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  • Sticky's Avatar
    11-23-2015, 09:24 AM
    This car belongs to BimmerBoost vendor @fastgti69 who of course is using his own VM (Ventura Motorsports) N54 single turbocharger kit on his 6-speed manual E90 335i. He recently got it out on the dyno with Terry of Burger Motorsports to do some fine tuning. The result is over 800 wheel horsepower and 834 horsepower and 720 lb-ft of torque at the wheels to be exact. The thing is, they are not done here. There is more in this car. The N54 horsepower record still stands at 861 rear wheel horsepower but as we have more N54's pushing deep into the 800's along with further tuning revisions for these high horsepower cars we should start seeing records fall. Further details below from @Terry@BMS: Hey guys, Spent some time on the dyno today with Payam@VM's car. Main purpose of testing was to evaluate the new JB4 single turbo O2 sensor calibration and JB4 port injection control. In doing that it appears we also upped the official bar a bit for single turbo N54 power. Notes: 1) This big turbo really sings at 35psi. It's starting to get to the point that we need to add 4bar and 5bar MAP sensor support to the JB4. It's on my radar. 2) Car has a major issue dropping timing in cyl4. We have no idea why. 3) The JB4 o2 sensor control is working very well. It's amazing how lean we were running previously without really giving it much thought. The second dyno file is a comparison to his testing a couple months ago. AFR was creeping up to the mid 13s. If you're running a single turbo and not using the latest JB4 o2 sensor control firmware, your AFR is much leaner than you think it is. 4) The JB4 port injection control is working perfectly as well. It's convenient being able to datalog and change it from the same JB4 interface and it's nice that it finally self corrects for low fuel pressure. Much more planned for this. 5) Given the AFRs are accurate now we're using *a lot* more fuel than we did previously. Maintaining low pressure on E80 (as read via JB4 flex fuel sensor) has become an issue again. Been funneling data to Fuel-IT who has some new stuff in the works. 6) I heart JB4 anti-lag.
    85 replies | 1231 view(s)
  • sA x sKy's Avatar
    11-22-2015, 07:39 AM
    Congratulations to BimmerBoost member sA x sKy who put down some eye opening numbers with his DCT F82 BMW M4. He managed to crack the 700 wheel horsepower barrier with his BMS JB4 tuned car which is upgraded with the Pure Turbos Stage 2 S55 turbochargers. @sA x sKy has upgraded Dodson clutches which is the way to go for BMW DCT upgrades. Noting this is a DCT car is important as it is currently the highest horsepower DCT F80 M3 or F82 M4. The 708 wheel horsepower Pure Turbos Stage 2 upgraded F82 M4 we saw a few months back has a manual transmission. Great numbers here and further details from @sA x sKy below. We also look forward to seeing more timeslips from this car. So two different people told me to make a new thread for this.. so I hope you don't mind Sticky :D So my car was finally fixed today for a timing chain issue (second time..) and we wasted NO TIME whatsoever going to the dyno since street tuning was out of the question b/c of the weather outside. Literally we retimed the engine, put on the carbon fiber brace/strut brace on, turned on the car for 10 seconds.. and said fuck it let's go dyno. With the help of Jesse@PURE and Terry@BMS, I did 5 runs. 640whp, 658 whp, 660 who, 679 whp, and 704 whp! Had I had time for one more run I could have taken the dyno record but I'm content with this for now. We were building boost slowly up first but because the 5th run was the final run of the day, we said fuck it and went straight to an 85 meth additive for the 704! NO CODES. NO DTM. NO LIMP. The car ran amazing those 5 runs. 100% meth with 5 gallons of MS109 Thanks to Petrolwerks for building this awesome machine! And thank you Jesse@PURE, Jason@TPG, Terry@BMS, Mo@ACM, and T0ny32 for all the help along the way. Seriously, this project wouldn't have been possible had it not been for the combined efforts. Atco track rental is on Wednesday to hopefully break another record! I ran a 11.17@126 (maybe 127 I don't remember) with M/T ET Streets II. I have upgraded Driveshaft Shop axles this time so not worried about going full boost on this thing off the line. Objective is a 10.5@XXX. This is the highest whp F8X DCT in the world as of right now, and second highest whp overall. Can't thank Jesse@PURE and Terry@BMS enough for the personal touch for this car.
    41 replies | 1309 view(s)
  • kienvu14's Avatar
    11-23-2015, 12:13 AM
    Hey guys, i just want to start of with how horrible of an experience this has been. I chose VTT back in October 2014 because he wasn't so well known at the point and i figured that since he was putting out all these turbos that he would be great to work with. Little did i know that i would be going through two sets of turbos 13 months later....:facepalm Here goes from the beginning. October 2014 - FBO N54, 84k miles driving strong. OEM turbos give out. October 2014 - Turbos arrive on time and installed. Pull strong for almost a year straight and 11k miles. September 14 2015. One day, BOOM. Compressor wheel chipped and now is all bent up. HORRIBLE shaft play. Uninstall, send to Tony. Promised 2 week turn around time for Stage 2 rebuild OR option of Stage 2+ to compensate and was told 3 weeks. Well.... 3 weeks you say hmm? screw it, one week extra of down time for more power?! ill do it! September 18 2015 Turbos received. September 22,2015 Finally able to open turbo and confirm he received them. Opens them up and claims the turbos were deprived of oil.....but they worked for 11k miles and literally a year. My mechanic stated that he highly suggested a piston inside was installed incorrectly causing the compressor shaft to get funky and shear it self. This is where he says 3 weeks from this date is when i will get my Stage 2 + turbos. Remember that detail....Stage 2+ for 3 weeks.... September 24,2015 Email'd tony to confirm, Me:"We are still at a 3 week wait for the Stage 2+ upgrade right?" Tony: " Looking at the workload 3 weeks seems accurate. If anything changes i will let you know." SWEEET..... October 9, 2015 Emailed tony just to make sure we are still going on time. Tony : "We are getting these out to you next week. you have my word." October 15, 2015 Emailed again. he states "Im actually working on your turbo right now. These should be out by tomorrow".....the 16th right? nope.... October 16, 2015 - The day that they were promised to go out. Received email from tony. "I just wanted to make sure we were on the same page. i dont remember what we agreed upon. Did we agree stage 2 rebuild or stage 2+ upgrade? Let me know so i can get started, Just know that im low on stage 2+ housing and it will be a FEW MONTHS before i can get them to you. ." I told him i wanted stage 2+ still and you stated it would be 3 weeks not a FEW MONTHS.... October 19, 2015 Emailed received again. tony states " I understand what was said but i have a list of people waiting for their stage 2+ And it would be unfair for me to let you budge in line".... ok i under stand that but wouldnt that have been nice to know that 3 weeks ago? October 22,2015 I finally caved in and said screw this. i need my car back and if its so much easier just to get my regular ordered stage 2's then lets go. November 2, 2015 FINALLY received a email with shipping confirmation.....but we are already 7 weeks past the promise date... told me stage 2's would be 2 weeks.... nope that took 9 weeks. Told me stage 2+ would be 3 weeks...nope now that would be a few months. November 22,2015 300 miles later, Bank 1 turbo is now leaking oil. Contacted Tony stating how tired i am of this, i want a full refund of this since this is going now be my THIRD turbo from him...... contacts me back and here is his reply word for word. I can attached screen shots if you dont believe me. " Kien, Honestly while i am bummed you you have another issue. Im going to say its something going on with your car. What i have no idea. We are not RB, we do not have machining issues, billet wheel problems, none of the above , any issues we had are WELL in the past. We build turbos that perform, and flat out last, period. I honestly cannot even recall the last set of stage 2's we had a report of smoking in the past year, except yours. So if your car is smoking again, its not the turbos, something else is going on. I would never blame something as silly as inlets, etc etc. I cannot say what is going on, but i can assure you its not the turbos, at this point, unless there was an install error etc, that caused oil starvation, or another issue such as something getting sucked into the turbo. With that said we cannot offer you full refund, we are not doing a recall, you an the exception, not the rule. If this was common place, then yes we would have to step up, and offer refunds, but it is not. I can offer you a 50% refund, minus Paypal fees, core, and shipping or another set. There are many questions that need to be answered, how often was the oil changed through its life, etc etc. My own personal car, had a chronic smoking problem, guess what when i swapped the motor out with the same turbos on it, the smoke went away. Same turbos, different motors, no smoke. Go figure. As far as the rattle, come on man. It has been gone over and over and over and over. THERE IS NO 100% RATTLE FIX. We put brand new robust parts on there, they eliminate 90% of peoples rattle, but if you have your tune set up so when gates are not closed the flapper sits just off the house, it WILL rattle period. All that needs to be done is adjust the WG position with the tune, and it goes way. Let me know what you want to do out of the teo options above. Tony" Alright..... well im not settling for 50% refund when these turbos are not performing as they should. i have contacted my credit card company and will be filing a dispute. Current car symptoms: - NO white smoke on cold start. - White bluish smoke when warmed up driving and coming to a stop. Idles and smoke comes out, when accelerating smoke comes out. - heavy burnt oil smell -turbo seal? took plastic trays off under car. Oil is seeping and dripping from turbo. No VCG leak, no PCV problems, No OFHG leaks.... Looked at bank 1 turbo, turned on car to idle and watched oil slowly seep from the bracket that holds the housing together.......not turbos you say tony? you either have a bad turbo seal here or a bad CHRA..... Oil is leaking from the bracket here in the yellow circle. You can see here, after wiping it down a little, the yellow circles show where the oil is coming out of. I have already confirmed that it is not coming out of the feed/return oil line. Most recent Log. Log before VTT stage 2 died. Please be cautious guys.... im now stuck with a broken car again and fighting to get a refund because i have already paid twice $1200 to uninstall and a THIRD time... If anyone can help me out some how please do.
    13 replies | 609 view(s)
  • Lswhat's Avatar
    11-24-2015, 02:02 PM
    So... Ive been sitting here thinking, and I wanted to share one of the quickest and easiest ways to improve your 60' when drag racing. Its a pretty simple concept, and Definitely a DIY. hah. So here it is, One of the biggest drag racing mistakes people make right off the bat, is as simple as where they "Stage" their car. Staging, as in the two top yellow bulbs is the easiest and simplest way to improve your 60' and even as much as improving your top end mph. Staging is a series of 3 beams, pre stage, stage and guard beam. the guard beam is essentially usless to us as that is just to ensure your car isn't too low, or that you are trying to falsly trigger the top end beam. So the first beam, the prestage beam, when staging your car you want to take your time. typically I turn my top bulb on and let my fellow opponent do the same thing (Courtesy Staging) once both top bulbs on, my staging routine is fairly simple, and I do the same thing EVERYTIME. once both our cars are in the first beam I get on the converter on my car and SLOWLY bump the breaks so that I move less then an inch each bump, and I continue to do so @ 2000 rpms until the 2nd bulb (stage) is on, which is typically 7" at most tracks. and then get on my converter even harder, typically 2500-2800. But heres the catch... All of you people that blindly roll into the 2nd (stage) bulb have no idea where you are actually staging. In a perfect world you want to BARELY turn that 2nd bulb on therefore giving you 7" more of usable track, people may ask, "Why do I want to make the track longer?" and your answer is as simple as this... Your timer DOES not start until BOTH beams are fully connected again, meaning that your E.T. does not start ticking until you have moved approximately 7" So by this "shallow stage" method you will actually see higher mph, and lower 60' Your reaction time as well is recorded as soon as you technically recreate the beam, from the time the light turned green. in a perfect world you want to leave as soon as you see the last yellow light come on. I have been bracket racing for a number of years, and ill take my Camaro for example, that car does not react worth a damn. So typically I do my stage routine, but then give it 3 extra "bumps" decreasing the 7" to idealistically 4" which in return will improve my reaction time, but those 3 bumps cause my 60' to go from a 1.70 (when I shallow stage) to a 1.78 (deeper staging) and the overall E.T. will typically drop from a 11.85 @ 115mph (shallow stage) to a 11.98-12.00 @ 113.8 with a 1.78 (deeper stage) 60' You can even go as far as turning the top bulb completely off, which just means that the original "prestage" beam is back intact and your front tire is only breaking the stage beam. And I know a lot of you out there are thinking, this guy is full of shit, I dare you to try it next time you are at the track, try BARELY turning on the 2nd bulb one pass, and then the following pass deep stage and turn the top bulb completely off, I would bet you lose close to 2 tenths (.2) off of your total e.t. and at least 1-2 mph, provided you did everything the same as the pass before. I hope this helps someone!
    12 replies | 441 view(s)
  • Sticky's Avatar
    11-22-2015, 07:32 AM
    Pictures do not do it justice. Audi's Press Release on the second generation R8 was well done with great photos but you just have to see the car in person to really understand how it is distinguishes itself from the previous generation R8 model. The new grille, headlights, rear lights, air intakes, etc., all combine to make the second generation R8 much more flattering. The proportions somehow seem more muscular and less awkward. The second gen car is just basically a reskinned Lamborghini Huracan with both cars sharing the same basic chassis, dual clutch transmission, and 5.2 liter naturally aspirated V10 engine. The R8 V10 Plus model you are looking at essentially matches the Lamborghini Huracan with 610 horsepower and 413 lb-ft of torque. The R8 is no longer neutered to the degree it was with the previous generation versus its Lamborghini sibling. What we want to know is when the R8 will be getting an entry level model soon to replace the defunct 4.2 FSI V8 model but boosted from the factory as reports hint at. For now, Audi is mum on the topic and the V10 engine remains the only option in the range. #LAAS2015
    8 replies | 312 view(s)
  • Unklejoe's Avatar
    11-24-2015, 02:17 PM
    Hello, I am working on an open source project and I figured it would be best to collaborate with as many people as possible. This project is for my N55 car, but I bet this will apply to other BMWs too (probably any BMW after 2008). The goal: Make my own progressive methanol injection controller. Purpose: Current meth controllers use different approaches for determining engine load. Some use straight boost (AEM), while others use a much more advanced approach of interpreting sensor values (Aquamist). However, all of these approaches are somewhat "inexact" in my opinion when you consider the goal, which is to inject a certain percentage of the total fuel amount at any given time. The Aquamist is probably the best (and likely more than precise enough for its purpose), but all of these kits still have the issue of installation complexity; I want to avoid tapping a bunch of wires under the hood. The purpose of this project is to create a meth controller that is both very precise and very simple to install. This is also partly driven by my curiosity. Approach: In short, I will obtain realtime engine fuel mass delivery rate data from the OBD interface and use this to drive an Aquamist fast acting valve (FAV). The 2011 E92 335i uses CANbus (500kbps) for OBD-II communications, and the car supports the UDS protocol. The fuel mass delivery rate will be requested using a standard UDS "get ID" (0x22) request. Then, once I have the fuel mass rate, I will convert it in to cc/min (taking in to account the specific gravity of gasoline). The result will be the TOTAL cc/min flow rate for the engine (which can sort of be converted to horsepower if you make some BSFC assumptions). I've created lookup tables (12 entries deep) for various fuel volume flow rates, which will allow for the mapping of the desired meth flow percentage (see MethService.h). The desired meth flow percentage (percentage of total fuel flow rate) will then be mapped to the required PWM duty cycle that the meth injector must be presented with to achieve said flow rate. There's more to it, but this is the general idea. I may update this post later with more details. Until then, see the code for details... Possible Issues: Conflicts with Cobb datalogger. Since there will essentially be two OBD devices on the port, this could cause conflicts. However, since this car uses CAN, it shouldn't be a problem. That's part of the beauty of CANbus. I do make use of the HW filters in the MCP2515 to try to reduce processing overhead for messages I don't care about, but those filters don't inspect deep enough into the message to select only fuel mass responses, so if the Cobb is using the same CAN ID, there could be issues. It all depends on how the Cobb obtains its data. Failure Modes. Special care must be taken to make sure that all possible failure modes result in NO INJECTION of meth. The Code: This project is open source and licenced under the LGPL. The LGPL was chosen because I don't want someone to simply take this code and incorporate it into their closed sorce project without giving proper recognition and support to the community. The LGPL essentially forces any changes to this code to be published openly and forces any closed source programs that make use of this code to provide a means to obtain the LGPL'd portions of the code and re-link to them. In other words, your closed source program CAN use my code, but it should be dynamically linked and you need to provide a copy of my code along with any changes you made to it. That being said, since this is the LGPL and not the GPL, feel free to incorporate this code in to your closed source project, but with restrictions. See the LGPL for more details. The Hardware: I am using a ruggedized version of the Arduino UNO for this project. It's basically the same as the regular Arduino but with a better power supply which can handle 3V-30V and is rated for extended temperatures. I am using the MCP2515 CAN controller with the corresponding transciever, both of which are part of the Jaycon CAN shield for Arduino. I am using the Arduino (OEM) 4 relay board to drive the meth pump and failsafe outputs. I am using the Arduino tinkerkit MOSFET board to drive the Aquamist FAV. This includes a flyback diode, which is nice. Progress I am able to query the fuel mass delivery rate from the ECU and can successfully interpret the values. This was done using some quick test code that I threw together just to prove the concept. Since then, I've been developing this "offline", so I don't know if the current code in the reposity works or not. The full code is basically complete, but I haven't tested it yet. I plan to drive around and log the PWM duty cycle and make sure things are sensible. Then, I will install the actual meth kit and tape the nozzle to the windshield to make sure things work as expected. Please review my code and let me know what you think. Feel free to contribute! Sorry if this post is "incomplete". The project can be found at:
    6 replies | 156 view(s)
  • Sticky's Avatar
    11-22-2015, 06:11 AM
    The W205 C-Class platform transition from sedan to coupe is more elegant than the preceding W204 generation. While the W204 coupe produced some odd proportions the W205 generation C205 coupe looks like it was designed to be a coupe from the onset. The proportions in person are beautiful and clearly take on some S-Class coupe inspired elements namely with the rear end design. It is muscular, angular, and modern. Quite simply, it is beautiful and more so than its sedan sibling. This is the 'Edition 1' C63 AMG S Coupe which is named for the launch model. This is for those who have to be the first to have it. So what does Edition 1 offer? Mainly unique trim elements as you can see with the yellow decals, wheel finish, and interior stitching. It is attention grabbing but has a 'boy racer' element to it. The yellow highlights are not exactly what one would call elegant. The interior details are beautiful though. The Edition 1 is only available in the matte grey finish you see and the AMG Aerodynamics Package is included. You can also get the Edition 1 in standard 469 horsepower C63 trim or C63 S 503 horsepower trim. Whatever your thoughts may be on the yellow accents there is no denying the C205 C63 is a gorgeous coupe. #LAAS2015
    4 replies | 395 view(s)
  • Sticky's Avatar
    11-23-2015, 08:55 AM
    Great numbers here from a GIAC tuned B8.5 Audi S4 3.0 TFSI supercharged V6 equipped with the DSG dual clutch transmission. At ATCO in New Jersey (one of the nation's quickest tracks) the owner managed several mid 11 passes culminating with a new overall B8 S4 record of 11.462 @ 120.03 The fastest trap speed was 120.34 on a 11.494 pass. Here is the mod list for the car: AWE Tuning B8.5 Stage 2 Performance Pulley Kit AWE Tuning Resonated Downpipes and Touring Edition Exhaust G.I.A.C. Stage 2 V2 Engine Software - GIAC 104 file on MS109 fuel G.I.A.C. DSG Performance Software Upgraded intake, heat exchanger and reservoir Lightweight front/rear rotors and wheels It is important to note there is weight reduction as well with the passenger seat pulled as well as the spare and jack. On the stock 3.0 TFSI blower owners can continue to try to one-up themselves but it comes down to weight reduction and the best conditions to try to eek out new records. What the platform really needs to start seeing to move to the next level is larger superchargers.
    4 replies | 242 view(s)
  • Sticky's Avatar
    11-25-2015, 11:53 AM
    Nice results here for Eurocharged modifications on the S55 3.0 liter twin turbo direct injected engine platform from the BMW F80 M3 and F82 M4. The Stage 1 tune on the stock exhaust puts down 452 wheel horsepower and 459 lb-ft of torque at the wheels on pump gas. Add in catless downpipes and power climbs to 477 at the wheels. The tune and downpipes provide a boost of just under 50 horsepower at the wheels over the catless downpipes alone. These are all pump gas numbers. With higher octane or meth injection of course things can be pushed further. Pricing is typical Eurocharged which means the best value for the quality in the business. $1400 for downpipes and a tune for the F80 M3 and F82 M4 is a steal. Tune only: Tune and catless downpipes vs. catless downpipes only: Downpipes:
    3 replies | 406 view(s)
  • HRE_Wheels's Avatar
    11-24-2015, 04:02 PM
    Introducing the ‪HRE‬ Series S2. The ‪Series S2‬ debuts with five new models, including the 10-spoke mesh S200, the aggressive diamond five-spoke S201, the V-5 directional spoke S204, the split five-spoke S207, and the 20-spoke directional S209. The design of these new wheels include a unique twisted spoke geometry and complex 360 degree surfacing inspired by the latest cars. The all-new Series S2 wheels are available in diameters ranging from 20 to 22 and 24 inches and widths ranging from 7 to 14 inches. For added style and weight reduction, customers also have the choice of optional titanium assembly and lug hardware. The Series S2 will also be available as a centerlock and will be load-rated for larger luxury sedans and SUVs. For more information, please email us or visit
    1 replies | 471 view(s)
  • Sticky's Avatar
    11-22-2015, 06:08 AM
    The W205 C-Class platform transition from sedan to coupe is more elegant than the preceding W204 generation. While the W204 coupe produced some odd proportions the W205 generation C205 coupe looks like it was designed to be a coupe from the onset. The proportions in person are beautiful and clearly take on some S-Class coupe inspired elements namely with the rear end design. It is muscular, angular, and modern. Quite simply, it is beautiful and more so than its sedan sibling. This is the 'Edition 1' C63 AMG S Coupe which is named for the launch model. This is for those who have to be the first to have it. So what does Edition 1 offer? Mainly unique trim elements as you can see with the yellow decals, wheel finish, and interior stitching. It is attention grabbing but has a 'boy racer' element to it. The yellow highlights are not exactly what one would call elegant. The interior details are beautiful though. The Edition 1 is only available in the matte grey finish you see and the AMG Aerodynamics Package is included. You can also get the Edition 1 in standard 469 horsepower C63 trim or C63 S 503 horsepower trim. Whatever your thoughts may be on the yellow accents there is no denying the C205 C63 is a gorgeous coupe. #LAAS2015
    4 replies | 25 view(s)
  • 4doorbmwpower's Avatar
    11-21-2015, 10:08 AM
    Let me know if anyone has one. Preferably in Montego Blue. I can not find them online anywhere
    4 replies | 109 view(s)
  • Pure Turbos's Avatar
    11-22-2015, 09:00 PM
    Another one from Brazil: N55 PURE Stg2 M135i vs "997 mk1 manual , EVT580 (remap/intake/full exhaust catless)"
    2 replies | 158 view(s)
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