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  • drfrink24's Avatar
    04-20-2015, 12:44 PM
    Doing a bit of research on turbo sizing, I know there are several factors that influence choices: Peak power goals @ xxxx RPM Fuel available etc... But lets face it, there are poor sized choices, such as a tiny AR that would choke the exhaust or a giant AR that would require 10k RPM and nitrous to hit peak numbers. To say that every turbo option is somehow the "best" for a specific outcome desired I think is misleading. I have to imagine that turbo A is better at accomplishing your goals than turbo B, and both are worse than turbo C (all else being equal). This isn't magic, its science, right? With our BSFC, VE, liters, VANOs, DI and other known factors, there should be a pretty obvious compressor and exhaust housing that offers a very meaty power band, assuming its tuned correctly with the correct fueling that works better than an under-sized or over-sized option, or even worse, with an under or oversized option poorly tuned.
    89 replies | 1102 view(s)
  • Torgus's Avatar
    04-21-2015, 04:22 PM
    We have someone. His name is Leen. $1200 or less manifolds which will outflow the Motiv design they ripped off. Will be available for sale soon enough.
    57 replies | 1576 view(s)
  • Sticky's Avatar
    04-21-2015, 12:47 AM
    This thread might get intense. So which one do you choose? Honestly, I'm starting to think the Viper is the way to go. I love the Z06. There is no 'wrong' car here. They're both incredible. But the Viper is just... raw. Something about it. There's something that makes you feel like they just won't build like this any longer. It's a tough one.
    42 replies | 590 view(s)
  • 4doorbmwpower's Avatar
    Yesterday, 08:59 PM
    Can someone tell me more than just... its really hard? so is hacking into the pentagon and people still do it. WE PUT A MAN ON THE MOON! can we please find a company that can give us custom TCU flashing? I have emailed a company that does TCU flashing for Ferrari and Porsche, maybe they know a guy.
    34 replies | 313 view(s)
  • 93siro's Avatar
    04-20-2015, 12:46 AM
    93siro started a thread Building the engine in N54
    Hi all, So vac is going to build me a complete engine. Forged bottom end with their stage 3 head and custom spec cams. Im deciding now to whether go lower compression or up the compression ratio and go full insane? Also the cam profile is not decided yet. I know nobody has ever put cams on these engines, but all opinions are welcome. 264 with 10.2mm lift is too much? The turbos are vtt stage 2+. Thanks
    33 replies | 529 view(s)
  • robc1976's Avatar
    04-19-2015, 01:43 PM
    I am selling my basically brand new (1700 miles) motiv 750 Single turbo kit. The kit comes with everything you need for install. Why am I selling: Only reason I am selling is because I want a top mount and that is the ONLY reason, This is arguably one of the best kits for the N54 period. NOTE: with ER FMIC I had to trim less than 1/4" off the CP since ER has a extra long end tank, this will NOT hurt anything on your install if you use different FMIC and if you like I will get you new CP but is honestly not needed. I just want to make sure all cards are on table. Price: $6950.00 plus shipping (buyer covers shipping and 3% Paypal fees or gifts payment). No over seas shipping, no checks no wire transfers, just paypal or cash. This price I am pretty firm on, Turbo has never went above 23psi and only on several pulls. Included is custom filter with metal top, custom MAC selonoid bracket & custom cut heat-shield and 12-AN fitting on filter for OCC. You can use rubber hose with clamp or -12AN fitting with this setup. If you choose not to run a OCC you can get cap for $5.00. Kit will take 2-4 weeks to remove since I will be waiting on other kit to limit down time so there are 2 options. 1. Put down 50% and pay other 50% once kit is off and ready to ship 2. Pay in full, still will have the waiting time (some prefer to pay up front so giving this option). Motiv 750 kit before install, looks the same except slight coloration on manifold (normal).
    15 replies | 381 view(s)
  • MM Performance's Avatar
    Yesterday, 06:54 PM
    Ive been working on a project for the N54 community for a couple months but had not announced it since I wanted to be sure the concept was feasible. I have done enough now to know the concept is good so ready to share my R&D progress with the community. Description It is a TD04L-20T with true 20T native compressor housing. The 20T mistubishi profile compressor wheel is a forged billet wheel with extended tip technology from BorgWarner. The Turbo consist of a TD04 bearing housing modified to connect to stock oil lines, coolant lines and stock turbine housing. The turbine housing has been modified to accept the TD04L turbine and flange up to the TD04 bearing housing. The kit will include upgraded inlet pipe system and also charge pipe system optimized for the high flowing native 20T compressor housing which is over twice the size/flow of stock compressor housing. This will make sure the turbos are flowing to their maximum potential along with the upgraded plumbing for the turbo included. This turbo can push up to 35psi of boost and not sure what the actual WHP will be on the N54, but with proper fueling and meth cooling should be in the 750whp range theoretically at those boost levels near redline according to estimated compressor map and turbo HP calcs, only testing will prove if this is possible and I intend to test the prototypes to these levels with proper port injection and stage 3 LPFP. Schedule Current schedule is to finish development of the prototype set by the end of April/early May and install on my car and test and tune/dyno by the end of May. If all goes well I plan to get 10 beta test units out in June. If that goes well, start selling the kits to you all in July or August. I have completed my test fit on an N54 motor and finalized the designs for the wastegate actuator mounting and modifications and charge pipe (turbo to IC) design as well as making sure everything is going to fit on the engine. Everything went perfect on the fitup of the turbo to the engine so thats when I decided it was time to start sharing R&D progress with the N54 community. Pricing Dont have my final production pricing yet price point will be $3050 for both turbos, $450 for the basic inlet kit and $500 for the charge pipes from turbo to intercooler. If you already own my inlet pipe system, obviously no need to buy that. Only thing needed to adapt my inlet pipe system to the new turbos is two new elbows and everything else works Testing On my prototype system I plan to do dyno test and tune and push them to the maximum as I will have all the supporting fuel mods needed. I will be doing full logging of course. In addition, I will be doing custom turbo logging never before seen on the N54. Not only will I be logging EGT and backpressure (done before) to check health of the turbine but also I will log pressure and temperature at the turbo inlet and also at the turbo outlet which will tell me exactly what pressure ratios the turbo is working at and also at what efficiency. This compressor logging has never been done to my knowledge on the N54 but is the only real way to understand the compressor health during turbo operation. Quality The turbos are purchased from a large turbo supplier. I bought the CHRA from them to my specs which were basically TD04 bearing housing with 04L turbine and 20T billet 6x6 compressor wheel with extended tip technology from BorgWarner (for more boost). I also ordered the CHRA with upgraded thrust bearing, actually the highest upgrade possible, steel thrust bearing mitsubishi uses in the rally turbo cars where turbos REALLY get beat on and need bullet proof bearings. The compressor housing is the native 20T housing (over 2x more flow area) for TD04 and the entire CHRA is assembled and balanced by the manufacturer on a VSR machine they have in house and individual report provided for confirmation. I get the turbine housing machined at a CNC machine shop locally that deals with very high tolerance precision drilling tool parts and I assemble the CHRA to the turbine housing and wastegates "in my garage" and bench test wastegates on the turbos to ensure proper setting. Pics Now some pics to show you some progress :) Current Status update so quick update. We are doing a new manufacturing process for these hybrid turbos that has never been done before...well here is a sneak peak. The turbo manufacturer has designed a custom TD04 bearing housing that will flange up to the stock turbine manifold and bolt up to stock coolant and oil lines and will be investment cast to OEM (mitsubishi) specifications by a factory that also does casting for the OEM. To my knowledge this has never before been done on hybrid turbos for the N54. This will provide a true TD04 CHRA and will increase quality and reduce cost and be a MUCH cleaner solution in my opinion. This coupled with getting the right fittings designed and machined for the VSR machine is the reason I dont have my prototype turbos installed already but the delay is well worth it for the custom cast TD04 center section. I have partnered with the turbo manufacturer and he has made significant investments in the tooling required to manufacture the custom cast TD04 bearing housings but it will pay dividends in the long run in many respects. Also I am finalizing the charge pipes from turbos to intercooler and expect to complete those in a couple weeks and will have the turbo wastegate rod extensions complete also in a couple weeks as well as the wastegate mounting plate. Currently I expect to get the turbos delivered in early May and then in May I will be installing and working out the bugs and hopefully dyno tuning to max power by the end of May or early June. below is a sneak peak pic of the solid model design for the custom TD04 bearing housing design
    12 replies | 267 view(s)
  • spxxx's Avatar
    Yesterday, 07:20 PM
    spxxx started a thread Bye Bye TunerPro ;) in N54
    Hey guys, Posting on behalf of a buddy who will chime in with more info... Hey guys. I've been very busy with a few projects I'm working on, but they are all coming together. I kind of pushed this one to the front because I don't like TunerPro very much. It is slow, a bit clunky, cell shading isn't the best, comparing bins is limited, and most of all, you need to define separate "tables" for axis breakpoints. Well, NO MORE! This took a large amount of "up front" manual work, but going forward it will be much easier adding new tables defs thanks to the different XML format. The de facto standard for editing bins going forward is going to be EcuFlash. If any of you come from the Evo / Subaru world, this will be very familiar to you. If not, there is basically no learning curve coming from TunerPro either. Just benefits. Added benefits: - you can edit table axis breakpoints right on the main table - no need to "load XDF" (correct def is loaded automatically when you pick your bin) - better performance 3D view - can have table windows on two different monitors easily - nicer colors - etc. I expect to have an XML ready for release by sometime next week. I've attached a screenshot below for reference. See if you can spot one of the new tables
    11 replies | 263 view(s)
  • jyamona's Avatar
    04-20-2015, 09:53 AM
    So over the weekend I finished up tapping / plugging the ports in the head. My old valve cover was cracked at 40k miles, so I also installed a new one at the same time (cover, gasket, and bolts all new). All VC bolts were torqued to 7lb-ft + another 1/8 of a turn or so. Fired the car up and let it idle for 5-10min, inspected and saw no leaks. I took it for a short drive, maybe 5min, and when I got back oil was spraying out what seems to be the back of the valve cover, onto the firewall, enough to drip down steadily and form a small puddle under the car. Is this a common spot for such an issue? Does the gasket get pinched / move when installing often? I think that's what may have happened. I was out of time so did not take it back apart yet...won't have time until weds. Also, I've read the bolts are "one time use." These are literally less than 1 mile old though, when I remove the VC and reinstall, and I keep the same bolts? Two pics attached are the best I could grab of the area:
    11 replies | 179 view(s)
  • Vertigo's Avatar
    04-23-2015, 08:57 PM
    Time to turn to the experts. Background: Back in December I completed my build by installing my head back on my motor. During this process I followed the BMW TIS @ workshop manuals using the proper torque specs. During the install, I had at my disposal the BMW master timing kit. Once the head was installed, I installed the cams by sliding the timing tool forks down the flats of each cam with the digital stamp visible from the top. The impulse sending wheels (11367540442) holes aligned perfectly to the dowels on the timing tool that sits on the front ledge of the head. The special TTY Collar Screw (11367524954) were ordered new and torqued properly on both intake and exhaust gear units. I've been trying to wrap my head around how this could happen. Not sure how this is possible but have a peek at this mess. The car was running just fine for the past few months. Just to provide a full picture this happend a few hundred miles after have vanos changes applied to help spool with my single turbo. Shortly after the Vanos changes were made I started getting "2A87 - VANOS exhaust – stiff; jammed mechanically". I deleted without issue and a few weeks later I started hearing a weird metallic tapping noise which sounded just like the old E46 vanos rattle issue. The rattle got worse and worse while my cold starts got longer and longer. I finally had enough and pulled the valve cover to discover this! How is this possible? From what I have been told about the way the VANOS units work...the solenoids allow oil to flow up into the vanos gear units which then decouples them allowing the vanos gear?? or Cam?? not sure which to no longer move in direct relation to the impluse sending wheel? Thinking about this it cant be right because this is double vanos which means the intake and the exhaust cam can move independent of one another even though they are connected by a chain and sprokets? In the situation above would not the timing chain have to stretch inbetween the exhaust gear and the intake gear to allow the exhaust cam to move further behind the intake cam? I would think that the cams themselves would have to be able to move independant of the cam gears somehow. So now the real question is when re-installing is it as simple as re-aligning the cams back to being straight up and then slapping the timing chain back over the gear units or is the exhaust vanos gear unit stuck in a position that it should not be in and that I need to reset before setting the mechanical timing back once again? Would it be safe to replace both Vanos solenoids, re-time, and done? Or do I need to get new Vanos Gear units as well? Thanks!
    10 replies | 269 view(s)
  • mazdaspeed6's Avatar
    04-23-2015, 10:17 AM
    Just saw Amy Sangster posted something about it. Does anyone know what happened?
    8 replies | 484 view(s)
  • Sticky's Avatar
    04-22-2015, 07:01 PM
    Introducing the new RS1M series of Monoblok wheels from HRE. The basic styles you see may be familiar as they are HRE classics and the RS1M series is the latest iteration and evolution. The RS100M, RS101M, RS102M, RS103M, RS105M, and RS108M are all a solid single piece wheel and as you gathered the design takes cues from 3-piece HRE's. The Monoblok setup makes the design look elegant and essentially at home on anything. The wheels are available in sizes from 19 to 22 inches and with widths from 8 to 13 inches. You can also get this series in center locking fitment. Try to say the the RS100M does not look at home on this 991 Turbo S. Just try. Without drooling. RS100M: RS101M: RS102M: RS103M: RS105M: RS108M: THE NEW ELEGANT: HRE SERIES RS1M The all-new Series RS1M takes styling cues from three-piece sibling to create the perfect grouping of Monoblok wheels San Diego, Calif. (April 2015) – HRE has continually refined its Monoblok wheels since pioneering the 1-piece forged wheel trend with the launch of the original P40 in 2006. The latest Series RS1M is the perfect evolution of the sophisticated engineering and elegant styling that has made HRE’s Monoblok wheels famous. The result is a wheel series that is right at home on everything from a Porsche 911 to a Mercedes-Benz S-Class. The Series RS1M debuts with six new styles, including the 9-spoke mesh RS100M, the 7-spoke split RS101M, the 5-spoke twist RS102M, the 13-spoke multi RS103M, the solid 5-spoke RS105M, and the 7-spoke RS108M. The Series RS1M is available in diameters ranging from 19 to 22 inches and widths range from 8 to 13 inches. "The RS1M is a perfect example of how in design, usually less is more,” said HRE President Alan Peltier. “In an era when everyone, including HRE, is moving to more and more aggressive designs, sometimes the more difficult and rewarding challenge is simply finding out how to improve on an icon.” All HRE wheels are engineered to minimize unsprung mass and rotational inertia for optimal acceleration, handling and braking performance. Each wheel is built-to-order and there are nearly infinite fitment, color and finish options available for the ultimate custom-tailored wheel buying experience. Center-lock fitments are also available. About HRE Performance Wheels: HRE designs, engineers and manufactures 3-piece and 1-piece forged aluminum alloy wheels for Racing, Performance & Luxury cars and SUVs in their San Diego, California-based, TÜV-approved facility. HRE’s built-to-order wheel sets offer a customized choice of offsets, widths and finishes, resulting in a uniquely personal style and performance solution for each customer’s application. HRE wheels are sold through select high-end car dealerships, specialty retailers and performance companies worldwide. For more information, visit or call an HRE wheel expert at (760) 598-1960.
    7 replies | 72 view(s)
  • I6+TT=FTW's Avatar
    04-21-2015, 12:44 AM
    I don't want integration, I just want a simple solution to display ethanol content in the tank. Even just for the sake of simple fill ups without having to always calculate what's in the tank. I've already got a pretty V3, and it would be great to not have to add an additional gauge. I know SteveAZ is working on a kit, and there's the Zeitronix, but I would really like to just use the V3's gauges. Any ideas?
    6 replies | 185 view(s)
  • geshsoft's Avatar
    04-20-2015, 08:55 PM
    So I replaced my valve cover and oil filter housing gaskets with brand new OEM ones about 25k miles ago. I noticed yesterday that I have a small amount of oil oozing from one of the oil filter housing gaskets (small amount of accumulated dirt mixed with oil). Considering that it has been only 25k and I do not beat the living hell out of the car I am not exactly thrilled developing a leak so fast. Needless to say the old gaskets, when removed, were as polymerized as they get (hard as plastics). That said, does anyone know the type of rubber used for these gaskets on our n54 engines?
    6 replies | 103 view(s)
  • Legionofboom's Avatar
    Yesterday, 06:01 PM
    5 replies | 120 view(s)
  • Sticky's Avatar
    Today, 01:25 PM
    Some awesome smack talk here from Cadillac. Specifically from Cadillac president (and GM Executive Vice President) Johan de Nysschen formerly of Audi. You may remember that Cadillac tried to troll the Germans last month but it came off somewhat forced. This is much better. Much, much better: Strong words from the Cadillac president but it is the type of thing as an enthusiast you like to see. He pulls no punches informing the Germans this is not about horsepower, torque, or acceleration as they are already beaten there. He is right, the LT4 supercharged V8 going in the CTS-V is no joke. He does not just point to the CTS-V but also the new ATS-V models. Cadillac is attacking across the spectrum but it is important to note the cars are being built to be well rounded. That is why de Nysschen brings up handling, braking, steering, and cornering performance. Is Cadillac-V the new Sheriff in town? Let's get the cars on the road first but one has to love the confidence here. This is much better than photoshopping pictures of an ATS-V next to an AMG or M car. The Germans needs a wake up call and if anyone is going to give them one it is going to be the Americans and in the luxury segment specifically Cadillac. Go get 'em boys, show them how overrated the Germans truly are (and have been for some time).
    7 replies | 27 view(s)
  • pr3ci5n335i's Avatar
    04-21-2015, 10:50 PM
    Both sets of tires have two, yes two 1/4 mile passes on them and that's it. The GTR these came off of was trailered to and from the track. Asking $600 for both nt05r. $480 for both nt01. I'll post pictures Thursday. PM me for more info. Located on SoCal
    5 replies | 127 view(s)
  • Sharif507's Avatar
    Yesterday, 12:57 PM
    Hey guys, im looking for some info on anybody that has installed the sportsman dct clutch upgrade from dodson. id appreciate any feedback regarding install and post install "clutch learning process" and how it affects daily driving if it does in anyway. Im planning on installing it on my m6 f13, getting the AMS tune soon, im running catless ams pipes, gtc meistershaft exhaust with afe power intakes. looking to be rolling at about 680whp and 660ft/lb tq. Sharif
    5 replies | 46 view(s)
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