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  • Sticky's Avatar
    Today, 01:51 AM
    Many readers are familiar with twin scroll turbocharger systems but it never hurts to in basic terms explain turbocharger technology which can seem like witchcraft to the casual car fans. In the most basic of terms, a twin scroll turbocharger is like having two turbos in one. How is that possible you say? Well, just think of your classic V6 or V8. There are two exhaust banks. Traditionally, an efficient turbocharger setup would mean two turbos hanging off the manifolds at the bottom of the car. Each is fed by that set of cylinder banks which it is connected to. It looks like this: Such a setup can make a ton of power, no doubt about it. A good twin set of modern single scroll turbochargers on a V8 or V6 can produce quadruple digit horsepower. However, look at all that piping. Look at the distance the exhaust gases have to travel. Can a single twin scroll turbo do the job of these twins more efficiently? Absolutely. Imagine if the exhaust gases traveled to the turbocharger right from the cylinder head. That poses a packaging problem but one that a twin scroll turbo helps alleviate. The new B9 Audi S4/S5 3.0 TFSI turbo motor is a great example of this: Audi placed a twin scroll turbo in the V at the top of the motor and with a very trick manifold feeds a single turbo with both banks of exhaust pulses. It is like having two in one yet also with the benefit of less piping, less travel distance, and quite simply greater efficiency. BMW started the trend with a pair of twin scroll turbochargers mounted in the valley of their S63 V8. It is the same principle except they are feeding two turbochargers with a cross engine manifold: BMW has two V8 twin turbo motors, the N63 and the S63, but the S63 outpaces the N63 considerably. Why? Because of the twin scroll cross manifold design. The N63 can essentially be turned into an S63 by changing the manifold and turbos and that is basically what an S63 is. Imagine turbochargers being fed by pulses from both banks instead of just one bank. That is exactly what a twin scroll setup does with the turbocharger taking in exhaust gases from both banks. This pays dividends in many areas. Spool is said to be increased which leads to low end torque gains as well as an improvement in throttle response. The turbos in theory will make more power through the rev range as they are continuously fed with exhaust pulses through the curve. One should also see a decrease in intake charge dilution during valve overlap along with lower exhaust gas temperatures. You also have reduced pumping losses and better fuel consumption. What are the disadvantages? There really aren't any other than more manufacturing and tuning complexity. In theory a good sized single twin scroll turbo will cost you less than a pair of high end traditional turbos. The main thing to get right is the firing order feeding the twin scroll turbo. For example a four-cylinder motor usually fires 1-3-4-2. You would want one exhaust passage to get gases from the number 1 and 4 cylinders and the other from the 3 and 2 cylinders. This may all sound too good to be true but the principle has been tested and a twin scroll setup is simply more efficient: More power through the curve? Yep: You also get the benefit of greater boost at lower engine speeds which is that low end torque and response benefit discussed earlier. You are going to see more and more twin scroll turbocharger applications in production cars. Expect variable geometry twin scroll turbochargers as well which means the turbocharger has vanes that can adjust. This way the turbocharger can adjust itself to maintain the speed of gas flow based on how much exhaust gas it is being fed. Turbo lag will never be eliminated but with twin scroll and variable vane turbo technology manufacturers are getting so close it may no longer matter. The modern turbo era is providing excellent response, efficiency, and power with fuel economy nobody would have thought possible not too long ago. Much respect to twin scroll technology!
    0 replies | 1 view(s)
  • jlcf22's Avatar
    Today, 01:32 AM
    jlcf22 replied to a thread VPG 4th of July Sale! in N54
    what happen to stage 2 and stage 2+?
    1 replies | 44 view(s)
  • Chris@VargasTurboTech's Avatar
    Today, 12:45 AM
    Happy 4th of July everyone! At VPG we're celebrating the 4th of July with some great deals; all products are 10% off on the website, and a full 15% off GC turbochargers. If you want in, email sales@vargasturbotech, tony@vargasturbotech, or chris@vargasturbotech and we'll send you discount codes. These codes will be live early Saturday (July 2) and continue through midnight on Monday (July 4th). Normal prices are listed below, remember to take an extra 10% off (15% for GC turbos) for the 4th of July sale! OEM Turbos: -cast wheels, no thrust upgrade: $999 -billet wheels, thrust upgrade: $1299 -2 week wait time Stage 1 Turbos: -billet wheel and thrust upgrade: $1599 -3 week wait time Something in between Stage 1 and GC's?!?!?! -More info to come within the next month :) GC's: -TD04HL-19T 9 blade turbine -750 whp max -$4499 GC's with inlets and chargepipe -$4399 GC's with inlets OR chargepipe -$4299 GC turbos only -in stock, same day shipping ALL SILICONE IN STOCK SAME DAY SHIPPING N55 Stage 1 -in stock same day shipping N20 Stage 1 -in stock same day shipping E9x Line Lock Kits: 1-3 day shipping It's also time to do the GC giveaway, now that all pre-orders have shipped. This giveaway is only for those the have purchased GC turbos. Instead of randomly giving someone turbos, we're randomly refunding a GC owner the full purchase amount of their turbos. Current GC owners are free to enter, just send an email to sales@vargasturbotech with "GC Giveaway" in the subject and your order number from your GC purchase as well as your personal details in the body of the email. One of you will be very happy to get $$$ back! Have fun and be safe out there! Chris
    1 replies | 44 view(s)
  • ajehoti's Avatar
    Today, 12:11 AM
    ajehoti replied to a thread Replacing engine in N54
    What plate are you referring to ?
    8 replies | 591 view(s)
  • Sticky's Avatar
    17 replies | 2091 view(s)
  • Weehe's Avatar
    Yesterday, 08:58 PM
    You need to upload it to datazap or post a jb4 log picture. that link is a 66 page pdf of a spread sheet.
    5 replies | 459 view(s)
  • The Ghost's Avatar
    Yesterday, 07:31 PM
    Haha, that's not at all how a 6466G2 is. It beats my stock frames in tq past 3500rpms and nearly doubles stock turbo power. Looking forward to everyone's results. This will be an exciting year for the platform.
    17 replies | 1049 view(s)
  • Itsbrokeagain's Avatar
    Yesterday, 06:46 PM
    Itsbrokeagain replied to a thread Replacing engine in N54
    What he said.
    8 replies | 591 view(s)
  • Milan's Avatar
    Yesterday, 06:38 PM
    Milan replied to a thread Doc-Race + Pure 6266 335xi Build in N54
    Not by people on the forum counting our money for us...that's for sure
    32 replies | 2487 view(s)
  • xLOGANx's Avatar
    Yesterday, 06:32 PM
    dont mean to derail the thread but with gen 2 6062 what psi would equal at about 600 rwhp on a fbo car stg2 fuel pump e50 ethanol mix & 100% methanol
    17 replies | 1049 view(s)
  • foe516's Avatar
    Yesterday, 06:11 PM
    i dropped the stock outlets in 30 minutes, didn't have to drop the dps. i have been fumbling with the rear clamp and lining everything up for almost an hour and a half, i have to go out to dinner with the wife at 7 so had to stop. how the hell is anyone getting the rear clamp on? i might just drop the dps tomorrow morning and see if i can get to it from underneath. its almost like you need two hands in there, one to hold it closed and one to put the screw on. i dont think if i drop the dps i can get 2 hands in there from underneath. but for those who have tried it you know for sure space is fckn tight in there and everything is blind. if anyone has any tips i am open ears............
    356 replies | 21584 view(s)
  • AdminTeam's Avatar
    Yesterday, 06:05 PM
    Welcome to a real enthusiast forum Kadim.m.
    0 replies | 100 view(s)
  • Abacus38's Avatar
    Yesterday, 05:57 PM
    Abacus38 replied to a thread Single Turbo Question in N54
    The smaller b frame 7670 would definitely fit but the larger 8374 9174 9180 would take some finagling
    25 replies | 1301 view(s)
  • Sticky's Avatar
    Yesterday, 05:54 PM
    Road and Track decided a comparison between the 2016 BMW F22 228i, 2015 F22 M235i, and 2016 F87 M2 was necessary. You already know which is the highest performance model of the trio but it is nice to see a full test of the cars together including roadcourse times. Let's start with the incorrect perception that the 2-Series and namely the M2 is some kind of E30 successor. The E30 never weighed 3506 pounds as the M235i does and that is with a manual transmission. With the automatic the M235i is even heavier. Interestingly, they include E30 M3 test figures and although the S14 naturally aspirated four-cylinder clearly shows its age the E30 chassis shows how BMW's weight is ballooning. There is a massive difference between a 28XX pound car like the E30 M3 and a 35XX car like the M235i. The F22 and F87 are not E30 spiritual successors so get that nonsense out of your head. These cars are heavier than E46 3-Series models. The 228i actually makes the best case for a light and fun driver's BMW (aren't all BMW's supposed to be driving machines?) as its N20 four-cylinder provides the best weight distribution and lightest curb weight at 3341 pounds. Not light, but lighter than any other BMW coupe in production and that even includes the Z4. The thing is, the 228i N20 is being replaced by the B48 engine. The M235i is getting the B58 which will replace the N55 in the 2015 model used in this test. If R&T waited a bit to do this comparison we would have a much better idea of how the non-M 2-Series models stack up as the new engines offer superior performance. Especially the B58 engine. That means the acceleration gap between these cars should get closer: Each of the trio utilizes the 6-speed manual option. That means the M2 would be significantly quicker with the DCT transmission option that the M235i does not have and likely does not have to prevent the M235i stepping on the M2's toes. It is clear that with the new B58 engine and the automatic transmission option the M235i and manual M2 will be too close for comfort. Acceleration stacks up as you expect based on the pricing and power figures. How about the track performance? Well, let's take a look: The numbers are as they should be with the 228i in the rear, the M235i in the middle, and the M2 up front. What else do you expect to happen? What is interesting here to note is that the E82 1M and F87 M2 are virtually identical. Yes, the M2 has a slight and almost insignificant edge. Around the track. it's a driver's race between the two. Unless you have a DCT transmission in the M2 which the 1M did not have as an option. Still, manual to manual is almost a dead heat. What is interesting to note is that the 228i in the tight transitions outpaces the other two. Yes, less weight and better balance account for that. If BMW truly wanted to make an E30 M3 successor they should have built an M version of the N20 or B48 engine for the 228i and stripped out 200 pounds. A 3100 pound M car with 50/50 weight distribution and a high revving turbo four-cylinder actually would be something to take seriously as an E30 M3 spiritual successor. BMW missed the target. More importantly, they didn't care to hit it. The M2 with its superior differential and power of course wins all the performance metrics. So what though? It's not as good as it could be and it is not what it should be. The N55B30T0 engine is just an N55 with the S55 closed deck block. It's not a revver and certainly not a Motorsport engine. Sure, it's a good car. It's just not a great car. Nobody seems to mind or complain though and BMW will sell plenty of them. Being good enough to keep the sales figures increasing is all that matters today. It's too bad. The M2 could (and should) have been something special.
    0 replies | 12 view(s)
  • karel's Avatar
    Yesterday, 05:33 PM
    karel replied to a thread Project - Timeattack e90 in S65
    One lap of swedish Mantorp park bad settings on the camera so the exposure is in the cockpit :/
    129 replies | 6356 view(s)
  • psmith95's Avatar
    Yesterday, 05:20 PM
    Lol my bank account hates me right now that's how
    32 replies | 2487 view(s)
  • berns's Avatar
    Yesterday, 04:52 PM
    There's no way it will be a waste. It depends on your goals. Not everyone wants to kill their lowend torque to have freight train performance for 2500rpm. That turbo with the right hotside will pull all the way to redline and still give you some grunt down low, and I'm sure it'll make 700 in kill mode.
    17 replies | 1049 view(s)
  • BostonBeemah's Avatar
    Yesterday, 04:19 PM
    Repped for you, nice find!!
    2 replies | 140 view(s)
  • AdminTeam's Avatar
    Yesterday, 03:55 PM
    Welcome to a real enthusiast forum WillDoss48.
    0 replies | 94 view(s)
  • ninjacoupe's Avatar
    Yesterday, 03:43 PM
    Great find...I'd rep but "must spread around" so I'll bump instead:text-bump:
    2 replies | 140 view(s)
  • AdminTeam's Avatar
    Yesterday, 03:35 PM
    Hey jmw3607: :text-welcomewave:
    0 replies | 104 view(s)
  • xShadows's Avatar
    Yesterday, 03:23 PM
    AIC works, some people use Haltech 1000. Depends on your budget. Really you can go full stand-alone with Syvecs system:
    7 replies | 245 view(s)
  • 135pats's Avatar
    Yesterday, 03:06 PM
    AIC is what most folks use. Quite rudimentary but it functions well enough. Syvecs if you wanna throw down the cash and have some time to be without the car while it gets tuned (it's seriously time-consuming).
    7 replies | 245 view(s)
  • damonp335i's Avatar
    Yesterday, 02:55 PM
    Very nice. Thanks! Really my biggest concern now is just what to use to control the PI
    7 replies | 245 view(s)
  • xShadows's Avatar
    Yesterday, 02:35 PM
    AD Engineering makes a huge one. Follow this link:
    7 replies | 245 view(s)
  • 7plagues's Avatar
    Yesterday, 02:32 PM
    Hi all, My HPFP went out and long story short I needed to find one. Not keen on spending an arm and a leg I know I wanted the newest part number. Below is a link to the newest part HPFP for $383 plus a $50 core. Last time I posted stuff like this someone decided to make a product and charge an arm and a leg and exploit the community. So if you need a pump grab one before people start selling these for $500 on ebay. Install: Went as expected and wasn't hard. Performance: Running 22psi peak and tappering to 18psi around the HPFP dips to 1400psi then recovers to a healthy 2100psi on E60. No impact on AFR, TRIMS, and LPFP is holding fine, so there you go. I have pics of the pump preinstall, but its what you would expect it to look like, came shipped nicely packed and all wrapped up.
    2 replies | 140 view(s)
  • khernan's Avatar
    Yesterday, 02:08 PM
    So I got the tuner to make some changes, its running a lot nicer. I did a log this morning. Thoughts? i notice on one of the logs the timing on each cylinder is off. Is the boost too high for a catted DP?
    5 replies | 459 view(s)
  • damonp335i's Avatar
    Yesterday, 01:51 PM
    Thank you! Yeah I was looking at the AA Race intercooler. Any other ones you would reccommend?
    7 replies | 245 view(s)
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