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  • richpike's Avatar
    03-24-2015, 06:54 PM
    richpike started a thread New S65 Record? 785whp in S65
    Saw this on the other forum. Built motor, ESS VT3. 6mt. Baseline is 93oct, stock headers. 732whp Next he added LT headers. 765whp Finally did a mix of race gas and a smaller pulley. 785whp. Pretty impressive. Lots happening in the E9x chassis lately. I'd love to see some of these high HP M3s and the new high HP 335s battle it out at a 1/2 mile event. -Rich
    122 replies | 1219 view(s)
  • Slicksilver's Avatar
    03-22-2015, 07:23 AM
    https://www.facebook.com/pages/Todd-Copes-Horsepower-Barn/271045639582958 Dont know if link will work but in the Facebook page of horsepower barn/ AD engineering in Dallas, they just dyno tuned thier 6766 single turbo kit to 747 whp. I'm not sure but from what I read quickly online, I think dyno dynamics reads 14% lower than dynojet, it's the best load based dyno for tuning on the market I think and reads lower than mustang dyno. They should put it on a dynojet and might be the highest hp N54 yet, who knows :)
    50 replies | 1209 view(s)
  • drfrink24's Avatar
    Yesterday, 01:08 PM
    Researching fueling options, would like some thoughts: Seems like port-injection (or TB injection) is starting to show up in several builds, however, VTTs single/double shotgun appears to be fairly straight forward and elegant solution, yet we're not seeing it show up as much. Has there been some problems with the shotgun option? Less tuning support? Less capacity? Install overly difficult? Its cheaper as well.. what am I missing?
    48 replies | 821 view(s)
  • 3000gt MR's Avatar
    03-26-2015, 07:29 AM
    I've had a lot of questions regarding some of my comments regarding PI injection. I'm not even close to the most experienced tuner but i have done a lot in the past and have found things out the hard way The quick down and dirty. The #55 injectors that people are using flow 55lbs @ 43.5 (578cc/Min) (standard psi for fuel injector flow benchmark and 99% of EFI engines) and we are running them at 72psi ( So they really flow 744cc/min) Take Josh's (MR2 Josh) for example 861WHP 100% e85 and 80% IDC and his HPFP is about 80% from what he said. That is a shit ton of fuel and still has a lot of head room (80% is a good peak IDC). This is way to much for anyone running less than 860whp. Even though they are considered secondary fueling they need to be power matched to the engine. You want to be around 75% idc at your peak power/rpm to leave some head room and not over work the injectors. This can easily be done with a few calculations. Batch firing is what scares me when the injector is open for such a short period at such a high power and RPM. Terry is only at 30 or 35% at 600+ on straight E85. To me that injection window is way to short and i wonder if thats why he is having timing pulls and cant figure it out. Here is the secondary PI injector window based off Terrys published results. RPM IPW IDC 4000 10ms 33.3% 5000 8ms 33.3% 6000 6.65ms 33.25 I know its not 33% across the board it probably starts off lower and rises, so technically these numbers would be even smaller. Normal IPW is more than double that. With race fuel these numbers would be in upwards of 30% less. If your barley using them and don't plan on making much more power I would defiantly go to a smaller injector and increase the IPW. That's just me though. It's not a one size fits all. On batch firing each injector is spraying at 6 different phases of rotational event. What would help greatly is if we knew what the stock HPFP puts out with a 1.00 scalar so that we can maintain HPFP headroom and calculate remaining flow for PI for given HP levels. Any insight on this. I'm sure if i sat down and thought it out with some calculations we could come up with a good guesstimate Terry@BMS SteveAZ I wrote this up pretty quick and copied and pasted from PM's I've answered. From my own tuning experience on normal EFI's, injector lag times and IPW are huge players in proper tuning. To each their own. Please comment with any insight or added info.
    22 replies | 478 view(s)
  • ChuckD05's Avatar
    03-22-2015, 10:55 AM
    Recently I have started to log my car again since the weather is getting a little warmer. The car needs some TLC but isnt in terrible overall condition but yesterday i loaded the MHD flasher and just did a few logs, and noticed the same thing i noticed on my jb4 logs two weeks ago. A big disparity from one bank to the next. Should i just replace my two primary o2s? Or what could cause this? log below. The log was right after i swapped the jb4 out and prob not the next example of a good log but it shows the disparity from one bank to the next accross the board. LMK what you think... log: http://datazap.me/u/chuckd05/log-1427035714?log=0&data=4-6-12-13-16-19&trim=1&tmin=69.40&tmax=99.60
    20 replies | 363 view(s)
  • brendanrule's Avatar
    Today, 12:53 AM
    I'm looking for more power so I want to get proper inlets. TFT don't fit without fabricating so has anyone fit VTT inlets on RHD? I know Vargass said they fit but I've heard they don't fit up to "stock style box" Dinan or AFE intakes. Has anyone installed them I have only heard of one set being fitted on RHD so far.
    19 replies | 177 view(s)
  • drfrink24's Avatar
    03-22-2015, 09:25 AM
    Lets hear some opinions: Been lightly modifying cars since 2001 (GTI, '04 STI and now 08' 335xi) have done some fair amount of wrenching, but nothing major. But nothing will remain stock in my garage. Here are my considerations: 1. Used GTR (goal is under $50k in 1-2 years from now). Will do e85 conversion w/full exhaust. Pros - Dream car, fast, visceral. Cons - Cost of ownership insane, even if you do your own work. One mechanical failure away from a $10,000 repair bill. Automatic transmission as good as it is, I fear will undermine the fun of driving it. 2. Used 996TT (goal under $40k in 1-2 years from now). Will modify, even consider turbo-upgrade. Pros - Lower cost of ownership, fast, manual transmission, (reliable, don't laugh, its supposedly true!) Cons - Don't really care for 911s. Will be a 12+ year old car for $40k+. No trunk. 3. Near new BRZ/FRS w/turbokit Pros - Cheap, fast w/turbo kit, two major tuners are within 50 miles of me (Full Blown and MAP), lowest cost of ownership. Cons - RWD only, seriously deviating from the stock setup 4. Keep my 08' 335xi (65k miles, well maintained, no issues) and upgrade to RB or VTT w/intake. Pros - Paid off, has spec 2+ clutch + full bolt ons w/meth, very familiar with platform. Comfort. Cons - AWD system is sub-par (not performance), have owned for 4 years.
    17 replies | 343 view(s)
  • Stucks's Avatar
    03-25-2015, 07:56 PM
    Stucks started a thread pcv heater element in N54
    So ive seen a couple of threads that mention this, but not a whole lot. for those installing aftermarket inlets like the tft or vtt units, what are people doing with these? Its the little wire that runs to the recirculation point on the rear of the factory intake tube where the outlet of the bms occ connects to. are there any effects of unplugging this and leaving it that way? ive heard rumors it makes the water pump continuously run after you shut the car off, but is this fact or fiction? thanks.
    17 replies | 213 view(s)
  • Sticky's Avatar
    03-25-2015, 06:30 PM
    This is not the first time we have seen something like this. Anyone remember the marketing material for the E82 BMW 1M showing it driving around with the E30 M3? This got people saying the 1M was a return to the BMW driver's car producing fun and cheap lightweight models. This despite the fact the E30 M3 has absolutely nothing in common with the E82 1M and it will also have nothing in common with the F87 M2. This is what BMW head of design Adrian van Hooydonk stated, "The E30 M3 has a really big fan base, and we are going to be taking cues from it for a future product." Not really saying much there, now is he? Perhaps he will incorporate something from a styling standpoint that serves as some kind of homage or link to the original E30 M3. From an actual M car standpoint the M2 and 1M are nothing like the E30 M3. The cars are not built for DTM homologation purposes. They do not have naturally aspirated motors. They do not have four-cylinder high revving naturally aspirated M motors designed for racing. In the case of the 1M that particular car does not even have an M motor under hood. Once you factor in the weight difference between the E82 1M at 3339 pounds and E30 M3 at 2857 pounds and that the original was actually built for DTM competition you realize this is nothing more than marketing speak. The 2016 F87 M2 is expected to come with a tweaked N55 engine offering 370 horsepower and likely will have a DCT option. Considering the F22 M235i weighs 3494 pounds do not expect some new E30 M3. It won't even be a new E46 M3. Expect an M235i with some minor tweaks. Just like how the 1M was a 135i with some minor tweaks (and no M motor). Bringing up the E30 M3 is just marketing speak. Nothing more, nothing less. Source
    15 replies | 56 view(s)
  • BostonBeemah's Avatar
    03-22-2015, 12:57 PM
    Still haven't found a good tutorial on how to do this and was wondering if someone could shed some light on the proper way to do it. Something along the lines of this: http://www.bimmerboost.com/showthread.php?35683-Alpina-B3-flash-Part-II-DIY-for-NOT-working-paddles-shifters-after-flash I know that there is going to be some variations between IJE0S(MSD81), I8A0S(MSD80), and ILA0S(MSD81, 335is). There are also different ZB versions from the dealer for wastegate rattle fixes and whatnot but a general outline would be a big help for a lot of people. Another thing is that Ken (Wedge) also checked how many times my car was flashed which I can't remember how to do. I was having a VIN mismatch issue because I was using the BMS backend with their car's VIN attached instead of building off my stock bin. Thanks!
    12 replies | 264 view(s)
  • 135pats's Avatar
    03-23-2015, 12:33 PM
    Howdy everyone, I've been out of town for most of the last two months on work, so am just now getting around to tuning the port fuel and all that jazz. Tuning is going great, big credit to Jake there. However, Upon starting the car yesterday it died almost immediately and threw the following codes. Nothing else, just these suckers. Limp Mode (result) P2ABD (cause?) P2ABC (cause?) Car totally sputtered out, it wasn't happy. It's not missing at all, it's not tuning related (I think?), and the above codes appear to be solely MAP sensor related. My MAP sensor on the Chargepipe flange had one of the retaining bolts back out awhile back, so it's currently held in by the o-ring and one bolt. It hadn't caused issues on stock turbos but i'm leaning towards that being the culprit? Flip side of the coin is that the single bolt has it plugged into the flange pretty securely, it's not like I can wiggle it all over the place. If it's not that, i'm leaning towards it being a faulty sensor. I can't really think of what else the issue could be. Again, the car otherwise is totally happy...But when I start it, it sputters out as if I unplugged a vac source. That + the codes are what lead me to the MAP sensor. What do you all think? Thanks as always for the help :handgestures-finge: Once this is fixed its 25PSI time :dance:
    12 replies | 154 view(s)
  • Sticky's Avatar
    Yesterday, 10:35 PM
    The S54 remains the BMW inline-6 power king going into 2015. Well, the S38 may have something to say about that but that is a discussion for another day. Sound Performance built the E46 M3 S54 motor and Saad Racing provided a turbo kit utilizing a Precision 6766 turbocharger. The result? 859 wheel horsepower pushing 29 psi of boost on a Mustang Dyno. Here are the numbers at the various boost levels tested: 678whp @ 18psi 740whp 624wtq @ 23psi 859whp 710wtq @ 29psi On a Dynojet this should be breaking 900 whp. They of course also have 1000+ whp M3's but this shows what is possible with a Precision 6766, a ProEFI 128 ECU, and a built motor. Specs: SP Built 10:1 CR Engine Saad Racing Turbo Kit w/ SP 3" Boost Activated Exhaust Cutout Saad Racing E85 Fuel System Saad Racing Intake Manifold w/ LS3 DBW Throttle Body SP Direct-Port Nitrous Kit ProEFI Pro128 Flex Fuel Standalone EMS OS Giken Twin Disc Clutch They plan to test the Precision 6870 CEA GEN2 turbocharger next. 9XX whp on the Mustang? We will have to wait and see.
    8 replies | 37 view(s)
  • Abacus38's Avatar
    03-26-2015, 01:04 PM
    I sold my Cobb unit since I'm going to be picking up the MHD flasher when its release. I was just wondering do guys recommend stacking the JB4 on top so I can used the boost by gear and NLS/2 step or should I just stick to the flasher and buy the WOT box.
    7 replies | 219 view(s)
  • 3000gt MR's Avatar
    Today, 10:22 AM
    3000gt MR started a thread Ethanol vs methanol in N54
    Well this weeks N54 trend and word of the day is "band-aid". I dont have much time today but i'm sure this thread will be a mess when i get back to reading it. This is a debate between a properly built meth injection system vs a PI e85 injection system First off when searching methanol vs ethanol you will come across 2 things that are mentioned in just about every comparison. 1. Meth is more poisonous 2. Meth has 67% the energy of 100% gas where as ethanol is 83%. BTW. Both are alcohol based and both are poisonous in high concentrates. Methanol is used in racing, theres even a class for it. Yes the engines are build and tuned different to handle the cooler burn and the added fuel but to everyone's surprise a 100% ethanol engine would be built the same. So is there a distinguishable trait that makes 1 fuel less better than another besides needing more meth than eth? They're anti Knock properties are about the same with the octane being close to equal (R+M)/2 112-115 (although true alcohol readings are not obtainable) So now let put fuel to the side and look at systems. 99.5% of meth injection systems are put together cheap with poor design. On the contrary probably 99.9% of failures is due to poor system design. If your just looking for a minor performance enhancer than sticking 2 smaller nozzles in the charge pipe is fine. When you start getting greedy and keep upsizing nozzles and cranking up the boost is when you run into issues. When you start using it to increase your fuel capacity the charge pipe just became the worst place to inject. Would anyone run their ethanol through their charge pipe to make up for fueling? I know Fuel-it is working on a TB injection system which perfectly fine because they are not advertising 1000HP through it. They have done a great job making it pretty conservative. So lets face it, the only practical place to inject any type of secondary fuel whether its ethanol or methanol would be in the intake runner for each cylinder. As most of you know (based off the amount of txt, PM's, phone calls, tagged posts i get) I run meth, I'm starting to think my nickname should be methhead. I love power, i'm no different than the next person. I have access to 1 gas station that carries E85 and now that my GF doesn't live 20 min from it, its now a 40 min drive. I'm stuck with pump 93 and methanol if i want to make any type of power with a ST. So i went out and designed a bullet proof system that has worked great. I did not invent something new here. I just implemented it on a platform that relies heavily on methanol. For some reason when you start talking meth one of the first things people say is "what if a nozzle gets clogged?" I have no idea where this even came about. Was the first methanol injection systems mixed with sand and unfiltered? Meth out of a VP barrel is already extremely pure, 10 times more pure than anything you get out of a pump at a gas station. If you dont run a filter in any type of fueling system than you deserve to have problems. I run 3 which is 66% overkill. Not once have i even came close to this clogged nozzle BS. A proper meth system has boost kill fail safes which i think most all do now. Todays controllers have a range so if there is leaks or a kinked line it kills boost. Basically if the flow isn't within the user specified range. A proper system needs to utilize the following IPW controller with solenoid function of given fail safes individual cyl nozzles quality lines and hardware remote tank Built like you would build a factory fuel system. Dont be stupid Just about all problems are contributed to these. Some methanol donts: Progressive controllers single point injection CP location for added fuel. window fluid tank dyes no filters Most tuners dont mess with tuning meth injected cars for a bunch of good reasons. You dont know the condition its in, how well its working, blah blah blah. So for a tuner to take the responsibility in tuning something with that big of an unknown is dumb. If something shall happen the first person to always get blamed is the tuner. Some references: http://www.bimmerboost.com/showthread.php?61772-Meth-Injection-system-design-best-practice-discussion http://www.e90post.com/forums/showthread.php?t=947629&highlight=direct+port (@sticky If you dont want this link here let me know i'll delete it. Has to much stuff to copy over) i have to end it here for now but please discuss.
    9 replies | 105 view(s)
  • sammy_0559's Avatar
    03-23-2015, 04:41 PM
    Customer had taken his car to get diagnosed at a nearby BMW dealer. Its a Stock fairly clean car right under 100k miles. Towed it back to my shop after him getting a heart sinking quote from the Dealer. After some trouble shooting pulled DME and tested MOSFETs with 1 obviously out. It was not throwing codes out of the ordinary.. just Bank One literally not firing at all. I can't imagine how someone with a full straight face can almost force someone to get bogus repairs done. It just makes me think how many people and families get screwed for what could be a basic repair. Makes me sick. I literally went down the list 1 by 1 and ruled out everything was working properly. Probably good preventative.. but as far as working properly...they were working fine.
    5 replies | 257 view(s)
  • manbeer's Avatar
    03-22-2015, 06:58 PM
    manbeer has just uploaded I8AOS e50 aggressive map! Euro .bin i used as base
    9 replies | 205 view(s)
  • Sticky's Avatar
    03-26-2015, 07:16 PM
    Not much can play with a BMW S1000RR in stock form. The bike is flat out absurdly fast. When tuned? Well, it takes something pretty damn special to run it. An 1100+ horsepower Boost Logic Nissan GTR may just qualify as something up to the task. The thing is though these two S1000RR's in the video are tuned. The camera bike has a Brentuning ECU tune in addition to a full Akrapovic exhaust system. The other S1000RR just features a full exhaust and a PCV (Power Commander V). The Brentuning ECU tune makes a large difference as the camera bike destroys the other S1000RR and the GTR. They do three runs and in all three it pulls pretty hard. Thank you to BimmerBoost member @Czero for the video.
    6 replies | 90 view(s)
  • Slicksilver's Avatar
    03-25-2015, 08:17 PM
    So here are some pretty cool dyno results with upgraded inlets I sell and with wedge tuning them. Below is a 4th gear comparison of my best dyno run before inlets in 4th gear and the two good runs I had this this week with the new inlets in 4th gear. As you can see picked up power across the board. +32whp max horsepower , +51whp midrange , +23whp top end just before 6k, +22wtq max torque . Also shown is a dyno from from my previous dyno session without inlets were i did a pull with stock tuning on full bolt ons and 100% E85 and you can see made just over 300whp which is par for the course for a dynojet on car with those mods so dyno doesn't read abnormally high. Also consider this is on a 6AT with 3% more drivetrain loss than 6MT. Overall very happy with results. After discussing the results and logs with wedge today after the dyno, we both agree there is a possibility for a dyno glory run in a couple weeks with more tuning to try and get over 500whp magic barrier for stock turbos. We will try to tune and dyno test over the next couple weeks or so to see if we can brake that limit on the dyno :) Going to be fun trying. Mods on the car: MMP 2.5" turbo inlet intake kit, intercooler, catless downpipes, TFT charge pipe, 50 mm BOV, meth injection dual nozzle, fuel it stage 2 LPFP, NGK 1 step colder plugs gapped .022", stock everything else Fuel: 100% E85 I have been trying to blow these turbos since September of last year running really high WGDC and boost and that's how i got the previous non-inlet dyno results but the turbos wont blow. Every time i drop the DPs (3 times in past couple months) I check shaft play and no issues and no smoke out exhaust. Amazing little suckers. One thing I figured out from the dyno runs taking a look at the data later is that the tires were slipping and I didnt notice so there and made the most power on the 3rd run where the tires were the warmest and only slipped a little, more power to be had with properly warm tires that dont slip, lol! You can see that in the engine speed vs road speed plot below and the dips in the power vs engine speed graphs. Also below is first the datalog of my previous dyno run shown on the chart (447whp max) and the log of my current max hp run. Discalimer: This is a wedge tune that runs a bit outside the stock pressure sensor range in low end, not for the faint at heart and risks were understood by me, requested by me, and went against BQ and Wedge recoomendation to do it without being able to log where the boost was exactly but I wanted to test max power with the inlets. Not reccomended for others ;) I just got my N20 sensor and harness and will be logging with JB4 pass through gauge function the boost curve in the next week or so. You can see that it is running several psi more of boost at far less WGDC in the top end. The reason for this is the pressure loss due to the highly restrictive stock inlets. Think about when you upgrade intake filters, what are you really accomplishing if you are still sucking all that are through those pancake flat turbo inlet pipes and about a 1.5 inch tiny tube at the bottom where it goes into the turbo, that is the horrible intake choke point to the airflow that my 2.5" inlet pipes get rid of!! They will flow 178% more airflow than stock inlet pipes because of the MUCH larger flow through areas. disclaimer: that flow calc is based strictly on the difference in flow through area ratios, no bench testing has been done. Turbos increase pressure by increasing the pressure ratio of the air density. A turbo can only do a max pressure ratio based on its design. The stock TD03-10tk3 turbos on the N54 can only do a max of 2.3 pressure ratio at 5k rpm (published by Mitsubishi on the compressor map for this turbo) which is around the rpm where most people make peak power on the N54 with stock turbos. So if the ambient pressure is 14.7 psi and turbo can only do 2.3 pressure ratio the max boost it can produce, assuming no pressure loses, at 5k rpm is around 19.1 psi. This number can be increased a bit (<1 psi) by spinning the turbos into the inefficiency range and using E85. Now let’s say you have restrictive inlets that cause pressure loses as in the case with the N54 where the inlets were designed for just 7-8psi boost by the turbos' stock tune, at high boost demands and air flow (high CFM airflow) you could easily be losing 1 psi just from the inlets. So the pressure into the turbo could be 13.7 psi @5000 rpm and PR of 2.3 (13.7*2.3-14.7 ambient) yields a max boost possible of 16.8psi. This is exactly why you see stock turbos drop off to 16-17 psi around 5000 rpm to redline on everyone’s dyno, the turbos are choked because the inlets are choking them and that causes the turbo to work really hard and generate a lot of heat and backpressure and intake air temperatures and WGDC sky rocket because of that if you run up the max possible boost. So you see that by removing the horrible choke point restriction by the inlet pipes you free up your turbos to run more boost with less stress and really open up the performance potential of the car for higher boost tunes than stock boost. The inlet kit is $450. Email me at mmperformanceparts@gmail.com if you are interested in buying. Picture of kit below and installed in engine bay. There are some other details about the kit but I will post another thread that announces the kit itself, this is mainly a dyno results thread for these inlets. Big props to @WedgePerformance and @BuraQ for helping me tune the extra air flow from the inlets. oh and full disclosure, I make these in my garage, picture of kit on my garage floor ;)
    5 replies | 281 view(s)
  • mike@n54tuning.com's Avatar
    03-22-2015, 09:45 PM
    We would like to announce our 2nd annual Spring / March Madness ER Sale from Monday, March 23, 2015 to Friday, April 24, 2015. The following items will be on sale: E82/E9X/E60 Intercoolers – 25% OFF (821.25 - Regular 1095.00) http://www.n54tuning.com/index.php?_a=viewProd&productId=97 Note: Please be aware that E60 intercoolers are made to order so average wait time depending on the finish will be 2 weeks or more.
    6 replies | 153 view(s)
  • drfrink24's Avatar
    03-26-2015, 10:27 AM
    Looking to bite the bullet and go with a single, was wondering if anyone has a good checklist of things to check or other preventative maint. stuff when doing the install, especially if doing a port injection kit w/intake manifold off and/or relocating the overflow coolant tank. Here is what I'm thinking: - Perform leakdown test before ordering. I doubt anyone would want to drop $8k+ only to find they have a bad/weak cylinder. Assuming you're good on the leakdown results: - Replace OFH gasket if weeping/leaking - Clean intake ports if needed - Check plugs for soot/wetness, then replace. Replace and recode any leaking injectors - Good time to replace HPFP if logs indicate weakness - Check exhaust ports for oil weeping - Check valve cover gasket for leaking - Upgrade PCV Considering the cooling system is also drained and the turbos are off, are there any ways to test if the waterpump needs to be replaced? I've read this is a common failure point on the N54, especially if you let your OFH gasket leak for a while. One more note: I'm not suggesting the only time to address these issues are when you're going to have your turbos off, just thinking labor wise, it presents a good opportunity to address.
    5 replies | 178 view(s)
  • Fishayyy's Avatar
    03-22-2015, 02:00 PM
    Recently I had to send my headlights out to get some work done on them and after about a month of waiting I finally have them back in. However, my car has been sitting for the whole time the lights were gone and I haven't been able to drive it. Is there anything I should do before starting it up again? I was told by a friend I should probably turn the engine by hand first. Car is a 2008 BMW 335i if that matters. Thanks in advance for any help!
    4 replies | 126 view(s)
  • Sticky's Avatar
    03-22-2015, 05:46 PM
    The BMW and Toyota technology sharing agreement has been a bit confusing its application. We know Toyota and BMW agreed to partner up on certain things and share technology back in 2013. Since then there has been a lot of speculation on what this agreement would bring. That speculation has been all over the place. MotorTrend stated the cars would have carbon technology from the 'i' series and be very small and expensive hybrids with the BMW version coming in at around $70,000. Car Magazine then reported we would get mid-engine hybrid sports car with $100k price tags to take on the 911. Maybe they were just pulling things out of thin air to sell magazines, who knows. Now Autocar who is not exactly a bastion of solid automotive reporting states the partnership will spawn two all wheel drive hybrid sports cars that are different sizes targeting different demographics. This is supposed to result in a next generation Z4 as well as a Toyota Supra revival. BMW's Ian Robertson stated, “The one thing we’re clear on now is that a platform for both companies can work. The cars in themselves don’t actually need to be positioned the same. The platform can spawn two positionings. The concept works, the platform can deliver and now we have two proud sets of engineers - one group German, one group Japanese - who are each fighting and arguing for the car they want.” That is about all we have to go on. That the platform can be used to create two cars that are different enough from each other to not simply be the same car with a Toyota or BMW badge being the main point of differentiation. Beyond that everything is still speculation and who knows what the result will be. We only know they are still working on it and that hybrid technology is a certainty. Source
    5 replies | 94 view(s)
  • drfrink24's Avatar
    Today, 03:40 PM
    Struggling with the decision between upgraded twins + inlets vs. top mount single (VM TM w/6465 1.0AR) for a daily driver 335xi that will never see a track or airstrip. I think with either option, most FBO people will still likely need: Fueling (stage 2 or stage 3 LPFP + PI or VTT HPFP) Charge pipe (some FBO, including myself, haven't had issues with stock CP + DVs) Labor is nearly identical, though you don't need to hassle with shipping your old turbos back w/Single Upgraded twins RB or Stage2 = $3000 + cores (hexon are a cheaper option) TFT inlets = $1500 (includes CP) BOV = $250 = $4750 I agree there are cheaper options (including MM inlets or VTT inlets) but the TFT seem like the most potential for power out of those 3 options. You could go with Hexon, or VTT Stage 1, but you're not saving much money and leaving lots of power on the table for a LOT of labor. VM Top mount $6400 + CP $250 (BMS using stock DVs) = $6650 This is less than $2000 more (yes, $2000 isn't exactly chump change), this gap gets even smaller if you're comparing VTT 2+ or RB "super" turbos. The advantages, that I can tell: - Minimizes regret factor and allows easy swaps of bigger or smaller turbos - Happier engine with less octane required - You could return your car to stock without the hassle of needing new or used stock turbos Seems to me, that for all the labor involved, and potentially being a longer lasting solution, $2000 really isn't all that much more to spend.
    5 replies | 62 view(s)
  • BOXERatHEART's Avatar
    03-25-2015, 08:51 AM
    BOXERatHEART started a thread Backend Questions in N54
    Hey fellas, I have a couple questions I can't seem to find answers to on n54tech. If someone could lend me a hand I'd appreciate it... 1. In the sticky on n54tech it says download the bb program, then latest version... the bb program is not opening, it redirects me here and says I do not have permission. 2. I am full bolt on minus ic. I run 70/30 meth all the time. Cm10. MOST of the time I run e40, but can't guarantee. My question is, if I use the pump race map will I still be able to go back and forth on octane as freely as I do now? 3. Is there anything else I'm missing here? Thank you, Dustin
    4 replies | 140 view(s)
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