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  • shushikiary's Avatar
    Today, 02:20 PM
    An excellent response, thank you. So far, though I havent been on a dyno, my car is running a wedge modified E30 map that hits around 19psi at sea level and tapers to 14 at red line on 100% E85 and havent seen any problems. I suppose everyone's HPFP can handle different loads and this would help if you needed it without having to buy a shot gun pump from tony if you're on RB's/VTT stage 2 (not plus) and 100% E85. So I'll stick this on my list of "need to have" for when the day comes I get a set of upgraded turbos... that or PI.
    31 replies | 596 view(s)
  • 3000gt MR's Avatar
    Today, 01:57 PM
    3000gt MR replied to a thread Clutch install ? in N54
    I wouldnt do the main seal unless it shows signs of leaking. If you dont have the right insertion tool it may not be seated correctly and cause more issues. I havent heard of any mains leaking. maybe someone else can chime in on that. DO NOT DO THE PILOT BEARING!! clean and reapply a good high temp grease. Other than that your list looks good. Mainly your TOB and housing bolts are the biggies. If your going with a high clamp PP i'd change out the plastic pivot with the brass one.
    2 replies | 66 view(s)
  • The Convert's Avatar
    Today, 01:45 PM
    Just can't fix stupid, can we. Last I had heard, and it may have changed by now, but he doesn't even own an N54 car.
    276 replies | 7515 view(s)
  • SCGT's Avatar
    Today, 01:43 PM
    That's the trick. There is only so much room for spacer thickness if you want installation to be reasonable. You don't want nozzles right next to each other -interfering spray patterns can undo all that hard work optimizing atomization. If you're asking can we spray more fuel, have it atomize effectively, and have even distribution? Yes. There is a little more room in the design, which is what Stage 2 will entail. Shoot me a PM if you want to know more.
    31 replies | 596 view(s)
  • fastgti69's Avatar
    Today, 01:43 PM
    There are 2 injectors already. I can't imagine any more that wouldn't disrupt the atomization.
    31 replies | 596 view(s)
  • spxxx's Avatar
    Today, 01:41 PM
    spxxx replied to a thread Track Day Setup and Discussion in N54
    Maybe 400ish, probably around 14-15psi - 11-12 degrees of timing. With the LSD its a lot easier to put power down coming out of turns.
    38 replies | 730 view(s)
  • klipseracer's Avatar
    Today, 01:32 PM
    Do you think there is a way to fit a second injector in there by either extending the spacer placing them inline, sitting them adjacent or even underneath at some angle without unacceptable amounts of wall wetting?
    31 replies | 596 view(s)
  • Ingeniator's Avatar
    Today, 01:28 PM
    Well this is a first most of E90 wants you to stay here because you make rational arguments. Now your getting kicked out of here because of rational arguments. you can't win. The funniest part is stock frames didn't need TBI 2 years ago hell they didn't need it 9 months ago. He changed his argument but its your fault lol.
    276 replies | 7515 view(s)
  • The Convert's Avatar
    Today, 01:22 PM
    Bahahahahahahahahahahahahahahahahahahahahahahahaha...did I mention bahahahahahahaha? Seeing as how you clearly don't know what's done to my car, I'll just let you stay ignorant.
    276 replies | 7515 view(s)
  • Ingeniator's Avatar
    Today, 01:21 PM
    Well I will not run either without per cylinder EGT but that is just me... Just because this band aid is better than the meth bandaid doesn't mean it is the greatest thing since sliced bread. Personally I think I'm going to put the EMS-4 on my sled and buy a ECU that can run the port injection as sequential fire.
    276 replies | 7515 view(s)
  • Sticky's Avatar
    Today, 01:12 PM
    Sticky replied to a thread Clutch install ? in N54
    Shouldn't the clutch you ordered come with everything necessary?
    2 replies | 66 view(s)
  • SCGT's Avatar
    Today, 01:09 PM
    It's not perfect but for our purposes, especially the target for this fueling solution, it's more than adequate. Eventually someone will come up with a better manifold and unleash some more power but my actual testing suggests it's pretty decent. Also, note the difference between spraying methanol (octane and temp reduction) and fuel (ethanol in this case). When you're spraying a different substance than what is in your fuel tank, you NEED perfect distribution for in cylinder mixing to occur and the effective octane to be high enough; get bad distribution and you're down quite a bit octane wise and you will see knock or worse. Spraying fuel is different. Especially spraying highly atomized fuel. If you get less of a mixture in one cylinder, it's also getting less air. The octane is coming from the fuel tank, not WW/etc. It makes the system far more robust. Again, I have hundreds of logs of tests, the before/after are easy, but some showing random noise across cylinders as we turned boost/timing up. Then as we pushed further seeing the step increase of noise across ALL cylinders. We're getting very good and even fuel distribution. The design is ultimately going to be limited in flow potential, but for the intended purpose fills a need and does so effectively. The nozzles we're using are very advanced, that's out of necessity. You're right though, a good nozzle will atomize amazingly. Thanks man, glad to be able to help out. Other than bolting on a higher capacity HPFP in the stock location, any of the solutions out there are band aids -including this one for sure. This has some capability but the more performance you need, the less realistic post throttle body injection is; the design is inherently limited. It's easy to add larger flowing nozzles but then wall wetting becomes a problem, which kills atomization and the optimization of the design is shot. Again, big builds should go proper port injection rail with 6 injectors, or Tony's overdriven/dual HPFP, and I know Steve will back me up on that. That said, I had air/fuel ratios in the mid 11's on E60 (more like E65) over 500 whp and approaching 600 wtq. With the new VTT inlets I'm out of fuel up top. Stage 1 is a dual nozzle (not injector) design. There is some room in the design and we're doing testing on Stage 2. I feel comfortable saying we can do 550+ whp on a post throttle body injection system if enough homework is done on nozzle design, flow rates, and the geometry. Maybe more, but that remains to be seen.
    31 replies | 596 view(s)
  • Sticky's Avatar
    20 replies | 945 view(s)
  • Sticky's Avatar
    Today, 01:04 PM
    Did you hear anything back?
    19 replies | 575 view(s)
  • Sticky's Avatar
    Today, 01:00 PM
    The recent BMW 3.0 CSL Hommage car is generating quite a bit of controversy. The general reaction of the public and that of enthusiasts here is that the car is ugly. Personally, BimmerBoost feels the design is stunning and a very well done modern take on the classic it is honoring. The styling debate will no doubt rage for time to come (especially once people get accustomed over time to the futuristic design) and is a very subjective matter. What about the engine? Well, BMW has left out drivetrain specifications but as this is a 3.0 CSL you expect a 3.0 liter inline-6 under the hood. The engine that makes the most sense from the current BMW lineup is the S55 motor from the F80 M3 and F82 M4. If we were to guess that is what BMW is using here in modified form. There are no power or torque specifications or really any details on it but what we do have is a clip of the car revving and the interesting note it produces from the side exhaust setup. Perhaps a video of the car in motion and offering some revs will produce some different reactions than those based on just press release photos alone.
    0 replies | 2 view(s)
  • klipseracer's Avatar
    Today, 12:57 PM
    I'm very happy to see you've graced us with some actual experience. Even if its not the best solution out there, I think it can be very fitting for the right individuals. With that said, I'd like to see if you would speculate. How much power do you think a TBI setup can support(Without going to the chargepipe) Are you running 1 or 2 injectors?
    31 replies | 596 view(s)
  • Sticky's Avatar
    Today, 12:52 PM
    Plus there's me. But um this is generally a friendly and informal atmosphere. I don't think we have many uppity douchebags if any at all.
    276 replies | 7515 view(s)
  • Sticky's Avatar
    Today, 12:42 PM
    I'm pretty sure direct injected BMW's are far more complex than nuclear submarines.
    31 replies | 596 view(s)
  • SCGT's Avatar
    Today, 12:41 PM
    I'm a turbine engineer working for Honeywell at the moment. Prior to that a dozen years working for DoD on 688 class nuclear submarine overhaul/repair. My specialties involve anything to do with turbines, compressors, balancing, system flow, pumps (any type), valves (any type), spray patterns, CFD analysis, hydraulic systems, air systems, piping, machining, testing, certification, process development, etc. It's a unique career combo that suits many automotive projects well, especially forced induction and fueling related ones. I was fortunate enough to have a very good mentor when I started working for the Navy -the boss pulled us all in a room and told us if we wanted to be good engineers, work on our own cars, no armchair engineering. That's when I pulled the engine on my Subaru, put forged pistons in, and never looked back. I'm happy to be able to work with Steve on this and pleased with the results.
    31 replies | 596 view(s)
  • klipseracer's Avatar
    Today, 12:41 PM
    Personally, I think that people forget the atomization capacity of a REAL injector. With that said, there is certainly going to be some variance, but there is also a bit less risk since any fueling problems will be universal across both banks. with port, you are much more blind if one port stops injecting for some reason.
    31 replies | 596 view(s)
  • Sticky's Avatar
    Today, 12:33 PM
    This is certainly one that is fun to see. Now, the Porsche 911 GT3 really belongs on the road course. It is not about starightline speed although it is certainly no slouch in that area with its 475 horsepower 3.8 liter direct injected flat-6 engine that revs to an incredible 9000 rpm. The problem is that it is going up against the twin turbocharged and direct injected 4.0 liter M178 V8 under the hood of the AMG GT S which offers both more power and more torque. The GT3 carries roughly 400 less pounds and also has a dual clutch transmission like the AMG GT S. It just simply lacks the muscle of the turbo AMG GT S and it is surprising just how big the gap is in the real world. See for yourself.
    3 replies | 8 view(s)
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