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  • Sticky's Avatar
    Yesterday, 06:13 AM
    In the N54 world there are three transmissions mated to the motor as sold by BMW. There is a manual 6-speed, dual clutch transmission, and an automatic from ZF (ZF Friedrichshafen AG) which has six speeds and has the model name 6HP21. High power N54's have thus far been relegated to the manual transmission as the clutch can easily be upgraded. The dual clutch transmission is in far less N54 powered cars and although upgrades are available the amount of DCT guys pushing big power with a huge single turbo for example is relatively small at least as it pertains to N54 motors. The odd man out has been the automatic yet it is numerically the option with the most cars on the road. Why? Why has the automatic been so tough to upgrade? Well, there are a few reasons. For one, nobody has (until now) cracked the TCU or transmission control unit. Additionally, even if you have software control of the transmission there really are not any serious material upgrades that can hold big torque from say a big turbo kit. Oh, sure, people will point to Level 10 transmission upgrades but the reality is Level 10 is only an option to replace factory parts and get a broken transmission working again. They have never demonstrated an ability to hold the kind of power the manuals hold. That is where Propulsive Dynamics comes in. Their proprietary G3 material works in concert with Kolene Steels, a proprietary patent-pend bi-metallic bushing alloy and increased surface area in the holding clutches, to result in an increase in holding capacity of 30.4%. This friction increase is not some number pulled out of thin air but a result of SAE (Society of Automotive Engineers) testing. Pretty awesome stuff, right? There is much more information to come but for now rest assured automatic N54 fans that a serious upgrade that can handle whatever you throw at it is on the horizon. That means we will finally see N54's take that next step forward especially when it comes to times on the drag strip. Is 2016 the year of the N54 automatic? It sure is shaping up that way.
    58 replies | 735 view(s)
  • Stucks's Avatar
    05-24-2016, 11:35 AM
    Stucks started a thread Nizpro cracked N54 6AT tcu? in N54
    Apparently it has been officially stated that Nizpro in Australia has finally cracked the 6AT tcu and will be able to flash them. If this is in fact true, i wonder what the future holds for us 6AT guys. I also wonder if the flashing will work with those of us who already have level 10 valve bodies and converters. Interesting and fun times ahead.
    39 replies | 1175 view(s)
  • martial@mhd's Avatar
    05-19-2016, 11:42 AM
    A MHD thread is long overdue, so here we go! MHD Flasher is the first Android handheld application to bring ECU tuning and monitoring to the BMW N54 engine. The MHD Flasher reveals the immense margin of power BMW left on the table with the N54 while still retaining the sophistication of the original engine management program. → Easy to install Connect any compatible Android device to your car using a standard K+Dcan cable along with an OTG USB cable, install one of the pre-purchased MHD built-in maps and enjoy the power and performance benefits of the maps by Wedge Performance. → Keep an eye on the tuning Monitor your engine behavior using a configurable gauges layout to keep an eye on any of the 50+ engine monitors like oil temp, boost pressure, actual load or individual cylinder ignition timing. Activate the logging mode to save up to 30 monitors to a standard CSV file for later analysis. Track issues by reading the error codes, and delete them once resolved. → Flash your ECU back to a stock anytime, as often as you need to. No ECU backup is needed. → Custom tuning support As an alternative to built-in maps, many tuners can provide advanced custom mapping for those who have higher or special performance needs. The MHD Flasher can be downloaded here: Main features description: *** Flasher module - Flash built-in maps (purchased separately), piggyback backend maps or custom user-tuned .BIN files. - Backup up the stock ECU software, as fast as 5 seconds on most of the cars. - Provides handy options like power limiter per gear, wastegate rattle fix or idle RPM setting. - Read / delete engine trouble codes. - Reset adaptation values (Lambda, Fuel/air, Octane rating, VANOS, Throttle, and Battery). - 2 minutes map switching; initial install time: 18 minutes on KLINE cars (2007 & Early 2008), 38 minutes on DCAN cars (2008+). *** Monitor module - Extensive logging values list, up to 30 values at the same time. - Save logging session to .CSV files - Up to 8 configurable gauges *** Optional Built-in maps packs - Maps by Wedge Performance - Stage 1 pack. Four maps: 4 fuel octane variants, stock / upgraded FMIC variants. - Stage 2 pack. Four maps: 4 fuel octane variants, stock / upgraded FMIC variants. High flow downpipes recommended. - E40 map (40% e85), requires FMIC+DPs Supported vehicles: 2006-2010 135i, 335i and 535i 2011-2013 335is 2009-2015 Z4 35i/is 2011-2012 1M 2008-2010 X6 35i This racing product is for competition closed course use only. Required hardware: - 1 device running Android 3.2 and up, USB OTG compatible. - 1 K+Dcan cable. The only reliable and affordable provider in the US is: - 1 USB OTG cable. Price list (licences are VIN Locked): Flasher module: $99 MHD maps packs: $49 each. Requires the Flasher module. Monitor module: $69 Increased boost limit (from 18 to 22 PSI) module: $49. For custom tuning purpose. Requires the Flasher module. JB4 backends only flasher: $79. Upgradable for $20 to the full $99 flasher module. FAQ Q: Can I test the connection before making a purchase? A: Yes, simply tap the MHD Store button. The ECU connection is checked before displaying available purchases. Q: Does my Android device need to be permanently plugged to the OBD port? A: No. Once a flash is performed you can unplug your device. Q: Do I need to purchase a new licence each time I flash a map? A: No, you can ref lash as many times as needed. Q: Is a battery charger required? A: It is highly recommended for long flashes (install, uninstall). A healthy battery will handle short flashes (map changes) fine but the use of a battery charger remains recommended.
    27 replies | 1127 view(s)
  • Fishayyy's Avatar
    05-21-2016, 08:56 PM
    So I had a slow day at work today so I decided to just draw out an idea I had for a fuel system since there hasn't been much activity on the forums recently and I'm getting bored:P. This system would be used for road-racing/auto-x and utilizes the Radium Engineering surge tank as well as a 12 gallon fuel cell from ATL and a -8AN Fuel rail. I'm not certain how much fuel flow we would need, but I'm hoping a design like this could easily support 1000-1200whp. Also keep in mind that I made up this design based 100% off of pictures and part lists from all of the current LPFP and fuel rail kits, so I'm not entirely sure if I drew this right (In which case I'll redraw it in Photoshop when I get home). So feel free to post any changes you might make (FPR location, pump type/location, etc.) or any constructive criticism, I would love to hear your opinions!
    36 replies | 1015 view(s)
  • Enfiftyfore's Avatar
    05-24-2016, 08:44 AM
    After installing my new clutch/fly and tranny mounts, it is very apparent that my engine mounts are rekt. I need to replace them asap. I have read through the few DIY's but I just wanted to see if anybody has any protips for this job. Also, is there any real noticeable benefit to choosing is "is" mounts over the regular? Ito just the right one that can be "upgraded" to "is", right?
    38 replies | 554 view(s)
  • Tzu's Avatar
    05-20-2016, 10:02 AM
    I asked Andy about this, and didn't receive a response. I thought it would be prudent to let the community know of my findings. I picked up one of the low temp oil thermostats from ADs website. Based on the photos, I assumed that the poppet would be allowed to float within the house/cap guides, with the spring encouraging oil to pass through the oil cooler. The design isn't a true "thermostat" in that it uses pressure and oil viscosity as the variables to determine which route the oil takes. Under high load (thus high oil pressure), the poppet should spring open and bypass the oil cooler to supply oil where it's needed in the engine. And that's fine by me. After measuring the assembly stack up of the poppet/oil cap, I found that the poppet has only 0.010" play, which is very similar to assembly tolerances. The poppet cannot move in the journal enough to "open" that oil conduit to bypass the cooler. The spring just keeps the poppet in place to prevent dithering. Maybe the original design with the holes in the "plug" portion of the poppet is where oil pressure would open the spring, and allow fast warm up? I don't know what the reason was for the change. Anyway. I thought I was getting a thermostat-like product. It's just a block off plug. I'll be taking mine out.
    23 replies | 1027 view(s)
  • Chris@VargasTurboTech's Avatar
    Yesterday, 02:53 AM
    Hey Everyone, Itís about time for some exciting announcements from VTT. This has been a long time coming! As most of you know, I've taken over online representation for Vargas -but that's not the only thing I do for fun. The overarching announcement is that VTT is now one piece of a bigger group; Vargas Performance Group, or VPG. There are 3 major parts of VPG: 1: VTT (Vargas Turbocharger Technologies): Turbocharger Manufacture/Repair/Upgrades/Sales 2: VPP (Vargas Performance Products): Performance Parts Manufacture/Sales 3: VHP (Vargas Hi Performance): Turbocharger & Performance Parts Installation/Service Iíll quickly go over some announcements as they pertain to each category: VTT NEWS GC's: This is the one many of you have been waiting for. You know the ones -the stock location twin turbo setup that made 736 whp. Just look at the power under the curve! Street spool will be even better! The VTT GCís have started arriving and the first sets have shipped. We expect a second shipment shortly and the remainder of them by the first week in June. The plan is to quickly get caught up on all existing orders and soon after be in a position such that they are available for same day shipping. Note for those who got the ceramic coating; as of this week, itís adding around a week to the ship date. Bundles: GCís can now be bundled with installation ($1000 for inst. labor at VHP, more on that later) and/or a PTF tune ($249 for a MHD tune, $499 for a MHD tune with PI) 93 Octane Testing: I know there are some unfortunate souls out there who don't have access to E85 and for whatever reason don't want to use methanol. For them, we WILL be doing some pump gas testing. Expect this late 2nd quarter/very early 3rd quarter (read that: around July).I don't even want to speculate on dyno numbers -we'll find out while testing and post those results. VPP NEWS Vargas Performance Products. These are all teasers -think of this post as a quick look into the VPP crystal ball looking forward. Here are a few things in the works for VPP and one thing we're just too excited about not to share: Line Lock Kit: Here are a couple development pics -not final config by any means. This will fit all E9X and E8X, not sure about 535's or Z4's -we'll be looking for testers there down the road. Port Injection Plate with Top Mount Injectors: Anyone say they wanted an N54 port injection kit with top mount injectors? We heard you, and we agree -if you can fit them, top mounts are worth doing. We can and we are. ~3rd quarter 2016. S55 Love: We're not just playing with N54's here... the S55 gets some love too -how about some port injection (bottom mount -no room up top)? Oh, and GC's for the S55 are already in process -very late 2016/early 2017 release on those. Transmission Fun: By now everyone and their grandmother has heard the awesome news about Nizpro and the magic they're doing with transmissions. We're working directly with them and will have one the first fully built and flashed transmissions from them. While this (obviously) isn't a VPP product, we're very excited about this and have some high hopes for this really being a huge jump forward for the platform. VHP NEWS Wouldn't you rather have your turbos installed by the same guys who made them? A shop that understands turbos and has 100+ installs under their belts? If you're within driving distance of Hayward, CA, you can buy turbos, schedule an install, and have VHP install them for $1000 labor. Of course you still need to buy your gaskets (we have an installation kit for $230) and do an oil change while you're there, but it makes for a pretty good deal -especially after the GC's are in stock and available same-day. OTHER STUFF Expect more updates with more products, more accurate ship-by dates and more options for everyone. And I'm just getting started... Chris
    19 replies | 379 view(s)
  • Oleg(TTech)'s Avatar
    05-19-2016, 07:50 PM
    TTech turbos stage2 specs Bigger turbine wheel high flow full closed Bigger billet compressor wheel Price: 2200euro with shipping cost in all europe countries TTech stage3 specs Bigger turbine wheel high flow full closed Bigger billet compressor wheel Custom intake housing with bigger A/R Upgrade bearing housing Price: 3400euro with shipping cost
    14 replies | 907 view(s)
  • FC4's Avatar
    05-20-2016, 11:12 PM
    There's so much bullshit to weed through surrounding the different flash tunes available for these cars and I know I'll get some straight answers here. Whats the scoop on the VF Engineering flash? Seems to be the latest rage but it's the first one which looks promising. As nice as the added power is, I'm no longer interested in mixing fuel every fill-up and the few "Stage 2" dynos on 91 octane so far look good. What's the underlying difference with this one versus others? Which other re-sellers are providing the same flash with a different name, and which ones are different all together? Thanks
    21 replies | 321 view(s)
  • Oleg(TTech)'s Avatar
    05-19-2016, 08:20 PM
    Oleg(TTech) started a thread N55: TTech st1 & st2 turbo in N55 and N52
    Stage2 turbo specs Upgrade turbine wheel Upgrade compressor wheel Upgrade inlet pipe Bypass DV+ Price: 2600e with shipping costs Still flows 600hp Stage 1 specs Upgrade compressor wheel Clipped turbine wheel Bypass DV+ Price: 1500e
    15 replies | 485 view(s)
  • Sticky's Avatar
    05-24-2016, 08:27 PM
    Here is the scenario. You work overseas and have a Porsche 996 Turbo. You see a classified ad go up from Vivid Racing for a 4.0 liter stroker short block advertised with a new crank, new pistons, new rings, new Darton sleeves, new gaskets, etc. Sounds good right? Especially considering the advertised $10k price is less than doing this all yourself and assembling all the parts and having the block sleeved. So what is the problem? The customer did not get what was advertised: Basically, what was advertised as new and in great condition simply was not true. Not to mention the scuffed and rusted liners with marks in the flange which he asks Vivid to replace. Vivid says Darton is responsible and Darton says they sold this to Vivid over 2 years ago and who knows what happened since then. Darton is right in this instance, they can not be expected to replace parts Vivid messed with or did not store properly. The solution here is very simple. Vivid should replace the parts, right? Well, they didn't. Rather than replacing the damaged sleeves Vivid is willing to sell more at cost since Darton won't be suckered into paying for Vivid's mistakes and should not be expected to. Vivid knew they were selling something that was not brand new and perfect as advertised and they just wanted to pass this onto a sucker who would have to shell out more out of pocket to get it working. That line about exceeding customer expectations and satisfactions is just a load of horse shit or a sick joke. This is honestly nothing new with Vivid. They will exaggerate or misrepresent things to make sales. We have seen it before such as when they claimed 407 wheel horsepower from a BMW S65 V8 with their tune on a Mustang dyno which is impossible unless one messes with the correction factor which they clearly did to exaggerate the capability of the tune they were selling. Vivid is all about making money and they do not seem to care how they get it. They basically just ship a lot of parts to a lot of people. It's why they acquired the HPF (Horsepower Freaks) name to simply utilize another brand to ship more and more parts from their warehouse. The bottom line is they don't give a crap about their customers and won't do the right thing if it means money out of their pockets. Think this is an isolated incident? Read this 60 page thread on Vivid's business practices which goes from praise to horro stories in a hurry: Why do people keep going to them? Caveat Emptor.
    16 replies | 114 view(s)
  • fredcase's Avatar
    05-21-2016, 12:04 PM
    I'm doing a turbo replacement, and making my own wastegate parts. Where can i get some brand new, not rebuilt chra's. I cant find them online.
    11 replies | 414 view(s)
  • Sticky's Avatar
    05-22-2016, 08:42 PM
    Now this is the kind of power you like you see out of a turbocharged BMW I6. The iron block straight sixes remain king and this a reminder of that with everyone so caught up in the new direct injected BMW turbo sixes. 1178 wheel horsepower and 907 lb-ft of torque at the wheels with tuning by Jordan Horowitz of RK-Tunes. What are the specs? Here you are: RK-Tunes stock DME turbo tune package - 1600cc injectors. C85 fuel GTX 3576r turbos ICS performance Custom twin turbo kit ICS Camshafts ICS Pistons 9:1 K1 Rods M52 / S52 motor S52 crank Ported Head OEM intake manifold, OEM throttle body. Some of you will notice a dip on the 1178 pull on the graph. This is the reason: Just absolutely absurd power and this is one of the strongest street BMW's in the nation.
    10 replies | 70 view(s)
  • iminhell1's Avatar
    05-22-2016, 05:42 PM
    Few years back I'd read about this 'water-less engine coolant' from Evan's Cooling. Anyone have first hand with it? (or something similar)
    10 replies | 270 view(s)
  • Sticky's Avatar
    05-20-2016, 04:25 PM
    BMW is boring. Seriously, they are so businesslike in their approach to building cars now it is hard to get excited about yet another X model or yet another Gran Coupe variant. Don't even get us started on the 'i' brand. BMW at one time built some very exciting and lightweight driver's cars like the 2000 series. Of course that was back in the 60's but BMW's vehicles were a good value, lightweight, performed well, handled well, and simply were the best all around blend of daily usability and performance for the money. Road and Track regarding the 2000 sedan stated it was 'the best performing 2-liter sedan in today's market and the best handling and best riding as well.' The 2002 was a slightly shortened coupe version of the sedan platform and an evolution of the 1600-2. The 2002 Turbo was launched in 1973 and it holds a special place in the heart of BMW enthusiasts as it was the first production turbocharged BMW. Yes, that's a big deal. BMW has not built anything like it since. If you suggest a 1M or M2 as a spiritual successor you just do not get it. The 2002 Turbo is supposed to be a small, nimble, and very light four-cylinder turbo powered car. Not some parts bin money grab with an M badge tossed in. Is that what this Hommage is? No, it's a Concept so it can become whatever BMW wants it to become. If they want to produce a billion front wheel drive X1's based on a MINI platform at the very least they could produce something like the cars that got them to where we are now. At least to shut people like myself up who are wondering what the hell happened to BMW. There clearly is styling in this concept inspired by the 3.0 CSL Hommage. Many felt that car was too over the top (BimmerBoost felt it was perfect) and this Hommage Concept is far more toned down. It's still edgy though and very well designed. The rear lights take a bit too much inspiration from the i3 but the design overall is very well done. Quite modern but the 2002 Turbo inspiration is there. So why not build something cool and fun like this? Keep it light. Keep it cheap. No need to go crazy with power or try to beat everyone in performance. Win with the classic BMW recipe of offering the best all around car that is the most fun to drive for the money. Whatever happened to that BMW?
    10 replies | 47 view(s)
  • Sticky's Avatar
    05-21-2016, 12:38 AM
    This actually is not something new. BMW trolled people on April Fool's Day back in 2011 with an M3 pickup truck. However, this version seems to be built a bit better. Somebody named Mad Dog Racing put this together and apparently it is quite functional and reinforced. It's a German El Camino or an M3 Camino or BMW Ranchero or come up with a name for it. What is the point? Who knows. It's one of those things that you do because you can. The S65 V8 is even supercharged on top just for good measure. That way it will get whatever it is hauling in the bed to its destination quite quickly. Source
    8 replies | 65 view(s)
  • Chris@CKI's Avatar
    05-19-2016, 11:05 PM
    Here’s the deal, The DME uses the IP 16 gain between lambda 1.1 to .812. From .812 to .783 it can alternate between the two gains based of signal condition. Since these sensors run at a much higher mV it tends to stick to IP16 longer. At .783 it is forced to IP8. This is everything for pressure compensation of the ADV O2’s. Both gain values are much closer together than the stock ones. This will result in much smoother readings than the OEM sensors The stock pressure comp tables are now released in the latest XDF. They are scaled in absolute pressure and are a little tricky. They can be rescaled but certain areas need to remain as is for the time being. So being in absolute pressure anything left of 14.7 is vacuum and everything to the right is positive (boost) pressure. Cells 8.7 thru 18.85 need to be changed to whats in the picture. The correction factor in red (23.21) can be changed. It works kind of backwards. This is boost pressure but its used to calculate EGBP. So the excel calculator will be EGBP not boost. This is where knowing your turbo PR comes into play but a dyno or external WB should suffice. I find with the common PTE6466 my PR is about 1.7:1 between 23-30psi. So for every 1.7psi of exhaust it puts out 1 psi of boost. Most turbos are 1.7-2.1:1. Motiv kits seem to have a little less pressure at the sensor due to the venturi style bung. This will have the same effect as a lower PR turbo. I have made a excel calculator to makes things much easier. YOU MUST CHANGE BOTH IP16 (LEAN) AND IP8 (RICH) TABLES. I repeat YOU MUST CHANGE BOTH IP16 (LEAN) AND IP8 (RICH) TABLES. This is because in the alternating signal gain its going back and forth between the two. So if only 1 table is set your AFR reporting will be in waves and your DME will compensate in waves cause very erratic unsafe readings and adjustment of fuel. How to use calculator: ***Warning this calculator WILL NOT work with OEM sensors as the pressure dependencies are different*** Calculator---> More to come on rescaling the axis for a more useable range. Please dont PM or email me about your specific car and set up. Please ask here to keep this thread as informational and as helpful as we can. Your question may answer a few other peoples. For everyone that is currently running the ADV sensors with a map from me or Motiv you have these tables modified already. If you plan on running more than 27psi you'll want to recalculate. The ADV option is now available on MHD. Step 1- Install sensors Step 2- modify your pressure comp tables with the above info into your latest tune (if required) Step 3- select ADV O2 option in MHD before flashing your new map. Step 4- Enjoy your your much better running ST car ;)
    7 replies | 335 view(s)
  • jt0407's Avatar
    05-21-2016, 06:21 PM
    jt0407 started a thread ATI Damper in N54
    Do they or any other manufacturer make one for the n54? It seems this part, is very over looked when modifying a car. This would probably save a lot of spun bearing issues, I see.
    6 replies | 307 view(s)
  • krazi3azn's Avatar
    05-19-2016, 08:44 PM
    Put back my turbos but forgot the front heat shield. Was wondering if it would be a huge impact? Looks like just a thin piece of metal and it's a pain in the ass to get back in.
    5 replies | 376 view(s)
  • damonp335i's Avatar
    05-22-2016, 01:31 PM
    Whats up everybody. I am new to this forum, been on e90post for a while but I've been told that this is a better platform in general, especially for technical issues. I have a FBO 2008 335i 6MT. Just installed the Motiv Twin Disc clutch with SMFW. Everything went relatively smoothly with the clutch install.. once we got the car on the ground and took it for a ride there we found out that reverse and gears 1 - 3 - 5 are working perfectly.. Clutch engages smoothly. However 2nd - 4th - 6th won't engage. When the car is off or OR on with the clutch engaged everything SOUNDS like its working properly.. it feels like its going into gear.. but when we drive it and try to shift from first to second it doesn't want to go into gear.. sounds like its almost there, but the shifter is bouncing side to side and we hear a slight sputter noise but no grind.. any ideas what this could be? Never touched the transmission fluid or anything. We did try it immediately, then put it on the lift and bled the clutch and the same symptoms occur. Any help would be much appreciated!
    7 replies | 169 view(s)
  • Sticky's Avatar
    05-21-2016, 11:26 PM
    In case you needed any more evidence the Pure Turbos S55 turbocharger upgrades work how about a Russian M4 running their turbo upgrade? The M4 also features tuning courtesy of a BMS JB4 with mapping from a Russian tuner. The Ferrari F12 appears to be stock. It is a potent car even in stock form with 589 horsepower to the wheels from the naturally aspirated 7.3 liter V12. It also traps just over 130 miles per hour in the 1/4 mile in stock form. The M4 runs away with this race though. Apologies for the terrible HD potato quality but it is a cell phone recording uploaded to Instagram. Hopefully a high definition version shows up later but it's easy to see that the M4 wins and additionally that it pulls 162.5 miles per hour by the end of the run compared to 155.34 miles per hour for the F12. The F12 needs some boost and people talking down on BMW's performance need to understand an M4 with mild upgrades is easily taking down one of the best GT cars Ferrari has ever made. <blockquote class="instagram-media" data-instgrm-version="7" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:50.0% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAABGdBTUEAALGPC/xhBQAAAAFzUkdCAK7OHOkAAAAMUExURczMzPf399fX1+bm5mzY9AMAAADiSURBVDjLvZXbEsMgCES5/P8/t9FuRVCRmU73JWlzosgSIIZURCjo/ad+EQJJB4Hv8BFt+IDpQoCx1wjOSBFhh2XssxEIYn3ulI/6MNReE07UIWJEv8UEOWDS88LY97kqyTliJKKtuYBbruAyVh5wOHiXmpi5we58Ek028czwyuQdLKPG1Bkb4NnM+VeAnfHqn1k4+GPT6uGQcvu2h2OVuIf/gWUFyy8OWEpdyZSa3aVCqpVoVvzZZ2VTnn2wU8qzVjDDetO90GSy9mVLqtgYSy231MxrY6I2gGqjrTY0L8fxCxfCBbhWrsYYAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div><p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;"><a href="" style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none;" target="_blank">A video posted by Pure Turbos (@pureturbos)</a> on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2016-05-21T18:05:04+00:00">May 21, 2016 at 11:05am PDT</time></p></div></blockquote> <script async defer src="//"></script>
    7 replies | 111 view(s)
  • Sticky's Avatar
    05-23-2016, 07:14 PM
    Well, if you want maximum naturally aspirated power this is not a bad way to go. The LS7 V8 is more than twice the size of the 3.2 liter I6 the BMW E46 M3 comes with. The S54 is arguably the best I6 BMW produced so it is a shame to see it ditched but it is also fun to see different things. The LS swap into a BMW of course is nothing new as the LS1 has been done. A guy is even doing an E90 LS1 swap with a single turbocharger on top to boot. People have done E46 M3 LS swaps and then supercharged them. For maximum naturally aspirated horsepower though the LS7 is probably the best choice as the Viper V10 isn't going to fit. The LS7 does though and this guy did some nice custom fab work especially with the headers to get everything to fit nicely. It will be nice to see the finished product in action. Source
    5 replies | 42 view(s)
  • Oleg(TTech)'s Avatar
    05-19-2016, 09:34 PM
    Stage1 turbos specs Upgrade compressor wheel Clipped turbine wheel & full closed Price: 3000e with shipping cost Stage2 turbos specs Upgrade compressor wheel ultra light Uprgade turbine wheel Price: 4000euros
    5 replies | 174 view(s)
  • Sticky's Avatar
    05-21-2016, 04:21 PM
    Is it just me or does this sound terrible? It's supposed to sound like this?
    4 replies | 140 view(s)
  • tidalk's Avatar
    05-19-2016, 07:31 PM
    Hello All! Finally a forum where members actually work on their cars. Hopefully I can find some like minded individuals in the Bay area. For the longest time I have been interested in tuning... but have been reluctant due to the lack of research done on my part. I did see various plug n play kits that add horses, but my concern would be how. Is it just turning up the boost? Is it messing with the A/F ratio? I had my fair run ins with my previous turbo cars. If not, do any of you guys know of a respectable tuner within the Northern California area that cracked the chastity belt of the ECU? ---besides Dinan. Doing my suspension really put me on notice that this car is difficult to modify... but I'm a stubborn son of a gun and do things anyways. Before wanting to do coilovers, I wanted to see how the car would react on SS springs. Getting quotes for 9.5hrs of labor, I decided to do it myself. Fronts can be done in literally 2 hour total, the rear is a different story. The whole rear seats have to come out, and all the side panels before gaining "limited" access to the top hats of the rear suspension. To sum it up, I was careful and now have an EDC malfunction code--everything is plugged in, so deductive reasoning leads me to believe that its a pinched wire somewhere... so for the meantime, all my shocks are full stiff and feels like a track ready evo.. I was thinking of doing the KW coilover swap V2 with some EDC cancelling kit, anybody have any feedback with regards to this on the F01? In any case, glad to be here, and hope to learn a lot from you guys. Regards, Me.
    5 replies | 123 view(s)
  • Sticky's Avatar
    Today, 02:59 AM
    Whoa there McLaren! Not so fast. This talk coming from McLaren boss Ron Dennis sounds pretty good. He said, "I honestly believe that the next world champions after Mercedes will be McLaren. We'll get to that goal before other people." Will they though? McLaren has not won a race since the Brazilian Grand Prix in 2012. Mercedes-AMG won the Formula championship in 2014 and 2015. Is this year really shaping up any differently? The only thing that stopped Mercedes-AMG from winning the last race was their own drivers crashing into each other. The upcoming Monaco Grand Prix this Sunday is only the sixth race of the calendar so it is more than mathematically possible for someone to catch and pass Mercedes-AMG in the standings: It just does not look like it will be McLaren that does it. Only Ferrari and Red Bull seem to be putting up any kind of fight and Mercedes is still dominating. Realistically, McLaren doesn't have a shot until next year and Ron Dennis knows it. Plus, Honda really needs to improve their motor. Good luck with that. Source
    7 replies | 12 view(s)
  • manbeer's Avatar
    05-24-2016, 10:27 AM
    Have the typical signs of a bad solenoid. It's hard to justify the 200 dollars or so for a pair of oem solenoids when for a few dollars more I could buy something like this In theory, it should be a simple part and these should do the same thing, right? Anyone have any thoughts? They look to be made of billet aluminum and have MAC valves which are made for industrial use so they may be a bit more robust. Aside from modifying the harness and finding a good mounting solution, does it seem worthwhile?
    4 replies | 201 view(s)
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