Close

Activity Stream

Filter
Sort By Time Show
Recent Recent Popular Popular Anytime Anytime Last 24 Hours Last 24 Hours Last 7 Days Last 7 Days Last 30 Days Last 30 Days All All Photos Photos Forum Forums Articles Articles
Filter by: Popular Forums Last 30 Days Clear All
  • Chris@VargasTurboTech's Avatar
    08-03-2016, 08:17 PM
    Hey guys, We posted about the GC giveaway before but the participation was very low, so after tossing ideas back and forth, we decided to wrap it up with a twist -now anyone can enter. These are the fully cast twins that hit 570+ on 93 octane and 730+ whp on ethanol! You do NOT have to be a GC owner to win. You just need to enter via posting in this thread that you want to be in the drawing. If you're a previous GC purchaser, enter here and post your order number. If you're not a GC owner, no problem, just tell us you want in (in this thread) and you're there. We're opening this up starting today (8/3/16) and will hold the drawing on 8/16/16, so you have a week to get in. Prizes: If a GC owner wins: Full Refund If a non-GC owner wins: Free GC's Rules: -This will be posted in a few places; only one entrance per person or you're disqualified. I.e. don't enter on 2 different forums. -Everyone has to re-enter, including previous GC owners who entered the original drawing (I will email everyone who emailed me directly with a heads up about the new rules) -Enter by posting in this thread that you want in the contest. If you bought GC's, post your order number. -Winner needs to post impressions/results within 6 weeks of receiving the GC's, or if they got a refund, get them installed and post results within 6 week of the refund. You're getting free turbos, but we'd like some feedback and results posted! -Giveaway starts today (8/3/16),and ends on 8/10/16. We will post the winner that following weekend.
    188 replies | 11431 view(s)
  • Torgus's Avatar
    08-04-2016, 08:54 PM
    it sounds like for the last 4-5 years you have not had a car that can match a fbo 15k n54. is that right?
    169 replies | 7259 view(s)
  • Sticky's Avatar
    08-04-2016, 09:56 PM
    2016 is the year N54 automatic transmission upgrades become reality. There have been various posts detailing options and Propulsive Dynamics showed technical details on their upgrades and the capacity increases possible on the ZF 6HP21 automatic that many of you with E9X 335's and E82 135's own. The automatic transmission will no longer be left out of the fun when running big boost on the N54 motor. For those who would like to get in on the upgrade early there are three beta tester spots available. If you are interested consider the following information: 1. Propulsive Dynamics strongly advises that the end user also either rebuilds or replaces the valve-body and torque converter. This would preferably be done through European Transmissions located in Atlanta, GA. 2. Propulsive Dynamics strongly advises that the end user utilize an ATF cooler to aide in heat management of the system. 3. The High Performance Kit includes Upgraded Clutch Kit with increased plate counts in key clutches, Upgraded Bushing Kit with proprietary bi-metallic alloy, and a ZF 6HP19/21 Universal Overhaul Kit. 4. Pricing for the Beta Kit is $1899 plus shipping. If you are interested please contact @Jason@PropulsiveDynamics on the forum or through e-mail at jason@propulsive-dynamics.com. If you have any questions feel free to ask them below.
    148 replies | 4394 view(s)
  • Enfiftyfore's Avatar
    07-28-2016, 09:49 PM
    Enfiftyfore started a thread MMP Stage 3 19T in N54
    https://mmp-e.com/products/mm-performance-td04-20t-hybrid-twin-turbo-kit Just saw this was for sale. Very interested on what kind of numbers and spool these will produce.
    125 replies | 5750 view(s)
  • The Convert's Avatar
    08-13-2016, 10:12 PM
    Sticky, you run a website. I work in manufacturing engineering for the aerospace industry. I've also been through a high performance engine building program and one of the classes was specifically about cylinder heads. So, let's recap...I HAVE ported and polished cylinder heads, replaced and cut 5 angle valve seats, ground valve faces and the stem, decked heads, decked blocks, bored and honed cylinders, align bored the mains, blue printed the entire engine, ran heads on a flow bench, and assembled engines. I also work in manufacturing where I use cad/cam software to model tooling and write programs for 5+ axis laser drillers, and went to school for mechanical engineering. You run a website. i think I have a little more experience in this area than you do.
    114 replies | 1988 view(s)
  • MM Performance's Avatar
    08-11-2016, 06:48 PM
    Here are the flow test results for the MMP ported N54 head. Stock intake and exhaust valve lift is about .400 in Testing was done on a single cylinder using a flow bench by a third party. Not sure but I think these are the first flow test results I have seen published for the N54, if not please link to other results as I would be curious to compare. Intake gets a large improvement at stock lift at about 30% flow increase Exhaust gets a nominal improvement at stock lift at about 10% flow increase The most important one is the intake. Some other interesting info from the additional test point at a lift of .500, looks like we could benefit from a intake cam with a more aggressive lift but not really from an exhaust cam. Also for the cost of a new intake cam, not sure if the 5% increase in flow is worth it. Going with .5mm larger Ferrea valves on intake and exhaust will help get more flow, if I had to guess maybe another 5% more as flow area only increase by 3% or so so I wouldn't expect major gains from that. The major gains seems to be from the porting work definitely. Very happy with the results in creased flow on the intake and exhaust port. You can see in the before and after pics below of the porting that the exhaust port is already semi ported and the intake port has a ledge and some hard corners which is why the intake benefits the most from the porting in the valve bowl primarily plus its a 31.5mm intake valve vs a 28mm valve on the exhaust so porting results are more pronounced on the intake. Here is more info on the ported heads and pics, its a repost from my ARP/built engine preview thread, but posted here for info purpose of this thread. MMP PORTED AND REBUILT N54 HEAD Before Pics of valve bowls After pics of valve bowls This port and polish is done by hand and takes a long time. Valve job includes new exhaust and intake valve guide seal, cleaning, checking for tolerances and rebuild of valves and springs into head. Also includes decking flat the head. $1500 Ferrea valve train can also be done. I think this is overkill as the stock valves and springs are very good especially at the max RPMs N54s currently run at, but if you want it we can do it for you. +$2000 for full Ferrea valve train. if interested in any of this stuff, send me an email at sales@mmp-e.com and let me know how I can help you in your build. Don't PM me here as I don't check them often. thanks for reading, -Mauricio
    79 replies | 4543 view(s)
  • 135pats's Avatar
    08-09-2016, 09:40 AM
    I'm going to do a manual swap while waiting for the built 6AT solution; my transmission is totally dunzo and i'm bored @20psi :P I've been able to source a local 6MT for very cheap, and can do the actual hard parts swap locally without much trouble. So that's the good news. Bad news is the 3rd gear synchro is shot. I searched around but couldn't find evidence of anyone replacing a damaged synchro on these ZF boxes. It seems fairly straightforward intuitively but I plead relative ignorance on the subject. Has anyone successfully done it? Any impediments you all can think of? I'd be happy to just take the thing to AAMCO if it's straightforward. If it's going to cost the price of a donor transmission then obviously that wouldn't make sense. Here's my (hopeful) price breakdown. Most of these prices I know are doable. 6MT - $200 Synchro+Labor - ?? Clutch+FW - $1,000 Misc. Electronics + parts + fluid - $400 Curious to see what ya'll think about the synchro. Otherwise, i'm going to start ordering parts this week! Thanks in advance.
    63 replies | 3802 view(s)
  • jyamona@motiv's Avatar
    08-09-2016, 02:50 PM
    jyamona@motiv started a thread Bank 1 / 2 Tables in N54
    Hey guys, how often (if ever) have you actually tuned Fuel (Bank 1 / 2) or Fuel Scalar (Bank 1 / 2) differently? I know I always just copy / paste my bank 1 changes into the bank 2 table. I would like to do a small logic mod for MHD to just use the bank 1 table of each to free up some table space. This would be part of a bigger cleanup like ditching Load to Torque Limit 2 and 3 (not even used, as they are for 3 different fueling modes: homo, strat, and h+s). All in all, gives more space for new tables and cool features ;)
    55 replies | 4337 view(s)
  • frontside0815's Avatar
    08-23-2016, 02:55 AM
    Hey guys, since here in Germany we are not having that much guys trying to get around with the different fueling mods for running higher HP Output than what the original DI is capable off, i thought registering myself here is a good idea. I read almost all threads for fueling, wether it is TBI, PI oder the Brainstorming about upgrading our DI System. What came out is, that up to today the PI System isnīt the best, cause it is controlled by an external Controller. Which means on the one Hand, the failsafe cuttings from our original DME doesnīt work concerning shutting down the Injectors from the PI, when there are Problems happening (or too late) and on the other Hand you will have Problems during a shift with manuel Transmission. All of that results in a hyperlean condition, which seem to be the reason for a bunch of engine/Piston damages. What i dont understand is: 50% on the Forums for our beloved engine are having the mods for doing way more horsepower than what the car OEM can do. All of the guys who run more than 500-550HP have to use PI. Are all of the users of PI are having the Problems i described above? I mean i cannot really understand how so much threads about bigger Hybrids/single Turbos come up, when we donīt have a safe solution for fueling? Then another question for PI and the way it works: Is it right that the Injectors are getting fuel from only the lpfp? The question i ask all These things is that i am going to upgrade my Turbos with hybrid TTE550 ones (which are the most realiable Turbos i have ever heard off besides Single). These are capable more than what our DI can do. I will be okay with a number between 500-550HP for the beginning, but i know that i am going to look for Options above that number, since the Turbos are capable of 600HP+... Since i plan track the car quite frequently i am looking for a safe solution. Not a solution which isnīt able to provide safety. Here in Germany we are able to drive 1 hour WOT, which means the stress for the engine is way higher than what most of you guys are doing (drag strips, 3 seconds WOT etc.)... Sorry for my bad english, looking Forward for a happy discussion :) :music-rockout:
    73 replies | 2102 view(s)
  • martymil's Avatar
    08-19-2016, 03:49 AM
    I've been doing a lot of reading and have possibly figured out how to install the m4 dual pump system on the n54 engine To start of with n54 vacuum pump This is the m4 vacuum pump and dual pump drive kit By the looks of it the vacuum pumps are the same just the rear housings are different which could most likely be changed easily Now the actual pumps have different electrical connections then the n54 But the n55 pump has the same connector as our pump Now this is just all speculation but I thought I would put it out there for someone to try if they have the resources and the know how to try this If the pump ever failed it would also be hell of a lot cheaper to replace because they are only 2 to 3 hundred each
    62 replies | 3383 view(s)
  • mike@n54tuning.com's Avatar
    08-05-2016, 02:12 PM
    WHP Level supported (with proper fuel, upgrades, and tuning) Stock-650WHP ORDER LINK http://www.n54tuning.com/vtt-n54-gc-lite-stock-location-turbochargers-fits-all-n54-models.html We are proud to introduce the latest in our line of N54 turbocharger products the VTT "GC LITE"turbochargers. This is a new N54 turbocharger from the ground up, using 100% new parts throughout. Taking a page from our wildly successful GC line of N54 turbos we now off the "GC LITE". This turbocharges uses a high flow 9 blade TD04L turbine coupled with a 16T billet compressor wheel for flow capability of 700WHP. This allows spool faster than anything else on the market, rivaling the spool of stock N54 turbochargers, and comes with massive power potential. If the ultimate driveability is what you are after, without sacrificing top end power. The " GC LITES" are the upgrade for you! Some of the ground breaking features are fully new turbocharger from the compressor housing, to the bearing housing, to the turbine housing, we had them engineered to fit in the stock N54 location, but provide the full flow of a much larger turbo. Every part on these turbos were designed around our specific goals for power, flow, and reliability. What we ended up with is a turbocharger, that can utilize the stock location while providing enough flow for 700WHP. To do this we increase the area inside not only the manifolds, but also the turbine, and compressor housings, we also slightly increase AR ratio on the turbine housing to free up even more flow, while not giving up anything in spool. To put it bluntly, there is no other 700WHP capable turbocharger option on the market single or twins that can match the spool, ease of fitment, power or reliability of our "GC LITE" turbochargers! Upgraded thrust: Every set of stage GC turbos comes with a performance upgraded thrust to extend the life of the turbochargers. Billet Compressor wheels: 16T Billet compressor wheels are used to maximize flow per shaft revolution Turbine housing is cast from 22+NB Stainless steel VTT Inlet, AN/OR Charge pipe bundle. The GC turbochargers work perfectly with our very own VTT 2" inlets, and VTT silicone HOT SIDE charge pipe, and were designed to be used with these pieces. If you already have inlets, or want to use another inlet brand that is not problem, simply do not add them to the drop down. These turbochargers will only work with our silicone charge pipes currently, if you have already purchased one for you stock frame turbos, it can be reused on these if you remove the adapters, simply remove the charge pipe from the options as well for another $100 in savings. (Please note, if you remove these options, and do not have these items, you will not be able to install the turbos, as the stock inlets, or charge pipe will not fit the new turbos. We also offer 2000 degrees ceramic coating for the ultimate it under hood heat reduction, and to help aid in spool! Please choose from the options if you want your turbo coated!
    42 replies | 3922 view(s)
  • ms335i's Avatar
    08-14-2016, 09:14 AM
    Hi guys, I just threw on a single turbo kit on my car and currently only have cobb. I am in the process of getting mhd and jb4. I need some help getting it running on cobb, just enough so I could drive it before I get a better tuning method. Here is a log of map 0 on cobb (barely half throttle and to only 3k rpm because my exhaust was rattling against something).
    50 replies | 2682 view(s)
  • Chris@VargasTurboTech's Avatar
    08-23-2016, 05:18 PM
    With all the interest in DI only for the N54 lately we went back to work on a control scheme Tony had been thinking about for a while now. He finally got it up and running today. The control system we're currently developing allows full control of the secondary HPFP (stock location) with the shotgun double barrel set up as the primary pump. This means the belt driven pump is doing all the work during normal driving, cruise, etc, when you want more fuel for big boost the controller simply turns the pump on to supply that needed fuel based on your Boost / RPM table, bring fuel in as slowly or as quickly as you want. This also means if you go into a misfire and DI cuts fuel, all fuel is cut, even though the second pump does not see the DI cut, the extra fuel is only being supplied to the rail, once the injector is shut down no more fuel will be injected into the cylinder. This solves all the current concerns with PI caused engine failures, backfires etc. We will of course do more testing on the dyno and the street before we release this into the wild, but it does mean we made a very large step forward today. Check the vid below.
    42 replies | 1730 view(s)
  • Terry@BMS's Avatar
    07-26-2016, 05:25 PM
    Hey guys, A little good news, around 18 months in the making. We finally received formal CARB approval for our N54 dual cone intake system! This adds to our N55 Stage1 tuner and N18 JB+ that are also 50 state legal. With more products in the process. :burnrubber: CARB Approved Under Executive Order (EO) No. D-744-2 for all 2007-2012 BMW Models Equipped with the N54 3.0L twin-turbocharged 6-cylinder engine.
    51 replies | 2112 view(s)
  • newb335guy's Avatar
    08-14-2016, 10:55 AM
    Met up with like 20 other enthusiasts 6 or so GTRs oddly none of them ever raced they just stayed in the pack getting on it periodically, A ZO6 C7, a multitude of tuned M5s a M6 and quite a few others. Car ran great I stayed on map 7 at 28 psi. I got to go up against a tuned Hellcat with an exhaust on race gas it sounded so amazing. We went at it 3 times, all easy wins since I was new to the roll races I would let them get the hit and go so I started maybe 2 car lengths behind each time and would just motor by putting a bus plus on him before shutting down. Raced an RS7 that traps 10.6-10.7 in the 1/4, the hellcat also lined up so we were 3 wide I didn't know they started until they jumped so I started behind ran them down they were both amazed at how I blew passed them. After we met up again at a designated area, they both came running up saying wtf did you do to that thing its a monster you went passed us two like we were standing still at 130 and was peace out. Last race was against a 2016 M5 mods were intake exhaust tuned by MSR, on MS109 race gas he said that him and the ZO6 C7 were tight races but I never really saw how they did but they seemed close on all their pulls. This race against the M5 was the only race I brake boosted on. I had about 5 psi built up when we he honked it off it wasn't even a race I was busses ahead of him before you could say don't do it, he called me on my cell immediately after amazed at what a sleeper I had total monster said he had nothing for me at all. I raced a couple of other 2015-16 M5s I think they were stock cause it was not much to allow them the hit and run them down quickly and just keep going. To give an idea of most of my runs that I did I would stay in gear that would put me at 4k and I would go after giving them the hit so most of my races were chases till 100 or so then I would blow by. Totally amazed at the DOC Race setup with the 6266 turbo it is just beast mode, I knew the car was fast but its hard to judge when just logging 3rd gear to 4th gear pulls. Its not till you get out and really let her stretch her legs that you find out how quickly it will bury the needle on the speedometer and make other cars look slow.
    33 replies | 2864 view(s)
  • fastgti's Avatar
    08-16-2016, 03:17 AM
    *RESOLVED* DO NOT TAKE YOUR CAR TO AJE HOTI (EMP TUNING) if you value your money or vehicle. He is a scam artist and a very smooth talker. EMP Tuning is not licensed or insured and the work is done in his driveway. If something happens to your vehicle or you pay for work and he does not complete it he will block you on social media and you will take a loss as I did. I paid Aje $600 for a devils own direct port methanol injection kit $300 for installation, $150 for a thermostat installation he was not able to complete due to lack of tools. He also had a brand new forge diverter valve of mine that cost $210 he was going to sell for me due to the fact he had me purchase a part that did not work with my turbo. Our friendship diminished and I asked for my belongings and money he owes me so we can go our separate ways. Aje told me he did not owe me anything and blocked my phone number and on social media. I received only the meth kit and my vag-com i had lent him via a 3rd party and it was opened, with bags torn open inside and missing over 100 dollars of parts to make it port injection. He has made no attempt to pay me the money I had given him for work in good faith and claims everything was complete in the methanol kit. This is a person i have went above and beyond for. I have given free mounting and balancing, tires at cost, free alignment, i even let him use my $899 professional vag-com kit for 10 months when he wanted to start tuning cars and i never even asked for a dime. If he would do this to me for all i've done to him imagine what he could do to you. I had recently seen a post on his EMP TUNING facebook page about a port injection meth kit he installed on a similar engine. Now i know why my meth kit was incomplete and why he would not meet me in person to give it to me. He took my parts and sold them to another person. I waited a couple weeks and sent him a text via texting app to see when he could start paying me back and did not even receive a reply. Please take your vehicle to a licensed, insured and trusted shop not an unlicensed backyard mechanic that does mediocre work at best. I would hate to see anyone in the situation i am in.
    23 replies | 4779 view(s)
  • Jason@PropulsiveDynamics's Avatar
    08-04-2016, 10:03 AM
    All, I’m extremely excited to be a supporting vendor on the Boosted Performance Network. I’d like to formally introduce myself to the community and give you some information on my background…. My name is Jason Godwin. I have a Bachelor’s of Science degree in Mechanical Engineering from Auburn University in Auburn, AL, which is ranked among the top 50 ABET accredited engineering universities in the nation. I have spent the last 15 years of my engineering career in the Automotive Engineering and Manufacturing Industry working for some of largest automotive OEMs on the planet. I started my automotive career with Hyundai Motor Manufacturing Alabama in Montgomery, AL where I played an integral role in launching their $1.2 billion vehicle manufacturing and assembly plant. At the time, that plant was the most technologically advanced manufacturing facility in the world. There have been a few documentaries made on it that highlight the advanced automation level that is employed there. From there, I took a position with Toyota Motor Engineering and Manufacturing in Huntsville, AL as a cylinder head and cam shaft machining production engineer. During my 10 year career with Toyota, I was fortunate enough to work on several large scale global powertrain projects that had budgets in the $100 million range. As a result of my leadership and success on these projects, I was ultimately promoted to Engineering Assistant manager where I led a team of 6 engineers and several interns for several years launching and supporting various other engine projects. Also of note, I won the ASME's (American Society of Mechanical Engineers) Mechanical Engineer of the Year Award in 2010 for an automation project I designed and implemented for Toyota, which was a huge honor. After Toyota, I took a position with Nissan USA as a Senior Powertrain Engineer in the New Model Engineering Department, where I am currently working on a $32 million project developing new engine technology that will ultimately be applied in various turbo-charged vehicle platforms. Over the years, I have traveled to Japan over a dozen times participating in numerous simultaneous engineering activities at Toyota and Nissan Technical Centers. These activities bring powertrain design and manufacturing engineering teams together to collaborate on optimizing the design not only for functionality but for the manufacturing process as well. During these activities, I was exposed to highly advanced design and manufacturing techniques that have not only helped me advance through my professional automotive engineering career but is also helping me launch this new endeavor that is currently under way with Propulsive Dynamics. As owner of Propulsive Dynamics, I rely heavily, not only on what I have learned over the years from a technical stand-point, but also on my ability to lead and network to bring you the best products possible, using the best materials available. I have a universe of professional contacts that will and are currently helping me develop solutions to whatever problems I need consulting on. As an engineer, it is extremely important to use all resources available, efficiently and effectively, to achieve a goal and that’s exactly what my pedigree is in. Toyota and Nissan wrote the book on this and it has been engrained into my DNA. Sometimes it’s not about what you know, but who you know. On a personal note, my wife is an electrical engineer that currently works for a government weapons contractor where she writes flight trajectory and target acquisition software for heat-seeking missile applications. She also plays a significant role in the operation of Propulsive Dynamics as well. We are both avid CrossFitters and are extremely active athletes. In conclusion, I look forward to providing this platform with performance upgrades that are second to none in quality and workmanship. Sticky will be making a post later today regarding the need for 3 Beta testers for the 6HP21 transmission upgrade we have been working on over the last year. Stay tuned. Good things are on the horizon and I am extremely excited to be a part of it. Thanks for taking the time to read this. -Jason Propulsive Dynamics, LLC jason@propulsive-dynamics.com
    24 replies | 1821 view(s)
  • Chris@VargasTurboTech's Avatar
    08-06-2016, 09:54 PM
    Lots going on at VPG lately. We have the GC giveaway that will be wrapping up soon, some awesome behind the scenes testing going on, and today I'm very excited to do an intro post about our next turbo release, the GC lites. The Scoop: The GC lites are a smaller version of the standard GC Turbos. Designed as a step between Stage 1's and our normal GC's, they're targeted at people looking in the vicinity of 600 whp, but are capable of 650 whp on a max effort tune. They spool exceptionally fast -nearly 500 rpm faster than normal GC's, which already out spool anything comparable. Some specs below: -TD04L-16T units -Fully Cast -100% Modular (swap to GC's or soon to be coming GC+'s if you want more power by popping off a V-band and remove/reinstall oil/coolant lines) -Spool similar to stock turbos! -650 whp capable -Estimated ~500 whp capable on 93 octane -Retail price will be $2999 (no core charge) Hardware Pictures: Initial Results: We first put them on the built-motor 6MT car but some engine issues that presented as a boost leak in the top of the RPM band precluded us from completing testing. Some of you may have seen Tony post the Instagram shots of spool and torque (this is targeting 30 psi). It's still great info since the 6MT shows torque better as compared to the auto. 6MT torque profile 300 wtq by 1900 rpm 400 wtq by 2400 rpm 500 wtq by 2800 rpm 600 wtq by 3200 rpm 700 wtq by 4000 rpm We ended up getting 623 whp and 706 wtq on ~30 psi tapering to ~24. We ended up pulling the turbos off and putting them on the blue car (stock motor, auto, FBO, Docrace PI intake manifold) and got the results posted below. Final Results: We ended up getting 645 whp and 636 wtq on ~30 psi tapering to ~28. Timing was 12 degrees. Fuel was E85. You all know the specs of the blue car (FBO obviously, with the doc race PI intake manifold). This is leaning on them pretty hard, but it shows a max-effort tune capability. Below I have some pertinent comparisons you all may find interesting. GC Lites vs. GC's on a max-effort tune: Log snap shot of that tune: Here is a comparison of the GC's to the GC lites on the 6AT car with the same tune; everything the same except swapped turbos. No tune change. Here is a comparison of the GC lites to VTT Stage 2's. This chart compares the GC lites to the best performing Stage 2+'s; the Stage 2+ EK's. BQ Tuning just hit 503 whp on his Z4 on stock turbos and was kind enough to send me his dyno chart for comparison purposes (thank you Dimitri!). We started the dyno earlier than Dimitri did but this is a great comparsion showing just how awesome the spool is on the GC lites. Finally, here is a chart comparing spool on the GC lites to a competitor. To be sure they make more power up top but look at the spool difference. It's not even on the same planet. Want to keep talking about spool? Sounds good to us. Check these street logs out: GC Lites vs. GC's: Which should you pick up? Basically the lites will comfortably do 600+ whp, but you're running them max effort to hit 650 whp. If you really want something closer to 650, just get the GC's. If you want ridiculous spool and in the vicinity of 600 is enough, get the GC lites, save yourself some cash and grin like an idiot when you realize how fast these spool and how much fun a quick spooling vehicle is. Additional Info: Price is $2999 with an option to add an inlet or charge pipe for $100 ea ($200 gets you both, also remember these need the charge pipe; OEM charge pipe won't work). Expected shipping of the first batch of lites is within 4 weeks. If interested, send an email to sales@vargasturbo.com or Tony@vargasturbo.com More VPG Stuff: -By early 4th quarter, we'll be offering GC+'s, which are intended to be 800 whp capable version of the GC's. These will be compatible with the manifolds of all other GC family; we'll offer a trade-in price, simply unbolt the v-band and lines, swap them out and reconnect. Tony swapped normal GC's to GC lites in 3 hours on the shop car (5-6 hours for someone with less experience). -Ball bearing options for all GC versions are currently under development. Assuming successful test completion, that will be an option early 4th quarter. A few notes about the ball bearing variants; BB does NOT increase power, nor does it effect spool much at all; they add longevity and transient response. We'll be updating our findings as we continue to innovate.
    23 replies | 2332 view(s)
  • neuroclast's Avatar
    07-31-2016, 03:06 PM
    neuroclast started a thread More N54 carnage... in N54
    My #1 rod bent and broke causing catastrophic failure. This oddly happened while cruising, not while under boost. Car was making ~650rwhp with a Doc Race kit and meth. Engine had about 120k miles on it. You can see where the part of the rod which was still attached to the crank chewed a large circle into the block. I didn't see any signs of problems before it went, and other than some slight timing drops while under WOT PTF did not note any issues. They have been MIA for a few months though, so who knows what changed. Funny thing is the engine will still run. Not well, but enough to drive it around if needed. I was able to start it and drive across 4 lanes on the interstate to get to a safe shoulder. N54 :handgestures-thumb:.
    20 replies | 2400 view(s)
  • Terry@BMS's Avatar
    08-07-2016, 10:57 PM
    Hey guys, A local customer dropped off a 2013 X6M for us to play with. These are equipped with the S63 twin turbo V8 motor, which makes a lot less power than the latest 2015+ S63tu X5M/X6M/M5/M6 motor. We currently offer the Stage1 system for the S63 which adds a static 3-4psi across the board with no user adjustment or logging. While it wakes the car up there is plenty more power left on the table with a more advanced JB4 tune running the wastegates directly, CANbus, etc. After some digging it appears the DME is an MSD85 and it uses the standard E series KOMBI (dash) module, so everything is setup up for a nice JB4 system with full in dash controls, map switching, in dash boost gauge, etc. The only holdup is I'm not sure much demand for an S63 JB4 there is. If demand is soft it's not really worth the effort to develop a new system for it. But if there are maybe 20 people who would be interested then I could see it making sense to do. Retail price would be in the $999 range similar to the S63tu JB4, and we would also offer an upgrade kit for those already running our S63 Stage1. Anyway spread the word and let me know what interest looks like for it.
    35 replies | 974 view(s)
  • fairbird's Avatar
    08-14-2016, 08:34 PM
    Few wins from last week 1320 video event , races 40 – 130 ish Lambo stock 640 hp GTR FBO E85 GT500 tuned , race gas 911 LS3 + NOS Black 335 FBO Blue 335 750 rwhp E63 pump gas 730 ish AWHP
    29 replies | 1067 view(s)
  • BeastMode335i's Avatar
    08-01-2016, 11:45 AM
    I was having a stalling and low battery issue the other day but I put a new battery and that issue seems solved but now I have a new one, fml.. I have consistently been hitting around 16-17psi with my 335i, FBO (minus FMIC) on the MHD Stage 1 93 octane tune for the past few months, but now it seems to max out on 14psi and as I get up around 6k rpms it's dropped as low as 9psi.. If it was a vacuum issue or boost issue wouldn't I throw a 30FF..?? I'm not throwing any codes for it, just shows up on logs that I'm not hitting boost as I was in the recent months.. Anyone care to check out my log and see if they can assist me in finding the culprit, or at least where to check first.. Thanks! http://www.datazap.me/u/beastmode335i/7-30-run?log=0&data=4-24
    25 replies | 1868 view(s)
  • Sticky's Avatar
    07-26-2016, 03:34 PM
    The other day BoostAddict posted an article regarding Weistec's legal action against Dime Research and Development or Dime Consulting. Clearly those involved with Dime realize the walls are closing in so what are they doing in the meantime while the courts play this out? BS'ing people on forums and trying to do as much damage to Weistec as possible. It's a very simple recipe and it happens more often than you think. Simply offer someone some parts for a discount or free in exchange for posting a thread including a positive review while bashing a competitor. It happens all the time. MHP was the best at this. The owner even asked me directly to create fake accounts for him on other forums so he could do this. When a ship is sinking which in this case it is a company it takes cash to stay afloat or keep the doors open. When HPF (Horsepower Freaks) was in a similar position the owner would go on the forums and post videos of how his shop was filled with cars hoping to instill confidence in potential customers. It's easy to see through the BS though if you have enough experience or have been on the forums long enough. In this instance, it was way too easy: This 'Guilty' fellow posts a graph claiming it is a C63 M177, bashes Weistec, and says how great his tune is. That tune curve looks pretty familiar though, doesn't it? Very similar but not the exact figures yet clearly an AMG GT M178 graph and not a C63 M177 graph. If it was the exact same graph as the graph Weistec advertises with that would be too obvious even to your typical forum moron. Maybe they took another run file or just changed a correction factor? If we had the actual bevvy of dyno run files from the Dynojet software testing we could prove this. Oh, it just so happens we do: That would be runfile 88 from Weistec's ECU tuning. Exact same baseline and the exact same after the tune numbers. Because it's the exact same files. This poor schmuck is either a Dime schill or he believes that is the runfile for his car. Either way the guys reading on forums just assume this is the truth and that they can get the same results as Weistec for less money. If the software is stolen and no development work took place, yep, it's possible to offer a lower price. For those who would like to verify for themselves, here are the Dynojet run files: RunFile_002_stock.drf RunFile_088_Testing.drf As stated, it's a simple recipe. Post a graph, have a few fake accounts chime in where the administration doesn't care because it's too big to care, and you get the desired result which is herding the sheep in the direction you want them to go. Now tell me, who would you trust? The company facing litigation from multiple parties with people involved accused of stealing millions and potentially funneling money overseas that advertises software they did not even develop or BenzBoost? Hmm: It seems not everyone is so easily swayed:
    20 replies | 2019 view(s)
  • AWSAWS's Avatar
    08-02-2016, 05:45 PM
    AWSAWS started a thread Ways to measure power in N54
    Hi guys, I was just wondering about dynos which measure actual force produced at the wheels and the load parameter reported by the DME. From what I understand load is calculated\estimated from boost pressure, intake temps and expected air flow. So how accurately could that figure be used to measure how much power various blends of fuel are producing power rather than going to the dyno? Is it possible to compare one flash tune to another setup differently? i.e. A pump tune with an E85 tune? If for example testing meth injection with 93 octane vs meth injection with 93 octane at 40% ethanol (E40).
    22 replies | 1484 view(s)
  • dino81's Avatar
    08-06-2016, 04:53 PM
    1st, I do realize the procede is "obsolete", but the car was built a few years back..BUT I'm looking for guidance anyways. Here's the scenario Here's my setup: -2008 n54 335i -FBO no outlets or inlets -procede REV3 (yes dinosaur parts, I built her 3 years ago) lol -open flash tablet backend (procedeflash) -DCI -ETS 7" FMIC -forge DVs -Vishnu charge pipe -Vishnu/FFTEC flex fuel conversion kit w/ethanol sensor, I do run full e85 sometimes. -Vishnu/FFTEC LPFP (walbro 450) inline with OEM LPFP -AR catless downpipes -cat back -stock turbos my stock turbos are on their way out. I plan on running VTT GC LITES with VTT inlets and outlets. Let's assume I'd like to run a bit higher boost, how do I change that in the procede and what would be a "safe" number? I'm assuming if have to use a 3.5 or 4 bar TMAP sensor with BMS adapter. so is it just plug and play once I change the boost? Do I just change my target boost?? I'd appreciate any help, asides someone saying "MHD" or something similar. There's gotta be some guys on here that ran procede in the past or maybe still do run the procede.
    20 replies | 1579 view(s)
  • Evan Patak's Avatar
    07-27-2016, 01:45 PM
    N54 Community, Most of my updates are posted in my build log but I figured this was interesting enough and deserved it's own thread. My E61 Build Thread: http://www.boostaddict.com/showthread.php?73016-Evan-s-E61-Twin-Turbo-Wagon-Build-Log I also hope this is motivational for those debating whether to pull the trigger on a big project like an engine swap, trans swap, whatever. Go for it! BMW forums are filled with people advising others to "sell your car and just buy a manual one," where the reality is these "advisors" have never done the swap or have any first hand experience with the intricacies of the project, it seems their advice is driven by fear of the unknown. Furthermore, the sense of accomplishment with tackling projects yourself is worth it all by itself, not to mention the knowledge gained or the money saved on labor. *steps off soapbox* So it has been about 4 months since I blew my motor: http://www.boostaddict.com/showthread.php?74057-So-This-Happened-This-Morning-Catastrophic-Engine-Failure-In-Dramatic-Fashion Prior to my engine exploding I was collecting parts for my AT-MT conversion as well as an AWD-RWD conversion with all M5 components. A blown motor is never convenient but the timing worked out well as I was in a position where I could undertake all projects at once which has certain advantages. My wrenching skills and understanding of the E6X/N54 platforms have been developing and although all of these relatively major projects were beyond the scope of work I had previously done, I felt I could pull it off with ample due-diligence and patience. I mean it's all nuts and bolts right? I don't have plans to take the HP/TQ much past what it was previously (~550-600whp) for my intended use as a daily-driven weapon, that power is ample and it think it is a good range where the stock internal N54 can manage the load/stress. It seems >600whp is where wear and tear are really amplified. My goal was to find a N54 long block with low-moderate (<75,000) miles on it, $2,000 or less was the price I was hunting for. Many people sarcastically wished me luck or simply said that it was not possible; I am a competitive person by nature so this feedback only fueled my interest in succeeding ....so thanks! As all the naysayers would have it, most of the engines that met my criteria were in the $3,000-$4,000 range. The best deal I had found after a month or so of casual searching was a 535xi engine w/76k and a 6 month part warranty for $2,650 shipped from Canada (shipping was $230 or so). Not a bad deal but I passed. I ended up finding an ad on Craigslist for an N54 engine out in Fontana for $800, no picture or additional information listed but after contacting the seller they confirmed with was an N54 from a 2011 335is and had 35k on it. I went immediately to view the engine in person. The engine was complete minus the turbos and had been in an accident where the car was totaled, there was some damage to the exterior components, oil pan, and valve cover. As it was, $800 was still a great deal and if the engine was a flop I could likely part it out and break even financially. Oddly enough the CL ad was posted for over 3 months, there had been multiple buyers but all of them were scared off by the damage. I bought the engine for $800, paid $100 for it to be shipped to my house later that day, and tipped the high schooler who delivered it $40. So $940 shipped to my garage, not bad. After the initial tear down I sold the oil filter housing, wiring harness, HPFP, and i12 injectors for $950 so I know had a free N54 engine. My main concern was the block and head which after examining the damage inflicted to the engine from the crash, should still be good, I confirmed this with some "good enough" leak down tests and continued ordering parts to rebuild the front side of the engine: timing chain, cogs, oil and vacuum pump drive system, etc. All of the other engine components would be transferred over from my blown motor. Rebuild Parts List Chains, sprockets, gears: $170 Oil pan gasket, hardware: $85 Used "eBay 535i oil pan: $220 TOTAL: $475 Since the engine is still out of the wagon and it has not yet been started, ran, or tuned to confirm function, WE WILL SEE if this all plays out or if the joke's on me (naysayers patiently waiting). As it stands now, $465 for an N54 with <35k on it is a deal I am very happy with. On to the pics! Evan Replacement engine home for the first time: Stripping down the engine. Most components were damaged but some were not. A better look at the damage on the bottom. You cans ee the stress cracks in the cog and also the impact marks on the chain and chain guide. Valve cover damage Thankfully it was only superficial to the cover There was some mild contamination inside the engine from the holes in the oil pan + sitting in a junkyard for a few months The rest of the engine looked great internally Peaking up a cylinder Engine stripped down and exterior cleaned There was a broken oil pan bolt which needed to be rescued The as-is leak down test yielded terrible results so I oiled up the cylinder walls and retested. There were some variation with the reading on 2 cylinders but they had audible intake valve leak (inconsistent) and since I can't fire up the engine to get it up to operating temp, possibly clean gunk, and improve valve seat, the numbers were "good enough" for me to continue with the rebuild. 1% 12% 8% 4% 6% 12% Next up was cleaning the valves 1 2 3 4 5 6 Annie the dog is not amused New oil pan arrived, it is in much better condition than the others Tech Tip: A used subframe bolt works well as a counterhold in the Harbor Freight engine stand. I would still recommend a proper hub counterhold but this certainly helps. Didn't have the proper tool to remove this vacuum pump gear access plug from the front and on my old engine I was able to pop it out from the inside (working by the oil pump) with a long pry bar. Knowing I had an extra one to use, this one got the dremel. Got it! Camshaft lock installed Chainguide mounting plugs removed Timing chain tensioner removed, make sure to pump it a few times to evacuate old oil and also replace the aluminum seal. Hub counter hold and breaker bar with 22mm socket Teamwork Interesting build up, my 535xi engine with 105k didn't have anything like this Vanos sensors removed and cleaned Removing Vanos units Vanos, timing chain, and chain guide removed Vanos cleaned Vacuum and oil pump drive system removed Closer at the oil pump drive damage Bent cog vs new Chain guide damage from chain tension An oversight on my part but there are subtle differences between some N54 hubs and sprockets 535xi cog left, 335is right, the friction/spacer design is also different but most importantly the 335is cogs I ordered would not fit on the 535xi style hub I bought so I ended up running the original 335is hub with new cogs. Workspace N54 guts With frontside components removed I cleaned the engine as much as I could with rags and compressed air Much better now I used my old lower chain guide as it didn't have any damage and installed all new drive components Oil pump in. I reused the 335is pump as it had no noticeable damage and had 1/3 the mileage of my 535xi unit. Drive system in Timing chain and vanos back in Camshaft sensors and timing tool installed Crank hub in Timing chain pre-tensioned Torqued to spec (torque + 180) Oil pump, pickup, and baffle installed and torqued Oil pan gasket Oil pan installed and torqued Inspected and cleaned all pulleys. They collect little mounds of dirt over time so removing that should lighten the pulleys and improve performance right? +5hp? Before/After Installed Belt tensioner installed Had a roque/stripped manifold stud to remove #Tools Hard to reach places and specifc torque angles + low load specs Valve cover on Let's see how well I organized my oem nuts and bolts... Alternator and compressor installed Oil filter housing service. I had a set of new gaskets sitting for over year so this was an IDEAL time to install them, lol. New filter and the BMS bypass valve Gotta love machined metal My low mileage i12 injectors cleaned and installed New set of NGKs needed to be gapped. I have 2 different gap tools and they both suck, this is by far the best way I have found to lower the gap. Delphi coils and plugs installed HPFP, fuel rail, and engine mount installed Starting to look like a normal N54
    13 replies | 2040 view(s)
  • TwistedTuning's Avatar
    Yesterday, 10:23 AM
    DISCLAIMER: yes I know there were a couple people working on ECUflash. But i'm tired of Tunerpro Little side stuff i've been working on in my very scarce spare time. I do ECU calibrations and developing across quite a few platforms outside the N54 platform. Never really been one to focus on just one aspect of knowledge. So I have many different tools that I need and use to get work done across platforms. I'm Sure we can all agree that TunerPro works, but is far from an IDEAL solution in terms of ECU BIN editing. The breakpoints tables and many other things have always annoyed me. As i've used TunerPro on other platforms (Audi, Volvo and etc. to name a couple). Anyway, decided to convert the Tunerpro XDF's into a more usable XML which is more common file extension in the software world. Big thanks to jyamona@motiv and whomever else had a hand in the creating the current XDF's that we all use. Software i Use for this i use for Mitsubishi and Subaru Tuning mainly. Just a couple advantages of this software are: -on table axis editing -full built-in hex editor (not many will use it or know how to use it) -far better definition file management and editing -better table viewing UI -better table grouping management For those who wish to use this software its available through me for BIN editing and etc. which was not available for BMW prior. Yes, unfortunately the Software has a fee. I already had it but at a higher cost. But what you get for the $70 fee is more than the free Ecuflash/TunerPro can offer. NOTE- I am not making anything on the purchase of the software. All the needed XML's for the software are free from me. as they are different than EcuFlash. So all you're paying for is the Software. The XML's will be free and readily available for download just as the XDF's for tunerpro. This project was soley for me to use for my services, but figured after seeing the threads about ECUFlash that I wasn't the only one wanting a better interface for BMW stuff. You by no means have to use what I use, I'm Just offering it. If interested in using it, just PM or Email me. Email preferred. I8A0S XML is fully completed, IJE0S is almost done, then i will do the other two ROM ID's for use with this as well. SCREENSHOTS: I8A0S Stock BIN
    25 replies | 726 view(s)
  • Sticky's Avatar
    Yesterday, 05:00 AM
    Nice runs here featuring a stock Porsche 991.1 Turbo S and an E90 335i N54 with upgraded turbochargers courtesy of the Pure Turbos Stage 2 package. As a reminder, the Porsche has a PDK (dual clutch) transmission and makes 550 horsepower. It also weighs just over 3500 pounds. This 335i is said to weigh in the 33XX range meaning some weight loss measures are employed. To give you an idea of what the 991.1 Turbo S can do it runs high 10's in the upper 120's in the 1/4 mile. Now, in the first run the 335i gives the 911 Turbo a beatdown but it looks like the driver was sleeping or in the wrong gear. The second run is much better and basically door to door with the Turbo edging slightly. Good runs. Automatic 335i - Pure Stage 2 turbos, FBO Inlets+outlet, JB4 19psi (map7) and race gas. (3340lbs)
    28 replies | 194 view(s)
  • Sticky's Avatar
    08-15-2016, 02:28 PM
    Over 600 wheel horsepower on pump? Without port fuel injection? Without methanol? Now that sounds pretty nice, doesn't it? That is exactly what you have here with this F80 M3 that is flash tuned by Eurocharged Canada. Yes, it is also running a BMS JB4 tune in conjunction with the flash. On straight 93 octane pump gas without any supplemental fuel or port injection the F80 M3 makes 611 to the tires with 645 lb-ft of torque. That is every day power you can enjoy. F80 M3 PURE Stage 2 93 pump only without meth or PI Flash + JB4 tuned Dyno overlaid with stock baseline
    26 replies | 356 view(s)
More Activity