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  • pr3ci5n335i's Avatar
    08-04-2015, 11:25 PM
    Let me start off by giving a big shout out to Terry, Jesse, and the PURE crew! Thank you for all the hard work spent on my car I dropped off my car at PURE two weeks ago to get their N54 stage 2 turbo's and TFT inlet kit installed. I picked up my car last week and DAMN it absolutely rips! I've been driving a FBO N54 for the last 5 years from my 07' base model 335i to my current 2010 E90 M-sport so I'm used to the tons of low end torque and then shifting at 6k . When I did my first pull with my new setup on low boost I was literally shocked at how hard the car pulled to redline. It's a completely different power band than I'm use to and I freakin' love it I've been working with Terry the last few days getting my car dialed in and I had the chance today to head up to Specialty-Z to have the man himself, Terry, dyno tune my car He started out on low boost (20psi lol) and hit low 500whp which I was already smiling about. Terry then switched to map 3 and messed around with additives from 65-75 where he broke 600whp. As you can imagine I was one happy man when I saw this. Once Terry finished dialing in map 3, he switched to map 6 for some custom boost targets up to 28psi. After making 631whp/561wtq we decided that was enough for my car. Terry said with more timing I could've gained 15-20whp but 631hp is more than enough for now. Overall I'm super stoked on the results and couldn't be happier with my PURE turbos, TFT inlets, and BMS tune! 2010 AT E90 M 335i FBO, E50 + 100% Meth Stage 1 LPFP PURE S2 TFT Inlets
    283 replies | 11557 view(s)
  • Sticky's Avatar
    09-01-2015, 04:31 PM
    Incredible dyno numbers here from Pure Turbos from their Stage 2 N54 turbo upgrade. If the video posted a couple days ago showing an automatic Pure Turbos upgraded 335i running away from a FBO (full bolt on) GTR did not convince you these turbos are the real deal then these dyno results definitely should. The 683 rear wheel horsepower peak figure is a new automatic stock frame turbo record on the platform. It is important to point this out with the automatic transmission being known for having issues handling power and torque on the N54 platform. Regardless, this transmission is holding and putting down some impressive numbers. Here are further details from Pure Turbos as well as graphs at multiple boost levels: We strapped the car to the dyno one more time this morning. Reminder: This is an auto trans car, running e50 + meth, and stg1 inline LPFP! First three runs were: file_18 - Map3 add 70 - 601whp file_19 - Map6 28psi to redline - 657whp file_20 - Map6 30psi to redline - 679whp We then bumped boost to 30.9 for a few runs, messed with duty bias a bit. Here's all the runs together: Also, here's another log from another N54 PURE stg2 car showing spool. AT car in 4th gear, stock inlets. Hits target at 3293 rpm. I don't want to hear another word about spool!!!
    283 replies | 1459 view(s)
  • amr_e90's Avatar
    08-14-2015, 12:54 AM
    To start off by explaining my issue that Im having I would first like to share my main reason on this post , my main reason is to get attention from this community that have a pre mature smoking issue. My turbos started to smoke with 3k miles on them and once I saw it person as the cloud passed me I instantly got heated and very pissed . I have my car up to date with every component the n54 needs in replacing brand new valve cover/rb pcv/new injectors blah blah . I have the billet wheel option with these and also I am running VTT inlets , the install was done by a tech at bmw . I have contacted Rob about this issue and I got the run around with him telling me the inlets could be the issue and that I should wait for his to come out ? ... I have no way in understandinghow the VTT inlets could cause this in anyway. Rob emailed me a week before my appointment for the installed and said that he would like the turbos back to check on some machining that was not giving them problems with the billet option so I sent them back for the recall and got the back with in a week . I want people to know that if you are spending 3500 turbos and about 1700 for labor ( xi ) this isn't joke money to sit back and wait for Rb to say send me back the turbos to check them out . The turbos had a recall for what reason to send me the shit batch again ? I dont get it you have been building these units for 6 years now and how cant u get it rite especially with all this technology out there in machining. To all the Rb turbo owners please chime in and tell me and tell rob ur story I'm pretty sure your not sleeping at night with a smile on your face like he is .
    210 replies | 7357 view(s)
  • Tony@VargasTurboTech's Avatar
    08-24-2015, 08:06 PM
    Tuning cut short today. Hopefully we get a chance to get back on it tomorrow. Still a few tweaks in it.
    168 replies | 5345 view(s)
  • Sticky's Avatar
    08-25-2015, 11:52 AM
    It is almost unbelievable what the 'tiny' stock frame turbocharger housings that BMW equipped the N54 3.0 liter direct injected inline-6 motor with are hitting these days. Just look at the size of the stock frame and it is hard to imagine capability of over 700 wheel horsepower. But that is exactly where we are in the N54 world today. VTT (Vargas Turbocharger Technologies) came deliciously close to breaking that magical 700 wheel horsepower barrier. There is more tuning to come but it's safe to say the 700 wheel horsepower barrier will be broken shortly showing capability nobody ever imagined from the N54 turbos just a few years ago. Hell, they do not even need a full horse to get there: For an N54 that is a very nice looking curve as well. Who knew things would go this far?
    168 replies | 3012 view(s)
  • 4doorbmwpower's Avatar
    08-19-2015, 03:19 PM
    Have been keeping some things secret as everyone is moving and shaking in the N54 community, we have something that may be one of the greatest things this platform has seen in a long while. It has been being developed and tested for over 5 years now but the moment has come to start letting everyone in on the first build that will be released in a while! Some things are remaining proprietary until we have all the testing data down pat and some other parts of the car are being heavily modified from the subframe to half shafts to a completely re designed complete fueling system. I will be posting updates as the engineers at cp-e let me but as a long time member of this community seeing all the advances over the years I can say without a doubt I have never seen a more complete or advanced Twin Turbo solution... for my car I have chosen the GTX3071R turbos, some may have said these would never fit. cp-e has taken the time to make custom housings to allow the modular use of this kit with 9 different turbo options ranging from the Tial 2560 ball Bearing Turbos, to the Massive GTX3582R turbos. My 3071s should spool like 28s the way they have been carefully machined. I am blown away by the research and development behind these kits. Almost every part of the kit is made in house here in the USA and as usual tons of the components are cast rather than fabricated to improve flow at every bend. Coming soon are some more pictures that will ROCK the world of inlets! especially with people thinking so much about what is currently out! Lets get to some pictures!
    113 replies | 4234 view(s)
  • spxxx's Avatar
    08-05-2015, 12:48 AM
    spxxx started a thread MHD tuning up to 36psi in N54
    Saw this over on e90post, basically scales the TMAP voltage ($250) but requires a custom tune (I imagine from Ken) to use the feature... Discuss....
    115 replies | 3142 view(s)
  • Sticky's Avatar
    08-11-2015, 08:23 PM
    Well, it certainly has been a while. Gintani announced this twin turbo kit years ago but it is finally coming to fruition. The differences between a development turbo setup and a production turbo setup are obviously night and day. It looks like Gintani finally has the kit ready for primetime. Pricing and official details have yet to be released but in the video below the twin turbo setup is being applied to an M3 and a BimmerBoost member is doing a custom stoked S65 V8 a around 4.5 liters with turbos. We will not of course hold our breath until it is done. As far as power figures those were released a while ago in a comparison against their S65 V8 supercharger setup which you can view here. The moral of that story is torque. It looks like the S65 will finally take the big step forward enthusiasts have been waiting for. <blockquote class="instagram-media" data-instgrm-captioned data-instgrm-version="4" 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; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAAGFBMVEUiIiI9PT0eHh4gIB4hIBkcHBwcHBwcHBydr+JQAAAACHRSTlMABA4YHyQsM5jtaMwAAADfSURBVDjL7ZVBEgMhCAQBAf//42xcNbpAqakcM0ftUmFAAIBE81IqBJdS3lS6zs3bIpB9WED3YYXFPmHRfT8sgyrCP1x8uEUxLMzNWElFOYCV6mHWWwMzdPEKHlhLw7NWJqkHc4uIZphavDzA2JPzUDsBZziNae2S6owH8xPmX8G7zzgKEOPUoYHvGz1TBCxMkd3kwNVbU0gKHkx+iZILf77IofhrY1nYFnB/lQPb79drWOyJVa/DAvg9B/rLB4cC+Nqgdz/TvBbBnr6GBReqn/nRmDgaQEej7WhonozjF+Y2I/fZou/qAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div> <p style=" margin:8px 0 0 0; padding:0 4px;"> <a href="" style=" color:#000; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none; word-wrap:break-word;" target="_top">Lol 2 weeks took a little over a year but o well we're there!! Second twin turbo E9X M3 ready to hit the streets.#gintani #teamgintani #bimmerpost #bmw #m3 #mpower #m #tuned #gotboost #spool #turbo #twinturbo</a></p> <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 video posted by @gintani on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2015-08-06T19:36:28+00:00">Aug 6, 2015 at 12:36pm PDT</time></p></div></blockquote> <script async defer src="//"></script>
    101 replies | 3117 view(s)
  • Tony@VargasTurboTech's Avatar
    08-13-2015, 02:28 PM
    Quick spool test of my latest brain children. Targets set very high using my foot to regulate, just wanted to see how it would build with the gates fully shut. As you can see, they destroy everything in this power range by leaps, and bounds as far as spool. 15 psi by 2900, 20 psi by 3150, 25 psi by 3400, 30 psi by 4000. This is a 3rd gear street pull. For reference, The ghost is hitting 20 psi by 3200 in 4th on the street. I will get some 4th gear pulls once I get my PI fixed. So far these new turbos are not disappointing. Also the sensor array is working well. I thought the AQ-1 had 12 inputs it has 8, so 4 senors are wired but not logging. I can pick and choose between them for different scenerios. The 4 not logging are EGT Rear, Manifold Pressure, and Compressor outlet front, and rear. The AD intercooler isn't working too bad...:)
    78 replies | 2893 view(s)
  • Sticky's Avatar
    08-06-2015, 05:25 PM
    Looks like we are finally going to start seeing twin turbo M3's other than the Gintani shop car hit the streets. I don't have to tell you guys, or at least I hope I don't, why this is so much harder to do than a supercharger and takes so much longer to get right: A video posted by @gintani on Aug 6, 2015 at 12:36pm PDT
    101 replies | 1437 view(s)
  • Sticky's Avatar
    08-09-2015, 10:39 PM
    The Cadillac ATS-V is impressing the automotive world with its chassis dynamics, steering feedback, and driver involvement. Areas where the BMW M3 used to set the bar and all others followed. BMW did this for well over two decades and nobody was even close. Until now that is. The Cadillac ATS-V is generating praise despite not yet winning a single comparison in which it is pitted against the BMW M3 and the Mercedes-AMG C63. The closest it has come is the recent MotorTrend comparison where the ATS-V finishes ahead of the M3 but behind the C63. So why is Road and Track proclaiming the ATS-V as a better BMW M3 than the car BMW builds? They cite the the change to the turbo powerplant: "The change to turbo power resulted in a car that had the same horsepower as before, but a torque curve like the M3 had never seen. It suddenly wasn't a car that had the joy of developing its power at the top of the range, it now had thrust everywhere. Combine that with the larger F80 platform that the new M3 rides on, and it felt distinctly more like a Bavarian muscle car than a precision instrument. It's a pretty stark change for a car that had defined its segment for decades." They get this right. The M3 and BMW's in general are now about starightline muscle more than finesse and track prowess. BimmerBoost raised many concerns about the change to turbo motors for M cars specifically as M cars are supposed to be scalpels and not sledgehammers. BMW rejected forced induction for decades in M vehicles. Why? Because they preferred response and race bred motors. Engines that could and actually did lap and win in competition without any heat soak issues. You do not employ independent throttle bodies per cylinder for fun. Combining this throttle response with high revs gave you the closest thing to a race car for the street short of a Ferrari and without their price tag and with more daily usability. BMW combined these race bred high revving naturally aspirated powerplants with the best balance in the segment (the famous BMW 50/50 motto) and the lightest curb weight. They still are the lightest in the segment but the turbo motors put some more weight on the nose so they are not quite as balanced as previously. The thing is, the ATS-V is none of the things the M3 used to be. It does not feature a high revving race bred naturally aspirated powerplant. It has a larger motor than the M3 with more torque that revs lower. If anything, it has the lazier motor. The chassis dynamics and steering response may reach or perhaps even exceed the current generation M3 but the car still is nose heavy and still weighs more than the M3. How is it a better M3? Road and Track doesn't get it. Look at this: "It has a twin-turbo V6 instead of a V8, because that allows them to keep the weight down and move the engine further back." Did anyone tell Road and Track the S65 V8 from the previous generation M3 is lighter than the ATS-V LT4 and features compact cylinder spacing specifically to be mounted as far back as possible? You know, a design for racing which is why it won back to back ALMS GT championships? Road and Track can not say in one breath that the M3's downside is its powerplant and then praise a car that features a similar powerlpant that is heavier and offers worse balance in a package not as refined. The company that is really building a better M3 than BMW is Ford. Yes, Ford. Everything the M3 used to be is what the Shelby GT350/GT350R is and then some. Ford even took a page from the Ferrari playbook and offers a flat-plane crank in the 5.2 liter V8. It is more a driver's car and track weapon than the ATS-V ever can dream of being. Do not forget the M3 was bred for racing as DTM is where E30 M3 lived. The GT350R is prepared to get more hardcore than the ATS-V or M3 for that matter with options to delete the rear seats, add a roll cage, and delete the air conditioning. The question really is how hardcore do you want to get? BMW has not built a car approaching the GT350R's level since the E46 M3 CSL and to a lesser degree the E92 M3 GTS. The GT350R of course offers high revving track thrills and higher performance with more displacement and for less money. Road and Track got this wrong. It is not Cadillac doing BMW's job. It's Ford.
    82 replies | 3091 view(s)
  • 3000gt MR's Avatar
    08-16-2015, 07:01 PM
    As most of you guys know especially single turbo owners, that the O2 sensor readings in most datalogs are skewed and have jagged inaccurate lines and most likely deviating from your target tune. The short comings continue on to everyone with decreased sensor life and costly O2 sensor replacements. I originally ask Terry@BMS what the deal was with the inconsistent AFR readings on ALL ST datalogs. He basically explained it is what it is, nature of the beast type thing. Well i decided to do some research back to the basics and learn about how most aftermarket companies do it. I quickly found out that I6 engines SUCK for this! Reason being I4's use 1 O2 sensor so you can put it post turbo. The I6/V6 turbo cars people are running standalones with post O2's, V8 guys usually run 2 turbos so post turbo is ok, The ST V8 guys are running staqndalone Post turbo. So here we are smack in the middle. While searching i found a few viable options 1. the Bosch ADV pre turbo sensors 2. single bank post turbo. I cannot thank @jyamona, and @Aerotest enough for all the help. Both of them are just as much or even more of a part of this than i am. I'm just connecting the pieces to the puzzle. Most of the early info and discussion was hidden in this thread. Reasons for this: Bosch has published all the information you could ever ask for on these sensors. Hell you could build one if you wanted. With this there is detail on reading deviation on exhaust pressure and temperature outside of its design capabilities. When we install the sensor pre-turbo the readings are skewed 15+% with increasing exhaust gas pressure. The added heat also shortens the life cycle of the sensor. Remember on average we are dealing with a 2:1 EGBP. Its okay though Bosch has us covered. Some newer cars use preturbo O2 sensors (for what ever stupid reason) and they have developed a 4.XX series pre-turbo sensor. This sensor comes in two variations. 1. the base ADV, which has a higher designed peak and continuous temp along with a higher precision reading in pressure. 2. there is an actual ADV Pre-Turbo sensor which has an even higher peak and continuous running temp but not by much 5-10*C IIRC. Other than that the sensors are the same. BMW are now running the ADV post turbo on ALL new FI cars. Cons: Tuning, sensor life, inaccurate readings. We are now approaching higher numbers than ever and since standalones dont look like a viable option on these cars than we must improve the accuracy of these sensors for more reliable tunes. Mission objective: There is a few things other than the ADV sensor preturbo that will be tested. 1. ADV sensors in stock locations (this requires swapping connectors, removing the trimmer sensor from the equation and circuit, lots and lots of number crunching, and XDF changes) 2. Post turbo single bank O2 3. If 1 and 2 work then post turbo ADV sensor Benefits: More accurate AFR readings, Longer sensor life, this SHOULD solve all the IJEOS O2 issues that we are seeing these days. Additional Testing info: I am using a AEM UEGO LSU 4.2 standalone wideband with the 0-5V analog output feeding the meth input on the JB4. This sensor is post turbo and only about 6-8" from it. This will be used to compare the stock 4.9 to the ADV sensors in the following testing scenarios 1. 17.5PSI and 93 only 2. 20PSI and 93 Only 3. 23PSI and 93+ meth 4. 25PSI and 93+ meth The tune will be the exact same throughout with only changing the applicable XDF tables for sensors. The ADV sensor isnt just a plug and play sensor. Theres a few differences 1. iP ( pump current in mA) 2. V output (V=17 amplification) 3. CJ125/135 control circuit (this is responsible for doing all the magic and spits the final number which is calculated from iP and V to the DME. It also has a self contained array of trouble codes and also controls the heating of the internal element. The DME then uses this information to control fuel etc. The CJ125/135 chip is identical except for 1 additional wire which uses the laser calibrated resistor in each LSU 4.9 sensor. This is very easy to bypass since the CJ1x5 chip is fully capable of controlling both our LSU 4.9 and ADV sensors. The ADV sensors are built to a higher tolerance and doesnt require this. I have done all the homework in taking resistance of each circuit in the chip to make sure it was all within Bosch spec and that BMW didnt do anything stupid with it. I typed this up pretty fast. I wont get into all the calculations and circuit explanations. If this nor the thread i posted above that has about 70% of all the information doesnt answer your question than please ask. I dont have time and i wont answer any questions that have been answered and you just didnt feel like reading. Preliminary results:
    95 replies | 1879 view(s)
  • spxxx's Avatar
    08-17-2015, 01:24 AM
    Woot, got banned for offering services on E90p0st... AKA offering free tunes to their community of users. God, I fuck1ng hate that site. Also I wonder who reported me... Anyone who wants to see me continue helping people out on that forum, please post a thread over there to complain as I do enjoy their classified section. Cheerio, Spencer
    75 replies | 1665 view(s)
  • Terry@BMS's Avatar
    08-25-2015, 12:16 AM
    Hey guys, Had a little time tonight so I decided to play around with a potential new JB4 feature. I got the idea for this off a Subaru video someone posted on n54tech. I setup the flash map IAT compensation tables such that they would pull 10 degrees of timing across the board for temperatures under 30f. These are variables that can be changed. e.g. more timing pull, a lower trigger for cold weather cars, etc. Then I reprogramming the steering wheel control buttons such that pressing up disables boost by gear on the fly (this previously was down), and pressing down now changes the intake temperature sensor reading to 10f, resulting in an instant 10 degrees of timing pull. When you let go of the button timing instantly snaps back up to your normal curve. Did a couple quick tests just to ensure the system is functional and it seems really promising. You might use this when launching at the track to spool up a big single without pushing through the lights, or when roll racing to build boost without really accelerating while you try to match up with someone to start your pulls. Just floor it, press the button, and let go of the button on the 2nd honk.
    67 replies | 1839 view(s)
  • BlackJetE90OC's Avatar
    08-08-2015, 12:00 AM
    Road & Track The 2016 Cadillac ATS-V Is More of an M3 Than an M3 Full article:
    82 replies | 726 view(s)
  • Sticky's Avatar
    08-19-2015, 10:20 AM
    It's about time! Finally the M275 V12 has broken into the 9's. SpeeDriven is known in AMG tuning circles for their M275 V12 work which includes upgraded turbochargers. The M275 obviously is not hurting for displacement offering up to 6.0 liters in the 65 AMG models but development had stalled for a while. SpeeDriven made a lot of big claims regarding horsepower for their turbo upgrades and the most they have showed on a dyno was in the 8XX wheel horsepower range. We prefer timeslips over dynographs and the 9.975 @ 141.35 run certainly is impressive along with being a new quickest and fastest record. We expect more though. This is a 5.5 liter twin turbo V12 are talking about here with this R230 SL600 and SpeeDriven has claimed over 1000 horsepower on the platform. The trap speed of 141 is solid but there definitely is and should be more in it. Obviously people want details but the owner is keeping them quiet. Why? If he intends to do some serious street racing that is understandable. We certainly would like the details though. Obviously the car features upgraded turbos, race gas, and drag rubber. Even bigger turbos are on the way supposedly which should push this into far more serious territory. That widebody definitely isn't doing the car any favors as far as aerodynamic drag. Congratulations to SpeeDriven on breaking new ground. Now let's get some concrete details to go along with the record!
    78 replies | 757 view(s)
  • Sticky's Avatar
    08-11-2015, 06:25 AM
    About time Ford! Many of our readers are drooling about the new GT350 and GT350R. Who can blame them? With a 5.2 liter flat-plane crank V8 that revs out to 8250 rpm and an engine note that can make Ferrari owners turn their heads the GT350 and GT350R are going to be very popular. So what are you waiting for? Head on over to the Ford site and design your perfect GT350:
    68 replies | 782 view(s)
  • torr's Avatar
    08-18-2015, 09:34 PM
    This applies only to the N55 and N20. The fuel requested by DME is interpreted by the EKP module. I have been testing this for the last 8 months with no problems. Change all EKP values: CHARACTERISTIC CURVES, FUNCTIONS, FAULT LIMITS, PUMP PARAMETERS and DATE, PUMP IDENTIFICATION and CHECKSUM ELECTRONICALLY CONTROLLED FUEL PUMP (EKP) from value 50 to 51 (E90,E91,E92,E93,E87,E88,E81,E82,E84+!ETHANOL_E100)+(N20,N55)+PU11+EKP_CI_13)
    66 replies | 825 view(s)
  • Sticky's Avatar
    08-14-2015, 05:02 AM
    Water injection in a direct injected turbocharged BMW inline-6 street motor? Welcome to over a decade ago BMW but nice to finally see you embrace it. As expected from earlier this year the F82 M4 GTS S55 engine features a factory water injection system which helps raise octane and keep things cooler. BimmerBoost users are likely already thinking of filling the 1.3 liter reservoir with a water-methanol blend. BMW certainly is making it easier than fitting an aftermarket system and the design is integrated with the intake manifold. The other big piece of news is that the car will be sold in the USA. Many BMW enthusiasts still have not forgiven BMW for skipping over the US market with the E46 M3 CSL and the E92 M3 GTS. Americans finally will get a real special edition M car and not the garbage BMW shoveled us previously. The M4 GTS is expected to shed some weight with extensive use of CFRP (carbon fiber reinforced plastic) such as the CFRP employed in the hood. How much of a weight drop to expect is unknown at this time. Even a hundred pounds would be greatly appreciated. Expect the car to be lighter and offer more power with a track emphasis as the aerodynamic changes show. With the factory water injection system heat soak on repeated laps should no longer be a problem. Production details will come later this year. It is nice to finally see a car aimed at hardcore American enthusiasts. BMW Concept M4 GTS to be Premiered During Monterey Car Week. The First M3/ M4 Special Production Car to be Sold in the US. Woodcliff Lake, N.J. – EMBARGO: August 13, 2015 – 9:00pm EDT/6:00pm PDT...A year on from the launch of the BMW M4 Coupe, BMW M GmbH is presenting an initial preview of a high-performance model for use on the road and on the race track: the BMW Concept M4 GTS – the first M3/M4 special production vehicle to be sold in the US. The BMW M GmbH was founded in 1972 as BMW Motorsport GmbH and caused a sensation with its iconic BMW M1 racing car. As the force behind the world's most successful racing touring car, the Group A BMW M3 and the development of the first turbocharged engine to win the Formula One World Championship, the BMW M GmbH return to its racing roots with the BMW Concept M4 GTS. The BMW Concept M4 GTS continues the tradition of BMW M3 special models already illuminated by the BMW M3 Evolution (1988), BMW M3 Sport Evolution (1990), BMW M3 GT (1995), BMW M3 CSL (2003), BMW M3 GTS (2010) and BMW M3 CRT (2011). Technology honed in race competition, a hike in power, a commitment to lightweight design and limited production numbers with unbeatable performance coupled with a powerful and exclusive driving experience. "While the BMW M4 Coupe embodies the ideal combination of motor sport genes and unrestricted everyday usability, the BMW Concept M4 GTS previews an emotionally powerful and exclusive special model conceived with an eye for trailblazing technology and a keen focus on the race track," explains Frank van Meel, Chairman of the Board of Management of BMW M GmbH. "Despite its outstanding track ability, it is still fully road-legal. This is racing technology for the road in the truest sense." The BMW Concept M4 GTS showcases new technologies which will debut in production vehicles later this year. The BMW Concept M4 GTS features the innovative water injection system that has already provided a significant output and torque boost in the BMW M4 MotoGP Safety Car. In addition, the BMW Concept M4 GTS has rear lights with OLED (organic light-emitting diode) technology for an unmistakable appearance. Optimized down to the finest detail. The BMW Concept M4 GTS builds on the BMW M4 Coupe's dynamic and emotional use of forms. Yet its character as a high-performance special model, in which every detail has been developed to fulfil its purpose as a successful track machine, also comes immediately to the fore. The manually adjustable front splitter and rear wing – both in exposed carbon – ensure perfect aerodynamic balance on the race tracks and on the road. Another example of the engineers' rigorous adherence to lightweight design is the CFRP (carbon-fiber-reinforced plastic) hood which lowers the car's weight and center of gravity. A wide front air intake optimizes airflow and minimizes front axle lift. The dynamic and exclusive presence of the BMW Concept M4 GTS is accentuated by the exterior paint shade Frozen Dark Grey metallic, with the Acid Orange accent on the front splitter creating an effective contrast. The lightweight, forged and polished light-alloy wheels in 666 M styling also feature an Acid Orange accent. The 9.5 J x 19 (front) and 10.5 J x 20 (rear) wheels are fitted with Michelin Sport Cup 2 tires (265/35 R19 at the front, 285/30 R20 at the rear). The mixed-size tires provide the ideal conduit for the stand-out dynamic attributes of the BMW Concept M4 GTS. Water injection: power up, full-load fuel consumption down. The engine powering the BMW Concept M4 GTS is equipped with the same innovative water injection system that has endowed the BMW M4 MotoGP Safety Car with a noticeable increase in output and torque. The water injection system introduced by BMW M GmbH sees the engineers using the physical effect of water when vaporizing to draw the required energy from the ambient medium. The water is injected into the plenums of the intake manifold as a fine spray. When water vaporizes and goes through its phase transition absorbs heat, cooling the air intake significantly. As a result, the final compression temperature in the combustion chamber – and therefore the engine's tendency to "knock" – is reduced, enabling the turbocharged engine to use higher boost pressure and earlier injection timing. This technology ensures an increase in output and torque, while at the same time reducing the thermal stress on performance-relevant components. All of which also enhances the stability and durability of the turbocharged engine. The BMW Concept M4 GTS brings high-performance technology directly from the race track to the road. The strong performance potential of the turbocharged six-cylinder in-line engine already demands an exceptionally sophisticated thermal management system for the engine and ancillary units. To ensure optimal operating temperatures in all situations, the M GmbH engineers have developed a highly innovative and effective cooling system. It comprises a main radiator plus additional radiators for the high- and low-temperature circuits, transmission and turbocharger in order to keep temperatures stable. The turbochargers are cooled by means of an indirect intercooler, assisted by an additional electric water pump. OLED rear lights radiate ultra-high precision. The BMW Concept M4 GTS is fitted with innovative rear lights featuring OLED (organic light-emitting diodes) technology, a new type of light source producing full-surface and homogenous illumination. Their low installation height of just 1.4 millimeters and the ability to actuate individual light modules which emit light to a single point provide flexibility and allow for precision. The world premiere of the BMW Concept M4 GTS takes place at the Pebble Beach Concours D'Elegance in Monterey, California on August 13, 2015. More details on the production version will be revealed at a later date. BMW Group in America BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and Rolls-Royce Motor Cars; Designworks, a strategic design consultancy based in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group's global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 and X4 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 339 BMW passenger car and BMW Sports Activity Vehicle centers, 148 BMW motorcycle retailers, 123 MINI passenger car dealers, and 36 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group's sales headquarters for North America, is located in Woodcliff Lake, New Jersey.
    39 replies | 2328 view(s)
  • bme30's Avatar
    08-21-2015, 12:38 PM
    So now that many of us are in a different league with power, is there anyone running stronger stiffer mounts for the engine? There are very little options, 2 examples are the akg mounts and PTF soild mounts. I truly believe we are in serious need of a product that will increase strength, but yet maintain some user friendly daily driving. And I agree we are in super car territory in a horse power sense, but there has to be a middle ground here for engine mount support here. As of now we have stock or rigid as hell! So what are you all running? And are there any vendors (BMS, Vargas, RB, AD engineering.....etc) that could step up and make the community happy!
    54 replies | 926 view(s)
  • BeastMode335i's Avatar
    Yesterday, 01:54 PM
    Noticed this today and unsure if this is a sign of bad vcg or should I look elsewhere to see where the oil came from..?? It's right next to coil #2 in that little indented circular part.. Thanks!
    54 replies | 602 view(s)
  • robc1976's Avatar
    08-23-2015, 06:19 PM
    (THIS DIY IS INTENDED FOR UPGRADED TWINS OR SINGLE TURBOS) I was having problems with my car smoking and a good friend of mine (Aubeast) shared a system that he had designed and had been working on for several months so I followed his suggestions and fabricated the necessary components to make it happen. This is the same line routing as he uses, same fittings but I did a few things differently due to having a top mounted turbo. ***A HUGE THANKS AND SHOUT OUT TO JASON (AUBEAST) FOR CONTINUING TO CONTRIBUTE TO THIS COMMUNITY!*** NOTE: Do NOT use any different size fittings or lines. What I specify is what is required and has been tested to work. NOTE 2: I am NOT responsible for any damage done to you or your car when attempting this DIY. This is not a project for a novice. I suggest taking the manifold and fitting to a shop to be modified - I have the proper tools to be able to accomplish this at home by myself. This PCV fix has totally eliminated all smoke at idle, wide-open throttle and cruising! This system pulls vacuum at idle and wide-open throttle. Use of an OCC between intake and AD fitting is HIGHLY suggested. I also suggest using an AD Engineering OCC or a modified BMS OCC, as I did. Link below for my modified BMS OCC DIY. CUSTOM OCC LINK: Also - as you'll see in my BMS OCC DIY - the head ports were tapped and plugged. It is absolutely essential for this system. STEP 1 - FLAPPER VALVE ASSEMBLY: (You can use rubber or -AN lines, I highly Suggest -AN. Below is a link to my DIY on -AN lines) -AN LINE DIY: STEP 2 - 2 RB VALVE & AD FITTING MODIFICATION: STEP 3 - MANIFOLD DRILLING & TAPPING: In this process, slow is key to prevent cracking of manifold! STEP 4 - FILTER MODIFICATION / VACCUM SOURCE: (I have a top-mount turbo so yours might be different) STEP 5 - LINE ROUTING: Use only -8 AN Line to manifold and AD fitting and -12 AN Line for vaccum source. If you're using rubber, use equivilent size.
    49 replies | 902 view(s)
  • Sticky's Avatar
    08-11-2015, 09:11 PM
    Have you ever been one of those people waiting for a spot to open up in a parking lot only for some asshate to swoop in and grab it? Well, often times there is little one can do about it. Fortunately this Jeep owner was able to dispense a little vigilante justice of his own. Kind of makes you want to get a winch, doesn't it? Well done:
    13 replies | 4837 view(s)
  • Sticky's Avatar
    09-02-2015, 08:15 PM
    Jonny Lieberman works for MotorTrend and you probably have seen him in the Head 2 Head episodes. BimmerBoost has nothing against him although we wonder how someone gets a job with MotorTrend when they make basic mistakes. Lieberman's job is to know about the cars he is talking about. Which is why BimmerBoost made it a point to explain that in the latest Head 2 Head where he states the ATS-V is more powerful than the F80 M3 because the M3 has 'only' 425 horsepower Liberman and MotorTrend are wrong. Very wrong. Absurdly wrong. Embarrassingly wrong. The F80 M3 and the F82 M4 are severely underrated. The car makes much more than its 425 horsepower crank rating. Frankly, it is closer to a wheel horsepower rating than a crank horsepower rating. One should assume this simply by juxtaposing the acceleration figures of the F80 M3 and E90 M3. The difference is not 11 horses. MotorTrend's own test figures prove that. The F80 M3 is insanely underrated. Now we have dyno results showing 427 horsepower to the wheels for the F80 M3. We have stock 1/4 mile times showing 11.9 @ 119. Liberman claims to be aware of the M3 being underrated but when asked for proof provided nothing to support this. Additionally, he does not mention the M3 is underrated in the Head 2 Head video. He states the ATS-V is more powerful. He also on Twitter states his support for this as the ATS-V being quicker despite being heavier. While the ATS-V does indeed get a 12.1 second elapsed time as tested by MotorTrend the F80 M3 gets a 12.3 @ 118.1 miles per hour. The ATS-V hits 12.1 at a slower 116.2. The only thing Lieberman gets right here is that the ATS-V is quicker but it is not faster. Trap speed is primarily a product of power. MotorTrend's own numbers and Lieberman's own statement support BimmerBoost. Point easily proven without even having to show the dyno numbers. Not to mention, the guy should probably know that a RWD car with a ton of torque that traps higher will improve its elapsed time with better traction off the line. That means the M3 with drag radials can be a hell of a lot quicker. Perhaps MotorTrend just doesn't know how to launch as well. Lieberman goes on to state I need to check my facts. The same man who called the new S65 AMG V12 an M275 model despite it being the updated M279 V12 variant from AMG. He conveniently ignores this point. One who does not get their own facts correct should not be telling others to check theirs. Lieberman and MotorTrend need to check their own facts. Rather than lobbing insults for getting called on their mistakes, they should correct them. There is no shame in being wrong. There is a bit of shame in a 'kid' knowing the facts better than the professional though, right? Lieberman, if you ever want to engage in a debate with me feel free. Based on what I have seen so far it will be one-sided. Whenever you want to, I'm right here. MotorTrend, when you are ready to hire someone who checks their facts, let me know.
    44 replies | 901 view(s)
  • Evan Patak's Avatar
    08-06-2015, 03:24 PM
    I has come time to upgrade my stock turbos. Smoking has significantly increased in the past few months and they are showing added signs of stress, it was easy for me to justify the upgrade. There are some nice options available for the N54 engine with RB, VTT, and PUR but I found Hexon to be the best fit for my needs. As a kicker Hexon is a newcomer to the N54 world and I like to be a little different, just as I prefer an E61 to the E60. Ken sent me some data of his personal R550 testing and these should have no problem hitting my power goals. I am not aiming for N54 power records as my xi drivetrain will certainly splinter with my E61's 4,600 lb weight, it would be lovely to nestle around 500awhp. I am torn as I just received the turbos but the install will be sidelined for a few months as next week I start my move to Southern California and will have most of my possessions, and tools, in storage for 1-3 months until I find a suitable rental property (with 2 car garage of course). I prefer not to rush the install and I absolutely want to do it myself so the right thing to do is wait. Since Hexon isn't very well documented and there has been some conflicting (or lack of definitive) information I thought it may be helpful to the N54 community if I posted some pictures. Cheers, Evan
    35 replies | 1373 view(s)
  • Tony@VargasTurboTech's Avatar
    08-10-2015, 05:43 PM
    So installed one of these bad boys in a fresh motor I am going to use to test some new stock frames. 30K milage our of a 2010 135i. Could not as for a better motor, found locally. Got it all back together yesterday, and took it out to burn all the oil, and finger prints off from the install. Low, and behold I get to the top of the local grade, and it shuts down due to it being overheated, the head was so hot it sizzled my spit, and the car started smoking out of the tail pipe. The cultprit? A POS MISHSIMOTO theromstat rated at 74C or 165F not opening. This is after I jumped through a bunch of hoops to find the proper housing for it (as it only fits one). Just got done testing on the stove up to 210F water temps, guess what, it never opened. I think the case on the Mishimoto thermostat for the N54 is closed. It doesn't work FOR SHIT.
    36 replies | 983 view(s)
  • drfrink24's Avatar
    08-24-2015, 09:14 AM
    drfrink24 started a thread Single turbo sizing in N54
    Curious if someone can help me understand if this is a physics problem, or simply personal preference/goals: Why are 9/10 single setups sized for 30+ psi and 900+ whp, but running well below this? Very rarely do I see someone putting on the smallest turbo for their power goals and then running them to the edge? Is this a physics issue of a small a/r and small compressor, or people sizing a turbo they can "grow" into? Do people feel going single and going small single is a waste of time? Tuning still behind the curve? Or are the stock frame and upgraded stock frame simply better at doing what a small single would accomplish?
    45 replies | 754 view(s)
  • Sticky's Avatar
    08-13-2015, 09:01 AM
    This is a rematch of a race from last month. In the previous race, the F80 M3 DCT came out on top on the full bolt on tuned E92 335i automatic by what looked like a couple car lengths. The E92 335i since then added the Vargas Turbo Technologies inlets and for those who wanted real proof as to their difference here it is. The cars are very evenly matched. The DCT transmission gives the F80 M3 a slight advantage down low due to the shift speed versus the 335i automatic. The 335i in the higher gears is able to mitigate the advantage and pull a bit up top. A very close race between the two. Mod list and video below: F80 M3 Mods: Eurocharged ECU flash Catless Downpipes Race gas DCT E92 335i Mods: JB4 G5 ISO with a BMS Backend Race Flash via BB App FBO VTT Inlets 100% dual nozzle meth injection 94 OCT 6AT (No Alpina Flash)
    25 replies | 2469 view(s)
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