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  • Sticky's Avatar
    07-07-2016, 06:51 AM
    Well, the 7XX horsepower range has gotten boring. Here is another 8XX wheel horsepower N54 from BimmerBoost member @The Ghost. He detailed his engine rebuild and went with a PTE 6466 Gen 2 turbocharger as well as port fuel injection. Here are the specs: Setup: N54, FBO, 6MT (Spec 3+) VM single turbo kit, PTE 6466 G2 JB4 G5, back-end flash (MHD) BMS/CPE Port Injection kit JB4 controlled Split Second injector controller Fuel-it Stage 3 dual LPFPs Fuel-it FPR, -6AN feed/return lines e85 Engine: JE pistons (1 overbore, standard compression) CP/Carillo rods All else stock Good stuff there. He is going to post more details in his forum thread but here are some graphs and pictures to look at for now: Very impressive and great to see a BimmerBoost member yet again pushing the N54 envelope. Be sure to check out the video below.
    103 replies | 1632 view(s)
  • Termn8u's Avatar
    07-03-2016, 01:23 AM
    Hey everyone. A guy I know has a 2008 SL65 with speed driven intercoolers and a tune on it. I own a 2016 E63 S with awd and eurocharged's latest stage 3 tune. They tell me it makes 645 at the tire...... Idk if that's true or not but it has kicked the shit out of a lot of fast cars already. Last week I ran a 2010 C6 corvette with Cam, I take, exhaust, auto,3.45 gears Mickey Thompson ET streets that were aired down and a 100-150 shot of nitrous. From a dig, using race start I got him by 3-4 cars and then from a 30 mph roll I pulled him even more. How should I fare against this guys SL65?His car suffers really badly from heat soak.........
    21 replies | 7196 view(s)
  • Sticky's Avatar
    07-15-2016, 01:01 AM
    The big thing as far as turbochargers in the stock location for the N54 platform this year is new cast options. Vargas Turbocharger Technologies has their 'GC' cast N54 twin turbo option which is generating buzz on the forums. What many wanted to see were pump gas dyno numbers. These are real world figures without ethanol or methanol to boost octane. Ideal for those who just daily drive their cars and do not dyno race, right? Enjoy the results below. We finally got around to doing what we promised we would do -test the GC's on good old pump gas. We tested on 93; if you have 91 expect numbers a little lower, if you have ACN91, weep and gnash your teeth and expect significantly less to be safe (we aren't doing max effort ACN91 testing anymore). If you are missing one spark plug, run 86 octane and have a turbonator installed, please stop emailing me questions. This is good 'ole 93 octane pump fuel. Temperature was 95*, timing target was 4.5 degrees up top, AFR was 11.5 or so up top. Our first run was 16 psi. Our final run targeted 30 psi, but made 32 psi and tapered down to 28 psi. Note; this is admittedly a lot of boost, however, we did the testing to show what was possible at/near the limit. I have a few pics for you all to check out; First, all of the runs. Everything from 16 psi through our 30 target. You can easily see the upward progression. A few points of interest; 16 psi: 449 whp 427 wtq 20 psi: 482 whp 460 wtq 22 psi: 509 whp 478 wtq 25 psi: 543 whp 519 wtq Keep in mind these runs are all the same a/f target, same timing target, same vanos, just increasing boost. There is room to adjust the tune to make more power at most of these boost levels, especially the lower ones. While the top runs were aggressive on the boost profile, this wasn't a glory pull; Tony did 5 back to back runs, all over 550 whp. Finally, this is a comparison of the first and last runs. Again, boost is the only change here.
    52 replies | 1328 view(s)
  • Sticky's Avatar
    07-02-2016, 02:42 AM
    Many readers are familiar with twin scroll turbocharger systems but it never hurts to in basic terms explain turbocharger technology which can seem like witchcraft to the casual car fans. In the most basic of terms, a twin scroll turbocharger is like having two turbos in one. How is that possible you say? Well, just think of your classic V6 or V8. There are two exhaust banks. Traditionally, an efficient turbocharger setup would mean two turbos hanging off the manifolds at the bottom of the car. Each is fed by that set of cylinder banks which it is connected to. It looks like this: Such a setup can make a ton of power, no doubt about it. A good twin set of modern single scroll turbochargers on a V8 or V6 can produce quadruple digit horsepower. However, look at all that piping. Look at the distance the exhaust gases have to travel. Can a single twin scroll turbo do the job of these twins more efficiently? Absolutely. Imagine if the exhaust gases traveled to the turbocharger right from the cylinder head. That poses a packaging problem but one that a twin scroll turbo helps alleviate. The new B9 Audi S4/S5 3.0 TFSI turbo motor is a great example of this: Audi placed a twin scroll turbo in the V at the top of the motor and with a very trick manifold feeds a single turbo with both banks of exhaust pulses. It is like having two in one yet also with the benefit of less piping, less travel distance, and quite simply greater efficiency. BMW started the trend with a pair of twin scroll turbochargers mounted in the valley of their S63 V8. It is the same principle except they are feeding two turbochargers with a cross engine manifold: BMW has two V8 twin turbo motors, the N63 and the S63, but the S63 outpaces the N63 considerably. Why? Because of the twin scroll cross manifold design. The N63 can essentially be turned into an S63 by changing the manifold and turbos and that is basically what an S63 is. Imagine turbochargers being fed by pulses from both banks instead of just one bank. That is exactly what a twin scroll setup does with the turbocharger taking in exhaust gases from both banks. This pays dividends in many areas. Spool is said to be increased which leads to low end torque gains as well as an improvement in throttle response. The turbos in theory will make more power through the rev range as they are continuously fed with exhaust pulses through the curve. One should also see a decrease in intake charge dilution during valve overlap along with lower exhaust gas temperatures. You also have reduced pumping losses and better fuel consumption. What are the disadvantages? There really aren't any other than more manufacturing and tuning complexity. In theory a good sized single twin scroll turbo will cost you less than a pair of high end traditional turbos. The main thing to get right is the firing order feeding the twin scroll turbo. For example a four-cylinder motor usually fires 1-3-4-2. You would want one exhaust passage to get gases from the number 1 and 4 cylinders and the other from the 3 and 2 cylinders. This may all sound too good to be true but the principle has been tested and a twin scroll setup is simply more efficient: More power through the curve? Yep: You also get the benefit of greater boost at lower engine speeds which is that low end torque and response benefit discussed earlier. You are going to see more and more twin scroll turbocharger applications in production cars. Expect variable geometry twin scroll turbochargers as well which means the turbocharger has vanes that can adjust. This way the turbocharger can adjust itself to maintain the speed of gas flow based on how much exhaust gas it is being fed. Turbo lag will never be eliminated but with twin scroll and variable vane turbo technology manufacturers are getting so close it may no longer matter. The modern turbo era is providing excellent response, efficiency, and power with fuel economy nobody would have thought possible not too long ago. Much respect to twin scroll technology!
    31 replies | 3831 view(s)
  • Sticky's Avatar
    07-02-2016, 01:51 AM
    Many readers are familiar with twin scroll turbocharger systems but it never hurts to in basic terms explain turbocharger technology which can seem like witchcraft to the casual car fans. In the most basic of terms, a twin scroll turbocharger is like having two turbos in one. How is that possible you say? Well, just think of your classic V6 or V8. There are two exhaust banks. Traditionally, an efficient turbocharger setup would mean two turbos hanging off the manifolds at the bottom of the car. Each is fed by that set of cylinder banks which it is connected to. It looks like this: Such a setup can make a ton of power, no doubt about it. A good twin set of modern single scroll turbochargers on a V8 or V6 can produce quadruple digit horsepower. However, look at all that piping. Look at the distance the exhaust gases have to travel. Can a single twin scroll turbo do the job of these twins more efficiently? Absolutely. Imagine if the exhaust gases traveled to the turbocharger right from the cylinder head. That poses a packaging problem but one that a twin scroll turbo helps alleviate. The new B9 Audi S4/S5 3.0 TFSI turbo motor is a great example of this: Audi placed a twin scroll turbo in the V at the top of the motor and with a very trick manifold feeds a single turbo with both banks of exhaust pulses. It is like having two in one yet also with the benefit of less piping, less travel distance, and quite simply greater efficiency. BMW started the trend with a pair of twin scroll turbochargers mounted in the valley of their S63 V8. It is the same principle except they are feeding two turbochargers with a cross engine manifold: BMW has two V8 twin turbo motors, the N63 and the S63, but the S63 outpaces the N63 considerably. Why? Because of the twin scroll cross manifold design. The N63 can essentially be turned into an S63 by changing the manifold and turbos and that is basically what an S63 is. Imagine turbochargers being fed by pulses from both banks instead of just one bank. That is exactly what a twin scroll setup does with the turbocharger taking in exhaust gases from both banks. This pays dividends in many areas. Spool is said to be increased which leads to low end torque gains as well as an improvement in throttle response. The turbos in theory will make more power through the rev range as they are continuously fed with exhaust pulses through the curve. One should also see a decrease in intake charge dilution during valve overlap along with lower exhaust gas temperatures. You also have reduced pumping losses and better fuel consumption. What are the disadvantages? There really aren't any other than more manufacturing and tuning complexity. In theory a good sized single twin scroll turbo will cost you less than a pair of high end traditional turbos. The main thing to get right is the firing order feeding the twin scroll turbo. For example a four-cylinder motor usually fires 1-3-4-2. You would want one exhaust passage to get gases from the number 1 and 4 cylinders and the other from the 3 and 2 cylinders. This may all sound too good to be true but the principle has been tested and a twin scroll setup is simply more efficient: More power through the curve? Yep: You also get the benefit of greater boost at lower engine speeds which is that low end torque and response benefit discussed earlier. You are going to see more and more twin scroll turbocharger applications in production cars. Expect variable geometry twin scroll turbochargers as well which means the turbocharger has vanes that can adjust. This way the turbocharger can adjust itself to maintain the speed of gas flow based on how much exhaust gas it is being fed. Turbo lag will never be eliminated but with twin scroll and variable vane turbo technology manufacturers are getting so close it may no longer matter. The modern turbo era is providing excellent response, efficiency, and power with fuel economy nobody would have thought possible not too long ago. Much respect to twin scroll technology!
    31 replies | 2354 view(s)
  • Sticky's Avatar
    Yesterday, 04:12 PM
    This certainly is going to be an interesting option considering how it is priced and the stated capability. The Stage 3 turbo kit from MM Performance Engineering retails for $3000 and is capable of 700 wheel horsepower with the proper supporting modifications. At the heart is a TD04HL-19T upgrade. The 19T compressor wheel is a billet piece with 11 blades and extended tips. To see 700+ wheel you will need fueling upgrades and to push these turbos past 30 psi of boost. BimmerBoost member @Sirdaft1 is beta testing these turbochargers but he is not going for peak horsepower on the dyno but a daily useable 500 rear wheel horsepower on 93 octane. We will see how this option pans out. MMP has the best turbo bang for your buck for your N54, TD04HL-19T with true 19T native compressor housing. These turbos are capable of 700whp+ on the N54 and at just $3000 its a bargain and they bolt right up to your N54. The 19T compressor wheel is a forged billet wheel with extended tip technology from BorgWarner and with 11 blades made in the GTX style. 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 TD04HL turbine and flange up to the TD04 bearing housing. The kit requires upgraded inlet pipe system and also intercooler charge pipe system optimized for the high flowing native 19T 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.
    38 replies | 1016 view(s)
  • Sticky's Avatar
    07-12-2016, 06:14 AM
    Nurburgring laptimes are basically a big dick measuring contest. That is fine of course as most things associated with automotive performance can be boiled down as such. The problem is everyone is not playing with the same sized ruler. What does this mean? Well, take Porsche's recent claim of a world record on the Nurburgring with the new Panamera Turbo. This tops the record set by the Alfa Romeo Giulia Quadrifoglio's 7:39 laptime. Alfa Romeo never proved they set a 7:39 time by providing a video as proof. Did they do it? Maybe, maybe not, but who knows at this point if it wasn't just a marketing ploy. The issue is Porsche did not provide a full laptime video now either. They simply wrote '7:38' and claimed a world record in their video and that is supposed to be good enough. It isn't good enough. The gold standard for proving a laptime is what Dodge did with the Viper ACR. They claimed thirteen track records and provided thirteen timed videos of the car lapping the tracks as proof. Lamborghini did a beautiful job showcasing their 6:59.72 Nurburgring lap from the Aventador Superveloce. A video of the whole run with timing included is exactly how to display the result. So why are we taking Alfa Romeo and Porsche's word for it? How do we even know if the cars are running factory tunes? Nissan started this whole mess when they would claim lap records with the R34 GT-R but everyone knew they were upping the boost. Part of the problem Nissan had was that old (and stupid) Japanese horsepower cap. Porsche accused Nissan of cheating with the GT-R on the Nurburgring back in 2008: Was Nissan using ringers? Nobody else was able to match Nissan's own GTR laptimes. Nissan provided videos as proof but the problem is a video doesn't tell us what software the car is running or what tires. Nissan's response to Porsche was to post a video of a 7:29 GTR lap and to tell Porsche they would offer Porsche test drivers training. They essentially mocked Porsche as beating them in their own backyard was unacceptable to the Germans. Complicating matters beyond manufacturers playing games with software, tires, or just making claims without proof is that the Nurburgring imposed a testing ban recently. Sections of the track were repaved, changed, and additional safety precautions were put in place. The Nurburgring tested on now is not the same Nurburgring and this is a large factor when even fast laps are over 7 minutes long. Minor changes will add up. Add into this that differing weather conditions will change laps considerably as will traffic on the track. BMW rented out the track specifically for their F82 M4 GTS test which of course gives them an advantage over times set with traffic to avoid. The result was a 7:28 time which tops the Porsche Carrera GT and Koenigsegg CCX. Does anyone really believe the M4 GTS laps a track quicker than those two lighter cars with mid-engine layouts that are far more aerodynamic and more powerful? Porsche and Alfa Romeo proved people will believe whatever they say. At least BMW posted a video of the M4 GTS making its run even though we do not know what software they used (and BMW does use special press software for marketing). Porsche just decided to put the Panamera Turbo ahead of the Alfa Romeo Giulia Quadrifoglio as Alfa Romeo never backed up their time with anything of substance and Porsche wanted big press for the new Panamera. You can not trust manufacturers to play this game honestly when the general public will not take any factors into account other than time X is less than time Y. If the Nurburgring is to be taken seriously as an automotive testing ground a standard must be created where production cars are brought in to set the records and more than one driver not on the manufacturer payroll get a crack at setting a time. Until then, you can not trust anyone because there is simply too much BS being thrown around. That is unfortunate for those competing honestly. Enough of the bullshit. If we are going to use the Nurburgring for comparisons then testing for timed and record laps must be standardized.
    32 replies | 2494 view(s)
  • Sticky's Avatar
    07-11-2016, 02:12 AM
    The Doc Race N54 single turbo kit is getting pretty popular in the BMW N54 world. Why shouldn't it be? It is a quality upgrade with the performance to back up the looks. This is Doc Race's own N54 project car in action which is a 6-speed manual. It also is in street trim which is stated to be 20 psi. The Yamaha R6 is not a liter bike but it is no joke. That the N54 pulls considering it is a manual and not running 30+ psi as it could is incredible. Maybe a liter bike should be up next? R1 matchup anyone? Happy Independence Day fellas!! Well here's how it starts out. A group of us were down an abandoned road (in Mexico of course) and I let a buddy of mine take a rip in my car. He takes off through the top of forth and it just sounded bananas. Never heard my car from the outside, from the driver's seat it always sounded very mild. Anyways this guy comes up with an R6 and ask who owns that car, he wants to race it. So it took us a minute to set it up because he wanted to start from a dig. I didn't want to break axles so I say we go from a roll starting at 30. Well here was the first race. The shift bog just kills me and I end up chasing him the rest if the way. Guy pulls up to me after and say he let off at the end lol. Maybe he did but I was going to pass him either way. He wanted to go again so we go again. This time I was a bit faster on my shifting. No chance on this one. BTW guys I was on 20psi.
    30 replies | 1043 view(s)
  • Sticky's Avatar
    07-12-2016, 06:05 AM
    Nurburgring laptimes are basically a big dick measuring contest. That is fine of course as most things associated with automotive performance can be boiled down as such. The problem is everyone is not playing with the same sized ruler. What does this mean? Well, take Porsche's recent claim of a world record on the Nurburgring with the new Panamera Turbo. This tops the record set by the Alfa Romeo Giulia Quadrifoglio's 7:39 laptime. Alfa Romeo never proved they set a 7:39 time by providing a video as proof. Did they do it? Maybe, maybe not, but who knows at this point if it wasn't just a marketing ploy. The issue is Porsche did not provide a full laptime video now either. They simply wrote '7:38' and claimed a world record in their video and that is supposed to be good enough. It isn't good enough. The gold standard for proving a laptime is what Dodge did with the Viper ACR. They claimed thirteen track records and provided thirteen timed videos of the car lapping the tracks as proof. Lamborghini did a beautiful job showcasing their 6:59.72 Nurburgring lap from the Aventador Superveloce. A video of the whole run with timing included is exactly how to display the result. So why are we taking Alfa Romeo and Porsche's word for it? How do we even know if the cars are running factory tunes? Nissan started this whole mess when they would claim lap records with the R34 GT-R but everyone knew they were upping the boost. Part of the problem Nissan had was that old (and stupid) Japanese horsepower cap. Porsche accused Nissan of cheating with the GT-R on the Nurburgring back in 2008: Was Nissan using ringers? Nobody else was able to match Nissan's own GTR laptimes. Nissan provided videos as proof but the problem is a video doesn't tell us what software the car is running or what tires. Nissan's response to Porsche was to post a video of a 7:29 GTR lap and to tell Porsche they would offer Porsche test drivers training. They essentially mocked Porsche as beating them in their own backyard was unacceptable to the Germans. Complicating matters beyond manufacturers playing games with software, tires, or just making claims without proof is that the Nurburgring imposed a testing ban recently. Sections of the track were repaved, changed, and additional safety precautions were put in place. The Nurburgring tested on now is not the same Nurburgring and this is a large factor when even fast laps are over 7 minutes long. Minor changes will add up. Add into this that differing weather conditions will change laps considerably as will traffic on the track. BMW rented out the track specifically for their F82 M4 GTS test which of course gives them an advantage over times set with traffic to avoid. The result was a 7:28 time which tops the Porsche Carrera GT and Koenigsegg CCX. Does anyone really believe the M4 GTS laps a track quicker than those two lighter cars with mid-engine layouts that are far more aerodynamic and more powerful? Porsche and Alfa Romeo proved people will believe whatever they say. At least BMW posted a video of the M4 GTS making its run even though we do not know what software they used (and BMW does use special press software for marketing). Porsche just decided to put the Panamera Turbo ahead of the Alfa Romeo Giulia Quadrifoglio as Alfa Romeo never backed up their time with anything of substance and Porsche wanted big press for the new Panamera. You can not trust manufacturers to play this game honestly when the general public will not take any factors into account other than time X is less than time Y. If the Nurburgring is to be taken seriously as an automotive testing ground a standard must be created where production cars are brought in to set the records and more than one driver not on the manufacturer payroll get a crack at setting a time. Until then, you can not trust anyone because there is simply too much BS being thrown around. That is unfortunate for those competing honestly. Enough of the bullshit. If we are going to use the Nurburgring for comparisons then testing for timed and record laps must be standardized.
    32 replies | 1392 view(s)
  • Sticky's Avatar
    07-20-2016, 03:41 PM
    The BMW M badge really doesn't mean much any longer. It's been diluted to the point that when you see it on a car and often on a non-M car it hardly even gets your attention. I mean, they put M decals and badges all over the 2-Series Active Tourer so BMW doesn't give a crap at this point. If you're going to sell out, sell out harder BMW. Make an M version of your new FWD 1-Series sedan. Let's just take a big piss on the M badge while lighting hundred bills on fire? Who cares? While you're at it, put M badges on some Mini Coopers too. Maybe a Rolls Royce M? Maybe start selling M badged toilet paper? That way we can truly wipe our ass with the badge just as you have.
    34 replies | 740 view(s)
  • SeanWebster's Avatar
    07-15-2016, 06:14 PM
    I got some nice runs in last night against some friends. Summary: M5 made 500whp - Lost Mustang has not yet dyno'd - Even Golf R made like 315whp I think - Lost Infiniti Q50 is stock - Lost M5 and Mustang runs: Golf R and Q50 runs:
    19 replies | 2206 view(s)
  • Sticky's Avatar
    07-18-2016, 09:01 AM
    While direct fuel injection brings with it certain upsides such as greater fuel economy and higher compression ratios on pump fuel there are downsides to the technology as well. One such downside is carbon buildup which you see on the intake valves. This is why walnut blasting to clear out carbon deposits is popular maintenance especially considering buildup can and will reduce engine output. Not to mention if it gets severe enough it will cause other problems. Newer motors are better about this (especially engines with dual injection systems where fuel sprayed on the backside of intake valves helps keep them clean) but anyone with a direct fuel injected motor would be wise to monitor their carbon buildup situation. You don't want that much gunk just sitting in your motor, do you? The photo is from carbon deposits removed from a VW TSI engine with 78k miles.
    22 replies | 1468 view(s)
  • Sticky's Avatar
    07-03-2016, 05:51 PM
    If you are squeamish don't watch this. Many people write that before videos but this is a very disturbing video that captures someone in China using their car as a weapon. There are stories and rumors from China that killing an injured pedestrian is preferred than paying out a lifetime of restitution but this is on a whole different level. What takes place is the white car aims for two people next to a taxi. One gets in and the other gets run over by the taxi the white car hits. That right there should stop everything but it is just the beginning. Those in the taxi get out and the white vehicle backs up and begins another assault. The passenger from the taxi is run over. The car backs up and then runs over the other person who was under the taxi. Absolutely insane. This road rage continues as the white vehicle circles the injured as if it is stalking more prey. Another taxi comes into the picture and is rammed. The taxi driver gets out and attempts to get into the white car which backs away. Eventually the car just leaves the scene but this is shocking, disturbing, and just psychotic behavior that can not be explained.
    11 replies | 2751 view(s)
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