Activity Stream

Sort By Time Show
Recent Recent Popular Popular Anytime Anytime Last 24 Hours Last 24 Hours Last 7 Days Last 7 Days Last 30 Days Last 30 Days All All Photos Photos Forum Forums Articles Articles
Filter by: Popular Forums Last 7 Days Clear All
  • Sticky's Avatar
    10-07-2015, 04:59 PM
    Thought this was interesting:
    51 replies | 1085 view(s)
  • Tony@VargasTurboTech's Avatar
    10-02-2015, 10:06 AM
    Hearing a lot of haters, and just plain uninformed people talking about "restocking fees" we charge. I will explain what we charge, and its not a "restocking fee". First of all what we sell is not a set of brakes pads, we do not just throw something back on the shelf and charge you 20%. If you buy a set of inlets, install kit, etc etc, you want to return it, if we haven't shipped it yet, no problem. BUT if you order a set of CUSTOM turbochargers built SPECIFICALLY for you, with multiple options EXACTLY the way you ordered them. The process goes like this. We have base parts bearing housings, compressor housings, internals, etc etc. These ALL change, depending on options chosen. Say you order Stage 1's with billet wheel, and thrust upgrade. We pull a set of stock bearings housings, machine them for the thrust upgrade, machine the compressor housing for the Billet wheels, we then assemble your rotating assembly with upgraded thrust parts, and balance, assemble. ALL OF THIS is specific for your set of turbos. This all takes time, and money to do on our end. So you decide you have been waiting too long, and want to cancel, this usually happens after most everything is machined, and balanced, we may be waiting on one part etc. This means we now have to either put that exact combo aside, and hope someone orders it eventually, or we are forced spend time to disassemble, and we then have already machined parts for billet wheels, and thrust upgrade waiting on someone else to order that. If someone orders cast whee stage 1's, the comp housing cannot be used, no thrust upgrade, that bearing housing cannot be used as its cut for the bigger parts. THIS is why we charge 20% if you order a custom set of turbos, and decide you do not want them. YET we have people using this as a discussion point that we are doing something wrong. Lets take Full Race. a company I doubt many people have a bad word to say about. Here is their return policy(below). Custom orders? They are taking 100%, you want to cancel, you get nothing back, thats right zero. Order cancellation on non custom orders? You have 30 minutes to cancel or you pay 20% which is all we charge for CUSTOM orders. Honestly some people need realize this is a business, we are not here to hold your hand, if you order custom parts, and you change your mind, you will pay a cancellation fee because we are spending time, and money on your parts soon after you order them. Simple Something that needed to be said. Have a good Friday people! Full Race return / cancellation policy Return Policy It is the responsibility of the customer/installer to verify the correct size and application of the parts before installation. Only unused, intact, undamaged, and complete merchandise with all components and hardware as originally provided to the customer, will be authorized for return (subject to inspection and acceptance by FRM). Returns will not be accepted without prior return authorization provided by FRM. No returns allowed after (30) days from original ship date from FRM. Authorized & accepted returns are subject to a 25% restocking charge - NO EXCEPTIONS. All custom manufactured parts (i.e., custom manifolds, intercoolers, etc.) are non-refundable. Order Cancellations and Backorders Orders are processed in our system within 30 minutes of ordering. Customers wishing to cancel an order must request via E-mail or fax a request to cancel the order, within 30 minutes of placing it, to avoid cancellation fee. Any non-custom order canceled after the 30 minute period is subject to a 20% cancellation fee - NO EXCEPTIONS No order may be cancelled after it enters shipping process.
    46 replies | 1530 view(s)
  • Sticky's Avatar
    10-07-2015, 03:36 PM
    N54 owners, rejoice! The next level of tuning is coming. What that level entails is a Syvecs plug and play standalone engine control unit. Syvecs is continuing to roll out BMW engine management systems with their S54 unit already on the market and their S65 control unit ready for launch any day now. The N54 is up next and Syvecs told BimmerBoost their N54 solution will be available by the end of this year: You will have direct and port injection control likely for a total of twelve injectors. Those worrying about the DCT will finally have a real solution for full control of the transmission. We expect the N54 unit will be a variant of the S6plus Syvecs ECU meaning the following should be supported: Four More Outputs meaning running 12 Injectors becomes easier - Six more Half Bridge Outputs - Can use OEM Denso Lambdas or Bosch LSU4.9 sensors - Logs Clutch A Pressure, Clutch B Pressure, Gearbox Main Pressure, 4WD %, Clutch Slip A and Clutch Slip B from the TCM - Main Relay control on board - Package (Canbus) Firmware can be updated in the field - Lower cost than S8 Kit - All of the above at a Retail price of 3300 + Local Taxes It is still early and the ECU is still under development so we will see what the final product actually is as well as the final cost. Regardless, expect N54 tuning to take a quantum leap forward by the end of the year.
    44 replies | 591 view(s)
  • Tony@VargasTurboTech's Avatar
    10-03-2015, 03:34 PM
    Did a little testing on a local car with our Stage 2 on it. Saw some good numbers, but of course had little nagging issues. First one was, sometimes the boost in the JB would just spike up to 36+ psi, the boost wasn't actually spiking, we put an analog gauge on the car to make sure, but it would trigger the JB fail safe and shut the party down at random. The next one was, the car is a DCT, the tranny got more, and more pissed at the session went on. At this power it it will never rev to redline without shifting itself even, and near the end it was shifting itself regularly at 500 RPM or so.A Graphs are most of the runs of the day besides botched ones etc. Run 001 is a map 7 run for a baseline. All the graphs you see that stop short, are either the boost issue, or the tranny saying to Eff off. In the log 013 screen grab you can see the weird boost spike All in all a decent day, if this guy wants more power he will need a tranny upgrade, but I think he will be happy here, the car is insanely fast on the road with the DCT. We have another Stage 2 going onto the ACF car in Brazil for E100 testing with PI, and the drag strip in a couple weeks, trying to be the first N55 in the 10's! As always thanks for the support!
    33 replies | 764 view(s)
  • pobudz's Avatar
    10-03-2015, 08:06 PM
    pobudz started a thread NoFlyZone Arizona results in N54
    First off, I just love how well of a show Tony @ Omega Motorsports puts on. Such a well run event. I can't wait for it to come back in mid December when its 70* instead of 95*. About the same temps today as the event in March where I trapped 160.9. Jake @ MOTIV has spent countless hours with me since then, on the dyno, going through all sorts of upgrades and changes to my setup. We've got my car dialed in perfectly. Highest trap of the day vs a ridiculous GTR Early run vs Z06, unknown mods (...and time slip printer broken) I didn't get it on my GoPro, but there should be video of a great run between Jesse's Pure turbo M4 and myself. Got to meet him and also watch Steve's wife (Fuel-IT) put down a 157!
    28 replies | 960 view(s)
  • eric84405's Avatar
    10-05-2015, 05:21 PM
    eric84405 started a thread Is my COBB obsolete? in N54
    I appear to be a bit slow to the party. I have a COBB V2 for my 2010 535. The car is stock, except for the Stage 1 Aggressive Tune . I also use is to check/clear codes on my car and the wife's 2012 X35d that runs a JBD. I know many are happy with the JB4 and it seems that Terry provides stellar support for it and is still adding features. I thought about trying a JB4 for the feature set alone and then along comes MHD with what appears to be a solid, growing following. Then there are people who are running the MHD flash and the JB4 being run together. Does anyone have experience with all three of these who can give me a brief rundown of pros/cons? Thanks!
    16 replies | 420 view(s)
  • Tony@VargasTurboTech's Avatar
    Yesterday, 07:52 PM
    Well guys, after a lot of stress, grey hair, and I am sure a few months off my life span. Stage 3 is officially in stock, and can ship in as little as 2 weeks from order. This is because of the different turbo options, and custom welding needed to be done to the housings once the turbo choice is made. 3 full kits are leaving the shop tomorrow including Sammy's in Houston going on an ABR Punisher. I can't say its been fun, but it does feel good to have made it through, and built what we promised. That the people who have waited, actually waited is beyond me, and shows true patience. We thank you guys! We look forward to getting numbers soon. We will get some better product shots, but here is the full kit that will be boxed int he am. Thanks for the support!
    14 replies | 318 view(s)
  • ///Monst3r's Avatar
    10-04-2015, 05:45 PM
    ///Monst3r started a thread Blown DME???????? in N54
    I have been over boosting like crazy was trying to adjust FF but when I went wot the car went into limp mode,brake light flashed and then died out. JB4 stopped working and I keep getting Vanos, DME and Camshaft codes and the DME fuse keeps blowing no mater what fuse i use as soon as it touches its blown.Tried removing JB4 and the fues will hold a tad bit longer but still blow in a matter of seconds. I'm guessing my DME is done for.
    17 replies | 445 view(s)
  • ba114's Avatar
    10-05-2015, 09:42 PM
    ba114 started a thread Flash only anti-lag in N54
    Proceed at your own caution: i do not have as thorough testing capability as businesses. Note: Most of this credit goes to Terry of course. I had originally posted this in the anti-lag thread however it was removed as not officially supported by BMS/Jb4. Thought id post this here as i've been did a bit of limited testing with it prior to receiving my jb4 anti-lag kit. It worked just as utilising the brake pedal method used in beta testing for jb4 except rather than using the brake pedal to trigger, it utilises a momentary switch. I have since moved to the anti-lag kit to utilise the steering wheel controls ease of use. The hardware implementation is pretty straight forward however rudimentary. I wont duplicate the flash settings required for it to work here, for more information on how to customise the backend flash for this, visit: In order to make this work for flash only, it's a simple circuit connected to the IAT sensor wire and 12v. I used a posi-tap on pin 17, and ran the wire through the same feed hole in the DME area that you would run the JB4 USB cable through, terminating the 12v end at the cigarette lighter socket. remember to fuse the line between 12v and the switch accordingly (suggest 2.5A - 5A depending on wire gauge used). Pressing the switch will trigger a drop in IAT detected and will in correlation with load, retard timing.
    14 replies | 481 view(s)
  • Tony@VargasTurboTech's Avatar
    10-04-2015, 01:09 PM
    Does the bounty program work? Sure in the hell does. One of our stage2 customers wants to get paid! Kill video against a Ginatani equipped E9X M3, you got it! Bounty incoming! Car is a normal stage 2, not 2+ equipped 135 AT. Nice work David! :boxing
    12 replies | 532 view(s)
  • parksjm7's Avatar
    10-07-2015, 11:27 PM
    Hi, I wanted to share my experience today in hopes that it may be helpful to others in the same situation. Synopsis: I thought I had bricked my DME using MHD flasher but was able to bring it back to life. Background: I had the 93 octane map non fmic, loaded in my car - IA80S DME E92. Yesterday, I reset the throttle adaptation, which thanks to the contributions of forum members on the other forum, and Martial himself, I found out, you need to have the ignition on, engine off for about 30 seconds for the adaptation reset to settle. Not knowing this of course at the time (today morning), I turned on the engine and had the rpms bouncing with traction control symbol on the dashboard. In a panic, I grabbed my android and flashed back to stock, which did not work. What went wrong? I believe what happened is that because the DME was set on completing the throttle adaptation, I was unable to flash back to stock. I tried multiple times with no success. Symptoms I saw: peculiar things I noted were the airbag symbol, the traction control symbol, and service symbols flashing from time to time during my attempts. Also, on one occasion where I was actually able to get the stock flash to 100% and completed, the whole dashboard started having a seizure and started flashing back and forth in yellow and red. Afterwards, the windwasher fluid sign was on (I was low, yes), and the key symbol. Behold - I was unable to turn the ignition on/off, and the lock / unlock / unlock trunk failed to respond / work. It was at this point I accepted my failure and prepared to open my wallet. Martial's response / rating of MHD customer service He was responsive throughout the day, and I think his responses were adequate based on my communication to him - I understand that he has many other requests coming his way. He suggested that the car be hooked up to a battery charger throughout the process (which it was), but was not the culprit / solution. How did I solve it? One member over at the other forum shared that the same happened to him and that he was able to restart the DME using a bavarian tech cable, which I did not have. Also, from past reading I knew that I would be able to reset the DME via another method, which was to unplug the negative battery terminal, which is what I did. I left it off for five minutes then hooked it back up, I was able to flash the car back to stock / any other MHD maps. (9:30 PM today) In Conclusion / TL;DR version If something looks screwy / out of the ordinary while you're flashing the DME, do a hard reset of it by unplugging the negative terminal of the battery for five minutes. Throttle adaptation reset takes a bit of time sitting with the ignition on, engine off for 30 sec (per martial, thank you), or else you'll get the dreaded bouncing rpms with traction control, if this happens, DON'T flash the DME before doing a hard reset of it first (by unhooking the battery) To many veterans on this forum, I can see that a lot of this is basic knowledge, but I was in a panic trying to save myself from owning a MSD80 paperweight today, and hope my post can help others as a precaution / solution. Learned quite a bit today - you can charge the battery of the e90 series cars from the hood or the trunk, precautions after resetting certain adaptations, how to hard reset the dme, just because your dashboard has seizures on you doesn't mean that your DME is fried, etc. etc. Also, I think this scenario would apply to flashing DME in general, not just MHD - suggestions on a better title / subject of the post are welcome. Lastly, thank you MHD / Wedge for a robust flashing platform. I hope my post will also contribute to an even better revision of the app and address this loophole. -Park
    13 replies | 299 view(s)
  • Tony@VargasTurboTech's Avatar
    10-05-2015, 09:32 AM
    Some close races here between one of our normal stage 2 customers, and a VM 6467 top mount. Looks like 1 for the Stock frames, and one for the Top mount. Thanks again for sending me these David! Camera Car is the Single, 135 is the Stock frames
    13 replies | 358 view(s)
  • richpike's Avatar
    10-07-2015, 10:38 PM
    Super excited for their new show. Rumor has it it will be called "Gear Knobs" - self deprecating and a shot towards Top Gear. the budget is apparently astronomical. Clarkson's tweet on production starting backs that up: Looks like the first episode should be pretty epic too: P1, LaFerrari and a 918. Let's hope they are free of Ferrari's normal henchmen. -Rich
    12 replies | 249 view(s)
  • Mrpikolo's Avatar
    10-04-2015, 11:21 AM
    She is getting down there! Went to my local 1/8th mile track again yesterday. It was their last "street" even of the year. Same exact tune as when I ran the 1/4@ epping. Cold weather and a little less weight worked well(probably 75lbs less weight). I don't have a spinning problem, so I did bump tire pressure up to 45 psi as well. It spun a little then, but still pulled low 1.7 60'! I really need to get full bolt on and see what she can do :) :auto-layrubber:
    9 replies | 336 view(s)
  • Tony@VargasTurboTech's Avatar
    10-04-2015, 03:39 PM
    Here is our VTT stage 2 again handling a 997 TT. Nice Kill David!!!! :boxing
    5 replies | 445 view(s)
  • Abacus38's Avatar
    10-06-2015, 08:41 AM
    I'm throwing the car on the dyno on Thursday and I wanted to know which gear to dyno the car in. I know the 1.1 gear on our 6mt is 5th but I notice that everyone dynos in 4th. Is there a particular reason for this?
    8 replies | 196 view(s)
  • bradsm87's Avatar
    10-06-2015, 07:10 PM
    I've had these weird long sections of being below target at varied spots between 2800 and 3900 for a very long time and I've been pushing up WGDC base and/or adder, adding heaps of P-Factor, all sorts of things to try and get them up to target. I thought it was strange that the logged P-Factor error was often near zero in these sections. WTF? Why would boost error be zero when I'm 1psi below target? I don't know why I didn't try this earlier but I ticked "Boost Mean" and boost mean is on target! No, it's not throttle closures. What would cause such a pressure drop across the throttle area at these RPM? Some sort of strange harmonics coming into play? The "Boost Mean" sensor is right before the throttle and the "Boost" sensor is in the plenum correct? Check it out here:
    10 replies | 190 view(s)
  • ba114's Avatar
    10-06-2015, 09:53 AM
    Thought people might find this useful if trying to troubleshoot wiring within their cars:
    7 replies | 162 view(s)
  • Newguy123's Avatar
    10-04-2015, 04:24 PM
    As pobudz said Tony puts on a great event NO FLY ZONE. It was really hot though 92-95* for most of the day. My car was running decent on 20-21 psi for most of the day, here's a video compilation of most the runs I had. details on my car FBO/ JB4/ BMS BEF/ Meth 70/30 CM10/ e50 mix with 100 octane/ Pureturbos hybrid S2/ full weight with a passenger for every run.
    6 replies | 272 view(s)
  • Sticky's Avatar
    Yesterday, 07:04 PM
    The F82 M4 GTS is shaping up very well. The only downside is it will be fairly limited. 700 units for worldwide consumption? That means we expect less than half to come to the USA but for once you will not see BimmerBoost complaining as American M enthusiasts are still reeling from being passed over for the E46 M3 CSL and the E92 M3 GTS. BMW finally decided to do the right thing and reward its largest market. About time BMW and we still are never going to forgive you for the E46 M3 CSL and E92 M3 GTS. That said, this is an epic M car. Why? Because it takes performance seriously. It isn't an M badge thrown on an SUV that will never see the racetrack or some lame special edition that amounts to some new paint like the 'Championship Edition' E92 M3. This car actually gets real Motorsport division attention and not marketing division attention. Let's start with BMW reducing weight. They claim 3328 pounds. Does that 33XX number range sound familiar? It should because BMW originally claimed 3306 pounds for the F80 M3 and F82 M4. BMW missed that target badly and the F80 M3 came in at 3562 pounds which can go up depending on options. Something tells us this time the car will weigh close to what they are claiming but US cars no doubt will weigh more than European counterparts due to side impact crash regulations. Even if the US car is heavier expect a drop from the standard F82 M4. That is a very good thing and if BMW manages to shave some weight off the nose they can finally get the car to 50/50 front to rear weight distribution as it should be. The included water injection system will add weight though. Which brings us to the motor. Yes, the car has a water injection system for the S55 motor as previously reported. With the cooling and octane benefit BMW raises power to 500 horses no doubt with more aggressive tuning. As you know the S55 engine in the F80 M3 and F82 M4 is underrated and already at the 500+ horsepower mark so does this mean this figure is closer to 500 at the wheels than at the crank? We think it has to be. It would have been nice to see something along the lines of larger turbocharger or some hardware changes to the engine like E92 M3 GTS and E46 M3 CSL saw but in the turbo era this is how it goes. If we were to nitpick the car the lack of S55 internal hardware changes would be the spot to nitpick. You combine the higher power with less weight thanks to the CFRP parts and titanium exhaust system along with the improved aerodynamics adding substantial downforce and you get a 7 minute and 28 seconds Nurburgring laptime. This blows every production BMW out of the water. It is not even close. The vaunted E46 M3 CSL managed a 7:50 around the 'Ring and the E92 M3 GTS in the hands of Horst von Sauma only bettered the CSL by two seconds. The F82 M4 GTS is 20 seconds quicker than the E92 M3 GTS. If that is not evidence of a lot less weight and underrated power (on a track like the Nurburgring that loves power) we do not know what is. Not enough can be said about the BMW claimed Nurburgring laptime. It equals the Porsche Carrera GT in the hands of Walter Rohrl. If Porsche's own test driver and rally legend who knows the Nurburgring better than anyone can do a 7:28 in a vehicle of the Carrera GT's pedigree and the M4 can match that we finally have a serious BMW performance car that blows everything else BMW has ever produced out of the water to an extraordinary degree. You can read the full details and specifications from BMW in their M4 GTS presentation below but it is about damn time we got a car like this. By we, I mean American enthusiasts first and then BMW enthusiasts worldwide. Unfortunately it may be a bit too little and too late for some but at least it shows BMW can still produce when the M division is allowed to put in the effort. Unfortunately, the M division demonstrates this level of capability rarely these days. 'i' mean that.
    7 replies | 18 view(s)
  • Sered's Avatar
    10-04-2015, 05:35 PM
    WOW. I think there's a thread for this on one of the 2jz forums, but hot damn this is cool. @Sticky will like this.
    3 replies | 196 view(s)
  • subaru335i's Avatar
    10-07-2015, 11:38 AM
    This morning I was struck in traffic and my 2011 335i went nuts. It seems like an electrical problem but I can't find any info on the codes that popped up. I have had the Cobb V3 with stage 1 aggressive installed for almost 2 years now with no problems but I could see how it could possibly be related. Basically what happened was I was just coasting to a stop in traffic (cool morning like 65F) and all of a sudden all of the lights in the cluster popped on (brake, abs, dtc, traction control, tpms, and it cycled through all of the alarms for service and brake fluid and the car on the lift etc) and started dinging and all of the gauges (Speedo, gas, tach, and oil temp) started sweeping back and forth between zero and the value they should be at. The frequency was about once per second but wasn't constant. Eventually the speedo and gas gauge started working again and the tach and oil temp just went to zero but the car continued to run. I was able to monitor the oil temp, coolant temp, afr, battery voltage etc with the Accessport and everything was normal so I don't think it is the HPFP or water pump or alternator. I did start to smell something kind of funny like hot electronics but it might have just been paranoia. I stopped and turned the car off and started it up again and it had a longer crank than normal but it started and continued doing the same thing with the crazy gauges. I am CPO and uninstalled the AP before taking it to the dealer so hopefully it is covered under warranty. Seems like it could be expensive and some module got fried or the CAN communication got borked somehow (maybe from the Cobb). A few of the codes I saw but can't find any info on them are: P3BCE P3396 U0D86 U0DA4 Anyone see something similar before? Any idea what caused it? Thanks!
    5 replies | 70 view(s)
  • foe516's Avatar
    10-03-2015, 10:30 PM
    So i need a clutch and flywheel. its either going to be Mfacotry SMFW or Stock DMFW with a 335IS/550 clutch. i am FBO now running 100% E85 with TBI, inlets will be going in soon when i do the clutch job. i might in the future do a set of hybrids but will not exceed 550 HP, most likely will try to target around 525 for a DD and HPDE. So that being said when or at what HP levels do misfires start happening with the stock DMFW? FBO with a really aggressive tune i never got any up top, but then again i would always shift at 6200-6300 RPM with the stockers. With hybrids or now when i install the inlets i guess i will be shifting higher. i know with all the idle table discoveries the chatter has become less significant. and by far the Mfactory packages are really hard to pass up.
    3 replies | 117 view(s)
  • Sticky's Avatar
    Yesterday, 07:45 PM
    Just as in the BMW N54 world we are starting to see more piggyback and flash combinations on the S63TU platform. This F10 M5 is benefiting from such a tuning setup and it shows in its very strong 760 rear wheel horsepower and 816 lb-ft of torque at the wheels dyno pull. Here are the mods on the car: Flash + JB4 S2/BCM AMS downpipes RPI Exhaust MSR Intakes BMS Meth Upgraded Clutch packs Pure S1 Turbo upgrade Now we would like to know who is doing the flash tuning. Additionally, there are still some issues to work out regarding misfires up top so the tuning is not yet perfect. Tuning for upgraded turbos is going to evolve over time but this is already a very good sign for the S63TU. It is also important to note the meth injection here as the S63TU fuel system needs the methanol support at these levels and owners would be wise to use it until direct injection fuel system upgrades are available and commonplace on the platform. Spectacular numbers regardless that should get even stronger over time. More details from the owner below:
    3 replies | 30 view(s)
  • Evan Patak's Avatar
    10-02-2015, 02:56 PM
    Since there are a lot of people on this forum interested in the Hexon RR550s I thought it might be helpful if I shared some videos of the turbos in action. Personally I am very happy with the response-power balance. Yes near instant turbo response like the 488GTB would be ideal but all things considered, this is a hard to beat setup for those who want to build a daily driven weapon like I did. The modest price of the turbos makes it even sweeter, hopefully durability and longevity don't ruin things down the road. My 535xi E61 weighs 4,600lbs when I am driving which is heavy but the performance still impresses people, you lighter 1 and 3 series guys can expect a greater kick in the pants. 535xi E61 FBO + Custom Inlets Hexon RR550s E30 + 91 oct 22psi Map 6 6AT + SAT Flash 500+awhp 500+awtq Hope this is helpful, Evan WOT @2,000rpm in 2nd WOT @1,500rpm in 3rd
    2 replies | 223 view(s)
More Activity