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  • jyamona's Avatar
    Today, 12:56 PM
    jyamona started a thread Load by Gear - Teaser in N54
    So, the time has come to fill you guys in on something I have been hard at work on, along w/ martial@mhd ;) Aside from defining new tables and building out the XDF's, some of you know I decompiled the BIN into assembly some time ago in IDA Pro and have been studying it, vs. the logic in "IS" car bins. Well, based closely on the "overboost" feature of the IS cars, I bring to you: Load by Gear, tested and working on my regular old IJEOS 135i! It entails custom logic implemented into my IJEOS bin. I8AOS support will come, but is much harder as it's structure is much different. The premise is simple, you set your Load Target to the lowest load you would like to run (1st gear), and then use the new "Load Target Adder by Gear" table to increase this load for subsequent gears. And unlike the "overboost" feature on 1M and IS cars, load does not decay after 1s / timer. This will allow you to put down exactly as much power per gear that your tires can handle. Here is a screenshot of how I had these two tables set up for testing purposes (intentionally slow / pointless stepped load just for demonstration): Worthless without logs, you say? http://datazap.me/u/jyamona/load-gear-testing?log=0&data=4-15-18-22 http://datazap.me/u/jyamona/load-gear-testing?log=1&data=4-15-18-22 Ignore the sloppy PID, boost, throttle closures in the tune, it is just a base map thrown together for testing purposes :) There is still more testing to take place, and getting it added to I8AOS will take some time, but I imagine porting to the 1M / IS roms should be much more trivial.
    27 replies | 404 view(s)
  • Sticky's Avatar
    Yesterday, 09:51 PM
    This is something we are going to see more of as the new M3 and M4 battle with the 335i and 135i models equipped with the N54 (with N55's more and more getting into the mix as well). This goes down about as one would expect with the F80 M3 pulling up top. The M3 has the advantage of the DCT transmission. The Eurocharged ECU flash tune with downpipes as this M3 has boosts things considerably. Basically, a bolt on F80 M3 should make a bit more power than a bolt on E9X 335i N54 but the N54 has some additional tricks up its sleeve that this particular example is not running including inlets and E85. This particular N54 is running meth injection though and the F80 M3 S55 is not which is a factor although it is on race gas. Ultimately, these are both 3.0 liter twin turbo direct injected BMW inline-6 motors and which is faster comes down to the amount of mods and really money spent. The M3 will ultimately have the advantages of the DCT transmission and the higher redline. It also is the more complete package to begin with. It's a bit of a shame these are chase view runs on the video (it should be a crime really) but it goes to show how quick a tune and downpipes M3/M4 is and how it stacks up to a bolt on N54.
    24 replies | 484 view(s)
  • pobudz's Avatar
    Today, 12:20 AM
    Finally got around to going back to the dyno today. Arizona :( 109F inside the dyno room. New mods since last making 698/660 (~80*F): ADE 800whp FMIC CSF Racing radiator Back to the 3.08, quaife lsd New center support bearing MHD Tune w/ converted Cobb E50 map to get to the gas station, and baseline E85 (some back story on this one) YAY no more mixing! So... I spent the morning prepping the car. I was going to switch to heat range 8 plugs, ngk 6706's, so I put those in. Gapped them at .017. Had some issues with misfiring... car just didn't feel right on the way to the dyno. Hardly got into boost on the drive to the dyno. I get there and decide to swap back to my 5992s (brought them just in case... and I wasn't even a boyscout). I find... this: With the help of a friend, we got the porcelain cleared out with a shop vac by breaking it down using a socket. The little pieces were stuck in the gap between the spark plug base and the nut. Eventually got onto the dyno... ... which was partially broken (no torque read out). So... we focused on just getting the tune done and not on numbers. We got as high as 32psi tapering to 28psi. WGDC ended up maxed out on the 15lb wastegate spring. We ended up sticking with 25psi. I can move to a 20lb spring or get a 4 port mac solenoid according to Jake@MOTIV. I will be trying out the 4 port first. We are also toying with the possibility of a bigger exhaust housing (currently .82, moving to ~1.02) for more air. This is e85 (no mixing), at 110* ambient air: Comparison of the previous runs prior to NoFlyZone (3.46 final drive vs 3.08 final drive): Ended up making the same power, with less boost, on e85. MHD and AEM are working very well together :) The tablet I have works out nicely too... I'll update this thread with GoPro footage later on (Jake dumped some extra fuel in up top :awesome:). Martial discovered a way to convert a Cobb flash. Jake was working with him directly, I guess he ended up flashing my Cobb tune to his car and then pulled it out as a .bin using something else.. MHD maybe. I didn't get details... Talk to Jake @ MOTIV or Martial of MHD if you are curious. The car feels F'n AMAZING. Once I got on to the freeway and started having fun, I realized that EVERYTHING was just so much smoother. I don't know if it was MHD, no more 91, or finally getting retuned in general. HUGE thanks to Jake for once again mastering the art of remote tuning. Teamviewer ftw. Datazap: http://www.datazap.me/u/pobudz/mhd-1 http://www.datazap.me/u/pobudz/mhd-2 http://www.datazap.me/u/pobudz/mhd-3 Sorry... no AEM logs :)
    25 replies | 438 view(s)
  • Sticky's Avatar
    Yesterday, 10:11 PM
    Ford held a press day for the upcoming GT350 and GT350R Mustang models at the 2.0 mile long Grattan Raceway in Michigan. Ford provided some key information on the GT350 and GT350R including that their curb weights are 3760 pounds and 3650 pounds respectively. Not light but not super heavy either. Oh, and how about the fact the GT350R beats the 911 GT3 by 1/10 of a second at this racetrack? That is the Ford press claim. Things may change on different days on different tracks but what it shows is that on the racetrack it is a driver's race between the GT350R and the 911 GT3. That is incredible considering the GT350R is less than half the price.
    13 replies | 122 view(s)
  • Sticky's Avatar
    Today, 01:35 AM
    Very impressive Stage 2 M178 tuning numbers here from Renntech. As you may recall, Renntech started work on the M178 motor early this year. They showed a baseline of 531 crank horsepower and 472 wheel horsepower. They have the AMG GT S with their turbo upgrade and downpipes up to 682 crank horsepower or 625 at the wheels on their dyno now. Those are some major gains. Torque alone is up by 167 lb-ft over stock. What is also nice to see is how flat the M178 torque curve is once the motor spools and how the torque curve does not really start to drop hard until past 6500 rpm. The M178 in general is definitely breathing better up top than the M177 in the C63 especially this example. Renntech previously shared an acceleration video of their intermediate tuned AMG GT S running up to 195 miles per hour and this time they take it to 199 miles per hour with the Stage 2 setup. The car accelerates hard with the Stage 2 package and the gearshifts look to be about instant. They get to 198 miles per hour in no time. It's incredible how easily the car gets there and with no drama whatsoever. This car is fast. It will be interesting to see how much further Renntech takes it on the turbo upgrade with race gas but for now they obviously are not pushing the transmission beyond its limits.
    10 replies | 304 view(s)
  • prelude2perfect's Avatar
    Today, 03:30 PM
    I normally stick to N54tech for support with issues like these but I can't find a solution and need more experts to take a look. Here's the original thread: http://www.n54tech.com/forums/showthread.php?t=32050 Codes that are giving me trouble: 2A19 Tank ventilation valvel, input signal 2FBC Fuel pressure control valve, signal Car gets a very long crank and runs like crap, idle all over the place, HP F at 2, and now these codes won't clear. Things I've tried: Swapped with known working HPFP Swapped with known working HPF Sensor Checked JB4 connections a million times and took out completely Things I haven't tried: Flashing back to stock Car will work and then these codes come back sporadically (sp?). When I leave the car sitting for long periods of time, I come back and this happens. I keep thinking I fix it and then it comes back later. When the codes aren't present, logs look perfectly normal. What the hell could it be?
    4 replies | 73 view(s)
  • musc's Avatar
    Today, 03:27 AM
    Hey guys. I've been running an ETS 5" FMIC for awhile and have always been impressed with its performance. I have seen it on par with and even out perform friends cars with competitor 6" and 7" units running less aggressive tunes than I. I have always been a big fan of the Helix FMIC and when I went to purchase my first FMIC I was disappointed because at that time they had stopped making them. I even hunted for a few months for a used one with no luck. Helix was considered the best for IAT suppression and was the first with the stepped design for our cars. The ETS has done well even in these 100+F Carolina summer days with no meth but I couldn't pass up the chance to get the FMIC I really wanted. We see a lot of comparisons with aftermarket FMICs to stock. The results of those are going to be obvious. But how about a test vs two quality FMICs? ATM has continued to improve on the initial Helix design. Fit and finish was definitely impressive with excellent welds and a high quality core. Fit was excellent with no cutting required. The J pipe design did place the silicone elbow going to the FMIC closer to the oil heat exchanger than I'd like. I used an extra piece of silicone and wedged it in between the heat exchanger and the elbow. Not sure if any other others have experienced that. The biggest proof is in the logs. I did a 3rd-5th log on back to back nights. Weather was very similar. For the ETS pull it was 78 degrees with about 80% humidity. For the ATM pull it was 80F with about 80% humidity. Same road, same tune, fuel, etc. The ETS pull was 1st of the night. ATM pull was 3rd of the night with with no cool down other than turning around at the end of the road and driving about 1/2 mile. I did this to see how quickly temps would recover. They did nicely. ETS started about 93F or 15F over ambient. In day to day driving I saw (8-15F over ambient when cruising). The end of the pull was 124F for a 31F increase. Respectable IAT suppression. As the logs go on the temps do climb and don't recover as fast. ATM started at 87F or 7 degrees over ambient. The pulls both started within 50 RPM over each other as noted by throttle position/RPM. The end of the pull was 113F for 26F increase. The pull was about 200rpm longer. Checking the IAT at the same ending RPM as the ETS and it was 110F at the same point for a 23F increase. So overall the results were pretty close. The ATM/Helix still has the edge though the ETS 5" is a solid performer. I have noticed that the ATM seems to recover quicker and seems to hold closer to ambient for longer. I didn't log my first two pulls with the ATM/Helix so this was a third pull with little cool down. Lots of back to back roll races in Mexico and the ETS can show some heat retention quicker than I'd like. I have yet to test the ATM/Helix in this situation.
    3 replies | 87 view(s)
  • Sticky's Avatar
    Today, 02:11 AM
    Not much really needs to be said here. Obviously, this network likes the 2015 Ford Shelby Mustang GT350R. A lot. We like like it. With recent reports about it being able to hang with the Porsche 911 GT3 combined with these good looks we have no problem admitting the infatuation. It's just a hell of car.
    3 replies | 92 view(s)
  • rac's Avatar
    Today, 08:23 PM
    rac started a thread TTE 550 hybrid twins N54 in N54
    Anyone know what kind of reputation the turbo engineers have in the Audi scene, or any scene? Someone mentioned them in a thread a few days back. Some of us outside the US might need to start taking more interest in European products now due to the aussie dollar going into freefall against the US... RB & VTT have become 25-30% more expensive for us over the last year or so from exchange rate. Some info i have; Genuine IHI Housings & Components Latest TTE Billet Compressor Geometry Optimized Compressor Cover Machining Clearances TTE uprated waste gate flapper and arm with improved bushing Oversize Special Curved Clipped Turbine Reinforced Bearings Dynamically Balanced, supplied with VSR test report Plug & Play Fitment 550 PS Capable Designed, Machined & Built by TTE in Germany Recon/Upgrade from used turbochargers RRP 1847.90 NET Apparently in early testing phase, something to watch. Pics, latter two next to stock comparison.
    2 replies | 18 view(s)
  • Sticky's Avatar
    Today, 05:21 PM
    Improving on the factory BMW airbox design for the F80 M3 and F82 M4 is not easy. It is not like the BMW engineers do not design efficient parts themselves but they do have to work within a certain budget and with BMW suppliers as well as deal with strict regulations. As we all know there is room to improve on many BMW factory parts including something like the intake system on the S55 motor in the F80 M3 and F82 M4. Gains really show when someone is running a tune or higher boost as the factory system becomes more of a restriction at that point. Look at the dyno results on a Mustang dynamometer here from AWE-Tuning. The aftermarket part and the factory part perform about the same until the motor is past 3k rpm. At that point the S-Flo system provides greater flow on the test car which is running their piggyback tune and exhaust system. At the factory power levels gains will be minimal but this is a mod for that person trying to extract every last horse and remove restrictions. What the dyno results prove is that the factory intake can be made more efficient and this pays dividends as the motor is pushed harder. Is this system worth the $1595 they are asking for it? Well, that is up to you. For the cost conscious the recently released BMS system is quite the value alternative. The AWE piece sure is pretty though and offers OEM fit and finish.
    1 replies | 164 view(s)
  • Sticky's Avatar
    Today, 05:17 PM
    Improving on the factory BMW airbox design for the F80 M3 and F82 M4 is not easy. It is not like the BMW engineers do not design efficient parts themselves but they do have to work within a certain budget and with BMW suppliers as well as deal with strict regulations. As we all know there is room to improve on many BMW factory parts including something like the intake system on the S55 motor in the F80 M3 and F82 M4. Gains really show when someone is running a tune or higher boost as the factory system becomes more of a restriction at that point. Look at the dyno results on a Mustang dynamometer here from AWE-Tuning. The aftermarket part and the factory part perform about the same until the motor is past 3k rpm. At that point the S-Flo system provides greater flow on the test car which is running their piggyback tune and exhaust system. At the factory power levels gains will be minimal but this is a mod for that person trying to extract every last horse and remove restrictions. What the dyno results prove is that the factory intake can be made more efficient and this pays dividends as the motor is pushed harder. Is this system worth the $1595 they are asking for it? Well, that is up to you. For the cost conscious the recently released BMS system is quite the value alternative. The AWE piece sure is pretty though and offers OEM fit and finish.
    1 replies | 11 view(s)
  • Sticky's Avatar
    Yesterday, 09:23 PM
    In the August 2015 issue of AutoBild there is a small tidbit on the R8 model expected to slot in below the V10 model. Thanks to our German members we can provide you with the details. You will notice on the far right of the article page it is mentioned that a 450 horsepower 2.9 liter V6 will slot in below the V10. This makes sense for several reasons. First of all, Audi themselves confirmed the V8 is gone and set to be replaced with a smaller turbo motor in the R8. Many outlets reported that the 2.5 TFSI inline-5 is the motor that would be used. The next generation RS4 is confirmed to use a turbo V6 powerplant. The logical conclusion based on Audi precedent is that the RS4 and entry level R8 will share the same motor as they did with the 4.2 FSI V8. This means a turbo V6 and AutoBild confirms this. They do not cite a direct source for their report but keep in mind in this same AutoBild article they have an interview with Audi Quattro boss Heinz Hollerweger. It is likely that he wanted this info not attributed directly to him at this stage so he is likely the unnamed source. All signs currently point to the RS4 and R8 sharing powerplants once again.
    0 replies | 163 view(s)
  • Sticky's Avatar
    Today, 06:17 PM
    Some very encouraging results here from MotorTrend who got their hands on the new W205 generation C63 from Mercedes-AMG. The test numbers are better than what Car and Driver published and closer to what we have seen from independent results with the C63. The 12.2 @ 119.5 1/4 mile sprint is close to the trap speed of independent tests on a drag strip and reinforces BenzBoost's belief that the new C63 is an 11 second car at over 120 miles per of trap speed in stock form. Winter weather alone should prove that but these are good numbers in the summer heat. The car of course is heavy as all tests have shown. 3963 pounds is closer to E-Class territory than what one would expect from a C-Class. The weight distribution is nose heavy with 54% of the weight up front. It is not nearly as well balanced as the AMG GT which is to be expected. Considering the fairly narrow tires for a twin turbo V8 sedan the skidpad number is impressive with 1.01g pulled. Also higher than the .98g recorded by Car and Driver. MotorTrend liked the MCT automatic behavior when going full tilt but around town they found it behaved odd in power delivery. They compared it to the Porsche PDK when driving hard which is certainly a great comparison but a dual clutch transmission it is not no matter how the software masks it. Good numbers regardless that have us excited to see what the upcoming C63 coupe can do. 2015 Mercedes-AMG C63 S BASE PRICE $72,825 PRICE AS TESTED $89,035 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 4.0L/503-hp/516-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 7-speed automatic CURB WEIGHT (F/R DIST) 3,936 lb (54/46%) WHEELBASE 111.8 in LENGTH x WIDTH x HEIGHT 187.0 x 72.4 x 56.5 in 0-60 MPH 4.0 sec QUARTER MILE 12.2 sec @ 119.5 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.01 g (avg) MT FIGURE EIGHT 24.1 sec @ 0.86 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/25/20 mpg ENERGY CONS., CITY/HWY 187/135 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.94 lb/mile
    0 replies | 102 view(s)
  • Odan.be's Avatar
    Today, 01:12 AM
    I yesterday flashed back to the "stock" OEM like map , to do some baseline logging. And i noticed something strange. I found some "old" posts on the internet concerning this issue. but it was not conclusive to me when switching gears on a MT , mostly from 3th to 4th gear. the DME pulls negative timing on various cyl. As far as i can find in the logs there is no real explanation why. The older posts state that is has something to do with the load request, or the DTC / DSC traction control setting. but i hadn't time yet to figure that out or log it Anybody some knowledge on this ? Here is the log : ( 2 log files ) http://datazap.me/u/odanbe/mhd-stage...3.00&tmax=0.00
    0 replies | 32 view(s)
  • Sticky's Avatar
    Today, 08:13 PM
    This seems very ambitious and difficult to accomplish. Ferrari has a history of lightweight hardcore models but we can not think of one in recent history that managed to shave as much as 440 pounds off the standard model. That standard model being the F12 which in independent tests pushes 3900+ pounds. Some tests have it over 4000 pounds. ~3900 pounds is quite a bit more than the number Ferrari quotes which is which is closer to 3600 pounds. Simply getting the F12 down to Ferrari's own optimistic claims would get rid of nearly 400 pounds. Let's assume for a moment Ferrari performs a miracle and gets 400 pounds off the car. We could expect a real world weight for the F12 in the 35XX pound range at that point. Coupling roughly 3500 pounds with a naturally aspirated 760 horsepower V12 would make for quite a ride. There is no official Ferrari source quoting this weight loss figure or any concrete details about an F12 Speciale. This information comes from Autocar who mentions no Ferrari source and has a history of making grandiose claims such as these that have no basis in reality and are later proved wrong. In all likelihood a lighter F12 Speciale is likely on the way. The weight loss just probably is not almost 450 pounds and that number seems to have been pulled from thin air by Autocar. Source
    0 replies | 19 view(s)
  • AdminTeam's Avatar
    Today, 12:34 AM
    Welcome to a real enthusiast forum ElijahPmr.
    0 replies | 15 view(s)
  • AdminTeam's Avatar
    Yesterday, 11:49 PM
    Welcome ringo_929, take a look around, I think you will like what you see.
    0 replies | 11 view(s)
  • AdminTeam's Avatar
    Today, 06:43 AM
    Welcome to a real enthusiast forum mpinto.
    0 replies | 10 view(s)
  • AdminTeam's Avatar
    Today, 03:58 AM
    Welcome to a real enthusiast forum james7759.
    0 replies | 10 view(s)
  • AdminTeam's Avatar
    Today, 01:47 AM
    Welcome to a real enthusiast forum WindyKinar.
    0 replies | 10 view(s)
  • AdminTeam's Avatar
    Yesterday, 09:32 PM
    Hey puppydax: :text-welcomewave:
    0 replies | 10 view(s)
  • AdminTeam's Avatar
    Today, 07:08 AM
    Welcome to a real enthusiast forum svenpan.
    0 replies | 9 view(s)
  • DavidV's Avatar
    Today, 05:30 AM
    With a Prior Design widebody kit this 650i certainly makes a presence.
    0 replies | 9 view(s)
  • AdminTeam's Avatar
    Today, 09:26 AM
    Hey Omer906485: :text-welcomewave:
    0 replies | 8 view(s)
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