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  • EJ_Reynolds's Avatar
    Today, 10:39 AM
    Better late than never, I'm in.
    20 replies | 1529 view(s)
  • 1fastt2's Avatar
    Today, 10:10 AM
    CKI@Motiv, I sent you a PM and an email asking for buying details for the ADV sensors. I need to get theses on order to continue tuning for this weekend. Please contact me back. Thanks!
    167 replies | 23736 view(s)
  • Juan@Big_Boost_turbo's Avatar
    Today, 09:36 AM
    Hi all, Last week we got our own M240i for parts development. After doing some baseline runs at the dyno, we finally got to work on it. Our plans are manufacturing a stage 3 turbo and a port-injection, both to be released by late May. Stages 1 and 2 with direct replacement turbocharger will follow, no estimate time of arrival for those. We'll keep you updated on progress! *Update* We got the manifold yesterday and will be testing the kit with just JB4, EWG Wires and Meth injection, while PI is being manufactured. bigboostusa.com info@bigboostusa.com sales@bigboostusa.com (786)375-5321
    0 replies | 4 view(s)
  • colo_evo's Avatar
    Today, 09:19 AM
    JD, you can continue to sell these turbos here. Don't pay attention to the haters, they're just jealous. Only thing you need to do is continue to pay your vendor fees to sticky, otherwise he will literally report you to the police. Good luck! Looking forward to results!
    87 replies | 8842 view(s)
  • Tony@VargasTurboTech's Avatar
    Today, 09:19 AM
    This is very very very cool! I cannot wait til this is all sorted, and we can apply a true custom flash to the Nizpro trans we have just waiting for such a break through. A couple requests to truly makes these trans worth their weight for racing applications. 1. We absolutely have to get rid of any nannies that do not allow for full brake boosting, meaning 100% throttle, against the converter building 15+ psi at the line WITHOUT the nanny stepping in, and shutting the throttle. 2. Next they have done this via a simple Cobb AP on the ford ZF trans because they had full access. I am confident it is possible with ours as well. A flash activated transbrake that locks the trans in 1st, and R together for full transbrake launches. If you can do these two things on top of everything else. Coupled with Nizpro's hard parts, this trans should finally see some really fast N54's. Looking forward to more break throughs on the TCU flashing front!
    2 replies | 66 view(s)
  • AdminTeam's Avatar
    Today, 09:06 AM
    Welcome to a real enthusiast forum Dan535i.
    0 replies | 15 view(s)
  • Tony@VargasTurboTech's Avatar
    Today, 08:51 AM
    I run NGK 5992's always have, have tried MANY other plugs, none have performed as consistently for us. The M3/4 plugs are just NGK's with M badging on them. I would run NGK 5992's gapped at .018". They wont give you any issues.
    24 replies | 2114 view(s)
  • AWSAWS's Avatar
    Today, 08:47 AM
    Which spark plugs do you prefer Tony? I know someused NGK. Some use the M3/M4 plugs. I use the NGKs myself. What gaps do you use/what gap would you recommend for cars with your GC turbos and E85 fuel? (I'm also wondering would you increase/decrease the gap if running water/methanol injection vs E85. The water would make the mixture harder to ignite I assume.)
    24 replies | 2114 view(s)
  • Sticky2's Avatar
    6 replies | 105 view(s)
  • 93siro's Avatar
    6 replies | 105 view(s)
  • Sticky2's Avatar
    Today, 07:57 AM
    Imran@Evolve
    17 replies | 5901 view(s)
  • Sticky2's Avatar
    Today, 07:51 AM
    Bimmerboost is overrated IMO
    2 replies | 66 view(s)
  • 93siro's Avatar
    Today, 07:36 AM
    What happened to this?
    17 replies | 5901 view(s)
  • bradsm87's Avatar
    Today, 07:13 AM
    Hi guys, Clemens at XHP Flashtool has been very generous in providing us with a TunerPro XDF in order to do custom TCU tunes. At least 80% of anything that you'd ever want to change for doing a custom performance tune is defined in that XDF. A few of us recently also defined the torque limit per gear table and not only has Clemens now published this table but also a general torque limit table as well which has saved us testing, more looking and more testing. I can't thank Clemens enough for providing this XDF. We found the torque limit per gear initially from hours or manual searching for known close values and hints at stock values from those that knew the table. Finding anything this way is extremely limited and that could well have been the only thing we could have found that way. Next, I tracked down a comparatively low cost source compared to what people were asking at more mainstream sources, but still pricey for individual enthusiasts to take the risk buying, for two WinOLS OLS files for suspected similar TCUs (VAG 6HP28 and BMW 8HP45) as there is no publicly available OLS for our TCU ROM. These are effectively leaked full map information for the TCUs that they apply to. TwistedTuning generously stepped in and purchased both of these OLS files. This paid off well because it turns out that the VAG 6HP table layout is very, very similar to ours for the most part. I was able to track down a handful more tables that I think will be useful for tuning, based on just an exported map list from the OLS file as these files were not able to be opened with the latest WinOLS demo. If you end up doing custom TCU tunes or receive a custom TCU tune, please consider swinging a small PayPal donation through to Justin at TwistedTuning . We would not have these files without him. The big hurdle/wall that we had ran into was that we can only do so much with an exported map list. There are sometimes 20 or more maps with the exact same name! What on earth does each one do? I was preparing for the worst (flashing and testing every single one to see which gear change it applies to, rinse and repeat). This is where Sticky at BimmerBoost.com has stepped in and put his hand up to make the substantial purchase and provide a WinOLS license for 6HP XDF development. I have just finished getting this set up and I've just gone from insufficient information to information overload! All of those identically named maps now are in separately labelled folders! We now have the axis information and much more. I haven't even delved in to some of the advantages the full version has over the Demo yet either! This has opened the floodgates for moving forward with the 6HP TCU XDF development. Support those that support us! BimmerBoost.com certainly has a great user base and it's always been my preferred forum for technical discussion. There are 2-4 main people playing around with table discovery. Some the odd hour here and there and others more. I believe most of them drive diesel cars and everybody has different priorities of what tables they want to get defined. We're just going to chip away at what we each most want to find independently of each other and share our findings. Here are some of the things I'll be looking at getting defined soon: - Torque re-introduction ramp rate after shift torque intervention. I think slowing the rate of torque re-introduction just a little should do wonders for post-shift timing corrections. I know there are many ways to get around this but some are compromises and I think this will be the best fix yet. - Main line pressure related tables and getting a better understanding of useable limits to shift pressure tables. If there is some sort of feature or function that you think might be controlled with TCU software and you think would be handy to be able to tune, this is the thread to suggest it. We'll be sure to share any updates on this thread and the official community XDF will be coming soon to BimmerBoost.com after verifying a few new additions!
    2 replies | 66 view(s)
  • 135idct's Avatar
    7 replies | 639 view(s)
  • JD75's Avatar
    Today, 06:03 AM
    Hey mate, I just opened this offer up to anyone that can manage an E42 blend and above at 25psi of boost pressure. This is going to require a Fuel-It Stage 2 LPFP and I would say a Fuel-It TBI kit, you might just get away with the stock HPFP and a Stage 2 LPFP depending on what AFR's you target and of course the condition of the HPFP itself. But if it is was my car I would definitely install the cost effective TBI kit to take load off the HPFP and give the fuel system some breathing room. Thanks, JD.
    87 replies | 8842 view(s)
  • JD75's Avatar
    Today, 05:49 AM
    Hey Gents, I haven't been overwhelmed with requests from potential customer's to purchase these BB turbos at the very attractive "intro" price, so I'm going to open this offer up to guys who are able to run at least an E42 blend as well. I have mentioned before that the v1 BB CHRA does not have a wheel set that's going to set the world on fire from a whp perspective, as such a properly set-up fuel system capable of a minimum of E42 at 25psi of boost pressure should come close to maxing out the flow potential of the turbos. Sure straight E85 would give us the best possible results but we can't have everything right, lol. I'll edit my original post accordingly as well. :) Cheers, JD.
    87 replies | 8842 view(s)
  • Sticky2's Avatar
    Today, 02:58 AM
    Why not? Things should be called into question and discussed right? Who is going to be critical of it? This site calls out plenty of nonsense others don't. Just because someone else creates misleading content doesn't mean it can't be used to educate. The Giuliani Quadrifoglio supposedly not delivering on its output for example leading to an article on how dynos differ for example. I'm not sure what you're trying to take issue with other than being negative for the sake of being negative.
    6 replies | 105 view(s)
  • AdminTeam's Avatar
    Today, 02:50 AM
    Welcome Klpayne31, take a look around, I think you will like what you see.
    0 replies | 97 view(s)
  • Brule's Avatar
    Today, 02:50 AM
    Can you reply to mine about bolts.
    510 replies | 97771 view(s)
  • Aaron's Avatar
    Today, 02:39 AM
    Well, this entire thread would be a good place to start. Why even post it if it's inaccurate?
    6 replies | 105 view(s)
  • Sticky2's Avatar
    Today, 02:37 AM
    Care to provide an example of what you're saying?
    6 replies | 105 view(s)
  • Aaron's Avatar
    6 replies | 105 view(s)
  • gochaevich's Avatar
    Today, 01:29 AM
    gochaevich replied to a thread E60 535I LPFP upgrade help in N54
    First of all, I am interested in why it is necessary to change the main fuel line?
    18 replies | 2916 view(s)
  • Sticky's Avatar
    Today, 12:33 AM
    The BMW M3/M3 and Porsche 911 have quite a bit in common this generation. Why? Because both have twin turbocharged and direct injected 3.0 liter six-cylinder powerplants. You can also get either with a dual clutch or manual transmission with power sent to the rear wheels. Let's look over the specifications of the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine Piston Speed FPM: 3759.842 BMW S55 Horsepower: 425 Torque: 406 lb-ft Boost Pressure: 18.1 psi Bore x Stroke: 84.0mm x 89.6mm Redline: 7500 rpm Compression Ratio: 10.2:1 Intercooler: Water to Air Turbos: 51mm compressor/43mm turbine Piston Speed FPM: 4409.449 Obviously, we all know the S55 engine is highly underrated by BMW. Recently, when Porscheboost was doing some testing at VF-Engineering on their Mustang dyno the opportunity presented itself to overlay a stock S55 with the stock PorscheBoost project 991.2. Here is the result, both dual clutch examples stock on 91 octane pump fuel: What is interesting to note is that the spool on the 991.2 Carrera 9A2 is much better than the BMW S55. The Carrera is spooled by 2400 rpm and the S55 has more lag by roughly 1000 rpm. That is significant. You will notice once spooled the curves are fairly similar. The S55 does have more peak torque and horsepower but the difference is not as large as one would expect. The difference in torque is only 3 lb-ft at the wheels. A wash. Not bad for what on paper is supposed to be 74 lb-ft. The 911 is making more torque than Porsche is letting on by quite a bit. The difference in peak horsepower is 15 at the wheels. This is attributed to the S55 making power to 6850 rpm while the 9A2 is tailing off past 6400 rpm. Both torque curves are dropping hard but the S55 maintains a top end edge from 6400-6800 rpm. Revving either engine out to their 7500 rpm redline does not gain anything and short shifting is preferred for maximum performance. It is interesting that the 9A2 engine with less boost and slightly lower compression is so close. It is also interesting the spool is so much better but Porsche likely concentrated very hard on quick spool down low to appease naturally aspirated purists who would complain about lag. The engine comes on strongly and quickly. It is no wonder the 9A2 knocked out the S55 in its category at the 2016 International Engine of the Year Awards. In an ideal world we would be able to toss a Carrera S and a GTS onto this dyno to see how Porsche is really separating their 9A2 motors. We do have Dynojet numbers posted for the Carrera and S but the GTS is the variant we are all eagerly awaiting to see. This is the difference between the turbocharged 991.2 Carrera S 3.0 and the naturally aspirated 991.1 Carrera 3.4: BMW of course has the Competition Package version of the S55 and now the CS version in an even higher state of tune essentially doing what Porsche does in offering the same motor in different flavors. The main difference though is that Porsche changes the turbochargers and not just the software offering greater differentiation and tuning value in this respect. What is clear is that the turbo era is elevating power and torque to heights we have never seen and it will result in a far greater proliferation of tuning for Porsche and BMW models than ever before.
    0 replies | 318 view(s)
  • Sticky's Avatar
    Today, 12:24 AM
    The BMW M3/M3 and Porsche 911 have quite a bit in common this generation. Why? Because both have twin turbocharged and direct injected 3.0 liter six-cylinder powerplants. You can also get either with a dual clutch or manual transmission with power sent to the rear wheels. Let's look over the specifications of the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine Piston Speed FPM: 3759.842 BMW S55 Horsepower: 425 Torque: 406 lb-ft Boost Pressure: 18.1 psi Bore x Stroke: 84.0mm x 89.6mm Redline: 7500 rpm Compression Ratio: 10.2:1 Intercooler: Water to Air Turbos: 51mm compressor/43mm turbine Piston Speed FPM: 4409.449 Obviously, we all know the S55 engine is highly underrated by BMW. Recently, when Porscheboost was doing some testing at VF-Engineering on their Mustang dyno the opportunity presented itself to overlay a stock S55 with the stock PorscheBoost project 991.2. Here is the result, both dual clutch examples stock on 91 octane pump fuel: What is interesting to note is that the spool on the 991.2 Carrera 9A2 is much better than the BMW S55. The Carrera is spooled by 2400 rpm and the S55 has more lag by roughly 1000 rpm. That is significant. You will notice once spooled the curves are fairly similar. The S55 does have more peak torque and horsepower but the difference is not as large as one would expect. The difference in torque is only 3 lb-ft at the wheels. A wash. Not bad for what on paper is supposed to be 74 lb-ft. The 911 is making more torque than Porsche is letting on by quite a bit. The difference in peak horsepower is 15 at the wheels. This is attributed to the S55 making power to 6850 rpm while the 9A2 is tailing off past 6400 rpm. Both torque curves are dropping hard but the S55 maintains a top end edge from 6400-6800 rpm. Revving either engine out to their 7500 rpm redline does not gain anything and short shifting is preferred for maximum performance. It is interesting that the 9A2 engine with less boost and slightly lower compression is so close. It is also interesting the spool is so much better but Porsche likely concentrated very hard on quick spool down low to appease naturally aspirated purists who would complain about lag. The engine comes on strongly and quickly. It is no wonder the 9A2 knocked out the S55 in its category at the 2016 International Engine of the Year Awards. In an ideal world we would be able to toss a Carrera S and a GTS onto this dyno to see how Porsche is really separating their 9A2 motors. We do have Dynojet numbers posted for the Carrera and S but the GTS is the variant we are all eagerly awaiting to see. This is the difference between the turbocharged 991.2 Carrera S 3.0 and the naturally aspirated 991.1 Carrera 3.4: BMW of course has the Competition Package version of the S55 and now the CS version in an even higher state of tune essentially doing what Porsche does in offering the same motor in different flavors. The main difference though is that Porsche changes the turbochargers and not just the software offering greater differentiation and tuning value in this respect. What is clear is that the turbo era is elevating power and torque to heights we have never seen and it will result in a far greater proliferation of tuning for Porsche and BMW models than ever before.
    0 replies | 19 view(s)
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