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  • Sticky's Avatar
    06-27-2016, 10:52 PM
    You will find that after a certain point the majority of high power N54 builds utilize supplemental injection. In the early days it was methanol and these days a port fuel injection system is more common. Either way, it is easy to max out the factory direct injection fuel system at higher power levels especially if running E85. The details from VPG on their 654 whp run using the direct injection system are below: Hey everyone! Extremely excited to post a little more data on what we're doing over at Vargas Performance Group. We're testing a prototype hpfp system, and simultaneously testing control over it. Our testing started with normal E85, then Tony switched to E98 to really put the fueling system through its paces. Disclaimers/Info: -"proof of concept" prototype hpfp system -prototype is called "the prototype" because it's not ready for production, meaning we have significant work to do in order to turn this into a product ready to sell, if ever -indicates that DI only 600+ whp is possible on stock injectors -stopped log at 6300 due to auto transmission (have other logs revving higher, fuel pressure & A/F is still good but those weren't the glorious dyno this is) -Rail pressure was much smoother when we used higher targets, there is some control system learning that occurs -this dyno was done with no learning Run Data: Boost: ~28 psi Timing: ~9* Fuel: E98 Low Pressure Fuel Pump: Fuel-it! Stg 3 High Pressure Fuel System: Prototype Port Injection: None Methanol Injection: None Future Plans: -More DI only testing and prototype development -Examination of feasibility for production type configuration/implementation Take Home: -There is room to run over 600 whp direct injection only -Injectors and injector window is not an issue yet -Vargas continues to innovate and push hard
    163 replies | 1062 view(s)
  • Sticky's Avatar
    06-22-2016, 04:02 AM
    Is 800 rwhp the new 700 rwhp? Just the other day a 737 rear wheel horsepower stock internal N54 was posted on BimmerBoost. Well, this E90 335i takes things a bit further 802 rear wheel horsepower at 33 psi of boost with E70 fuel on a 131,000 mile stock internal N54. Impressive, right? Here is the full mod list: 131,000 mile stock engine car. MOTIV 900 Turbo Kit MOTIV Port Injection MOTIV Twin Disk Clutch Fuel It Stage 3 pump basket BCP Colossal Intercooler VRSF Charge pipe w/ TiAL Q blow off valve MHD Back End Flash by BCP AEM EMS4 for boost control and port injection control M3 cowl Modified stock catback exhaust Tuned in house by at BCP 802whp @ 33psi on E70 fuel Special thanks to Jake @ MOTIV Over 800 whp from a motor with over 100,000 miles on the clock that has not been opened. It's not going to last forever obviously and running it at 800 plus all the time is asking for trouble but 800 whp certainly can be done on the stock internals even with a well used N54. Great work by everyone involved.
    54 replies | 3253 view(s)
  • Sticky's Avatar
    06-18-2016, 12:51 AM
    Well, it's almost getting boring. Yet another 7XX N54? What once seemed improbable is now customary. What truly is remarkable is how affordable it is to build these E9X 335's or E82 135's into 7XX+ beasts these days. Just look over this mod list. Jpworkz manifold Precision 6266 gen 1 Tial wastegates Tial bov Tft charge pipe Fuel-it stage 3 fuel pump Fuel-it port injection Straight E85 30PSI Split second fuel controller Jb4 MHD back end flash BCP intercooler Custom SS 3.5" exhaust 15x10 ultra lights 275/50/15 Mickey Thompson ET 6 speed swap Mfactory smfw Spec stage 3+ clutch UUC short shifter Motiv oil cooler plate A nice list definitely but nothing there that should force anyone to go bankrupt. It is cheaper than ever before to build up a 700+ whp BMW which is a great thing. Running 100% E85 is not a problem either thanks to prevalent port injection options. Yep, just another 700 whp 335. No doubt one of many more to come. Thank you to Omar Margi for the details on his car.
    56 replies | 1316 view(s)
  • Sticky's Avatar
    06-04-2016, 11:22 AM
    The BMW N54 engine is heading into that next level of performance territory where things take on a custom tailored approach. For one, block reinforcement and closed deck blocks are becoming far more widely talked about with guys pushing 8XX wheel horsepower and beyond. For those wanting to get truly crazy you can get a stroker crank. ABR Houston has so far done 3.1 liter builds but thinks 3.4 liters is possible with some sleeves to squeeze out a bit more bore and going aggressive on the stroke. It's not easy to stroke the N54 considering the undersquare design. In addition they do ported headwork with custom valves. The question really is how crazy do you and your bank account want to get? A stroker with built internals is going to cost a bit. You start adding in headwork, valves, and other things and you can easily go past $10k. You want to play with the big boys? Better be prepared to pay.
    46 replies | 2604 view(s)
  • Sticky's Avatar
    06-07-2016, 09:11 AM
    For whatever reason automotive sites will not shut up about BBC's new Top Gear. It was once a great show. It was the most watched automotive show in the world. Trying to reboot it with Matt Leblanc and Chris Evans (who the hell is Chris Evans?) is not going to work. Yes, other people are involved. One such person who actually has credibility and can be taken seriously is Sabine Schmitz. Her background means Top Gear has a real driver with real ability. You can not say that about Leblanc or Evans. The fact of the matter is the chemistry of the old show is gone. That magic will not be duplicated. Whatever you might think about Jeremy Clarkson his repartee with Richard Hammond and James May is what kept people coming back. They were entertaining and serious when they needed to be. Plus, Clarkson has a stellar history in automotive journalism. Car enthusiasts will never take a guy who was on Friends seriously and American enthusiasts have no clue who Chris Evans even is. Personally, I don't like the guy. I'd trade him for Clarkson in a heartbeat and so would the audience it seems that dropped by 1/3 in just the second episode. The new Top Gear is just trying to use the name to make money. As it turns out, you can't just plug in new people and replicate the old show. This Evans guy is in denial:
    30 replies | 2780 view(s)
  • Sticky's Avatar
    06-24-2016, 07:50 PM
    Doc Race made waves with their BMW N54 single turbo kit released early this year. The N54 community reception was positive and thus far there is nothing but praise for the product. Doc Race is expanding their N54 offering which will included ported headwork and an upgraded intake manifold. Dyno results and specifications for the ported N54 head will come. For now, there are more concrete details on the intake manifold. This is more of a modification for someone already pushing high numbers and looking for a stronger and more efficient piece. They did get it on the dyno and it is more efficient than the factory design: Certainly great news and an exciting time in the N54 tuning world especially for guys pushing the limits.
    37 replies | 883 view(s)
  • Sticky's Avatar
    06-30-2016, 05:52 AM
    Our Australian friends at Nizpro were nice enough to answer some questions for the BimmerBoost N54 community which is hungry for automatic transmission upgrade options. Nizpro recently demonstrated their upgraded ZF 6HP21 capability with hard launches on the drag strip. That is obviously just the beginning and development continues. BimmerBoost wanted to know when they were planning to release their transmission upgrade, what the upgrades entails, if the TCU software can be purchased separately, etc. These questions and answers below should provided some much needed details. BB: What is the expected cost? Nizpro: A fully internal Nizpro transmission upgrade will be approximately $ 7900 Australian dollars. BB: How close is it to release? Nizpro: We would like to be able offer full upgrades by Christmas . BB: Who is doing the TCU software tuning? Nizpro: Software calibrations are being done in house at Nizpro. BB: Does the $7900 AUD include software? Nizpro: Yes the calibration will be included as a complete package, however various calibration will be needed for various power levels. BB: Is it possible to purchase the software separately from the hardware? Nizpro: Absolutely, our plan is to offer calibrations totally separately. There will be a number of different calibration we will make available, for customers seeking different requirements. All will be based on standard transmissions, or of course our own upgraded transmission, if you have an upgraded transmission from another workshop you can certain use an off the shelf calibration but how it will behave I have no control over. BB: What is the expected torque capacity? Nizpro: Actual maximum torque numbers are a little hard to say, simply because there are many parameter that come into it. There is also a direct relationship with maximum torque numbers vs durability. In other words we could claim the transmission is capable of 1000 ft lbs of torque and in the fine print disclose it will last for half a mile at the torque figure. Customers need to be aware that the standard HP21 is rated at 450 nm, however this has a durability of 60,000 miles. It is clear that the stock transmission will cope with double its factory rating although its life expectancy is more like 20,000 miles those torque numbers. BB: How soon will Nizpro be testing the software as thus far the 335i with Nizpro upgrades did not utilize the software in its 1/4 mile runs? Nizpro: We actually have. We have track tested the car twice. Once using our upgraded transmission with Alpina for a base test data. 4 runs were recorded. We are not concerned with overall quarter mile times simply gear shift times for comparison, between calibrations. The second lot of testing using software changes were done the following weekend at a different track. The track had little grip on the day so the results were not really useful in terms of quarter times. This is all good news. Nizpro is on schedule to release their product this year and they will not force you to bundle their hardware and software together. Here are some additional details which should help get a better idea of what is involved. Things are looking up for the N54 automatic scene.
    31 replies | 1282 view(s)
  • Sticky's Avatar
    06-06-2016, 09:13 AM
    Late last month Propulsive Dynamics announced on BimmerBoost that they are working on hardware upgrade solutions for the ZF 6HP19 and 6HP21 transmissions. Part of their upgraded performance transmission hardware includes upgraded bushings. Why are upgraded bushings important? 1. The spiraled oil groove in the support bushings increases lubrication and cooling for the internal shafts which increases durability and longevity in the trans. 2. The upgraded metallurgy eliminates the pressure bleed in the dynamic (shifting) clutches. This is the most critical countermeasure because it's one of the main reasons the E Clutch (4-5-6) is slipping at the higher power levels. Because of this, we really don't know the true capacity of the stock trans. 3. The pure aluminum casing acts as a thermally activated locking mechanism which keeps the bushing axially aligned to the shaft's axis. This improves the true position, circularity and concentrically of the shaft to bushing relationship. Again, increasing durability and longevity. The bushings are a major performance component and a very important area in the transmission design especially as it pertains to capacity and longevity upgrades. More details on Propulsive Dynamics ZF 6HP19 and 6HP21 upgrades will come soon.
    34 replies | 976 view(s)
  • Sticky's Avatar
    06-18-2016, 06:28 PM
    BimmerBoost wrote an article last month detailing the crank hub issue with the S55 3.0 liter turbocharged I6 motor under the hood of the BMW F80 M3 and F82 M4. Additionally, BimmerBoost contacted BMW for comment on the issue and if they plan to address it and so far BMW chooses to remain silent. It's typical BMW arrogance. It would be amusing if BMW did not make it a habit of screwing up M3 production engines. They have created a tradition of engine defects. The past three generations of M3 models all suffer from some sort of engine issue from the factory. The E46 M3's S54 motor initially developed a poor reputation due to a large string of engine failures. This was attributed to the rod bearings. We're talking well over 100 engine failures right off the bat. This was simply piss poor quality control from BMW. In other words, they made a mistake. BMW's explanation was that rod bearings were manufactured to the wrong clearance and were too tight resulting in inadequate oil film between the rod bearing and crank journal. Maybe that was the case. Maybe BMW realized their original spec did not work over the long term and so they issued a recall with larger clearances. They also decided to change the rod bolts so there seems to be more to it than just a manufacturing error. Getting BMW to admit they made a mistake of this magnitude is almost impossible though. The problem was solved in the recall at least temporarily. People still experience high bearing wear but redesigning the entire crank was not as cost effective of a solution as new bolts and bearing clearances. BMW pretended the issue did not exist until every BMW forum was talking about it and an engine failure registry kept collecting entries. They finally issued the recall. BMW screwed up on the S54 but they definitely learned their lesson with the E92 M3 and the new 4.0 liter S65 V8, right? After all, this was BMW's new race motor and they needed it to be reliable. Not exactly. The S65 also experiences bearing wear issues. If BMW did not get cute and cheap with the oil system and instead offered higher oil pressure and consistent lubrication from say a dry sump oil system that would definitely alleviate some of the wear problems. BMW simply got cheap and the oiling system was not the 'quasi dry-sump' system from the S85 V10 which the engine is based on but a pretty basic wet sump system. It is not just the oiling system to blame although that is the main culprit. There was a class action suit brought against BMW which alleged the following regarding the S65 engine: Another M3 generation and another BMW fuck up. Owners change bearings as preventative maintenance but if you are out of the warranty period it almost feels like a ticking time bomb. BMW does not care and just wants cars out of the warranty period as quickly as possible so they can wash their hands of any issue. If you intend to track your M3 a dry sump system is a must. Their race car engines receive much higher quality oiling systems, bearings, rods, etc., based on the S65 design so issues are alleviated. Owners of the street car are not so fortunate. Which brings us the F80 M3 generation. Surely, BMW did not screw up for a third straight generation? Oh yes, they did, as we covered in detail in our previous article on the S55 crank hub spinning problem. Unlike the S54 and S65 motors that see bearing and oiling issues the S55 experiences a crank hub failure. BMW simply plugged in the N54/N55 geometry with updates but they did not design a bespoke M3 engine. It's BMW cost cutting rearing its head again. However, it's also a very different issue with no documented solution thus far. It may be the worst BMW M3 engine mistake they ever made. We will not rehash the previous article on the topic but it is important to note BMW refuses to even acknowledge the issue. Motors are being replaced by dealers and there is plenty of evidence of this on any BMW forum. BimmerBoost asked BMW almost a month ago about this issue and sent the e-mail to multiple BMW sources. Every single one of them has refused to comment thus far. It's the S54 cover up all over again. BimmerBoost members are currently testing various options including a new bolt design which hopefully rectifies the issue but there is no denying BMW factory M3 engine defects are now a tradition. BMW has its flaws and its marketed image versus the reality (and reliability) of its products are vastly different things. They will chase profit over proper design.
    27 replies | 1439 view(s)
  • Sticky's Avatar
    06-09-2016, 04:41 PM
    This is a very interesting matchup. To begin with, this is not a factory Supra Turbo but a turbocharged naturally aspirated 2JZ-GE Supra. Ultimately it doesn't matter as it makes big power with a PTE 6766 single turbocharger said to provide 832 to the wheels on a Dynojet. The F10 M5 has bolt on modifications with Dodson upgraded clutch packs. The DCT is a big advantage as you see in the runs. Now, the first video here has the Supra run at 24 psi and 30 psi. The F10 M5 opens up a lead on the 24 psi pull and the 6-speed Supra struggle to catch up but it does close the gap. The Supra then goes to kill mode at 30 psi but there are shifting issues. The clutch is said to give out. It loses. Mods: F10 M5 with JB4 + BCS + Meth, MSR charge pipes and intake, 96 Oct, Dodson Clutch Packs, R888 MT Supra, PTE 6766, E85, FSR intake manifold, stock 2JZ-GE block and heads, R888 (Supra clutch gives up at the end of the second run) Based on the 24 psi result the Supra should have won easily at 30 psi. They later had a rematch where the Supra clutch issues are resolved. The Supra dominates the F10 M5: This time around the F10 M5 was said to have issues. There is another rematch planned. We look forward to the result.
    31 replies | 1224 view(s)
  • Sticky's Avatar
    06-07-2016, 09:06 AM
    For whatever reason automotive sites will not shut up about BBC's new Top Gear. It was once a great show. It was the most watched automotive show in the world. Trying to reboot it with Matt Leblanc and Chris Evans (who the hell is Chris Evans?) is not going to work. Yes, other people are involved. One such person who actually has credibility and can be taken seriously is Sabine Schmitz. Her background means Top Gear has a real driver with real ability. You can not say that about Leblanc or Evans. The fact of the matter is the chemistry of the old show is gone. That magic will not be duplicated. Whatever you might think about Jeremy Clarkson his repartee with Richard Hammond and James May is what kept people coming back. They were entertaining and serious when they needed to be. Plus, Clarkson has a stellar history in automotive journalism. Car enthusiasts will never take a guy who was on Friends seriously and American enthusiasts have no clue who Chris Evans even is. Personally, I don't like the guy. I'd trade him for Clarkson in a heartbeat and so would the audience it seems that dropped by 1/3 in just the second episode. The new Top Gear is just trying to use the name to make money. As it turns out, you can't just plug in new people and replicate the old show. This Evans guy is in denial:
    30 replies | 1017 view(s)
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