whp up top but also improved spool! This is running a basic E40 mix with meth, and our conservative ST back end flash map. Impressive stuff. :eusa-clap:
    41 replies | 1191 view(s)
  • VargasTurboTech's Avatar
    Yesterday, 04:38 PM
    Barely anymore WHP than we are making and FWD, yet they are running 9's, we can barely break into the 10's. God we need a tranny update, good news is, I have a guy with an 335is DCT that looks like he will prob buy Stage2+ and we are almost finalized to become Dodson dealers. Lets get a DCT putting down 650/650 and go to work at the track! http://www.vwvortex.com/news/video-news/video-750whp-volkswagen-golf-runs-quarter-mile-in-9-7-seconds/
    31 replies | 754 view(s)
  • Sticky's Avatar
    09-20-2014, 10:12 PM
    Another member joins the BMW N54 700 wheel horsepower club. The Ventura Motorsports top mount single turbo N54 kit powered by a Comp Turbo 6465 turbocharger went over the 700 wheel horsepower mark with a 709.56 peak power Dynojet pull. The peak torque figure achieved is 659.26 pound-feet at the wheels. This was done on a Dynojet in STD correct in relatively warm California weather. Complimentary modifications are a VRSF charge pipe, Tial BOV (blow off valve), VRSF 7" intercooler, Walbro 255 inline fuel pump, BMS methanol kit with two CM10 nozzles, Spec Stage 3+ clutch with single mass steel flywheel. Tuning is courtesy of a JB4 with complimentary custom software flashed courtesy of the BimmerBoost.com software. Peak boost achieved is 30 psi and it tapers to roughly 27 psi toward redline. The fuel is an E40 blend and 100% methanol is being injected. Great results and there are now a small handful of N54's crossing the 700 wheel plateau with this being the latest car to do so.
    25 replies | 789 view(s)
  • alex@ABRhouston's Avatar
    Yesterday, 10:08 PM
    https://www.facebook.com/video.php?v=851177004915254 Things fixin' to get nuts. I'll be tossing a JB4 on this to play around with it too :)
    22 replies | 472 view(s)
  • Sticky's Avatar
    09-20-2014, 10:06 PM
    Another member joins the BMW N54 700 wheel horsepower club. The Ventura Motorsports top mount single turbo N54 kit powered by a Comp Turbo 6465 turbocharger went over the 700 wheel horsepower mark with a 709.56 peak power Dynojet pull. The peak torque figure achieved is 659.26 pound-feet at the wheels. This was done on a Dynojet in STD correct in relatively warm California weather. Complimentary modifications are a VRSF charge pipe, Tial BOV (blow off valve), VRSF 7" intercooler, Walbro 255 inline fuel pump, BMS methanol kit with two CM10 nozzles, Spec Stage 3+ clutch with single mass steel flywheel. Tuning is courtesy of a JB4 with complimentary custom software flashed courtesy of the BimmerBoost.com software. Peak boost achieved is 30 psi and it tapers to roughly 27 psi toward redline. The fuel is an E40 blend and 100% methanol is being injected. Great results and there are now a small handful of N54's crossing the 700 wheel plateau with this being the latest car to do so.
    25 replies | 568 view(s)
  • Sticky's Avatar
    09-18-2014, 09:05 PM
    If you are looking for a sporty German drop top capable of seating four people here are three very good choices. The Audi S5, BMW 435i, and Mercedes E400 are all worthy choices. The question is, which is the best of the group? Well, Sport Auto fortunately decided to do a comparison with data and even took the cars out of on the Hockenheim course. So how do they stack up to each other? Well, the S5 blows the other two cars away especially the BMW 435i which gets stomped by both the Audi S5 and the Mercedes E400. Keep in mind the E400 is sporting the new Mercedes M276 DELA 35 3.5 liter turbocharged V6 powerplant. This engine offers 333 horsepower and 354 lb-ft of torque. The E400 offers the most torque out of the group with the S5 at 325 lb-ft and the 435i at 300 lb-ft. The 435i trails both the S5 and the E400 by 33 horsepower. What the 435i has going for it is the lightest curb weight but it doesn't matter on the track. It has the slowest laptime of the group. It lags behind the S5 by 3.6 seconds around the Hockenheim which is an eternity. It is also 2.2 seconds behind the E400, ouch. What happened to BMW's sporty character? The S5 is chosen as the best of the three cars and Sport Auto states it isn't even close. The E400 is chosen second and the 435i takes last place. Have Audi and Mercedes really improved that much or has BMW become far too complacent? You be the judge.
    18 replies | 1165 view(s)
  • Snertz's Avatar
    09-19-2014, 10:54 AM
    Anyone getting in on this? opinions? :matrix:
    21 replies | 908 view(s)
  • M177's Avatar
    09-17-2014, 06:24 AM
    here is two video's race with avantador Lp700 cls63 stage2 pp-performance 720 HP ( i dont think its 720 hp only ) and here is E63 RS800+ Hp vs the same avantador Lp700 " i think this E63 has an upgraded turbo's. I'm not sure about the race fuel but i think yes both of them ran it with mixed fuel race.
    21 replies | 459 view(s)
  • Sticky's Avatar
    09-21-2014, 01:01 AM
    The Aventador has become quite the target for the M157 5.5 liter twin turbo V8 based AMG models. The fact is people love beating up on exotics as they are much more expensive than a German luxury performance sedan. These days a lot of cars cheaper than the Aventador can make big horsepower in the aftermarket and beat an exotic like the Aventador in a power contest. However, nothing can be done to those cars to give them the curbside appeal the Aventador will always have over them. Regardless, the 700 horsepower 6.5 liter naturally aspirated V12 powered Lamborghini is a hell of a performance measuring stick and a car has to have some serious power to beat it. Recently, we saw a Kleemann tuned rear wheel drive M157 CLS63 AMG beat one. A new 4Matic E63 AMG S featuring Renntech upgraded turbos also made easy work of the V12 Lamborghini. Below you will see two more videos of tuned M157 based AMG's taking down the Aventador. The first video features a PP-Performance Stage 2 tuned CLS63 AMG. The second video features an E63 AMG and it apparently has upgraded M157 turbochargers. What both cars have in common is that they get the best of the Aventador. Middle Eastern people, please get dedicated HD cameras and stop using crappy cell phone cameras to record epic races. It's like you guys have something against High Definition.
    21 replies | 440 view(s)
  • Sticky's Avatar
    Today, 03:18 PM
    From what I'm hearing from certain people it looks like we will see the N54 finally venture out of the 7XX range in the following few months. It is going to take a built motor and a turbo setup someone has up their sleeve but I think you can all bank on the N54 getting into the ~900 whp range fairly quickly from this point forward.
    20 replies | 155 view(s)
  • Sticky's Avatar
    09-18-2014, 08:56 PM
    If you are looking for a sporty German drop top capable of seating four people here are three very good choices. The Audi S5, BMW 435i, and Mercedes E400 are all worthy choices. The question is, which is the best of the group? Well, Sport Auto fortunately decided to do a comparison with data and even took the cars out of on the Hockenheim course. So how do they stack up to each other? Well, the S5 blows the other two cars away especially the BMW 435i which gets stomped by both the Audi S5 and the Mercedes E400. Keep in mind the E400 is sporting the new Mercedes M276 DELA 35 3.5 liter turbocharged V6 powerplant. This engine offers 333 horsepower and 354 lb-ft of torque. The E400 offers the most torque out of the group with the S5 at 325 lb-ft and the 435i at 300 lb-ft. The 435i trails both the S5 and the E400 by 33 horsepower. What the 435i has going for it is the lightest curb weight but it doesn't matter on the track. It has the slowest laptime of the group. It lags behind the S5 by 3.6 seconds around the Hockenheim which is an eternity. It is also 2.2 seconds behind the E400, ouch. What happened to BMW's sporty character? The S5 is chosen as the best of the three cars and Sport Auto states it isn't even close. The E400 is chosen second and the 435i takes last place. Have Audi and Mercedes really improved that much or has BMW become far too complacent? You be the judge.
    18 replies | 248 view(s)
  • Sticky's Avatar
    09-16-2014, 10:21 PM
    So let's say you want more power from your W204 C63 AMG. You do not quite want to spend over $10k+ for a supercharger and simply want more power on demand when you need it. Well, nitrous is tough to beat in that case especially considering the bang offered for the buck. AMR Performance has released their W204 C63 AMG nitrous kit which includes software to make sure the car is properly tuned to utilize the nitrous safely and efficiently. The M156 motor has a long history with nitrous from the days when it first came on the market and the engine responds very well to a properly tuned setup. In the opinion of BenzBoost the AMR Performance kit is fairly mild (they aren't throwing anywhere near as much nitrous at the motor as they could) and it is using solid components from Nitrous Express which is well known in the nitrous world. AMR can definitely go wild for those that want to but if you want a cost effective and safe way to bump your C63 over 600 horsepower without having to break the bank, this is well worth a look. Description: Reliable and dependable power can be made with the correct balance of nitrous oxide and ecu recalibration (tuning). Most people shy away from nitrous oxide, due to the common mis-conception of it "blowing-up" your engine. Most of these rumors are set by those improperly "tuning" the vehicle and/or installing a DIY nitrous kit with no ECU upgrades suited for the change (nitrous). This in turn is damaging to the vehicle's engine. The 6.2 V8 AMG engine is built well from the factory. AMR Performance has set aside software development for nitrous enhanced C63's. This engine, in stock form, puts out 451hp. Which is very respectable. Through ECU enhancement, AMR Performance ECU "NOS" Software upgrade, with combination of a nitrous oxide kit custom installed by Auto Master, increases this W204 C63 to 602hp on 93 octane consistently. The firm shift patterns, stable air fuel mixtures and smooth timing curve turns this vehicle into quite a different animal! Special Thanks: AMR Performance (www.amrperformance.com) - Software Auto Master AMR, ltd. (www.automasteramr.com) - Custom Fabrication & Installation Nitrous Express (www.nitrousexpress.com) - Nitrous Oxide Kit
    11 replies | 631 view(s)
  • froop's Avatar
    09-19-2014, 11:16 AM
    Hi, Just wondering if I could get a little feedback/insight into a couple issues I'm having with tuning. I'm self tuning my N54 (FBO with RBs) using a Cobb and Procede but I'm a very amateur tuner. Therefore I'm only really adjusting a few of the tables within the Cobb and Procede, mainly boost/load, timing, fuel, fuel scalar, OL fueling, methanol, etc. Not really touching much else and have left them on whatever the Cobb OTS E30 race map settings were. I just recently did a map revision after finally fixing my AFR issue. I was getting consistently richer (by 1 point) AFRs in bank 2 even after replacing all 4 O2 sensors. I needed to get a workshop to reset my fuel trim adaptations using Autologic as neither the Cobb or Procede was able to do it. Here's a link to the logs. http://www.datazap.me/u/froop/20140919-3rd-gear-pull-e50-v4-5-and-procede?log=0&data=1-4-5-6-7-8-9-10-11&zoom=17-177 http://www.datazap.me/u/froop/20140919-3rd-gear-pull-e50-v4-5-and-procede?log=1&data=1-4-5-6-7-8-9-10-11 Logs were done in 3rd gear. I'm targeting 21psi on the Procede between 4000 to 6000 RPMs, tapering to 18 at 7000 but I'm not taking the logs all the way to redline due to SMFW related misfires past 6200 RPMs. For timing on the Cobb, I'm targeting 14.5 degrees at redline, ramping up gradually from 10 at around 2000RPMs. There are a few things to note/issues that I can see on the logs and I could use a little feedback/help for some of them with figuring out the causes and possible actions to rectify them. 1. I'm losing traction in the middle of the pull each time which unfortunately I can't do much about and doesn't help with getting a clean log. 2. I'm not always hitting the targeted boost. It doesn't stay at 21 when it should. I'm assuming for this I'll need to start fiddling with the WGDC map on the Procede and can probably leave the Cobb tables alone? 3. There is a fuel trim disparity which I can only assume is to do with uneven methanol flow however AFRs are quite even so I'm not too worried about it. The AFRs are a bit richer than I am targeting (e.g. 12.2 when they should be 12.5) which I think is because I'm flowing too much fuel before the OL fueling gets a chance to pull it. I plan on reducing the OL Fueling value in the Procede to compensate for this. 4. Whenever I begin a pull the car appears to run lean (16-17:1) before there is a sharp spike in the fuel trims to compensate and bring this back in line. What could be the cause of this? 5. I'm not meeting my timing targets, despite having no throttle closures and no ignition corrections (other than the drop on the 2nd pull which I think is due to loss of traction). They're about 0.5 to 1 degree lower than my target. What could be the cause and what can I change to help the car meet targets? Although I haven't logged IATs I am quite certain that this wouldn't be one of the causes as I flow quite a significant amount of meth and IATs typically drop from 70-90 degrees at the beginning of a pull to 40-50 degrees during the course of a normal pull. Thank you in advance for any help :) Alex
    14 replies | 241 view(s)
  • manbeer's Avatar
    09-17-2014, 11:44 AM
    Was out and about this morning and came across a stock looking s5 cruising pretty quick. As luck would have it we ended up at a red light and both took off kind of quick so once we saw that the other was pushing we both hit it. Basically from 50 or 60 until about 120 we were trading places. I would run out of steam at 6k and have him at my back door, then he would nose ahead of me, then i would shift and pull, then he would creep up at the end of my gear. It was pretty even, with him definitely having a bit more upper end pull. I know if we held out he would have eventually pulled on me but we let out around 120-130ish Afterwards we were at another light and he was asking what i had done, he mentioned that he had the s5 with a V8 and had an APR supercharger, which makes sense because i heard the whine. He was like "this kit puts me right around 560hp, so you're not doing bad"! All in all i was surprised by the run, and wishing i had my 135 and not the mrs 93 octane grocery getter Mods are V8baits street eco map, and nothing else
    11 replies | 614 view(s)
  • aflatau's Avatar
    09-21-2014, 11:42 PM
    aflatau started a thread Me vs 6466 Evo in N54
    11 replies | 321 view(s)
  • Torgus's Avatar
    09-19-2014, 09:22 AM
    What is the best place to buy an axle for my E92 MT?
    11 replies | 237 view(s)
  • BigHoncho's Avatar
    09-20-2014, 02:11 PM
    Since Vargas und Rob are comming up with new hybrids that have larger compressors, that yield to more power and torque, but also cost spool up and response. I wonder which configuration of turbine (stock, TD4 9 or 11 blades, clipped or not) and compressor (billet, 14, 15, 19 or 20T) yields to the best spool up and response (on pumpe gas)?
    9 replies | 300 view(s)
  • 135pats's Avatar
    09-21-2014, 05:18 PM
    Emissions is coming up this week so I put the DPfix in and in the 6PM position when the wires are facing away from you. Install went fine. I've driven around for probably 50 miles at this point and have straight pump gas in the tank. I've done a reset via Cobb and could do more specific resets with the BT cable if that's going to be helpful. Anyways, today the car decided to throw an SES light along with 4 secondary O2 related codes P0161 P0141 P2CA9 P2CA8 Believe the first two are heater circuit related (bank 1 and 2). All are related to the secondary O2s so far as I can tell. The car drives fine but it won't pass with all this SES. I haven't completed a full drive cycle yet but the codes re-appear within about 3 minutes of driving. Any thoughts on this? Before reflashing to STG0 there weren't any codes of any type. Obviously I need to get this taken care of before I go in. Thanks!
    10 replies | 138 view(s)
  • Sticky's Avatar
    09-18-2014, 08:03 PM
    The more things change, the more seem to stay the same. Well, at least in respect to the battle between the Corvette and 911 that has raged for decades. The 1999 model year brought some pretty big changes with Porsche going to water cooled motors and ditching the classic round 911 headlights for a more modern look. The 996 generation upset Porsche 911 purists yet it forced very necessary evolution onto the 911 model line. The current 991 of course is the epitome of this evolution and if it was not for the 996 Porsche may not have even survived. The 991 now is a technologically advanced piece of equipment featuring direct injection, PDK transmissions, water cooled motors, and adjustable suspension. These are things the 993 purists could have never dreamed of the 911 having. The Corvette has also advanced quite a bit. The C7 also has direct injection and offers an advanced 8-speed automatic. It also has stunning good looks and much improved ergonomics. The quality of the materials is also uprated as the C5 in the 1999 did not exactly represent the best effort from GM regarding material quality which was especially evident in the interior. That all said, some things have remained the same and likely always will. The Corvette in 1999 had a larger motor than the Carrera just as it does today. It also is an exceptional value when compared to the Porsche. In 1999 the Corvette cost $38,204.00 making it just over half the price of the Porsche 911 Carrera coming in at $67,881.00. It is this value that put it over the top in this 1999 comparison. The Vette is the faster car even though the 1/4 mile elapsed time is a tenth behind the 911 (due to Car and Driver likely having trouble hooking up off the line). It gets to 100 quicker, 130 quicker, and 150 quicker. The higher the speed the more it favors the 5.7 liter LS1 V8 under the C5's hood. The 3.4 liter flat-6 the 911 Carrera uses it not Porsche's best work although 296 horsepower and 258 lb-ft of torque is respectable. It would get replaced by a 3.6 liter variant though after a couple years. The full comparison article from Car and Driver is below. The Corvette is still faster than the Carrera today. It still has the larger and more powerful motor than the Carrera. It still is a value compared to the Carrera. Yet the Porsche 911 still remains unmatched in the driving experience it offers.
    5 replies | 409 view(s)
  • Sticky's Avatar
    09-19-2014, 12:14 PM
    This is a bit confusing and BenzBoost is not sure what Mercedes is doing or why they quietly introduced a new turbo M276 V6 variant without any fanfare. The new 400 models were all supposed to get the new M276 DELA 30 turbo V6. As it turns out, some of these models have an M276 DELA 35 turbo V6 which has the exact same 333 horsepower and 354 lb-ft of torque although with 3.5 liters of displacement instead of 3.0 liters. Why the 3.5 liter variant? Mercedes has not said why. Initially everyone thought it was simply a typo but there are in fact two M276 DELA turbo motors. The 3.5 liter unit makes the same horsepower and torque but with much less boost. The DELA 35 pushes 10.2 psi to make the 333 horsepower whereas the 3.0 liter unit has a very high 26.1 psi of boost. This means of course that the DELA 35 motor is the better tuning choice with far more headroom especially on pump gas. This raises a big question regarding the upcoming 2015 W205 C450 sport model. That model is expected to get a boost to 367 horsepower so is Mercedes further raising the boost on the 3.0 liter unit already pushing 26.1 psi from the factory or giving that model the 3.5 liter variant with a little more boost? The latter makes far more sense and makes the C450 far more appealing. We will have to wait and see exactly what happens and if Mercedes offers any explanation but the C400 models use the M276 DELA 30 V6 whereas the facelifted CLS400 uses the M276 DELA 35 V6 which makes sense for the larger and heavier car. The E400 model though uses the 3.0 liter variant and we have no explanation for the inconsistency. The M276 DELA 35 of the CLS 400 (218361) in the model refinement, model year 2015: 3,498 cm3 Rated torque at 1200-4000 480 u / min 92.9 mm bore 86.0 mm stroke Compression ratio 10.5: 1 Mixture formation process gasoline direct injection and shifts V-angle in degrees: 60.0 Charging pressure at full load in bar: 0.70 Consumption: 10.0 liters / 100 km urban, 5.7 l / 100 km on the highway, 7.3l / 100 combined CO2 Emissions: 169-170 g / km Maximum driving performance in the aisles 1-7: 65/99/148/209/250/250/250 The M276 DELA 30 400 (212065) in model year 2014: 2.996 cm3 Rated torque at 1600-4000 480 u / min 88.0 mm bore 82.1 mm stroke Compression ratio 10.5: 1 Mixture formation process gasoline direct injection and homogeneous operation V-angle in degrees: 60.0 Charging pressure at full load in bar: 1.80 Usage: 10.4-10.8l / 100 in town, 5.8-6.2l / 100 km on the highway, 7.5-7.9l / 100 combined CO2 Emissions: 175-185 g / km Maximum driving performance in the aisles 1-7: 65, 100, 150,212,250,250,250
    4 replies | 441 view(s)
  • lfelunden's Avatar
    09-19-2014, 02:33 PM
    File Request for WinKFP - Software number 7609274
    6 replies | 138 view(s)
  • I6+TT=FTW's Avatar
    Yesterday, 02:45 PM
    Keep in mind, this is the highest race track in the country at over 6000ft. And this was my very first time at the track. Got a screw in my summer wheels the night before, so I ended up running on my old snow tires. Sticky, no clue how to imbed this. And the file is too big to download directly to bimmerboost. https://www.facebook.com/video.php?v=10152269312956036&l=8135759625246556318
    5 replies | 278 view(s)
  • Sticky's Avatar
    09-19-2014, 01:21 PM
    Mercedes has confirmed in a press release (they since pulled) the output of the upcoming 2015 W205 C63 AMG and that it will share the AMG GT S M178 engine which will be tuned to an output of 510 horsepower and 516 lb-ft of torque. Now, there are a few question marks here. The M178 V8 in the AMG GT S has 510 horsepower and 479 lb-ft of torque. Why does the C63 AMG have more torque than the AMG GT S model? Does it have more torque down low due to the higher curb weight of the C63? Additionally, is this the output for the C63 AMG S model? It certainly seems odd that Mercedes would give the C63 AMG more power and torque than the AMG GT. The press release states the C63 AMG will offer up to 510 horsepower and 516 lb-ft of torque. This implies multiple outputs and essentially a standard C63 AMG and a C63 AMG S. Until this is all officially confirmed it is just speculation. BenzBoost is leaning toward the 510 horsepower and 516 lb-ft of torque figures as applying to the C63 AMG S and that the standard C63 AMG will match the AMG GT's 456 horsepower. The press release that Daimler has since pulled (and likely will put back up) is below. Affalterbach. The story of the high-performance C-Class powered by eight-cylinder engines began in 1997 with the C 43 AMG. The successors in the guise of the C 55 AMG and C 63 AMG underscored the significance of the powerful V8 engines for AMG's brand promise of "Driving Performance". With sales of some 40,000 vehicles, the C 63 AMG is also the best-selling AMG model to date. One thing is clear already: its successor will further raise the bar in terms of performance and fuel consumption. The power source of the new C 63 is of course once again a V8 engine and closely related to that of the Mercedes-AMG GT. The first C 63 AMG celebrated its market launch in 2008. Around 8000 of these high-performance C-Class vehicles were sold in 2012, the year with the strongest sales. The successor model will shortly celebrate its world premiere as a saloon and as an estate model. Under its bonnet is a highly efficient AMG 4.0-litre V8 Biturbo engine based on the sports car engine of the Mercedes-AMG GT. "It goes without saying that the successor to the current C 63 AMG will again be powered by an eight-cylinder engine. We owe that to our loyal fans, plain and simple", says Tobias Moers, CEO of Mercedes-AMG GmbH. "The AMG V8 Biturbo engine mesmerises not only with maximum power and torque, but also with the absolute best fuel economy in the comparative segment“. The world's most economical high-performance eight-cylinder engine Under the bonnet of the C 63 AMG's successor is an all-new 4.0-litre V8 Biturbo engine. The eight-cylinder Biturbo engine will deliver exceptional performance with an unrivalled power output range of up to 375 kW (510 hp) and 700 Nm of torque. At the same time the eight-cylinder high-performance vehicle impresses with low emissions and the world's best fuel economy in the segment. The latest member of the AMG BlueDIRECT engine family sets absolute standards with a fuel consumption of 8.2 litres/100 km (NEDC combined). Début for the C 63 AMG in 2007: more AMG than ever before The 40th anniversary of Mercedes-AMG GmbH was a special reason for AMG fans to celebrate. The C 63 AMG (model series 204) marked a new standard for high-performance sports saloons. The top-of-the-line C-Class model was powered by an AMG 6.3-litre V8 engine. With a rated power output of 336 kW (457 hp) and a peak torque of 600 Nm the high-rev naturally aspirated engine was unrivalled in this segment. Powered by this engine the C 63 AMG accelerated from 0 to 100 km/h in 4.5 seconds (Estate: 4.6 sec.); the top speed was limited electronically to 250 km/h. In conjunction with the AMG Performance package Plus that became available as an option in 2009, power output jumped to 358 kW (487 hp). Engine components from the SLS AMG super sports car increased the V8 engine's willingness to rev and its agility. The power was transmitted by the AMG SPEEDSHIFT PLUS 7G-TRONIC transmission with three transmission modes and double-declutching function. The sports suspension with 18-inch light-alloy wheels in conjunction with a completely redesigned front axle, speed-sensitive sports steering and 3-stage ESP® offered maximum driving pleasure and markedly dynamic handling. Design and equipment: more stand-alone character than ever before The C 63 AMG differed from the production C-Class more clearly than ever before: in addition to AMG bodystyling with power domes, flared front wings, a rear bumper with diffuser insert, a sports exhaust system with two chrome-plated dual tailpipes and a spoiler lip added hallmark brand highlights. The interior was dominated by sports seats with integral head restraints, the three-spoke AMG Performance steering wheel with flat bottom, and the tube-design AMG instrument cluster with special main menu. Model update in 2011: technical upgrades, Coupé and Black Series With the model update in January 2011, the AMG SPEEDSHIFT MCT 7-speed sport transmission boosted driving dynamics while playing a part in reducing fuel consumption at the same time. Numerous design modifications and technical updates increased the car's appeal. In addition, the C 63 AMG Coupé came onto the market: The attractive two-door car celebrated its market launch in July 2011. That same year Mercedes-AMG presented the temporary highlight in the form of C 63 AMG Coupé Black Series – a fascinating sports car for passionate lovers of powerful vehicles. With a maximum power output of 380 kW (517 hp) and 620 Nm of torque, the high-performance Coupé remains the most powerful C-Class model to date. Thanks to technology transfer from the SLS AMG – the super sports car supplies the forged pistons, piston rods and lightweight crankshaft – the Coupé delivered high-calibre performance. The C 63 AMG Coupé Black Series sprinted from 0 to 100 km/h in 4.2 seconds, the top speed was an electronically limited 300 km/h. The adjustable coil-over suspension was also a contributing factor in the hallmark AMG Driving Performance, as was the high-performance compound braking system and the functional standard equipment level. The AMG Track package and the Aerodynamics package were available to further enhance driving dynamics. Since April 2013: the C 63 AMG "Edition 507" In April 2013, the C 63 AMG "Edition 507" celebrated its market launch.A power output of 373 kW (507 hp) and now 610 Nm of torque lend all three body styles of the C 63 AMG an even more dynamic character. The high-performance composite braking system, part of the standard equipment of the "Edition 507", likewise delivers enhanced performance. The special dynamic nature is also reflected in distinctive, sporty exterior and interior highlights – from the bonnet with high-gloss black air vents and the 19-inch forged cross-spoke wheels to special flourishes in the interior. The "Edition 507" continues to be available as a Coupé. Official F1® Medical Car in Formula 1® and Safety Car in the DTM racing series With the C 63 AMG Estate as the Official F1® Medical Car Mercedes-AMG has been helping to ensure maximum safety in Formula 1® since 2008. In the popular DTM German Touring Car Masters racing series the C 63 AMG Coupé Black Series sees duty as the Safety Car. In the 2014 DTM season Mercedes‑Benz starts seven DTM Mercedes AMG C-Coupé racing cars. The new high-performance model of the latest C-Class can look back on an impressive family history. There are five direct ancestors, the C 63 AMG, C 55 AMG, C 32 AMG, C 43 AMG and the C 36 AMG. The 190 E 2.3-16 and 190 E 2.5-16 with the legendary "sixteen-valve" engine and the 190 E 3.2 AMG with powerful AMG six-cylinder engine may rightfully also be considered its spiritual forefathers.
    2 replies | 637 view(s)
  • triggz's Avatar
    Yesterday, 10:00 AM
    What's with the pictures on the top and bottom of each page?
    4 replies | 208 view(s)
  • Sticky's Avatar
    09-18-2014, 07:51 PM
    The more things change, the more seem to stay the same. Well, at least in respect to the battle between the Corvette and 911 that has raged for decades. The 1999 model year brought some pretty big changes with Porsche going to water cooled motors and ditching the classic round 911 headlights for a more modern look. The 996 generation upset Porsche 911 purists yet it forced very necessary evolution onto the 911 model line. The current 991 of course is the epitome of this evolution and if it was not for the 996 Porsche may not have even survived. The 991 now is a technologically advanced piece of equipment featuring direct injection, PDK transmissions, water cooled motors, and adjustable suspension. These are things the 993 purists could have never dreamed of the 911 having. The Corvette has also advanced quite a bit. The C7 also has direct injection and offers an advanced 8-speed automatic. It also has stunning good looks and much improved ergonomics. The quality of the materials is also uprated as the C5 in the 1999 did not exactly represent the best effort from GM regarding material quality which was especially evident in the interior. That all said, some things have remained the same and likely always will. The Corvette in 1999 had a larger motor than the Carrera just as it does today. It also is an exceptional value when compared to the Porsche. In 1999 the Corvette cost $38,204.00 making it just over half the price of the Porsche 911 Carrera coming in at $67,881.00. It is this value that put it over the top in this 1999 comparison. The Vette is the faster car even though the 1/4 mile elapsed time is a tenth behind the 911 (due to Car and Driver likely having trouble hooking up off the line). It gets to 100 quicker, 130 quicker, and 150 quicker. The higher the speed the more it favors the 5.7 liter LS1 V8 under the C5's hood. The 3.4 liter flat-6 the 911 Carrera uses it not Porsche's best work although 296 horsepower and 258 lb-ft of torque is respectable. It would get replaced by a 3.6 liter variant though after a couple years. The full comparison article from Car and Driver is below. The Corvette is still faster than the Carrera today. It still has the larger and more powerful motor than the Carrera. It still is a value compared to the Carrera. Yet the Porsche 911 still remains unmatched in the driving experience it offers.
    5 replies | 155 view(s)
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