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  • Aus335iGuy's Avatar
    02-18-2018, 04:33 AM
    Aus335iGuy started a thread DCT FTW in N54
    News just to hand Jayamona@motiv has managed to find and alter some of the tables in the N54 DME and essentially N54 DCTs will soon have launch control with user selectable launch RPMs. Other platforms on MHD as well (yes you poor deprived N55ers) It will be out before the north American summer i hope with other “goodies”. Next One particularly savvy tuner PureEvilN54 has divulged how to set the ignition tables in the DME to provide anti lag (this has been seen here before its just that hes shared it with others Another great development is that we now know that we can flash M3 GTS software to N54 DCTs. You need the GWS unit and some flashing and coding This means we can change shift severity on the fly because drivelogic works(you need the button) You lose launch control but you gain another thing and that is if you use the M3 ZB file you can also use any M3 final drive ratio. DCTs will soon be the fastest n54s...
    60 replies | 1405 view(s)
  • Sticky's Avatar
    02-17-2018, 11:40 AM
    I've been away from the computer for a bit enjoying the olympics and was pleasantly surprised to see Tony reaching out with an e-mail in my inbox. I'll skip the particulars but I think there is a possibility of mending fences. Ultimately, the decision is based on what is best for the forum and its members. That means you guys. Do I want all products available here? Yes. I do. I want you to have the ability to choose from a bevvy of tuning products with great support and advertising available. I'm in this to have the best forum and site for you guys. I'm not in this to hug every vendor and sing kumbaya with them but I can certainly be respectful. I can be a professional and so can the vendors here. There certainly have been ups and downs. I'm not just making a unilateral decision but informing the community as it can be a delicate ecosystem and I prefer to inform you of what is going on as after all, the users make the forum. I reached out to @Terry@BMS about this issue and resolving it so everyone is satisfied. Terry is doing business with VTT and some interesting things which I think you would all want to see, right? Let's see what BimmerBoost users have to say and if we can be above a mob mentality and forgive. I'm not going to say I am without blame.
    47 replies | 1336 view(s)
  • chadillac2000's Avatar
    02-22-2018, 04:36 PM
    After much deliberation, reviewing countless threads across multiple forums, and mapping out every step of what was involved with swapping turbos, I just couldn’t overcome the scenario of going through all the labor of replacing my twin turbos with another set of twin turbos only to discover a failure or wastegate rattle shortly down the road. The GC Lites I had in my possession prior may have ended up not failing, but there were multiple confirmed cases of defective turbines within that lineup with no real clarification on what happened. That personally shook my confidence in the whole situation the second go around. A failure of that magnitude after investing the time and money of tackling that type of install would be heartbreaking, and not something I was willing to risk if at all possible. Even if the turbos were warrantied, the labor involved would be incredible, and if they’d failed once, what’s to say they wouldn’t again? Looking past the twin turbos themselves, silicone inlets and outlets were both areas of concern of mine. The thought of the miserable install associated with 2” driver’s side inlets plus the worry of manifold heat melting the silicone outlets were the straw that broke the camel’s back. Since back when I owned my 535i, I had ambitions of adding a top mount single turbo to an N54 equipped E82, and it was time to make that happen. A twin scroll bottom mount seemed like a nice alternative to going all out top mount, but o2 sensors seemed to be even more at risk and I’d still have difficult reaching the turbo if anything ever needed addressed. Plus when I was shopping, there hadn’t been much long term feedback on any of the newer kits. After getting in touch with a few different vendors, I eventually settled on a top mount single kit from ACF featuring a Precision 6062 Ball Bearing Gen2 turbocharger (with a polished compressor as the only option). I decided to forego the ceramic coating and recirculated dump pipes to keep costs in check, and because I prefer open dumps and planned on using DEI exhaust wrap anyways. Ultimately I went with ACF because a) I liked the ACF manifold design & downpipe sizes the best out of all the top mount kits, b) it seemed to include more robust components more than the Docrace alternative, and c) was slightly more affordable than others with a ball bearing option coming in at less than $5,000. The 6062 configuration with ACF’s proven twin scroll manifold should provide super-quick spool and as much power as my fuel system can throw at it. Plus if things go awry with the turbo, it’s right up top and easily serviceable. Of course single turbos come with their own set of heat problems, but hopefully I can counteract that with carefulness. Once my mind was made up, Anthony & Payam quickly answered the few remaining questions I had, gave me a two week lead time, and I made payment soon after. ACF has been subject to criticism with how quickly they can get a kit in your hands, but I wasn’t in a huge hurry and had made up my mind to put my faith in Anthony’s ability to deliver. So how accurate was that two week lead time? From the time I made payment to the time it was put in the mail was 21 days. I’m on the other side of the country from Anthony, so including shipping it took a total of 28 days from payment until I had everything in hand and it was well worth it. I’ll let the pictures and video do the talking, but the craftsmanship is truly impressive to see in person. In the meantime, I had a lot of other areas that I wanted to address and parts I needed to order. First and foremost, was my clutch and flywheel combo. I had managed to take my 135i over the one hundred thousand mile mark (fifty thousand of that tuned on E85 at close to 20psi) and my stock DMFW and clutch were still holding up just fine. Back when I had new hybrids in hand, I had planned on a new DMFW + 335is/550i clutch to keep things simple with a stock feel, but ultimately it was destined to die a quick life at my intended single turbo power levels. I hated the idea of the increased noise and NVH of a SMFW, but hated the idea of misfires even more, so cue up the trusted MFactory Steel SMFW. I was however, curious about the performance advantages of installing a lightweight flywheel and how it affected feel when rev matching. If it was better than the heavy DMFW in that regards, I could come around to enjoy the SMFW idea quickly. The Spec Stage 2+ clutch seemed to be the best bet for a daily driven car around the 550TQ mark, and would last longer than the slightly stronger 3+. Unfortunately, jumping to any of the Spec + options, meant it was a much more expensive setup, but a necessary one. Add in flywheel bolts, pressure plate screws, a brass clutch fork pivot pin, an OEM clutch alignment tool and a service kit with new fluids/plugs, and I was looking at another $1450 on top of the ST kit to transfer all the new power efficiently. I already had MHD on hand to try and combat the SMFW rattle, so I could raise the idle to counteract this somewhat. In fact, I’d been experimenting with my stock clutch/flywheel by raising the idle to 950RPM for a few months prior. A lot of people are hesitant to do this for some reason, but besides the slightly louder idle decibels, on a 6MT, the car idles smoother and engages the clutch easier as the RPMs aren’t dipping so low. This should in theory make the Spec 2+ easier to engage while eliminating the majority of the unwanted noise. There was also the issue of single turbo kits and their tendency of killing standard o2 sensors prematurely because of the increased pressure and heat. $425 to avoid these headaches with the ADV o2 sensors. More boost required a 3.5 BAR TMAP + BMS adapter, another $125. My standard 7” upgraded FMIC from VRSF would no longer keep IATs in check during the hot South Carolina summers, so add in the humongous Phoenix Race FMIC, another $500. It only made sense to do bunch of maintenance items at the same time since I’d be dropping the subframe and have access to some items I wouldn’t normally have access to (and hadn’t done already). These would include: OEM engine mounts (I opted to not go with the 335is or 034 Motorsport versions and just stick with stock), an oil pan gasket & bolts, downpipe gasket & bolts, rear main seal, a rear shaft seal for my differential that has been seeping some fluid, oil level sensor o-ring, a fresh set of NGK 95770 plugs and Delphi coils, Motul 5W40 and a Mann filter, a budget walnut blast setup, BMW coolant and new aluminum water pump bolts. Another $860. Add in an engine support bar, a few specialty tools, the aluminum BMW Performance strut brace for bling that I bought for a decent price on eBay, supplies to heat wrap the ACF top mount kit hot side components properly and my total money spent on going single turbo tallied to more than $9,100 without any custom tuning and performing all the labor myself. The price of going single turbo the right way IS NOT for the faint of heart by any means. I was once told between cheap, fast, and reliable, you can only have two. I chose the two latter options. Here’s my total cost breakdown below, every single penny: ACF 6062BB Top Mount Single Turbo Kit with polished compressor housing - $5000.00 ACF ADV o2 Sensors - $425.00 CHRIS Phoenix Race FMIC - $499.01 N54TUNING 3.5 BAR TMAP Sensor - $89.39 ECS TMAP Adapter - $32.50 BMS Downpipe Gaskets - $25.90 ECS Stainless Tie Wraps - $16.67 AMAZON DEI Exhaust Wrap - $44.88 AMAZON 6 FT of DEI Heat Protection Sleeving - $52.58 AMAZON DOCRace Single Turbo Heat Shield - $120.00 DOCRACE Exhaust Manifold Studs x16 - $15.84 ECS Exhaust Manifold Nuts x 11 - $38.50 ECS Exhaust Gaskets - $23.94 ECS Intake Gaskets - $15.95 ECS Throttle Body Gasket - $9.89 ECS 335D Intake Duct - $39.68 ECS Replacement Coolant Pipe & Oil Supply O-rings - $33.51 ECS MFactory Steel SMFW - $515.36 ECS Spec Clutch 2+ = $809.10 TOPGEAR Manual Transmission Service Kit - $42.58 ECS Clutch Alignment Tool - $25.58 ECS ECS Clutch Fork Pivot Pin - $34.95 ECS Pressure Plate Screws - $11.28 ECS Aluminum Bolt Set for Bellhousing - $10.95 ECS 8 Flywheel Bolts - $22.40 ECS OEM Flywheel Lock Tool - $53.89 FCPEuro OEM Engine Mounts & Bolts - $174.98 ECS Oil Change Kit - $74.44 ECS Delphi OEM Coils - $278.52 ECS NGK 95770 - $79.13 AMAZON BimmerHelp Blasting Attachment & Wand - $68.50 BIMMERHELP Harbor Freight Walnut Blasting Supplies - $78.78 HARBOR FREIGHT Amazon Engine Support Bar - $56.99 AMAZON BMW Coolant/Water Pump Bolts - $35.62 ECS Rear Crankshaft Seal - $34.61 ECS Oil Pan Bolt Set - $29.12 ECS Oil Pan Gasket - $41.21 ECS Rear Shaft Seal - $12.25 ECS Oil Level Sensor O-Ring - $6.39 ECS Redline Power Steering Fluid - $11.49 ECS OEM BMW Performance Aluminum Strut Brace - $150.00 EBAY TOTAL = $9,141.36 To put that in perspective, I could probably buy a 335i in decent condition for that kind of coin. That also means on top of the $5,000 cost of the complete single turbo kit, it took over $4,100 in accompanying mods to get everything else up to par in my eyes, and I already had a decent amount of those components necessary to go single turbo installed prior to all of this like the JB4 + MHD, stage 2 LPFP, upgraded charge pipe, Tial BOV with upgraded vacuum source, Index 12 injectors, etc. I can probably net close to $1,500 from selling my existing twin turbo setup parts to help offset costs somewhat, but is still an enormous investment. So what does dropping over nine thousand dollars on your N54 equipped ride get you? A lot, actually. Before I began to totally tear the car apart for the extraordinary amount of work I was about to embark on, I thought it would be beneficial to have some baseline readings. Just a few weeks earlier I’d discovered that there was small performance shop just a few miles away equipped with a Dynojet. It only made sense to make an appointment and get some baseline numbers on the stock twins. It only took getting into boost once before we realized we needed to add a few extra straps. These two runs were on E40 fuel on the E85 BMS BEF on map 7. My poor, tired, and smoking turbos were targeting around 19.7psi for both runs, but were only managing to hit around 17psi and tapering off to around 14psi near redline. As instructed by Terry over on N54Tech, these runs were done in 4th gear from 2,000 to 7,000 RPM. Smoothing is set to 5. I did notice where correction was set to SAE, instead of the STD Terry suggested. Run 1 was the run I spun the tires, run 2 resulted in 395HP & 406TQ, run 3 resulted in 393HP & 407TQ. I drove the car straight back to the garage where the single turbo conversion and got to work. I already had all the new parts to go in, as well as all the tools I’d need, neatly laid out. I started with a wide open space so I could sprawl out a bit. Using the impressive Esco jacks I recently picked up, I was able to get the car high up off the ground, since I’d be spending plenty of time underneath it over the next few weeks. And because I wanted to use a creeper, so some extra clearance was needed. Back in the summer of 2016 as the 135i was about to turn over 60,000 miles, I was forced to replace the aging Michelin Pilot Sport tires that I bought the car with. Because I drive my car so much, longevity was just as important as performance for me. I spent a few days digging through TireRack reviews before deciding on the 235/265 Hankook Ventus V12 evo2 combo with a 320 treadwear rating. Over the next 18 months and 42,500 miles, I put these tires through the ringer as they took on daily driving duties in every condition imaginable: 100+ degree summers, torrential downpours, 10 degree winters, snow-covered side roads, spirited driving through mountain twisties, and multiple 400+ HP/TQ pulls on dry pavement. Usually when tires last this long, they don’t do much for performance, but Hankook was able to find a very nice happy medium with these. Maybe it’s a testament to my suspension, wheel/tire setup, alignment, and driving style, but the wear pattern on the front and rears were pretty even across the board. The fronts probably had 10,000 miles left of life in them. My only complaint would be when running lower pressures, these did seem to flatspot when left sitting for a few days that would take a few minutes of driving to clear up. Near the end of the life of the tires, the old TPMS also began to show up as inactive from time to time and the impending warning code was driving me crazy. When it came time to start searching for replacements, and new TPMS sensors, I was very tempted to just repurchase another set of the V12 evo2s, but another tire claiming an even better 340 treadwear rating and garnering a lot of praise online ultimately won me over: the Firestone Firehawk Indy 500s. I ordered the same 235/365 sizes as before, and as they always do, Tire Rack had them in my possession within a few days. Luckily I was able to stretch the life of my previous Hankooks out until this single turbo teardown, so I can have the old tires taken off and the new ones mounted/balanced in the meantime. I also prefer to take off the wheels myself, and mount them back to the vehicle myself once the new rubber is installed. The more I can reduce the amount of times someone other than me wrenches on my car, the better, especially with stuff I don’t want terribly over-torqued or scratched up. I can’t wait to stop staring at these and actually get them mounted up. Since I knew I was going to be installing the massive Phoenix Race FMIC that requires a lot of cutting of the plastic front shroud, off came the front bumper. Now I had a full view of the existing 7” VRSF FMIC I’d been running for the past year or so. Out came all the lower splash guards, plastic intake ducting out, and radiator fan so I could gain access to the t-bolt clamps on the FMIC. After loosening the t-bolt clamps and removing the two aluminum screws holding the FMIC in place, it dropped out easily. Now I was ready to start unbolting some of the components in the engine bay to gain full access to the intake valves as a walnut blast was the first order of business. The Mishimoto OCC hooked up to the RB external PCV in order to remove the front inlet, charge pipe and air filters. Strut bars, BMS OCC, throttle body and all associated intake piping removed. Vacuum canisters gone, front MMP inlet out.
    39 replies | 1088 view(s)
  • Chris@VargasTurboTech's Avatar
    02-19-2018, 11:29 AM
    Hey guys, I am happy to be back here on BimmerBoost to share new products, results, and answer technical questions -always a good idea to have a forum presence and that's what I'm here for. Let's jump right back into it. 2018 has quite a few VTT products being released, but here is a taste of what's coming in the N54 world: GC REBOOT Let's get started with the GC Reboot! We took our already potent GC line up, and did a ground-up redesign, getting rid of some things we didn't like and adding things we wanted to improve. Key Features of the GC 2.0 reboot are as follows: • 100% designed, and cast for VTT: this is not a partnership with any other company • All new castings with VTT logos front and center • D5S Ni resist material is used throughout the hot side. This includes Turbine housings as well as manifolds. • All-New Compressor housings with ribbed inlets to ensure a secure fit from inlet to housing. • Single piece V-band clamp connection from turbine housing to manifold sized to fit Tial Clamps. No more awkward two-piece clamps to install. • Our single biggest improvement is the casting of our proprietary turbine wheels in Garrett GT28 profile with a TD04HL shaft to fit the existing GC family bearing housing. Wheels are cast from Inconel 713L. This eliminates the industry-wide TD04HL 9 blade wheel failure problem while improving wheel Aero; better spool and more flow. • Same as before, both Full sized GC’s, and GC Lites will be available. • Rebooted pricing. With all these improvements the GC line up will cost less when released, NOT more. • ESTIMATED AVAILABILITY DATES o Late Q1 2018 with special intro pricing on website for GC’s and GClites ALUMINUM CHARGE PIPE Next up we have our new VTT Aluminum charge pipes. We have heard many stories of silicone charge pipe issues. While they work perfectly well when installed correctly, the number of install issues lead us to create more durable aluminum charge pipes that share the increased flow capability of the silicone units. Key Features of the VTT aluminum charge pipes are as follows: • High flow Y connection to merge both banks • No more melted outlets from install too close to the manifold • Available in factory V-band connections, and 1.5” hose connection to fit GC turbos • Available in 135/335/535/Z4 (LHD) these will NOT fit RHD (sorry guys) • Hard powder coated black • ESTIMATED AVAILABILITY DATES o Q1 2018 (end) VTT SINGLE KIT Next, we have what most will see as a departure from the usual VTT philosophy, but we felt it was time to give the N54/N55 platform another option in the popular single turbo section. We still love twins but sometimes you just want a quick-spooling high flow single. We got you covered. :D Introducing the VTT Cast Manifold V-Band Twin Scroll Bottom Mount Single Turbo line up. Please note while we have been working on this for a while and have many parts cast, these are not expected to be released until late spring or summer 2018. Also, note the pictures are representative of our “blank” manifold casting. Our fabricator is adding O2 bungs, and EWG flanges for the N54, and EWG kits. The N55 kits using IWG turbos will use the blank manifold as no O2 bungs or EWG flanges are needed. Key Features of the VTT V-Band Bottom Mount Single Turbo Kits are as follows: • Industry-first true twin scroll bottom mount kit using V-BAND connection for ease of install • EWG and IWG kits will be available. IWG kits will use FACTORY boost control. No need for add-on boxes, or Mac Solenoids • Competitive pricing • Fitment for N54 and N55 (N55 details to be posted in N55 section soon!) • JB and DBB options will be available • Manifold cast from Ni-Resist D5S • GENUINE Garrett turbochargers used for DBB optioned kits • Ball Bearing Turbo choices for N54 will include: o Gen2 GTX3076R (600WHP) o Gen 2 GTX3582R(700WHP) o GTX3584RS(850WHP) (3076, 3582 available in IWG, or EWG. 3584RS EWG only) • Journal Bearing Turbo choices for the N54 will include o GTX3076 sized Journal bearing turbo with IWG control • ESTIMATED AVAILABILITY DATES o N54 EWG kits end of Q2 2018 o N54 IWG kits Q3 2018 VTT SHOP CAR PROGRESS Not really an announcement, just a little hint of some cool stuff we're doing. A couple teaser pics of the shop white car, which ran 172.9x in the 1/2 mile. When we did that (nearly a year ago) the car had GC's on her, was full weight and Tony was rowing the gears. Time to step it up a notch. Below is a pic of some serious turbos, double overdriven hpfp's, and enough instrumentation to keep getting the data we need to push limits. Personally I'm very excited about seeing this progress, and looking forward to keeping you guys posted on this one.
    29 replies | 1458 view(s)
  • Sticky's Avatar
    03-01-2018, 05:22 PM
    8k rpm, some tighter gearing, and you're onto something here. What's done to the valvetrain?
    31 replies | 977 view(s)
  • suspenceful's Avatar
    02-23-2018, 12:06 PM
    If you're already following my build/channel, thanks! But if not, I wanted to share this info here because I think it'll be helpful to anyone interested in port injection. I describe in detail why I switched kits and what to look out for if you're considering port injection on your N54 or N55.
    30 replies | 708 view(s)
  • Sticky's Avatar
    02-26-2018, 06:02 PM
    Weistec is making good on their promise to deliver a turbo upgrade for the BMW M S63TU engine platform. BMW F10 M5 as well as F12/F13 M6 owners will be able to choose from Garrett GTX3071R Gen II, GTX3076R Gen II, and GTX3582R Gen II options. Note, this is a completely bolt on affair. Cores are not required. That means you order up your turbo kit with your choice of turbos and it will replace the stock turbochargers. Everything you need is included: All you need is a tune and of course Weistec can tune it for your or your tuner of choice can do it. It is important to note that output will range depending on supporting modifications. To see the 1000+ horsepower potential obviously a built motor will be necessary with supplemental fueling from methanol. In theory, the upgrade is capable of flowing enough air for 1700+ horsepower. Pricing starts at $11,999.99 and goes up with options and turbo changes. Product page: Key Features: Choice of Garrett Gen 2 GTX3071R, GTX3076R, or GTX3582R Turbos No core charge / exchange Ball Bearing Turbochargers High flowing Weistec Stainless Steel turbine housings Weistec Turbo Intake Tubes and Charge Pipes Weistec 304SS Downpipes (OEM style downpipes are incompatible) Greatly Increased HP and Torque 1300HP to 1700HP Capable depending on turbo selection and with supporting modifications Reuses factory wastegate actuators Bolt in Installation Stainless Braided Oil and Coolant Lines CNC Machined Anodized Coolant and Oil Fittings
    32 replies | 415 view(s)
  • Sticky's Avatar
    02-20-2018, 02:45 PM
    Not talking smack just saying, wow, this stuff is like art:
    29 replies | 776 view(s)
  • Sticky's Avatar
    03-08-2018, 09:02 PM
    What does an S63 AMG go for? It starts at $147,500. For that money you expect a premium dealer experience just as the dealer expects a premium profit. This video confirms what many of us fear when dropping our high end cars off at the dealer. They do not give a shit about it and rip you off. The service techs are not exactly the clientele that buys $100k+ cars like the one they are 'servicing' here. You can tell by the way they speak but also what transpires. The S63 literally gets 11 minutes of service time. Anyone want to venture to guess how many hours they bill for what really is minutes of work? How much money do they manage to rip off people in this manner? The rest of the time the techs take the S63 for a joy ride. Seriously, they even take the customer car through a drive-thru. The frosty shakes they pick up melt and leave a sticky residue in the cup holders. Infuriating. The manages calls to say parts in the trunk were supposed to be installed but the techs instead go 'road testing' the car. How many of your cars do you think techs 'road tested' in this manner over the years? What do you expect from people who are not even able to master reading a work order? Should they really be working on $150k+ cars? So, is that all? No, the techs go over curbs at 50+ kph and crack a rim. All of this while talking down on the customer during their joy ride. The service manager attempted to blame the owner but fortunately he has a dash cam. What do we learn from all of this? 1. Ideally, avoid the dealer for work. 2. Get a dashcam and have it running the whole time at the dealer. 3. Never buy or take a car to Mercedes-Benz Mississauga.
    31 replies | 245 view(s)
  • Sticky's Avatar
    03-12-2018, 07:26 PM
    A somewhat amusing race due to the commentary of the C63 driver. Still, two very strong cars and the W204 C63 is said to have the Weistec Stage III M156 supercharger which means a 3.0 liter blower. The GTR is said to be FBO (full bolt ons) on E85. GTR's on stock turbos can range quite a bit depending on the quality of the tune but this GTR is apparently in the low 6XX all wheel horsepower range. The C63 jumps but the GTR closes the gap somewhat. They stay neck and neck until the C63 pulls up top to an indicated 190 mph. The cars stretched their legs, that's for sure.
    27 replies | 178 view(s)
  • AE86's Avatar
    02-28-2018, 09:40 PM
    Hi everyone, I just recently purchased a used 2008 535i with the performance package on it and have run into a mess of codes within 2 weeks of ownership. I own an AE86 corolla so working on cars and diagnosing things isn't super new to me but because it's a new car and engine to me it will take a bit to adjust to the differences. It's my first turbo vehicle. My father has an e60 530i that I absolutely loved driving and I thought it was time I joined the club.:D Long story short, I bought the car from a dealership and during the test drive everything was fine. However, within a day the car started showing codes and I'm stuck with it as there is no way to get the dealer to fix it. I took it back because they sold it to me without an air boot or air filter installed so I had that remedied. I have had to get the car jumped twice on account of accidentally leaving the lights and accessory systems running. The car is due for an oil change but I don't believe that just that will fix the issues it has popping up. The codes I'm getting are as follows: -2A98 Crankshaft-inlet camshaft, correlation – Value outside reference range -3100 Boost pressure control deactivation -29E1 Fuel mixture control bank 2 ------------------------------------------Battery Drain Related------------------------------- -2DEC Power management, battery control -2E8D Intelligent battery sensor, signal transmission ------------------------------------------------------------------------------------------------------- -2A87 VANOS exhaust – stiff, jammed mechanically -2C7C After cat o2 Sensor signal, Bank 2 -29F5 Catalyst System Effeciency Below Threshold (Bank 1) -29F4 Catalyst System Effeciency Below Threshold (Bank 2) These are after I had switched the VANOS solenoids around after cleaning them up in a carb clean bath. The VANOS code appears to have followed with having been swapped so I'm thinking that is the issue. Although the catalyst ones are new. Is there anything you guys think may cause all of these codes to pop up? I'm going to try and change the oil tomorrow and clean and swap the solenoids one more time before ordering a replacement one just to be sure. Thanks for your input
    23 replies | 333 view(s)
  • Rob@RBTurbo's Avatar
    03-02-2018, 01:00 PM
    All, Almost everyday there is a forum member talking about N54 Aftermarket Twins, usually in a negative fashion, which is understandable to a large extent and is a big reason for posting this update. It also seems like every day there's another vendor with a new setup, out with the old and in with the new they may say! Or maybe there is a new one in the pipeline that is thought could be the bees knees, mmmm cool! Or perhaps there are some out there that are seemingly good to go already, hmmm but who knows it is the internet right? Ultimately we have seen it all before, vendors come and go, or they change products constantly, outsource more, and tend to shove off the old into the abyss; while never quite dialing in the last round, then optimistically approach the next round (rinse and repeat), and/or disappear altogether. While the consumer, left in a daze of trying to figure out what is what or what is up or down, still hopes that someday an aftermarket turbo vendor can deliver to them what they are simply wanting: A Higher power product offering that works as advertised and of course doesn’t suffer with any longevity issues and all for a fair price. While the above may come off memory suppressive or pompous (on our behalf), make no mistake we have been there and done that and certainly have taken our fair share of lumps over the years with this platform. However with enough time, care, and pride in your brand comes improvements such that Turbo building is down to a science. Turbo build improvements aside there also has been much platform evolution since 2010, to think about all these upgraded turbos that ran OEM inlets until the Inlet craze began in 2015, who would dream of doing such a thing today? You live and you learn. At any rate times have certainly changed and we figured it was time to give a GOOD update on REAL quality numbers from our very own product portfolio including all units shipped from 1/1/17 to current date (and some prior). In this specific timeframe we have sold and shipped ~175 sets (350 units); and also in this time we have had only 1 unit come back and it was due to a customer/install issue by the customers own admission. Even if we were to take ownership, this puts us at a meager 0.3% failure rate, so not too bad. So quality has been absolutely amazing and the customer complaints have been CRICKETS for a very long time. Best yet anytime there is a phone call or email it is only from a happy customer, and the only turbos we see coming back are either simply core returns or fairly old setups. RB N54 Product Portfolio Stats: RB OEM’s/RB OEM Billets (DIY and Full setups): 1) In production for ~16 months. 2) ~85 sets shipped since introduction. 3) 0 complaints and 0 returns. RB Ones (DIY and Full setups): 1) In production for ~12 months. 2) ~35 sets shipped since introduction. 3) 1 complaints that yielded 1 return. RB Twos (Limited to 5 beta sets): 1) In production for 4 months. 2) 5 sets shipped since introduction. 3) 0 complaints and 0 returns. RB Next Gens: 1) In production for 2.5 years. 2) ~165 sets shipped since introduction. 3) 2 complaints that yielded 2 returns (Note: Both occurrences in 2016). RB Next Gen Plus: 1) In production for ~16 months. 2) ~35 sets shipped since introduction. 3) 0 complaints and 0 returns. Super RB Stealths*: 1) Latest version in production for ~14 months. 2) ~5 sets shipped. 3) 0 complaints and 0 returns. Super RB EVO 15T/17T/19T*: 1) Latest version in production for ~14 months. 2) ~25 sets shipped. 3) 0 complaints and 0 returns. *Product stats including all shipments from 1/1/17, at which point some build techniques were changed to improve quality, which since has successfully demonstrated a 0% failure rate to date. In conclusion a couple years ago we would’ve argued that a 10% failure rate is reasonable, hey that is only 1 out of 10 with a problem right? Anyway these days we’d beg to differ in that if as a vendor you are seeing more than a 1% failure rate; either you have terrible luck with your install techs or customer base or there is something that could be improved in the turbo build itself (or perhaps the environment around them). Thanks, Rob
    16 replies | 775 view(s)
  • Sticky's Avatar
    02-26-2018, 04:51 PM
    It's always amusing to see the big buck publications make basic mistakes and offer flawed analysis. Anyone reading BimmerBoost already knew the F22 M240i with the B58 motor is faster than the F87 M2 and its N55B30T0. This was covered two years ago, does MotorTrend not know how to Google? Here is what perplexes MotorTrend: A manual M240i ends up trapping higher than a dual clutch M2. MotorTrend's explanation is aerodynamics: Horsepower does rule you @#%@. At no point did it occur to Chris Walton of MotorTrend to look at dynographs of the cars? Maybe rather than simply accept the M2 as having more horsepower and the torque being equal actually verifying the figures? Maybe taking a look at the torque curves and how the engines differ? Is this his first day on the job? BimmerBoost compared these motors way back in 2016. The M2's N55B30T0 has a very poor top end curve: The B58 motor on the other hand while offering similar peak power has a much flatter curve. The M2 having more peak torque at 2500 rpm is meaningless once shifting out of first gear. It never sees that torque figure again whereas the B58 is offering more area under the curve: The M2 gets its advantage off the line and down low precisely because it has a lot more torque at lower rpm and a dual clutch transmission which provides a shift speed advantage. The B58 top end design is so much stronger that past 60 it catches and passes the M2 even with the disadvantage of a manual transmission. The difference would be larger if the M240i was equipped with an automatic. Seriously MotorTrend? Your explanation is drag coefficient? Maybe put in some effort and do your homework so you know what you're talking about?
    21 replies | 220 view(s)
  • bimmergf's Avatar
    02-17-2018, 04:58 PM
    bimmergf started a thread XHP tune in N54
    I'm going to preface this by stating: I hope I'm posting in the correct forum, lol. Ok, So I'm wanting to buy my boyfriend the XHP as a surprise, but need a bit of unbiased advice. Would it be worth it to get the full license or just go with one map? Thanks in advance.
    19 replies | 614 view(s)
  • Sticky's Avatar
    02-20-2018, 08:07 PM
    Well, since I sold my custom exhaust when going turbo that left me in a bit of a problem as we're going back to a stock internal supercharged setup. The solution? ARH or American Racing Headers full system: I'm particularly interested in the headers: Went catless with no resonators. We'll see what the car sounds like and dynos maybe as early as this week. Go big or go home, right?
    20 replies | 275 view(s)
  • Sticky's Avatar
    03-12-2018, 08:54 PM
    It's been in development forever but Motiv's E85 flex-fuel system is officially available to order. Why is this a big deal? Well, if you tune your N54 to run ethanol you obviously know the benefits but ethanol content can vary considerably depending on if it is summer, spring, or winter. With the flex-fuel system your tune will adjust to the ethanol content in the blend you are using on the fly. Here is the price summary of the various components from Motiv that may be needed for Flex Fuel: MOTIV Boost Box ($200) MOTIV Flex Fuel ($175) Fuel line from HPFP to the tank w/ Ethanol sensor ($316 from Fuel-It) Existing User Tune ($50) MHD Flex Fuel Module (TBD) AN Line Fitting Conversion Kit ($200) The flex-fuel unit itself is for sale for $175 as a pre-order: Here is the minimum that you will need to get flex-fuel working: 1. Motiv Flex Fuel box 2. Ethanol Content sensor 3. MHD Flex Fuel module in the MHD App The Ethanol content sensor pricing varies based on options such as if you want the sensor itself, DIY fittings, a full feed line, or engine bay short line upgrade. If single turbo you would likely want the boost box as well. The components you need depend solely on your modifications and setup. Expect modules to start shipping at the end of the month. Congratulations to @jyamona@motive, @martial@mhd, and everyone involved in the project. Hopefully we see these units running on various N54 setups shortly.
    18 replies | 424 view(s)
  • Sticky's Avatar
    02-27-2018, 03:11 PM
    Great results here considering this is an automatic gearbox. As you know the higher power N54's tend to be manuals due to issues with the automatic holding big torque. This particular box was rebuilt by Level 10. Level 10 tends to be hit or miss. Some users report the rebuilt gearbox works well and others that it does not hold any power over stock. Well, this one is holding the power at least as far as on the dyno: 743 wheel horsepower is achieved with 30 psi of boost from the Precision 6870. The motor is built and has custom port fuel injection. Tuning done by @ajehoti of EMP Tuning. Definitely a potent automatic 335i.
    16 replies | 349 view(s)
  • Sticky's Avatar
    02-20-2018, 12:07 PM
    This is a battle we have all been waiting to see. The Audi RS7 4.0 TFSI V8 gets a ton of credit and deservedly so. There were those who mocked Audi for providing the smallest twin turbo V8 in last generation's mid-size sport sedan market yet Audi's potent mill proved to be the strongest tune only despite its displacement disadvantage. Amusingly, Mercedes-AMG went to a similar style V8 for the new W213 E63 yet it isn't as strong with a tune as the now old RS7. Obviously, the 4.0 TFSI is stout with RS7's running 10.2's in the 1/4 mile at 133+ which is the stock turbo record in the USA. The RS3 is already beating that. Easily. The little brother barely entered the market and is already kicking ass and taking names. Now what is interesting in the video here is you have an RS7 on upgraded Garrett turbochargers. You will notice there are not really any successful upgraded turbo RS7's running around and this RS7 is said to still be under development. The RS3 has a big turbo setup from Iroz on E85. What happens? The RS3 spanks it. The guy in the RS7 needs his eyes checked if he thinks that was close. Say what you want about having a V8 carrying 1000 less pounds makes a huge difference. So does that dual clutch transmission in the RS3. From a 35 mph roll it's ugly too. The RS3 runs away. Why haven't big turbo RS7's shown well? Who knows. Big turbo RS3's are already crushing them though and it's not likely to get any closer from here on out as 2.5 TFSI tuning accelerates.
    17 replies | 195 view(s)
  • Sticky's Avatar
    03-15-2018, 06:16 PM
    Obviously the spinning crank hub issue has been a problem for high power F80 M3 and F82 M4 vehicles. Maximum PSI themselves spun their fair share and came up with a solution that is very similar to Gintani's one-piece keyed S55 crank hub. It's not a cheap solution which involves drilling the factory crankshaft but it seems to be working. Either do it for peace of mind or don't mod your car so your factory warranty stays in place. If you're into warranties you'll never have an 801 whp graph: That is with a built S55 motor on full E85. The turbos are still the Pure Stage 2 units. Beyond that, Maximum PSI isn't saying much and they should know better than posting a graph without correction figures or RPM showing. Still, topping 800 to the wheels is certainly impressive.
    14 replies | 102 view(s)
  • Terry@BMS's Avatar
    03-13-2018, 03:32 PM
    So you single turbo N54s know what the //M competition is up to. :) Ram did it again, setting a new record with his M5 setup running a custom PURE turbo kit, JB4, MB back end flash map, BMS WMI kit, etc, etc. Can't wait to see thing thing tear up the 1/2 mile! Attached Images
    12 replies | 230 view(s)
  • Msport335's Avatar
    02-28-2018, 08:45 PM
    installing PS2 high flows in a couple weeks and wondering if I should wrap my downpipes to minimize under hood temps. Anyone have this done? if so, any feedback? thanks
    12 replies | 296 view(s)
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