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  • beedub's Avatar
    09-24-2014, 02:48 PM
    it seems we have our first VT4 on a 4.4 stroker :scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek::scared-eek: Really nice to see this platform being pushed and pushed! i would PAY to see this thing go up against the current HP leader sticky, hopefully thats something we could see eventually!! on a side note I'm very impressed with the v2 Ti blower, same outer case as the v3 but monster punch the v3 just can't bring!! i would have loved to see some more internals porn but sadly those pics were kept to a minimum.
    93 replies | 1380 view(s)
  • angelic0-'s Avatar
    09-27-2014, 06:34 AM
    Does anyone know what the status is on this :?:
    70 replies | 1086 view(s)
  • Terry@BMS's Avatar
    09-26-2014, 03:29 PM
    Terry@BMS started a thread Just another 700whp N54 in N54
    Hey guys, Was able to get Ando's car back on the dyno to test out the new 1.00 AR exhaust housing. Mods are a JB4, VM top mount turbo kit, E40, meth, and all the bolt ons. The result was an impressive ~30whp gain from his .84 AR housing with improved spool. Looks like the COMP 6465 1.00 twin scroll is good for a nice spooling 700whp. Even on automatics. I also plotted it out against Payam's manual trans 335i running basically the same turbo kit, tuning, and mods, and you can see what an improvement the longer MT gearing makes on spool and power under the curve -- on the dyno. In the real world though advantage automatic. We'll find out for sure when the two of them race at Shift Sector in a month.
    52 replies | 1426 view(s)
  • drfrink24's Avatar
    09-25-2014, 12:33 PM
    Seems its now common knowledge that cylinder 5 (and 2, to a lesser extent) is a problem for several people out there. Running E60, 61% Meth w/CM10 nozzle, meowless downpipes, AMS IC, in 60 degree ambient temps, fresh walnut blasting, newer 1 step colder plugs (maybe 10k on them) gapped correctly.... Cylinder 5 almost always hits some 3-6 degree corrections, sometimes dropping to as low as 3.7 degrees from 13.5 (not all at once, but during the run), which tanks my avg. ignition.. things recover, avg. ignition drops to .9 ish, then it will hit again. Single pulls are less sensitive than multiple gear pulls, its far more likely to happen in a 2/3/4 pull vs. just a 2500rpm to 6000rpm 3rd gear pull, but it can happen in 3rd gear (much less though). Are there any values in BavTech logging that can reveal what's going on? There are hundreds of values to log if you look. - Is it EGT related? - Knock values? - AFR (I've seen bank 2 get .1-.3 points leaner preceeding a timing event) - ??? It's obvious that timing is being pulled.. but perhaps knowing why its being pulled is a good first step to fixing it? Do we have single turbos setups hitting cylinder 5 timing problems too?
    34 replies | 764 view(s)
  • dzenno@PTF's Avatar
    09-25-2014, 03:41 PM
    Happy to report a new record for the N54 XIs, top spot on DragTimes :music-rockout: Great job Valy! 11.476@125mph, 1.71 60' He ran a pump/meth custom map but ran with MS109 and meth, TD Stage 2 turbos, FBO with STOCK exhaust. This is a 2008 335xi E90.
    27 replies | 867 view(s)
  • Sticky's Avatar
    09-29-2014, 02:38 PM
    Port injection in conjunction with direct injection on the N54? Yep, it is here and it is working well. How well you ask? How about 705 horsepower to the wheels and 680 lb-ft of torque to the wheels on an ethanol blend without any methanol injection necessary? Yes, that makes for an N54 horsepower record without any methanol. Additionally, it also means that supplemental port injection is another fueling solution for the N54. It is going to be interesting to see how the port injection setups and upgraded direct injection setups flesh out in the coming year. Regardless, N54 owners have fueling options to choose from now which is something that could not be said not too long ago. Dynograph and specs below: MOTIV Motorsport 750 horsepower Single Turbo Kit MOTIV Motorsport PI-1000 Fueling Solution MOTIV Motorsport / proTuning Freaks Single Turbo Tuning Fuel-IT! / MOTIV Low Pressure Prototype
    30 replies | 662 view(s)
  • Sticky's Avatar
    09-27-2014, 12:27 PM
    The only option for turbochargers for the E9X M3 S65 V8 that is proven to be successfully running is from Gintani. Could they perhaps now have some competition in this area? Not exactly but it looks like Crzy Engineering is trying to create a rear mount turbo setup for the E9X M3. Rear mounted turbos solve a lot of packaging problems and make fitment much easier. They create their own set of problems though as your car should not have more plumbing than your house. The response and spool will not match turbos next to the motor with a well designed manifold. Regardless, Crzy Engineering is trying the rear mount approach using a pair of oilless 6065 Comp Turbo turbochargers. Who is tuning this setup? Good question. Is it even running? Good question. What does the power curve look like? Good question. Is this even worth the effort? Well, you see the pattern here. This may be a cost effective solution depending on the price but like most rear mount turbo setups there likely are better options out there. It is nice to see a another approach taken of course.
    30 replies | 338 view(s)
  • fastgti69's Avatar
    09-26-2014, 06:58 PM
    We got the 1.00Ar housing on Ando@BMS car. While doing that we tapped the housing and installed an Emap sensor. This sensor tests back pressure in between the turbo and manifold pretty much. 1:1 ratio is realistically where everyone wants to be at. We will find out soon enough how much back pressure we have and why we can hold more than 28-30 lbs boost to redline. Take a quick look at some pics. Hard line to the pulse dampener. It's for heat and literally pulse from cylinders so it will keep the sensor running as long as it can. Terry@BMS will be updating this thread as well once he gets it connected to the JB4 for logging.
    24 replies | 847 view(s)
  • DavidV's Avatar
    21 replies | 487 view(s)
  • vasillalov's Avatar
    09-27-2014, 05:36 PM
    Hey folks, I am sure the vast majority of us are aware that BMW has revised the injectors for our cars a few times. Recently they released what is known as Gen 2 injectors which are supposed to have been made with different machinery and they are supposed to have improved thermal oil and electronics inside of them. BMW states that those Gen2 injectors should not be mixed in the same bank with the outgoing Gen 1 injector, although I (and many others) have ran gen 1 and gen 2 injectors mixed in the same bank without issues. The part number for Gen 2 injectors is well know: 13537585261-11, where the -11 stands for Integration Level 11. Today I went to buy 2 more injectors to keep in stock as I used all of mine up and I discovered that BMW has released new injectors yet again. Their Integration level is -12 Does anyone know what has changed in the -12 injectors compared to the -11? I've never had a -11 fail on me, nor have I seen one being reported as failing online.
    16 replies | 572 view(s)
  • Sticky's Avatar
    Yesterday, 01:06 AM
    A Boosted German 5.5 liter V8 against a boosted German 3.0 liter inline-6. The larger V8 motor is in the larger and heavier sedan which is the W212 generation E63 AMG. This particular E63 AMG is also equipped with the Performance Package which was an option on the pre-facelift W212 E63 AMG models. This package boosts output to 550 horsepower from the standard 518 horsepower. Dyno testing shows us that the Performance Package brings output up from the standard 483 wheel horsepower to 516 wheel horsepower. Torque jumps up considerably from 478 lb-ft at the wheels to 544 lb-ft at the wheels with the Performance Package. This is much more power and torque than the F80 M3 despite the F80 M3 being significantly underrated with 427 horsepower 429 lb-ft of torque at the wheels. The M3 is roughly 700 pounds lighter though and it has a quick shifting DCT transmission. This same F80 M3 absolutely annihilated an Audi R8 4.2 V8 so the E63 AMG here helps put the M3 acceleration and the previous race in context. The M3 is fast, but the E63 AMG with the Performance Package is much faster. Yes, it does a get a jump but even if it did not it is still will pull much more strongly on the top end. There is always a bigger dog.
    19 replies | 142 view(s)
  • Sticky's Avatar
    09-28-2014, 12:15 AM
    Well, I could dream bigger like a palace of some sort but this is at least attainable. I just think the design is sick:
    16 replies | 538 view(s)
  • Dietcoke's Avatar
    09-29-2014, 06:07 PM
    Is there any way to make this horrible new style go away? For some reason you have the site set to a column in the middle of the monitor, not using a 20% margin on either side of the page. It's horrrendous to read or look at. Help.
    17 replies | 455 view(s)
  • Socrates.Tii's Avatar
    09-29-2014, 01:24 AM
    CobbV3 Stg2+CAICatless downpipesrace midpipesBerk Race exhaustFMICSpec stg2+Spec Flywheelshort shifter6Speed manual--135i 2008what am i doing wrong?how to launch ?were to rev at?at what rpm should i be changing gears at?
    12 replies | 386 view(s)
  • fastgti69's Avatar
    09-26-2014, 07:11 PM
    fastgti69 started a thread BMS 135i Build by VM in N54
    Since we've had the pleasure of doing some very custom things to Terry@BMS car. Why not show the community exactly how it's done at VM ;) Terry came to us and wanted to get as much weight out of his car as possible. We got him a new 3.5" aluminum exhaust all the way down. It comes in at around 9-10lbs total weight for this badboy, and saved 30lbs from stock exhaust. Next up, we are upgrading his intercooler with a custom setup as well as new light weight Chromoly bumper supports. Garrett core to support his current hp sufficiently. This setup should net save 20-30 lbs is what we're aiming for. For now, a few pics of the exhaust while we'll update this thread as we go with his build.
    11 replies | 559 view(s)
  • Sticky's Avatar
    Yesterday, 12:30 PM
    Let's not spoil the winner just yet. You probably already saw the contenders from MotorTrend's World's Greatest Drag Race 4. MotorTrend takes the same vehicles from their driver's car competition and drag races them as well which is fine of course although the best driver's car likely is not the best drag racing car. The list of cars in the competition is the Alfa Romeo 4C, BMW i8, BMW M4, Chevrolet Camaro Z/28, Ford Fiesta ST, Jaguar F-Type R Coupe, Nissan GT-R Nismo, Porsche 911 Turbo S, Subaru STI, and Volkswagen GTI. These cars run a spread from $25,000 to close to $200,00.00. It is nice that there is something here as representation that can fit almost everyone's pocketbook but the performance spread is pretty large. It would be more useful to compare more cars of the same class than picking a couple from the lower end and a couple from the higher end. No Mustang? No Challenger Hellcat? No Viper? No Huracan? No GT3? No AMG? Come on guys, what is this? Here are the results in the order of how the cars finished from worst to first based on driving impressions (not just the raw laptime). Randy Pobst is again doing the driving at Laguna Seca. 10. Volkswagen Golf GTI 9. Jaguar F-Type R Coupe 8. BMW i8 7. Subaru WRX STI 6. Ford Fiesta ST 5. BMW M4 4. Nissan GT-R Nismo 3. Porsche 911 Turbo S 2. Alfa Romeo 4C 1. Chevrolet Camaro Z/28 If you were to order the cars in order of laptimes, the result would be: 10. Ford Fiesta ST - 1:51.25 9. Volkswagen GTI - 1:50.11 8. Subaru WRX STI - 1:47.16 7. BMW i8 - 1:44.29 6. Alfa Romeo 4C - 1:43.78 5. Jaguar F-Type Coupe R - 1:42.01 4. BMW M4 - 1:39.69 3. Chevrolet Camaro Z/28 - 1:37.82 2. Porsche 911 Turbo S - 1:35.62 1. Nissan GTR Nismo - 1:35.51 The Camaro Z/28 takes the title as the best driver's car and from this group. You have a 7.0 liter LS7 V8 revving to 7000 rpm offering glorious response under the hood, a manual transmission, huge 305mm wide tires at all four corners, and a car built around cornering and not just horsepower or acceleration. It is the car you would want to drive on an empty canyon road and the most rewarding of the group. It is the best driver's car. Source
    12 replies | 138 view(s)
  • mjmarovi's Avatar
    09-27-2014, 04:58 PM
    Alright, so I replaced my battery today with a duralast gold from autozone. I keep getting the battery intelligent sensor code. I have a BT cable so I plugged her in and reset the battery adaptations for battery replacement. Code still comes back. I've tried resetting battery adaptations about 4-5 times and have now given up. What else can I do?
    14 replies | 199 view(s)
  • The Ghost's Avatar
    09-28-2014, 11:00 AM
    This is just a theory, however when removing my stock TOB (from my Spec 2+) and inspecting the billet TOB included with my Spec Twin disk, I noticed that the Spec TOB does not include the two TOB retaining "bumps"as the stock one does. These bumps essentially attach the TOB to the release fork; when you release the clutch pedal, the fork retracts from the pressure plate pulling the (plastic) TOB away from the PP. With the Spec TOB, when the fork is retracted, the TOB is floating so it doesn't get pulled back and is free to move in between the fork and PP (perhaps also vibrate freely when the FORL when normally hold it still). Now, this might not solve it completely, but may contribute to the noise. This seems highly suspect to me. I don't know if I want to try both as pulling the transmission is a PITA. Thoughts?
    11 replies | 258 view(s)
  • Ingeniator's Avatar
    09-25-2014, 05:24 PM
    So just picked up a turbo apex. Wondering if anyone else on here is running turbo snowmobiles. Will be hanging out in Revi a few times this year if anyone is heading that way. It's a Alpine front mount GTX2867R with a CR/Alpine 163 tunnel and M10 skid. Gut that had it built before the last owner.
    11 replies | 544 view(s)
  • Sticky's Avatar
    09-24-2014, 11:21 AM
    BMW M is shuffling their executive at the top of the M division. Dr. Friedrich Nitschke was in charge since 2011 when he took over for Dr. Kay Segler who had a very short run from 2009-2011. Nitschke is responsible for the new F80 M3 and F82 M4. He is retiring and Franciscus van Meel will join M in October and be phased in slowly before Nitschke officially steps down at the end of the year. Does this mean M will get some much needed fresh air? Possibly. Franciscus van Meel previously worked as the head of Audi's Quattro performance division. Audi certainly improved under Meel who was replaced earlier this year apparently for failing to get the Audi R8 E-Tron into production. This lead to him ditching a role with Audi in Asia to get back to building German muscle cars which we can not blame him for. Will Franciscus van Meel actually make any real enthusiast friendly changes at M or just keep things going in the direction of sales figures and profit margins above all else? BimmerBoost bets on the latter. Franciscus van Meel assumes management of BMW M GmbH 23.09.2014 Munich. Franciscus van Meel (48) will take over as Chairman of the Board of Management of BMW M GmbH from 1 January 2015. He is the successor to Dr. Friedrich Nitschke (59) who will be retiring at the end of the year. Francisus van Meel, who will already be joining the BMW Group on 1 October, was last active as Managing Directory of quattro GmbH, a subsidiary of Audi AG. Since 1996 he has held various management positions in chassis development and the technical steering of vehicle projects at Audi AG before becoming Managing Director of quattro GmbH in 2012. Dr. Friedrich Nitschke worked for the BMW Group for a total of 36 years. Since joining the company in 1978 he has held management positions in various company areas before taking over as director of development strategy, steering and testing. From 2007 to 2011 he headed vehicle development of the MINI brand. In 2011 he became Chairman of the Board of Management of BMW M GmbH. Under his leadership the category BMW M Performance Automobiles was created as well as the new generation of the BMW M3 and BMW M4 models developed. Dr. Herbert Diess, Member of the Board of Management for Development: "The position of M GmbH on the market has never been better in the company's history and it continues to achieve sales record after sales record. Friedrich Nitschke has done outstanding work over the past years and has made a crucial contribution to the success of the company. The entire Board of Management of BMW AG would like to express its gratitude to him."
    11 replies | 105 view(s)
  • Sticky's Avatar
    09-28-2014, 06:32 PM
    Option 1: or Option 2:
    11 replies | 248 view(s)
  • Sered's Avatar
    09-26-2014, 09:30 PM 3 different cars to showcase various Ford Racing parts available from the showroom. The blower kit is a TVS2300 making around 650hp. They trapped 128mph in this car. The ecoboost ran mid 12s and the bolton N/A 5.0 ran 11s. Nice stuff. Blower kit is only $6800.
    8 replies | 404 view(s)
  • Terry@BMS's Avatar
    09-28-2014, 11:56 PM
    Terry@BMS started a thread 8.1s 60-130 in S55
    Was able to get out to a private track today for a couple 60-130 runs. Best of the two was 8.1s 60-130 on less than a 1% slope. Fairly impressive considering the lack of mods, but a good bit slower than our test M5, which ran 7.4s on the same slope tune only. Still happy with the result. Weather in the 60s. With more slope and colder weather 7.8s should be no problem. :)
    7 replies | 144 view(s)
  • Phlonx's Avatar
    09-26-2014, 12:22 PM
    Phlonx started a thread Which Charge Pipe? in N54
    So I have been thinking of replacing the roughly 40% E85 I'm currently running (4 gallons or so) with a solid water/meth injection kit, in order to maintain performance. Why? Because from the research I have been doing I will have almost identical HP and Tq curves AND the added convenience of not having to drive 15 miles to get gas EVERY TIME I need to fill up. I'm pretty set on the BMS kit, I like everything about it. Mods: JB4 G5 ISO (no flash yet, but just got Bav Tech cable so it's coming), DCI, DP's. My questions is... Which is the best charge pipe to get, primarily for this purpose? From what I understand, to maximize the effect and consistency, it's best to have 2 meth bung and they have to be properly located. I see the BMS charge pipe, which only works with diverter valves, and the ETS which I can use with a Tial BOV, which is what I prefer. The catch is the ETS looks like it uses the silicone couplers, which I've read to stay away from, and I don't know how much R&D actually went into the design. I was previously set on the VRSF, for the price, but they only offer 1 meth bung... I guess ideally I want the BMS charge pipe but with a BOV option like the ETS, for the price of the VRSF. :awesome: Am I missing any other options? If you're running water/meth, which have you chosen and why?
    5 replies | 202 view(s)
  • skyegirl's Avatar
    Yesterday, 10:16 PM
    BMW have stated that their twin-scroll manifold has been designed to 'pulse tune' it to deliver the twin-scroll turbos an approx. steady flow delivery to the turbocharger turbines, but I wondered if, in conjunction with valve timing, had they also used principles of exhaust header-tuning (scavenging), as you would use on an NA engine, to help flow momentum delivery at mid and high revs? I ask because I noticed the varying pipe lengths that merge to each of the twin-scroll inlet ports. I know that for FI engines, gas momentum into the turbine is a primary concern, but is there something subtle and clever you can do with tuned duct harmonics to help in the case of the M5 manifold at different RPM's, or am I giving the nutterists at the M division too much credit?
    7 replies | 88 view(s)
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