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  • Sticky's Avatar
    04-01-2015, 08:28 PM
    I'm still working out a few minor bugs but I've launched the BoostAddict FaceBook page: https://www.facebook.com/BoostAddictNetwork Kindly 'like' it as I need to start building up the Facebook presence to leverage. Like it , post in this thread you liked it, and you'll get 20 rep rep points.
    125 replies | 3312 view(s)
  • MM Performance's Avatar
    04-04-2015, 02:53 AM
    New stock turbo World Record! Got it done today as promised with Terry helping me dyno tune. 80F rainy and muggy outside, plenty of humidity, and it didn't matter, got the new WR thanks to the MMP turbo intakes! Will post more data later but here is the dyno picture for now. This was on my own personal daily driver car with 90k miles on it, 2007 6AT 335i coupe. Also ran leak down on it recently and 2 cylinders are at about 20% so not the most power producing engine out there. A healthier engine will definately see more power. Power mods: MMP turbo intakes JB4 custom tuning backend and user settings fuel it stage 2 LPFP dual meth injection DPs without cats Big Tom intercooler TFT charge pipe custom 3" intercooler up pipe NGK .022" gapped spark plugs fuel: straight E85 run 21 is 4th gear, run 23 is 5th gear. oh and this is on a 6AT with 3% more drivetrain loss than MT. Adjusted for MT drivetrain loss, this would be 512whp
    71 replies | 1818 view(s)
  • andy_divers's Avatar
    03-31-2015, 03:56 PM
    After many months of testing and thousands of miles now logged on our first few kits its into full production mode. We are also proud to announce a much lower price of $5999 for our 62mm "Hot Side" kit. A few things allowed us to do this... better buying and pricing on larger quantity orders have brought cost down, but the biggest change is the intake. The original kit included a high temp resin carbon fiber intake. However, the producer of the intake was not reliable and after not being able to find a new outlet to produce them we made the decision to step away. The intake is now a 6061 aluminum mandrel bent intake with the K&N filter still located behind the left headlight. I really wanted the CF intake, but it looks to be a blessing. No longer including a CF intake paired with parts savings has dropped the kits' price almost $900 without sacrificing quality, fit, or performance. http://www.ad-eng.net/store/p25/AD_Engineering_BMW_N54_Single_Turbo_Kit_%28_135i%2F335i_%29.html Keep an eye out as we add the AD Engineering Intercoolers and Catch Can over the next few weeks AD Engineering BMW N54 Single Turbo Kit ( 135i/335i ) $5,999.00 - $7,099.00 The AD Engineering BMW N54 Single Turbo Kit is now available for purchase. This kit starts with a ceramic coated sch10 stainless steel 6-2-1 tubular bottom mount manifold with T4 turbo flange and 44mm wastegate outlet. Attached to this high flowing manifold is a Tial MVR 44mm wastegate and Precision T4 CEA billet compressor turbocharger with a ceramic coated turbine housing for both heat barrier and corrosion resistance. Exhaust gas exits the turbine wheel into a 3" 304L stainless mandrel bent downpipe with interlocked flex coupler that merges into twin outlets allowing it to easily bolt to the factory or any aftermarket replacement exhaust system. Fresh air is fed to the billet compressor wheel via a 3" diameter 6061 aluminum intake after being filtered by a K&N high flow filter located behind the left headlight. Heat shielding is use on the intake tube to keep radiant heat from the turbo manifold from heating the air prior to reaching the compressor. The compressor outlet carries the charged air toward the intercooler where a 2.5" coupler is location at the OEM breakpoint allowing easy connection to an AD Engineering front mount intercooler or any other factory replacement intercooler you may already have. Additionally, the kit features a new left side utherane dampened engine mount to replace the weak OEM oil filled mount. The urethane mount provides a firm feel without the harsh vibrations of a solid mount. From the top, the kit appears to give the engine bay a stock look with only the air filter and heat shield being the only real visible changes. This Stainless steel heat shield is lined with a heat insulating weave protecting the valvecover, gasket, and wiring harness as well as keeping the underhood temperatures down. O-ring block fitting and one piece crimped line assure oil is fed and returned from the turbo leak free. O-ring fittings are also used to block off coolant holes in the block and a new aluminum coolant manifold is used to transfer coolant bwtween the waterpump and engine block. Key features: -Bottom mount design is both efficient and keeps heat away from temperature sensitive components -Precision turbocharger - highest power producing turbo per millimeter -All quality namebrand components -No cutting or need to relocate anything (i.e. coolant reservoir) -Downpipe outlet and compressor outlet are in stock locations so any stock or factory replacement exhaust and intercooler attach with no modifications needed -included urethane dampened engine mount (usually not included when comparing other kits) -all new gaskets, hardware, and hose to complete installation. No running to the auto parts store or dealership for the nickel/dime parts -detailed and illustrated install instructions Included in the base kit ( “Hot Side Kit” ) -AD Engineering Stainless Steel tubular manifold -Precision 6262 JB T4 Turbo -3" Stainless Steel Downpipe -Tial MVR Wastegate -1.75" Stainless Steel Dumptube -Turbo Hot Side Intercooler Charge Tube -3" 6061 Turbo Intake -K&N Air Filter -Stainless Steel and insulated Heat Shield -Urethane Engine Mount -Coolant Block Manifold and Pipe -Coolant Blockoff Plugs -Oil Drain Plug -Turbo Oil Feed Block Fitting and SS Braided Line -Turbo Oil Return Fitting and SS Braided Line -New OEM Exhaust Manifold Donuts, Studs, and copper nuts -All Necessary Couplers, Clamps, hoses, gaskets, and hardware Optional items: -Ball Bearing Turbo -PTE 6766 T4 turbo (JB or BB) -AD Engineering Intercooler (850HP or 1000hp) -Recirculated Wastegate Dumptube Note: Turbo kits are built to order and take 3-4 weeks to ship. Please call if you need quicker delivery. Carbon Fiber Intake is NO LONGER included
    71 replies | 2089 view(s)
  • Sticky's Avatar
    03-20-2015, 03:21 PM
    Magazine test numbers are becoming useless. Nevermind the fact some manufacturers like Ferrari hold magazines hostage if the numbers do not show what they want some of them just flat out cheat. Have you ever heard of press files being used in magazine test cars? What it means is that the car being tested is not the car you will be buying. BMW apparently had several press files for the F10 M5. This all really started with the turbo era as you could not play around with output using software back in the naturally aspirated M era the way you can now. So, some manufacturers turn up boost and disable certain safeguards (limp mode) in the ECU and send the car to be tested. It's a press beater car anyway so they do not care what happens to it. It makes sorting out what is real and fake incredibly difficult. For example, the fastest Lamborghini Huracan in the world runs the 1/4 mile in 10.59 @ 129.12 on a 1/4 mile drag strip. That is an aftermarket ECU tuned example mind you. So how does MotorTrend get 10.6 @ 132.8 out of it? What about Car and Driver's 10.4 @ 135? Somehow real world results on the drag strip do not match the magazines. This latest test is no exception as 12.0 @ 119 is indeed silly quick. That is not to say the F80 M3 and F82 M4 DCT can not replicate these numbers stock as they can. In negative density altitude with race gas. So owners need great weather and race gas to match Car and Driver. Or is it more likely that Car and Driver is not testing on a drag strip (they aren't) thereby inflating their numbers? Is it also possible BMW might be passing around press files again? Is it a combo? Who knows, but it is becoming increasingly difficult to trust magazine times as a realistic representation of what you can achieve yourself in the exact same car. P.S. For those interested in DCT vs. manual transmission discussion Car and Driver ran 12.3 @ 116 in their manual F80 M3 test car. P.S.S. The transmission isn't an automatic Car and Driver. Specifications VEHICLE TYPE:front-engine, rear-wheel-drive, 5-passenger, 4-door sedan PRICE AS TESTED:$84,325 (base price: $65,850) ENGINE TYPE:twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and heads, direct fuel injection DISPLACEMENT:182 cu in, 2979 cc Power: 425 hp @ 7300 rpm Torque: 406 lb-ft @ 1850 rpm TRANSMISSION:7-speed dual-clutch automatic with manual shifting mode DIMENSIONS: Wheelbase: 110.7 in Length: 184.5 in Width: 73.9 in Height:56.1 in Passenger/cargo volume: 96/12 cu ft Curb weight: 3613 lb C/D TEST RESULTS: Zero to 60 mph: 3.8 sec Zero to 100 mph: 8.5 sec Zero to 130 mph: 14.5 sec Zero to 160 mph: 25.8 sec Rolling start, 5-60 mph: 4.5 sec Top gear, 30-50 mph: 1.9 sec Top gear, 50-70 mph: 2.7 sec Standing Ľ-mile: 12.0 sec @ 119 mph Top speed (governor limited): 163 mph Braking, 70-0 mph: 153 ft Roadholding, 300-ft-dia skidpad: 0.99 g FUEL ECONOMY: EPA city/highway driving: 17/24 mpg C/D observed: 20 mpg
    58 replies | 3702 view(s)
  • Sticky's Avatar
    04-03-2015, 11:54 PM
    Precision turbochargers are fairly popular on the BoostAddict Automotive Performance Network although there are opinions on all sides. Some users point to previous issues Precision had with oil leaks but there is no denying there are many owners making some giant power numbers with Precision turbochargers. This second generation PT6062 CEA is going to be a very popular turbo however you look at it. It features a 60mm inducer and 62mm turbine wheel and is said to support at least 750 horsepower. The CHRA (center housing rotating assembly) is air cooled and features dual ceramic ball bearings. Precision's design seems to put an emphasis on a lightweight rotating assembly for spool. Why Precision did not provide a compressor map in addition to their press release is anyone's guess. We will see how the aftermarket responds to this $1750 turbocharger but there are likely a lot of guys here that will be giving it a look. Hebron, IN – April 1, 2015 – PRECISION TURBO AND ENGINE announced the addition of a new unit to its line of Street and Race turbochargers. The GEN2 PT6062 CEA® turbo features cutting edge technology and the latest in advanced aerodynamics. Featuring an exclusive 60mm inducer GEN2 CEA® (Competition Engineered Aerodynamics) compressor wheel machined from a 2618-aluminum forging and a 62mm CEA® turbine wheel, Precision’s GEN2 PT6062 CEA® turbocharger is rated to support up to 750 horsepower. PTE’s technologically advanced CEA® wheels are known for their unparalleled performance, greater efficiency at higher pressure ratios, less turbo lag, ability to handle higher boost, and offer massive power gains over older wheel designs of similar sizes With prices starting at $1,749.99, Precision’s GEN2 PT6062 CEA® turbo is also equipped with an air-cooled, dual ceramic ball-bearing center housing rotating assembly (CHRA) for faster transient response and added thrust capacity. Additionally, Precision’s GEN2 PT6062 CEA® turbocharger comes with a wide variety of turbine housings, including: • T3 .63 or .82 A/R with 4 bolt (2.5") discharge • T3 .63 or .82 A/R with 3" V-Band discharge • T3 .63 A/R with 5 bolt discharge (with or without wastegate hole) • T4 Divided .84 A/R with 3 5/8" V-Band discharge • T4 Tangential .58 or .68 A/R with 3 5/8" V-Band discharge • V-Band inlet/outlet .64 or .82 A/R • Mitsubishi .63 A/R • Buick .63 A/R • GMC Syclone/Typhoon .85 A/R • K26 .82 A/R Incredibly powerful yet relatively compact in size, Precision’s new GEN2 PT6062 CEA® turbocharger is sure to be a huge hit with the performance aftermarket and will be boosting vehicles to outstanding levels of greatness in no time. Precision customers have a history of setting records and getting noticed. They don't sit in the stands watching the action – they're the ones making it happen. Get involved and be a part of the action today with PTE. For more information regarding PTE’s GEN2 turbos, or to order, please contact Precision Turbo and Engine at (855) 996-7832. About Precision Turbo and Engine, Inc. Since 1987, Precision Turbo and Engine has been a leader in turbocharger technology for street and race applications. PTE offers a complete line of replacement, upgrade and custom turbochargers featuring the exclusive CEA® (Competition Engineered Aerodynamics) compressor and turbine wheels. Additionally, PTE manufactures its own line of intercoolers, boost control products, electronic fuel injectors, and is a top distributor for stand-alone engine management systems and fuel system components. Each sale comes with expert advice and support.
    55 replies | 3853 view(s)
  • Sticky's Avatar
    03-19-2015, 07:13 PM
    In November of last year Motiv became the first N54 tuner to break into the 800's and also set the N54 power record at 829 rear wheel horsepower on a Dynojet. That car featured the Motiv 900 turbo kit, port fuel injection system, AEM EMS, and of course their single turbocharger N54 conversion kit. Now, what is interesting here is the AEM computer is not being used. Motiv is stressing that the tuning setup in particular is important for this 861 rear wheel horsepower figure. This of course implies that the Haltech Platinum Sport 1000 is better suited to tuning. The reason the AEM was not used though is that the owner already had the Haltech unit. Still, the results using it and the stock DME stacked with Cobb are impressive. It is important to note as well that this a customized Fftec single turbo kit on the stock internal N54. So, although Motiv is involved in the tuning MK Performance changed the Fftec setup to a bigger turbocharger. That makes the record somewhat tricky to attribute to a single source and we do not need to do that. Everyone involved can share the spotlight like professionals. Certainly an interesting development though. Motiv: "The Platinum Sport 1000 was setup to control boost and secondary fueling. Josh's car is running the Fuel-It Stage3+ pump and the MOTIV Level 2 Port Fuel Injection System running straight e85."
    62 replies | 1722 view(s)
  • jputtho2's Avatar
    03-21-2015, 03:49 PM
    Just the other day a new N54 horsepower record was announced. Some confusion arose as to what turbo kit, what modifications, and whose tuning was employed on the car. The owner of the car came on BimmerBoost to share the details of his build. What better source for details than him? Congratulations to @jputtho2 and we appreciate his additional insight below: First off, I owe HUGE thanks to Jake and the guys at Motiv Motorsports with all of their help with pointers on the tuning side of this and the very high quality products they offer. Also Huge thanks to Chad and Ryan Modified by KC who did the install and tuning on my car. Mike and Aaron and the guys at FFTEC for a very well made turbo kit, and last but not least Steve at Fuel-It taking care of me and my last minute change to the Stg 3+ lpfp! I wouldn't have been able to do this with my life's schedule being so busy with my rapidly growing business and my family. Anyone that knows me knows I'm extremely anal about my cars and in fact was the first time in 10 years that I have trusted someone to work on my cars other than myself. (My cars prior I did all of the assembly, fab work, tuning, etc). This setup is fairly simple as far as mods go and can be replicated easily now that there is a growing support in this community of quality vendors such as the ones I listed above. It's a 100% stock unopened 64k mile long block. It's what I consider a bolt on car. Still has every single creature comfort as one that came from the factory minus the windshield washer reservoir. Well the reservoir is still there the full neck is removed but A/C, heat, cruise, Nav, etc, etc, is still all there and functional. Fuel was 100% e85. To be exact it was e70 winter blend from the pumps that I blended e98 in to bring it up to ~e82. The pumps here should be switching to the summer blend e85 here in a month or so. Injector duty cycle on the port injection was 80% and I can't remember exactly what the DC was for the direct injection but it was roughly the same. I would say its safe to assume 900whp on 100% e85 with this fuel system isn't an issue. MODS: - FFTEC twin scroll Top Mount Precision billet dbb 6466 T4 1.0ar divided, twin Tial MVS WG's - Motiv Motorsports PI-1000 kit - Fuel-It "Hulk"Stg. 3+ lpfp - Cobb AP (Controls the DME/DI) - Haltech Platinum Sport 1000 (controls the PI and boost) - Custom harnesses made by Chad at Modified by KC - Clutchmasters FX850 twin disc - VRSF 7" IC - VRSF charge pipe - Tial Q bov - 4" to dual 3" exhaust The final number was 861whp at 250-255KPA or a peak of 36psi. We were having interference on the rpm pick up for the dyno so I'll post two graphs, one over vehicle speed and the other with engine speed but the engine speed is going to be pretty erratic due to the interference on the pick-up and lost signal. Exact TQ is unknown on the 800+ pulls because of this. It's around 750-760wtq which is low because we had to ramp boost in to keep torque lower due to a "Too Much Torque" limp mode if we gave it all right away on basically anything over 775whp. Otherwise, following what it was was making for tq I would guess it would be around 800wtq and spool would have been about 300-500rpm quicker. The car has A LOT more left in it and this number can easily be broken. My goal today was to make big power but also be able to enjoy after the dyno. I plan on pushing it again this winter until I run out of turbo or the motor lets go and then it'll be a fully forged bottom end, possibly a Motec m142 to simplify the tuning side, and try and do something with the head to make it more rev happy because it really could use another 500-1000rpm. I wouldn't be surprised if the n54 could handle 900-915whp stock. For how long though is the question. I didn't want to be the test mule for the limits of the motor right now. Anyway, we made I think 75-80 pulls on e85 alone, half of those were well over 700whp and I think 5 pulls over 800whp (805, 813, 832, 858, 861). Pull after pull it just wanted more and never showed any signs of slowing up. Here is the 861whp and 832whp graph over vehicle speed. We did make an 858whp pull but the boost control was unhappy bouncing all over hitting target then falling on it's face. This is the 861whp graph with tq reading over engine speed and also showing the dyno losing signal because of the RF interference with the pick-up lead. And then same graph over vehicle speed showing the erratic tq readings again from the reason above. Here is the video of the 861whp pull. (excuse the mismatched wheels, I have new DPE wheels that I was waiting till after the dyno to put on)
    35 replies | 4680 view(s)
  • Eleventeen's Avatar
    04-01-2015, 09:41 PM
    Hey guys, I just saw this and thought some people may be interested. Precision JUST announced a new turbo that falls between their 58xx and 62xx units. This should be another great option for the N54: http://www.precisionturbo.net/news/Press-Release--New-GEN2-PT6062-CEA®-Turbocharger-Introduced/293
    55 replies | 1066 view(s)
  • Sticky's Avatar
    04-13-2015, 12:13 PM
    What a difference a different dynamometer can make. For forum bragging, there is no better dyno than the Dynojet. It is consistent and tends to produce the highest numbers which owners of course love to dyno race with. The Mustang being a load bearing and not an inertia based dyno functions differently and also provides different numbers. People get caught up in the numbers and attempting to explain that different machines can produce wildly different results even on the same car is often a lost cause. The average person will see figure X, see it is higher than figure Y, and leave it at that without delving any further into it. What you are about to see is just how much the numbers can vary and why dyno racing should be not be taken seriously. This 6-speed manual F10 M5 features the following modifications and was run on 93 octane pump fuel: - Undercover Performance 3 inch catless downpipes - Undercover Performance catless exhaust - BMS JB4 tuning Dynojet figures 620 lb-ft of torque and 659 whp: Mustang figures 553 lb-ft of torque and 544 whp: That is a spread of 115 horsepower at the wheels and 67 lb-ft of torque at the wheels on the exact same car with the only difference being different dyno machines. The output never changes. The way it is displayed to you is the only change. Does the Mustang deserve its reputation as being a conservative dyno in comparison to the Dynojet? It sure does. But do not get too caught up in its figures either. It can easily be messed with to display whatever the operator wants it to display. When used properly dynos are great tools. It's the tools running around with inflated graphs for frum bragging rights that one has to worry about.
    39 replies | 1047 view(s)
  • Sticky's Avatar
    04-08-2015, 08:02 AM
    Mid 10 second stock internal supercharged E92 M3's are becoming more common as more owners take them to the strip. The record currently is 10.46 @ 135.13 but that is from a heavily stripped out car running in negative density altitude with some question marks regarding the fuel and boost used. Regardless, mid 10 second performance is about what one can expect on a well prepped strip from a supercharged DCT M3 pushing 8+ psi on drag rubber. This car ran 10.5 - 10.6 all day but in the process broke its driveshaft. Things break on the strip, that is how it is. The better prepped it is the better the chance is of something breaking as the torque has to go somewhere if the tires are hooking and not spinning. The 60 foots for the most part are in the 1.7X range which makes it somewhat surprising that the driveshaft gave as nobody else who has launched in this range has broken one. It could be a bad shaft or it could just be time for an upgrade to a DSS carbon unit. Based on the 60 foot it does not look like launch control (capable of 6200 rpm launches) was used. With a supercharger 1.5X-1.6X 60 foots should be possible as bolt on cars have done 1.7X's. The car was not pushed as hard as it could and should be out of hole. The car is running Dodson upgraded clutches and Dodson is the only company to have a real working solution for the BMW M3 DCT. The proof is in the 1/4 mile results. The claim is the car ran on 93 octane but when people claim pump it is best to assume race gas or some kind of octane boost (possibly from meth injection). If trying to set records why run pump gas unless you want to act like there is soooo much more in it? Undercover Performance prepped the car and plans to retune it. There will probably be more boost and some more octane with a more aggressive file if some of these things did not already take place. Regardless, mid 10's are essentially the norm now. There is room to hit low 10's. It's a shame more supercharged cars do not hit the strip but most M3 owners tend to be the kinds of people who are afraid of breaking things instead of pushing things. The runs were done at ATCO (one of the fastest East Coast strips) in negative density altitude up to -470 on.
    28 replies | 1298 view(s)
  • Sticky's Avatar
    03-27-2015, 10:40 PM
    The S54 remains the BMW inline-6 power king going into 2015. Well, the S38 may have something to say about that but that is a discussion for another day. Sound Performance built the E46 M3 S54 motor and Saad Racing provided a turbo kit utilizing a Precision 6766 turbocharger. The result? 859 wheel horsepower pushing 29 psi of boost on a Mustang Dyno. Here are the numbers at the various boost levels tested: 678whp @ 18psi 740whp 624wtq @ 23psi 859whp 710wtq @ 29psi On a Dynojet this should be breaking 900 whp. They of course also have 1000+ whp M3's but this shows what is possible with a Precision 6766, a ProEFI 128 ECU, and a built motor. Specs: SP Built 10:1 CR Engine Saad Racing Turbo Kit w/ SP 3" Boost Activated Exhaust Cutout Saad Racing E85 Fuel System Saad Racing Intake Manifold w/ LS3 DBW Throttle Body SP Direct-Port Nitrous Kit ProEFI Pro128 Flex Fuel Standalone EMS OS Giken Twin Disc Clutch They plan to test the Precision 6870 CEA GEN2 turbocharger next. 9XX whp on the Mustang? We will have to wait and see.
    18 replies | 2075 view(s)
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