Close

Page 21 of 22 FirstFirst ... 1119202122 LastLast
Results 501 to 525 of 529
  1. #501
    Join Date
    Jul 2012
    Location
    Boston, MA
    Posts
    2,456
    Rep Points
    1,749.6
    Mentioned
    42 Post(s)
    Rep Power
    18


    Reputation: Yes | No
    Click here to enlarge Originally Posted by sahyoun Click here to enlarge
    No its ported, oversized valves, valve guide seals, and some other stuff, call them and ask
    I asked and they said only what is listed on the website...

  2. #502
    Join Date
    Aug 2012
    Location
    Hayward, CA
    Posts
    7,906
    Rep Points
    3,915.7
    Mentioned
    320 Post(s)
    Rep Power
    0



    Reputation: Yes | No
    Click here to enlarge Originally Posted by Torgus Click here to enlarge
    I asked and they said only what is listed on the website...
    I spoke with Tony over there. They were VERY helpful and responded quickly. This is the description he gave me of the headwork.

    VAC N54 Stage 3 Performance Cylinder Head:
    Complete Disassembly & Cleaning
    -Comprehensive Leak, Crack & Pressure Test
    -Inspect All Components For Irregular Wear
    -Our Superior Max Performance Multi-angle Intake,
    Radius Exhaust Valve Job Using Serdi Equipment
    -One-Piece High Performance Stainless Steel Valves,
    Balanced and Blueprinted (Standard or Oversized)
    -Unshrouding of Valves
    -Meticulous Port and Polish Work
    -Attention to Potential Hot-spot Areas and Chamfering
    -CC'ed and Chamber Reprofiling as Needed
    -All New VAC Up rated Valve Guides
    -Trueness Checked & Resurfaced Mating Surface
    -High Performance Valve Springs, Balanced
    -Steel Alloy Valve Spring Retainers
    -Proprietary Tweaks to Improve Performance

  3. #503
    Join Date
    Jul 2012
    Location
    Boston, MA
    Posts
    2,456
    Rep Points
    1,749.6
    Mentioned
    42 Post(s)
    Rep Power
    18


    Reputation: Yes | No
    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    I spoke with Tony over there. They were VERY helpful and responded quickly. This is the description he gave me of the headwork.

    VAC N54 Stage 3 Performance Cylinder Head:
    Complete Disassembly & Cleaning
    -Comprehensive Leak, Crack & Pressure Test
    -Inspect All Components For Irregular Wear
    -Our Superior Max Performance Multi-angle Intake,
    Radius Exhaust Valve Job Using Serdi Equipment
    -One-Piece High Performance Stainless Steel Valves,
    Balanced and Blueprinted (Standard or Oversized)
    -Unshrouding of Valves
    -Meticulous Port and Polish Work
    -Attention to Potential Hot-spot Areas and Chamfering
    -CC'ed and Chamber Reprofiling as Needed
    -All New VAC Up rated Valve Guides
    -Trueness Checked & Resurfaced Mating Surface
    -High Performance Valve Springs, Balanced
    -Steel Alloy Valve Spring Retainers
    -Proprietary Tweaks to Improve Performance

    Interesting they give you different information than me:

    "
    Steve@VAC
    2:07 PM (14 minutes ago)Click here to enlarge Click here to enlarge
    Click here to enlarge
    Jon,

    None at this time or with production planned.(speaking about aftermarket springs)

    Cam manufactures really don’t want to touch them right now.(I asked if they offered cams or knew of anyone who had good results with custom grinds)

    Valves may come down the road from us, but there is no demand yet… That’s typically for the first few years on a turbo motor at times. Technical, it’s because the fuel system is holding 99.9% of people back at the moment.

    Regards,
    Steve Bailey | VAC Motorsports
    215.462.4666 (ext #13)
    "


    I wasn't aware our fueling system was holding us back...

    $2600 for a port and polish job and new valve seals/retainers...seems pricey. Since it sounds like you are in better/different communication with them than me, and the fact we are getting conflicting info, can you ask them with the new valve springs what we can safely rev the motor out to(ignoring the bottom end)? I would hope 8k+8200 would be even better.

    Sounds like your stage 2 or stage 3 turbo option will net ALOT more HP.

    It worries me the conflicting information from two people at VAC, it would be nice to know who is right and who is wrong...
    Last edited by Torgus; 10-01-2012 at 02:53 PM.

  4. #504
    Join Date
    Jun 2012
    Location
    NJ
    Posts
    4,198
    Rep Points
    1,800.2
    Mentioned
    102 Post(s)
    Rep Power
    19


    Reputation: Yes | No
    Click here to enlarge Originally Posted by Torgus Click here to enlarge
    $2600 for a port and polish job and new valve seals/retainers...seems pricey.
    You need to keep in mind that there's a VERY small market for this right now, so it's more of a "one off" job at this point. Low demand is gonna force a big ticket price. As more people get into heavily modding N54s, built motor upgrades will become more & more popular and thus lower the cost.

    Think of this way, the S65 has been out since Aug 2007 & stroker engines are just starting to become much more popular. Prior to VAC, G-Power & a few other custom jobs, Dinan (overpriced) & RD Sport (PGs went boom) were really the only two options for stroker options. Now that we've started hitting the limits on stock internals, there's becoming a market for built S65s (lowering compression, sleeving the block, cranking up the boost, etc). Since we still haven't hit the absolute limits of the N54 internals (b/c we've either just upgraded the turbos, to either RBs or the new Single Turbo), no1s really invested time and money into built N54s. Luckily, the N54 does have a strong enthusiast base and it's only a matter of time until someone starts upgrading the internals and aiming for some real high HP.

    Click here to enlarge Originally Posted by Torgus Click here to enlarge
    It worries me the conflicting information from two people at VAC, it would be nice to know who is right and who is wrong...
    Need to remember, there's a difference between a turbo vendor (like Vargas) contacting a BMW motor specialist (like VAC) vs. a customer (you) reaching out. It's not that they're hiding anything, but there's naturally going to be a different relationship. As the Vargas Stg 3s become more & more realistic and actually start getting installed, VAC and other BMW engine specialist (Turner, etc etc) will get into the built N54 engine market since there will be a higher demand for those kind builds.
    COBB AP ProTune by Bren of ///Bren Tuning
    Akrapovic DP | Helix FMIC | Alpina TCM Flash | Walbro 450LPH Fuel Pump


    "The moment money becomes your motivation, you are immediately not as good as someone who is motivated by passion and internal will." -A. Senna

  5. #505
    Join Date
    May 2011
    Posts
    168
    Rep Points
    219.9
    Mentioned
    3 Post(s)
    Rep Power
    3


    Reputation: Yes | No
    Click here to enlarge Originally Posted by Torgus Click here to enlarge
    TLClick here to enlargeR With two crappy heads the NA will gain more in HP/tq percentage wise vs the FI engine after the headwork is done. This is because one is sucking in air vs it being pushed.
    I just want to point out that this is a misconception. All engines have air pushed into the cylinders by pressure. The only differences are that in FI intake systems the pressure is higher. Also, if you have a crappy induction system with a NA engine, you're out of luck. If you have a crappy induction system with an FI engine, you can turn up the boost to overcome the flow restrictions to a point. That point is where you start operating in a much lower efficiency range of the compressor.

    When comparing two FI systems of a given displacement, the higher flowing design will make more power at a given manifold pressure. Of course, generally when you optimize flow for higher rpm, both in FI and NA, you lose flow at lower rpm.

  6. #506
    Join Date
    Jun 2012
    Posts
    1,177
    Rep Points
    801.6
    Mentioned
    14 Post(s)
    Rep Power
    9


    Reputation: Yes | No
    Click here to enlarge Originally Posted by andrew20195 Click here to enlarge
    I just want to point out that this is a misconception. All engines have air pushed into the cylinders by pressure. The only differences are that in FI intake systems the pressure is higher.
    Wait... how so? I thought NA engines always have some vacuum in the intake and thus are sucking air in...

  7. #507
    Join Date
    Feb 2010
    Location
    San Diego
    Posts
    77
    Rep Points
    59.7
    Mentioned
    8 Post(s)
    Rep Power
    0


    Reputation: Yes | No
    "All push" makes sense to me, if you isolate vacuum from the intake stroke (which in our motors is very NA-like due to the high CR). The air moves through the valves because of a pressure differential.

    In an NA, the pressure against the intake valve is atmospheric (weight of a 1 square inch column of air maybe 60 miles tall) pushing, in FI it's more.

  8. #508
    Join Date
    Jun 2012
    Posts
    1,177
    Rep Points
    801.6
    Mentioned
    14 Post(s)
    Rep Power
    9


    Reputation: Yes | No
    Click here to enlarge Originally Posted by rwalker Click here to enlarge
    "All push" makes sense to me, if you isolate vacuum from the intake stroke (which in our motors is very NA-like due to the high CR). The air moves through the valves because of a pressure differential.

    In an NA, the pressure against the intake valve is atmospheric (weight of a 1 square inch column of air maybe 60 miles tall) pushing, in FI it's more.
    Interesting. I guess my point was that the air flows into the cylinder due to the large vacuum created as the piston moves down. Not from pressure built up in the manifold. Surely scavaging helps proportionally more air get into the cylinder, but I think you would be hard pressed to find anyone who thought this was the reason the air was entering the cylinder in the first place. That column of air needs a reason to move in the first place and that reason is the fat vacuum generated by the piston dropping 3" in the bore.

  9. #509
    Join Date
    Jul 2012
    Location
    Boston, MA
    Posts
    2,456
    Rep Points
    1,749.6
    Mentioned
    42 Post(s)
    Rep Power
    18


    Reputation: Yes | No
    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    You need to keep in mind that there's a VERY small market for this right now, so it's more of a "one off" job at this point. Low demand is gonna force a big ticket price. As more people get into heavily modding N54s, built motor upgrades will become more & more popular and thus lower the cost.
    Good point regarding products not available due to no demand. It makes sense and is what I figured. I still think it is a bit pricey when all they are really doing is a r&r and port job on a head.


    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    Need to remember, there's a difference between a turbo vendor (like Vargas) contacting a BMW motor specialist (like VAC) vs. a customer (you) reaching out. It's not that they're hiding anything, but there's naturally going to be a different relationship.
    Another good point. I would just like to know more about these heads installed with products that don't exist/aren't availible to the public.

  10. #510
    Join Date
    Mar 2010
    Location
    Toronto, Canada
    Posts
    6,679
    Rep Points
    3,328.6
    Mentioned
    225 Post(s)
    Rep Power
    34


    Reputation: Yes | No
    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    I spoke with Tony over there. They were VERY helpful and responded quickly. This is the description he gave me of the headwork.

    VAC N54 Stage 3 Performance Cylinder Head:
    Complete Disassembly & Cleaning
    -Comprehensive Leak, Crack & Pressure Test
    -Inspect All Components For Irregular Wear
    -Our Superior Max Performance Multi-angle Intake,
    Radius Exhaust Valve Job Using Serdi Equipment
    -One-Piece High Performance Stainless Steel Valves,
    Balanced and Blueprinted (Standard or Oversized)
    -Unshrouding of Valves
    -Meticulous Port and Polish Work
    -Attention to Potential Hot-spot Areas and Chamfering
    -CC'ed and Chamber Reprofiling as Needed
    -All New VAC Up rated Valve Guides
    -Trueness Checked & Resurfaced Mating Surface
    -High Performance Valve Springs, Balanced
    -Steel Alloy Valve Spring Retainers
    -Proprietary Tweaks to Improve Performance
    This doesn't exist today. I wanted to get the head work done by them as their rep has always been good but head work wasn't ready to be used on other heads at the time and there was really no schedule for its release. What you got there is just a standard set of things that "would" or "will" be done once they come around to actually doing a stage 3 head. They have done some work on the cylinder head already but no springs or valves, just porting and polishing and some flow numbers have been provided earlier a year or so back.

    We'll see if head work becomes worth hp pretty soon with RB turbos. I've got it all done including +1mm oversized exhaust valves flowing significantly more than the stock head on both exhaust/intake sides and also a lot more than any previously published numbers from vac or paw.

    I can tell you that custom exhaust valves are about $1500 on their own (12 valves in super alloy material custom made to order). This sort of work will not be cheap so get those illusions out of your heads everyone Click here to enlarge For my head all said and done you're looking at $4k easily with custom oversized exhaust valves
    Click here to enlarge

  11. #511
    Join Date
    Jul 2012
    Location
    Boston, MA
    Posts
    2,456
    Rep Points
    1,749.6
    Mentioned
    42 Post(s)
    Rep Power
    18


    Reputation: Yes | No
    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    This doesn't exist today. I wanted to get the head work done by them as their rep has always been good but head work wasn't ready to be used on other heads at the time and there was really no schedule for its release. What you got there is just a standard set of things that "would" or "will" be done once they come around to actually doing a stage 3 head. They have done some work on the cylinder head already but no springs or valves, just porting and polishing and some flow numbers have been provided earlier a year or so back.We'll see if head work becomes worth hp pretty soon with RB turbos. I've got it all done including +1mm oversized exhaust valves flowing significantly more than the stock head on both exhaust/intake sides and also a lot more than any previously published numbers from vac or paw.I can tell you that custom exhaust valves are about $1500 on their own (12 valves in super alloy material custom made to order). This sort of work will not be cheap so get those illusions out of your heads everyone Click here to enlarge For my head all said and done you're looking at $4k easily with custom oversized exhaust valves
    Thanks for the info! Did you happen to do a before and after dyno of your worked over head? Do you think the gains are worth the $?

  12. #512
    Join Date
    Dec 2011
    Location
    Clarksville, TN
    Posts
    3,854
    Rep Points
    2,407.7
    Mentioned
    44 Post(s)
    Rep Power
    25


    Reputation: Yes | No
    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    This doesn't exist today. I wanted to get the head work done by them as their rep has always been good but head work wasn't ready to be used on other heads at the time and there was really no schedule for its release. What you got there is just a standard set of things that "would" or "will" be done once they come around to actually doing a stage 3 head. They have done some work on the cylinder head already but no springs or valves, just porting and polishing and some flow numbers have been provided earlier a year or so back.

    We'll see if head work becomes worth hp pretty soon with RB turbos. I've got it all done including +1mm oversized exhaust valves flowing significantly more than the stock head on both exhaust/intake sides and also a lot more than any previously published numbers from vac or paw.

    I can tell you that custom exhaust valves are about $1500 on their own (12 valves in super alloy material custom made to order). This sort of work will not be cheap so get those illusions out of your heads everyone Click here to enlarge For my head all said and done you're looking at $4k easily with custom oversized exhaust valves
    Wow I'm betting the HP/$$ ratio on a $4k head job isn't great. This will prove to be important though when people have reached the engines HP limits and are scrounging for every last drop of hp you will have already gone where no one else has gone and know the answers that no one else does. Basically you donated $4k for the advancement of the platform (and a couple HP prob lol) and we all thank you.
    2011 335is DCT, JB4 + MHD BEF, stage 2 LPFP, e50 + 50/50 meth, FBO, MT ET Streets when needed


  13. #513
    Join Date
    Mar 2010
    Location
    Toronto, Canada
    Posts
    6,679
    Rep Points
    3,328.6
    Mentioned
    225 Post(s)
    Rep Power
    34


    Reputation: Yes | No
    Click here to enlarge Originally Posted by Torgus Click here to enlarge
    Thanks for the info! Did you happen to do a before and after dyno of your worked over head? Do you think the gains are worth the $?
    I have plenty of dynos with the stock head and RBs Click here to enlarge comparing the two will be a non issue

    Click here to enlarge Originally Posted by bigdnno98 Click here to enlarge
    Wow I'm betting the HP/$$ ratio on a $4k head job isn't great. This will prove to be important though when people have reached the engines HP limits and are scrounging for every last drop of hp you will have already gone where no one else has gone and know the answers that no one else does. Basically you donated $4k for the advancement of the platform (and a couple HP prob lol) and we all thank you.
    I'm betting on nothing at this point. All I have is the flow numbers. We'll see how those translate to power once the car's back on the dyno. As far as hp/$ ratio I'm sure it'll be better than bolting up an exhaust and there are some $2-4k exhausts Click here to enlarge But yes, hp/$ ratio is always best with a tune on a stock car, no doubt about that.

    People forget to be reasonable with their hp expectations when it comes to modifications or just don't know what to expect and start to exaggerate numbers. Every modification has its place in this game and hp/$ ratio will vary greatly from one to the next. This was more of a learning exercise for myself as well as I loved seeing the work get done by one of if not the best engine builders up here so its not always about hp/$ ratio at least not for me.
    Click here to enlarge

  14. #514
    Join Date
    Dec 2011
    Location
    Roanoke VA
    Posts
    1,632
    Rep Points
    2,248.3
    Mentioned
    54 Post(s)
    Rep Power
    23


    Reputation: Yes | No
    Click here to enlarge Originally Posted by bigdnno98 Click here to enlarge
    Wow I'm betting the HP/$$ ratio on a $4k head job isn't great. This will prove to be important though when people have reached the engines HP limits and are scrounging for every last drop of hp you will have already gone where no one else has gone and know the answers that no one else does. Basically you donated $4k for the advancement of the platform (and a couple HP prob lol) and we all thank you.
    Once you get past bolt-ons and tune the HP/dollar ratio nose dives quickly. It's always easy(cheap) to get the first 30hp but that last 30hp is where the big $ gets spent.
    Click here to enlarge
    MOTIV750, MOTIV P-1000 PI, MOTIV/FUEL-IT! low pressure fuel system, AEM EMS/COBB AP, Aquamist HFS-3, ETS FMIC, SPEC stage 3+ clutch/SS flywheel, BC Racing coilovers and VMR wheels wrapped in Hankook RS3s.

  15. #515
    Join Date
    Dec 2011
    Location
    Clarksville, TN
    Posts
    3,854
    Rep Points
    2,407.7
    Mentioned
    44 Post(s)
    Rep Power
    25


    Reputation: Yes | No
    Like I said, we all thank you. If you hadn't done this we would all still be wondering if there were gains or not. Soon we will know for sure. Also, as the HP numbers continue to increase, we may start seeing failures such as valve springs, head studs, head gaskets, etc. If your head is still going strong at XXX HP then we know that this will be a required mod to exceed XXX HP.

    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    I have plenty of dynos with the stock head and RBs Click here to enlarge comparing the two will be a non issue



    I'm betting on nothing at this point. All I have is the flow numbers. We'll see how those translate to power once the car's back on the dyno. As far as hp/$ ratio I'm sure it'll be better than bolting up an exhaust and there are some $2-4k exhausts Click here to enlarge But yes, hp/$ ratio is always best with a tune on a stock car, no doubt about that.

    People forget to be reasonable with their hp expectations when it comes to modifications or just don't know what to expect and start to exaggerate numbers. Every modification has its place in this game and hp/$ ratio will vary greatly from one to the next. This was more of a learning exercise for myself as well as I loved seeing the work get done by one of if not the best engine builders up here so its not always about hp/$ ratio at least not for me.
    2011 335is DCT, JB4 + MHD BEF, stage 2 LPFP, e50 + 50/50 meth, FBO, MT ET Streets when needed


  16. #516
    Join Date
    Mar 2010
    Location
    Toronto, Canada
    Posts
    6,679
    Rep Points
    3,328.6
    Mentioned
    225 Post(s)
    Rep Power
    34


    Reputation: Yes | No
    Click here to enlarge Originally Posted by bigdnno98 Click here to enlarge
    Like I said, we all thank you. If you hadn't done this we would all still be wondering if there were gains or not. Soon we will know for sure. Also, as the HP numbers continue to increase, we may start seeing failures such as valve springs, head studs, head gaskets, etc. If your head is still going strong at XXX HP then we know that this will be a required mod to exceed XXX HP.
    Everything you mentioned remains stock (valve springs, head studs, head gaskets, etc.) except the port/polish and exhaust valves/retainers Click here to enlarge this is being done to open up the flow not to rev the engine past 7k rpm, for now at least as there's no reason to go higher on stock or upgraded hybrids..not the case with single turbo setups or possible twins coming down the pipe
    Click here to enlarge

  17. #517
    Join Date
    Jul 2010
    Location
    CT
    Posts
    376
    Rep Points
    707.1
    Mentioned
    4 Post(s)
    Rep Power
    8


    Reputation: Yes | No
    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    I have plenty of dynos with the stock head and RBs Click here to enlarge comparing the two will be a non issue



    I'm betting on nothing at this point. All I have is the flow numbers. We'll see how those translate to power once the car's back on the dyno. As far as hp/$ ratio I'm sure it'll be better than bolting up an exhaust and there are some $2-4k exhausts Click here to enlarge But yes, hp/$ ratio is always best with a tune on a stock car, no doubt about that.

    People forget to be reasonable with their hp expectations when it comes to modifications or just don't know what to expect and start to exaggerate numbers. Every modification has its place in this game and hp/$ ratio will vary greatly from one to the next. This was more of a learning exercise for myself as well as I loved seeing the work get done by one of if not the best engine builders up here so its not always about hp/$ ratio at least not for me.
    How many hours to R&R the cyl head too? Some will likely want to do it before a bottom end build if the bottom end holds up but I guess it's a turbo swap out and head pull so it's gotta be at least a 12hr job as I heard the turbo swap alone was up around 10hrs based on what some wrote.

    As always, first time will be slow and once a shop tech does it once it'll get faster but a $4k head and ~$2k to swap it (labor, gaskets etc) is no chump change.

  18. #518
    Join Date
    Mar 2010
    Location
    Toronto, Canada
    Posts
    6,679
    Rep Points
    3,328.6
    Mentioned
    225 Post(s)
    Rep Power
    34


    Reputation: Yes | No
    Click here to enlarge Originally Posted by BavarianBullet Click here to enlarge
    How many hours to R&R the cyl head too? Some will likely want to do it before a bottom end build if the bottom end holds up but I guess it's a turbo swap out and head pull so it's gotta be at least a 12hr job as I heard the turbo swap alone was up around 10hrs based on what some wrote.

    As always, first time will be slow and once a shop tech does it once it'll get faster but a $4k head and ~$2k to swap it (labor, gaskets etc) is no chump change.
    Head is best to be done when turbos are already off of course. I'd say about 3 hours to r&r the head once the turbos are off roughly. For someone that's done a lot of N54 turbos a swap of the twins shouldn't take more than 6-7 hours on average. Some that have mastered it can do it in 5.5hours including fluids Click here to enlarge So total at an experienced N54 shop that's done tons of turbos is around 10-12 hours.

    Head work R&D on my head was about 80 hours so someone else doing it on their own at their own shop expect a very high price there as the shop will be learning how to do it as they go, plus getting custom valves done which are expensive and turn around time.

    Its a lot of work in the end for something that you really have to have the stomach for if doing it the first time around. If this indeed proves to provide decent gains it will definitely be marketed through some form of a core exchange program I suspect. None of that, including the price for the head, has been discussed in any level of detail yet until there's final numbers that really matter
    Click here to enlarge

  19. #519
    Join Date
    May 2011
    Posts
    168
    Rep Points
    219.9
    Mentioned
    3 Post(s)
    Rep Power
    3


    1 out of 1 members liked this post. Reputation: Yes | No
    Click here to enlarge Originally Posted by rudypoochris Click here to enlarge
    Interesting. I guess my point was that the air flows into the cylinder due to the large vacuum created as the piston moves down. Not from pressure built up in the manifold. Surely scavaging helps proportionally more air get into the cylinder, but I think you would be hard pressed to find anyone who thought this was the reason the air was entering the cylinder in the first place. That column of air needs a reason to move in the first place and that reason is the fat vacuum generated by the piston dropping 3" in the bore.
    Vacuum is simply pressure below atmospheric. Turbo engines generate vacuum as the pistons move down as well. Assuming we're talking about performance at wide open throttle (who cares how much power you're making while cruising, right?), most NA motors will be very close to atmospheric pressure in the manifold, but most high performance NA motors will be above atmospheric pressure at the intake valves as they are opening. This is due to intake pressure wave tuning, which is the same concept as exhaust pulse tuning.

    If air was pulled into the cylinders, it would follow the shortest path. Think about pulling something with a rope around a corner. This is not what happens. Air entering the cylinder wants to follow the straightest path because it is always being pushed, regardless of forced induction. This is important to consider in port design. And good port design affects FI engines just as much as NA. As I said before, a more efficient induction system will make the same power with less boost. Or you could think of it as making more power with the same boost. Click here to enlarge

  20. #520
    Join Date
    Jan 2012
    Posts
    16
    Rep Points
    11.6
    Mentioned
    0 Post(s)
    Rep Power
    0


    1 out of 1 members liked this post. Reputation: Yes | No
    Sub'd for photos of the stage 2 CHRA and housing.

  21. #521
    Join Date
    Feb 2010
    Posts
    485
    Rep Points
    540.1
    Mentioned
    4 Post(s)
    Rep Power
    6


    1 out of 1 members liked this post. Reputation: Yes | No
    Click here to enlarge Originally Posted by fishmando Click here to enlarge
    Sub'd for photos of the stage 2 CHRA and housing.
    Check here for some photos:

    http://www.bimmerboost.com/showthrea...tage-3-Pricing

  22. #522
    Join Date
    Jan 2012
    Posts
    16
    Rep Points
    11.6
    Mentioned
    0 Post(s)
    Rep Power
    0


    Reputation: Yes | No
    Click here to enlarge Originally Posted by farbmw Click here to enlarge
    Check here for some photos:
    Oh! How could I have missed that! Thanks Click here to enlarge

  23. #523
    Join Date
    Feb 2010
    Posts
    485
    Rep Points
    540.1
    Mentioned
    4 Post(s)
    Rep Power
    6


    Reputation: Yes | No
    Click here to enlarge Originally Posted by fishmando Click here to enlarge
    Oh! How could I have missed that! Thanks Click here to enlarge
    Click here to enlarge

  24. #524
    Join Date
    Jan 2012
    Posts
    16
    Rep Points
    11.6
    Mentioned
    0 Post(s)
    Rep Power
    0


    Reputation: Yes | No
    Click here to enlarge Originally Posted by farbmw Click here to enlarge
    Click here to enlarge
    I'm hungry for more info!

  25. #525
    Join Date
    Feb 2010
    Posts
    485
    Rep Points
    540.1
    Mentioned
    4 Post(s)
    Rep Power
    6


    Reputation: Yes | No
    Click here to enlarge Originally Posted by fishmando Click here to enlarge
    I'm hungry for more info!
    http://www.vargasturbo.com/n54contact.html

Page 21 of 22 FirstFirst ... 1119202122 LastLast

Tags for this Thread

Bookmarks

Posting Permissions

  • You may not post new threads
  • You may post replies
  • You may not post attachments
  • You may not edit your posts
  •