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  • 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 isn´t the best, cause it is controlled by an external Controller. Which means on the one Hand, the failsafe cuttings from our original DME doesn´t 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 don´t 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 isn´t 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 | 2065 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 | 3270 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.
    40 replies | 1656 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
    21 replies | 659 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)
    22 replies | 156 view(s)
  • Sticky's Avatar
    08-19-2016, 10:25 PM
    EPD Motorsports is new to the BoostAddict network but they recently showed some awesome results with their turbo upgrade on the Mercedes-AMG M133 engine platform. They also have turbocharger upgrades for other platforms including the BMW N54 motor. So what can we tell you about this turbo upgrade? Not much. EPD Motorsports has not told BimmerBoost much about it. We are waiting for pricing information and the full specs as well as a dyno of course. For now all we know this is yet another N54 option in a market becoming crowded which is only a good thing for consumers. If the pricing is competitive and it produces over 500 wheel horsepower at 18+ psi it will certainly have its place.
    16 replies | 559 view(s)
  • mfish's Avatar
    08-22-2016, 05:51 PM
    I know there's been progress in the warm / moving intake and exhaust VANOS tables since we probably mostly evolved from what that Cobb gave us years ago. For your run of the mill FBO car on stock turbos are there current / for the most part universally agreed upon, VANOS table values that are optimized as much as possible for a FBO stock turbos 93 octane setup. If so, is someone willing to post up their bin so I can copy these tables? Thanks!
    16 replies | 639 view(s)
  • threetirtyfive's Avatar
    08-18-2016, 05:13 PM
    Help is just around the corner. Watch this poor guy also addicted to e85. Please move if non appropriate to this part of the forum :-)
    10 replies | 936 view(s)
  • Tech's Avatar
    08-18-2016, 04:20 PM
    I have been trying to find out if there are any differences between the left and right engine mounts in the 335I with N54. I know there are 2 different part numbers for left and right mounts as well as 335i and 335i mounts. I have read multiple post about the right 335i mounts fitting both left and right mounting possitions, my question is does anyone have any pictures of the differences as well as installation on these? Are there any modifications needed to fit these mounts on left and right sides?
    10 replies | 839 view(s)
  • LQQKOUT's Avatar
    08-19-2016, 07:19 PM
    Here's my back story. I bought my first N54 about 4 years ago. 535XI that I got in the low 12's in no time. After the 535XI came a E90 335XI that I was running 11.9's with using most of the mods I transferred from the 535. After switching sides to a 2012 Supercharged Mustang that I hated from day one, I went back to the N54 world and got my current 08 335XI E92. Car is FBO, Fuel-It stage 1 (for now) with upgraded fuel line, running E70, water meth kit w/CM10 nozzle new HPFP, coils and injectors. The end of last year I was running 11.9's running the OTS E40. Over the winter I got an used set of VTT Stage 1 turbos with billet wheels from another member, RB inlets and BQ custom tune. Last weekend got to go back to the track and ran a best of 7.67@95. It was a .2 and 3 MPH improvement over my 1/8 mile time from my 11.9 runs. Turbos hold boost all the way to red line but they were maxed out and I wanted more. Contacted VTT to find out why they were maxed out already and they mentioned that the Stage 1's aren't going to make (much) more power than OEM's, but they will last longer. If I upgrade to the new GC Lite kit, they were going to give me $500 credit for the S1 turbos. Unfortunately I would have gotten a better deal getting my turbos from Mike@N54Tuning but there was no definite delivery date for the VTT turbos, and you know VTT's track record when it comes to delivering on time. Next in line was the JPWorkz ST kit and MMP Stage 3 turbos. Both kits have their own flaws, but in the end after talking to Maurucio @ MMP and Jerry @ JP I decided to go with MMP Stage 3 mainly due to Mauricio's great customer service and his willingness to put it all out when there's an issue and his fix action. Also he doesn't sale turbos that he doesn't have ready to ship. Placed my order yesterday late afternoon and got a shipping tracking number today. I will post pictures once they arrive next week and should have them installed by the end of the month. Once that's done it's time to take it back to the track and get some times and logs. I wish I could provide some actual dyno numbers, but there's no local AWD dyno available so track and Virtual Dyno will have to do.
    10 replies | 868 view(s)
  • Sticky's Avatar
    08-20-2016, 01:34 AM
    This should easily favor the Mustang considering the Camaro SS is stock. It's certainly no slouch in stock form with 455 horsepower and 455 lb-ft of torque from the naturally aspirated 6.2 liter LT1 V8 engine. That is more than a stock Coyote 5.0 in the Mustang which offers 435 horses and 400 lb-ft of torque. This Mustang is tuned however. It has aftermarket headers, a full exhaust, an E85 tune from Lund Racing, and it is a 6-speed manual example. The Camaro SS is an automatic example with the 8L90 8-speed box. So what explains the Mustang losing here? Shouldn't it win? Yes, it should, but this is yet another example of a modern automatic offering a large advantage in performance over a manual transmission. The 8L90 8-speed auto in particular is claimed to offer dual clutch transmission level performance (GM says it is superior to a Porsche PDK in shift speed) and it certainly performs well. It's interesting to note that even from a roll the Mustang can not win. The only race the Mustang wins is when the Camaro launch control engages too late and the Mustang gets a head start. It would be nice to see automatic vs. automatic in the future and what the difference would be.
    15 replies | 290 view(s)
  • PLF's Avatar
    08-18-2016, 10:32 AM
    Hey all, I just wanted to make a little follow up from replacing both my engine mounts for Rein 335is mounts found here https://www.ecstuning.com/BMW-E92-335i-N54_3.0L/Engine/Mount/ES2803858/ First thing I noticed is drone from exhaust was greatly increased, (I have a straight no kittys at all 135i exhaust) I will be installing 2 vibrant resonators tonight. Downpipe clearence is much improved, I think my oem mounts were starting to sag, they are also combined with E46 M3 transmission mounts. Engine feels like it moves less than before and combined with all my other mods drivetrain feels very stiff, I am eager to see if the loud NVH I experience will go away with the quieter exhaust, I will do an update. But for now I think its a good buy, I also noticed 034 started offering a similar option but as a ''kit'' I would not be surprised they just sell rein mounts based on the price. Here it is: https://www.ecstuning.com/BMW-E92-335i-N54_3.0L/Engine/Mount/ES3143669/
    8 replies | 710 view(s)
  • AWSAWS's Avatar
    08-19-2016, 12:12 AM
    AWSAWS started a thread Knock detection in N54
    Hi guys. I read on a post about tuning on another website that a particular model of cars knock detection didn't function after something like 4500rpm. It wasn't a BMW. I'm not sure if that was because the car was old and the systems couldn't sample quick enough or if the engine just became too noisy or something like that. Does anyone know if the N54 can detect knock all the way to redine and if there are any similar circumstances where knock detection stops? I suppose looking in tuner pro is the easiest way to find out. I am curious to know after reading that post. Thanks
    9 replies | 830 view(s)
  • Dream's Avatar
    08-23-2016, 06:02 AM
    A short report of our S85. The first test runs have been very successful. The first runs were instantly in the 10s. The car has original weight and no Equipment was removed. 5,7l Stroker Stroker + V7 Supercharger is a very interesting combination at the S85. We have reached 870HP on 95octane with 16 PSI. The HP goal is 1200HP on E85 and a flat 9 on the 1/4 mile. To achieve this, we still have a long way. But it is possible because we have a lot of reserves. :naughty: 870,32HP , 837,16NM Test and Tune - Finsterwalde- Germany 1/4 Mile - 10,707s - 136MPH Pictures say more than words..... Starke-Perfromance & EZ-Performance
    12 replies | 269 view(s)
  • threetirtyfive's Avatar
    08-19-2016, 05:56 PM
    Hi guys Since i had my clutch replaced, I now have a rumbly knocking at about 1100rpm coming from the driveline- sounds like from the prop shaft, but it also feels a bit like it's jumping at the back under hard acceleration (not just the usual from an open diff). After 1100rpm there's no noise at all and it's smooth. It is 100% not coming from the engine, just using the torque at low RPM causes it to do this from down and behind the gearstick. I'm soon going to be replacing the open diff with an Mfactory LSD so can inspect the diff bushings at this time but could do with some pointers what to check- Is it likely to be the prop shaft centre bearing / rubber Guibos causing this? My suspicion is it's since they took the propshaft off the box to replace the clutch and they've disturbed the centre bearing. (n54 335i 6MT)
    8 replies | 617 view(s)
  • Sticky's Avatar
    08-18-2016, 08:59 PM
    What you have here are two supercharged E90 M3's running the same ESS-Tuning VT2-625 E9X M3 S65 V8 supercharger kits. The camera car is the DCT M3 and it belongs to BimmerBoost member @dnotorious and he ran an E90 M3 with the 6-speed manual transmission. Even though both cars have the same supercharger kit with the same boost the manual will make slightly more power due to lower drivetrain losses. It's interesting to note what a big difference shift speed makes though as the DCT car just pulls away. Some people still doubt the performance advantage afforded by dual clutch transmissions. The video speaks for itself.
    9 replies | 291 view(s)
  • Sticky's Avatar
    Yesterday, 04:39 PM
    VRSF: We finally finished up production on our race intercooler and after extensive testing on some incredibly fast cars we're finally ready to offer a pre-order for our new 7.5" stepped race intercooler. The new ultra high density intercooler is 134% larger than the OEM intercooler @ a total of 1080 cubic inches & it's rated for over 1000whp. This is the best solution for any customer running upgraded turbos who is looking for an incredibly efficient intercooler at a reasonable cost without sacrificing quality. We're expecting these to arrive in stock within the next 4 weeks and will be offering introductory pricing directly on our website. Results: We've had a few beta testers in the 650whp+ report fantastic results with 3rd gear pulls (22-30 psi) averaging a 0-1 degree rise, 4th gear pulls in the same boost range are 3-4 degrees. 2-4 gear pulls are showing no IAT increase from 2nd through 3rd with a 7 degree overall rise into 4th. Below is an example of a car running more boost (35 psi) at a much higher HP level (790whp) showing a rise of 11 degree rise in 4th gear. This car also noticed a significantly lower overall pressure drop due to the increased flow of the much larger core. Eye Candy:
    6 replies | 285 view(s)
  • J. Dub's Avatar
    08-19-2016, 04:04 PM
    Comes with coupler and the necessary parts. Also includes shipping to the 48 cont states BUT I will ship anywhere in the world. ASKING $650
    6 replies | 499 view(s)
  • Nisse Järnet's Avatar
    08-20-2016, 10:27 AM
    So i was out racing again...off course with the street tires and all stock interior etc. i was on medium boost here :)
    3 replies | 689 view(s)
  • Sticky's Avatar
    08-18-2016, 08:39 PM
    This race certainly gives perspective on the performance advantage offered by a dual clutch transmission. Why is that? Because this same automatic E92 335i ran a manual transmission supercharged E90 M3. The result previously was a very close race. This time around with a DCT M3 there is quite an advantage for the M3. This is the same DCT ESS VT2-625 supercharged E90 M3 featured in a video a few days ago going up against a manual ESS VT2-625 supercharged E90 M3. It belongs to BimmerBoost member dnotorious and it certainly is performing quite well. The N54 looks like it needs a turbo upgrade to top this particular E90 M3. N54 Modifications: AR Design catless downpipes Ams intercooler BMS Dual cone intake VTT Silicone inlets VTT Silicone outlets BMS Oil catch can RB PCV Wavetrac LSD Defivfab Differential lockdown kit M3 subframe bushings M3 front and rear control arms H&R front sway bar Koni Yellow with Swift Springs E90 M3 Modifications: ESS VT2-625
    5 replies | 178 view(s)
  • AdminTeam's Avatar
    08-21-2016, 07:17 PM
    86azms3, we appreciate you taking the time to join.
    4 replies | 402 view(s)
  • Sticky's Avatar
    08-18-2016, 11:33 PM
    When BMW announced the F82 M4 GTS enthusiasts rejoiced and rightfully so. BMW finally would have a serious enthusiast car that would take on stout rivals and put performance first. BMW claimed a weight of 3328 pounds and a Nurburgring laptime of 7 minutes and 28 seconds. BMW backed up the Nurburgring claim with a video. The thing is, it started speculation that nobody other than BMW would be able to match the laptime. Was the car a ringer? Did it have different software than normal? Maybe, maybe not. What we do is in independent hands the car is almost 10 seconds slower than BMW's marketed time: Is it a slow time? No, not at all. Is it as fast as BMW claimed it is? No, not at all. It's actually slower than a 991.2 Porsche Carrera S which suddenly looks like a value compared to the M4 GTS and it's $134,200 base price. It is not just slower than the Carrera S on the Nurburgring but it can not best the Porsche on the Hockenheim either: That 1:09.6 time is also behind the C7 Z06 which manages 1:07.3. The M4 GTS is even with the Mercedes-AMG GT S, 991.2 Carrera S (on worse tires), and the Nissan GTR though so it's hardly a bad lap. It's good. Just not good for the money. It's no surprise the Nurburgring time could not be matched but what about the weight claim? Well, that doesn't align either. They measured the car at 3527 pounds which is very similar to the independent weight reported earlier this month: No doubt people will point out the cage adds weight but BMW should have targeted 3328 pounds with the cage and not without it. They misled us about the actual curb weight with options. The bright side? The engine is underrated just as we previously reported. On the MAHA dyno they recorded 533 horsepower. That should shut up overseas members who claim American dynos read high and that the BMW turbo cars are not underrated. They are. We'll reinforce this point with American Dynojet results. Ultimately, what are we enthusiasts to make of the M4 GTS? That it's a nice effort that is basically worse than a Carrera S in all areas. Put comparable tires on the Porsche and you have a better performing car for less money. What is the point of spending $134k+ on the GTS? If you absolutely have to have the highest performance BMW track car on the market and other brands give you a skin rash then go for the GTS. Otherwise, it makes no sense.
    7 replies | 102 view(s)
  • Evan Patak's Avatar
    08-22-2016, 09:41 PM
    With my engine rebuild/replacement, transmission conversion, and M5 drivetrain conversion nearing completion I took the opportunity to collect some data for the community and weight some of the components which were removed. My wagon was originally a 535xi AT and moving forward can best be described as a manual N54 powered M5. BMW M fan boys: relax. No it is not an M5 but it's composition is more M5 than anything else. The front differential, axles, and driveshaft are lighter than expected but then again, they are not very strong. M5 components show noticeable heft for their added size and strength. The LSD went in before my scale arrived but I would estimate it is +20lbs and the drive shaft is probably around +8-10lbs Once it is back from getting lengthened and rebuilt I can throw it on the scale. I would guess +5lbs ea for the M5 axles. I will try to get my manual trans on the scale to confirm but I heard 98lbs somewhere and that sounds about right after recently spending a lot of time handling the unit. ___________OUT____________287 lbs 127 lbs 6AT (GA6HP19Z) 32 lbs Torque Converter 61 lbs Transfer Case 7 lbs F Driveshaft 30 lbs Front Diff 30 lbs Front Axles (x2) ____________IN_____________133 lbs 98 lbs 6MT (GS6-53DZ) 21 lbs MFactory Chromoly Flywheel 14 lbs Spec Stage 3+ Clutch 154 lbs saved by ditching both the AWD and AT. ~130lbs If you ditch the AWD but keep the same type of trans. I estimate a 40-50 lb weight penalty for m5 components but I should still end with 100+ lbs weight savings. Where losing weight is always a good thing I think this will work against my weight distribution. Evan F Driveshaft and Differential getting weighed. Transmissions LEFT 535xi RIGHT M5 LEFT M5 RIGHT 535xi 535xi Diff M5 LSD and it's huge heatsink.
    5 replies | 199 view(s)
  • Sticky's Avatar
    08-22-2016, 01:41 AM
    So let's take a break in your regular BoostAddict programming to watch the following. WTF is going on here you may be saying? Good question. Someone decided to use a crane to create a swing of sorts that is powered by a sport bike. The internet can still surprise you.
    4 replies | 179 view(s)
  • Msport335's Avatar
    08-22-2016, 10:59 AM
    Msport335 started a thread AEM meth kit and STFT's in N54
    Can you guys shed some light as to what's going on with my STFT's? 94 octane tune spraying a 50/50 mix through the aem 1000cc nozzle fitted to the Existing ER charge pipe bung controller is is set to start spraying at 8psi and fully at 17.5psi. why are trims so far apart ? A few weeks ago I did have a rear o2 code come up for bank 1 which hasn't come back ...could that be the issue http://datazap.me/u/msport335/mhd-94-0ctane-v25-meth?log=0&data=3-22
    4 replies | 226 view(s)
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