Trying to get results from shops is like pulling teeth sometimes but I'm always on the look out to see who has been getting good results from our kits. This one comes from a dealer of ours Sports Mind in Bahrain who are huge in the BMW scene over there. They installed our 6466 kit on a very rare 1M. The final result was 773hp/707tq with peak torque at just past 3Krpm:awesome: Yikes!! That's got to be an insane car to drive. They are running at 34psi on VP C85 race fuel. 773hp is the company's N54 HP record which isn't too bad.
![Click here to enlarge]()
![Click here to enlarge]()
↧
DOC Race 6466 turbo kit makes 773whp/707wtq on 1M
↧
N5X Igntion coil testing, part 1
As some of you know, the last couple months I have been helping reverse-engineer the BMW ignition system in order to help develop a path for upgrading it. The stock system isn't horrible, but it has many shortcomings as everybody who owns a high powered N54 is well aware of. That being said, since others seem to also be developing upgrades, I think I'll start releasing some information on what I've found for the benefit of the community. Unlike some other threads, this is all new information, and will be expanded and refined the next 1-2 months as testing continues.
1) What are the hardware limitations of the DME?We'll use the older MSD80 to expand on this question. If the hardware is good, it opens up different options than if the hardware is lacking to begin with.
![Click here to enlarge]()
Nearly all BMW's use TCI systems for spark (transistorized coil ignition), which means they have a transistor IGBT (also known as an ignitor) to drive an inductive coil. The transitor is located inside the DME, as opposed to some cars which have a module. The transitor used is a Fairchild ISL9V5036S3ST class IGBT, the datasheet can be downloaded here. It's a very nice transistor, capable of over 30 amps per channel and 250W heat dissipation, among other key features.
The way the circuit functions, is you have a 5v logic signal to the IGBT in the DME. That grounds an output to the coil, energizing the coil (coil has constant 12v and a secondary ground in addition to the coil - signal). When the 5v logic signal ends, the ground path ends, and the coil fires. This is a "dumb" system since the transistor (aka ignitor/IGBT) is separate from the coil. Basically, the transistors function as the points in an old muscle car. Smart coils (LS, Audi, Honda) have the 5v logic going straight to the coilpack, which has the IGBT incorporated.
2) What are the current ignition coils capable of? Bosch/Delphi OEM coils were used to establish a baseline, to see just how powerful the factory system is, and what the limits are for dwell time.
The best way to test an ignition coil is with an oscilloscope. There are a few key things to be concerned with including primary coil amperage draw vs dwell time, primary coil saturation point, secondary coil peak voltage potential, and secondary coil output. Some of these measurements are more difficult to obtain that others. I am not going to release everything I have yet, others need to do their own due diligence, but here are some of my results for dwell and amperage draw that are relevant to everybody on the platform:
a: Bench testing OEM coils. Top trace (green) is function generator signal (dwell), yellow is current draw, lower trace is high tension (secondary voltage, spark starts when primary current collapses and ends at the squiggly, better seen in lower image with upgraded coils)
![Click here to enlarge]()
b: Testing OEM coils on a running car. Current draw can vary based on operating conditions but is a quick and easy way to see if the tables in the XDF are functioning as expected. In a nut shell, at the beginning of this project, they were not. Now they are, and similar to the bench testing the coils saturate around 3mS at ~14V. Note- current clamp was being finicky today and no good secondary coil data due to technical difficulties with interference (no spark plug wires makes it difficult to obtain):
![Click here to enlarge]()
If you want to know the mJ output of the Bosch, it's low. The DME can handle more amperage than this, the coils were simply saturating. More will be released on this later.
Just for fun, here's what an upgraded coil looks like on the test bench at 1, 2 and 3mS with significantly stronger secondary output:
![Click here to enlarge]()
3) Is the DME hardware limited by software?Just because the hardware is good, doesn't mean BMW won't stop your fun.
A couple people have tested the Dwell tables before and found that the car does not react as expected. This meant there were two options; go around the problem or fix the problem. Working with Jake and MHD, the Dwell tables can be made functional and at least one cause of current limiting has been resolved.
4) Which coils should be considered for upgrades?
The answer is always LS swap, for everything car related. Except LS are smart coils and tend to discharge early if over driven. Price, reliability, power are the players. I would love to hear opinions on what would constitute the best coil for these cars, as it seems there's a few drastically different versions coming out in the next 1-2 months.
1) What are the hardware limitations of the DME?We'll use the older MSD80 to expand on this question. If the hardware is good, it opens up different options than if the hardware is lacking to begin with.
Nearly all BMW's use TCI systems for spark (transistorized coil ignition), which means they have a transistor IGBT (also known as an ignitor) to drive an inductive coil. The transitor is located inside the DME, as opposed to some cars which have a module. The transitor used is a Fairchild ISL9V5036S3ST class IGBT, the datasheet can be downloaded here. It's a very nice transistor, capable of over 30 amps per channel and 250W heat dissipation, among other key features.
The way the circuit functions, is you have a 5v logic signal to the IGBT in the DME. That grounds an output to the coil, energizing the coil (coil has constant 12v and a secondary ground in addition to the coil - signal). When the 5v logic signal ends, the ground path ends, and the coil fires. This is a "dumb" system since the transistor (aka ignitor/IGBT) is separate from the coil. Basically, the transistors function as the points in an old muscle car. Smart coils (LS, Audi, Honda) have the 5v logic going straight to the coilpack, which has the IGBT incorporated.
2) What are the current ignition coils capable of? Bosch/Delphi OEM coils were used to establish a baseline, to see just how powerful the factory system is, and what the limits are for dwell time.
The best way to test an ignition coil is with an oscilloscope. There are a few key things to be concerned with including primary coil amperage draw vs dwell time, primary coil saturation point, secondary coil peak voltage potential, and secondary coil output. Some of these measurements are more difficult to obtain that others. I am not going to release everything I have yet, others need to do their own due diligence, but here are some of my results for dwell and amperage draw that are relevant to everybody on the platform:
a: Bench testing OEM coils. Top trace (green) is function generator signal (dwell), yellow is current draw, lower trace is high tension (secondary voltage, spark starts when primary current collapses and ends at the squiggly, better seen in lower image with upgraded coils)
b: Testing OEM coils on a running car. Current draw can vary based on operating conditions but is a quick and easy way to see if the tables in the XDF are functioning as expected. In a nut shell, at the beginning of this project, they were not. Now they are, and similar to the bench testing the coils saturate around 3mS at ~14V. Note- current clamp was being finicky today and no good secondary coil data due to technical difficulties with interference (no spark plug wires makes it difficult to obtain):
If you want to know the mJ output of the Bosch, it's low. The DME can handle more amperage than this, the coils were simply saturating. More will be released on this later.
Just for fun, here's what an upgraded coil looks like on the test bench at 1, 2 and 3mS with significantly stronger secondary output:
3) Is the DME hardware limited by software?Just because the hardware is good, doesn't mean BMW won't stop your fun.
A couple people have tested the Dwell tables before and found that the car does not react as expected. This meant there were two options; go around the problem or fix the problem. Working with Jake and MHD, the Dwell tables can be made functional and at least one cause of current limiting has been resolved.
4) Which coils should be considered for upgrades?
The answer is always LS swap, for everything car related. Except LS are smart coils and tend to discharge early if over driven. Price, reliability, power are the players. I would love to hear opinions on what would constitute the best coil for these cars, as it seems there's a few drastically different versions coming out in the next 1-2 months.
↧
↧
BMS JB4 E85 flex fuel development
What's interesting is that this will be rolled out across all JB4 ranges so it really doesn't matter what motor you have with the JB4 you will be able to do E85 flex-fuel it looks like:
![Click here to enlarge]()
This approach can be used to have the DME read the voltage of any ethanol analyzer or JB4 output, and when combined with MHD development rumored to be in the works for table blending based on a voltage input, would allow us to incrementally improve our JB4 back end flash maps.
On BimmerBoost I was asked how the new MHD flex fuel flash logic might apply to what we're doing with the JB4 back end flash maps:
The JB4 offers support for a hardwired ethanol sensor. In fact there are maybe 500 out in use. In addition we're developing a virtual sensor so the JB4 can get close on measuring ethanol mixture without the extra cost/headache of installing a sensor. We're also improving our flex fuel tuning as demand is heating up these days for it. I spent the last few hrs working on autoscaling JB4 port injection mapping as a function of a hardwired or virtual flex fuel sensor for example.
What is new is that MHD is releasing some new tables that on the flash end allow blending of a fuel scalar table, timing table, load table, etc, based on a voltage input. They were telling me the only way to get a voltage input in to the DME would be via their flex fuel hardware. Of course this made no sense to me and as you can see in my video above we have a voltage input in to the DTML parameter. There are other pins that can be used also like MAP IAT circuit, etc.
How it goes from here is unknown and really up to how MHD wants to release their new tables. My suggestion is they offer them as a pay per use option. Like MBOOST. So someone pays $25 or whatever to unlock the function when loading a MHD file or back end flash file. If they do it that way then we can add those tables to our JB4 BEF for interested customers to further improve their flex fuel tuning.
The more flex fuel options, the better, right?
Quote:
Originally Posted by BMS
Been spending the last few days working on improving JB4 E85 integration, and figured it's time for a little update on short and longer term updates. Although this post is specifically for N54 applications similar changes will be made across all JB4 platforms.
1) Added dedicated E85 parameter to interface. It's finally time for E85 to have a permanent home on the interface and datalogs which will become the basis for many E85 integration features to come. We've added it to the windows software and Donnie will be making similar changes to JB4 Mobile shortly. This new field will only fill in when using updated JB4 firmware.
If equipped with a hard wired flex fuel sensor then this field will show the actual reading off the sensor. e.g. true ethanol mixture.
If not equipped with a hard wired flex fuel sensor this field will show the output from our work in progress virtual flex fuel sensor.
Calculated torque is being returned to "DutyC" in the interface.
2) Port injection integration. We've reworked the JB4 port injection mapping so that it can now take in to account your ethanol mixture automatically. We've enabled it for those running a hard-wired sensor, but not quite ready to enable it for virtual sensor readings, since there is still some work to go on that development. But the logic is all in place to enable that as soon as we're ready. The benefit here is to eliminate users having to fiddle with port injection volume settings when making fuel mixture changes.
3) We're improving how the JB4 manipulates it's boost and timing profile based on varying ethanol mixtures. Expect to hear more on that in the coming weeks.
4) Taking advantage of new flashing developments. Inspired by MHD hijacking a voltage in to the DME we've learned how to hijack the DME DTML voltage input and then monitor it back out on CANbus using PID 0x5A, 0x17.
To confirm the voltage input works I patched the input wire over to the gas pedal as shown below. Worth noting the Fuel-IT analyzer uses a simple voltage formula like 0-0.1v = 0% E85 and .1v - 5v = 0-100% E85, which I expect will be compatible with any flash DME flex fuel sensor voltage input logic released.
1) Added dedicated E85 parameter to interface. It's finally time for E85 to have a permanent home on the interface and datalogs which will become the basis for many E85 integration features to come. We've added it to the windows software and Donnie will be making similar changes to JB4 Mobile shortly. This new field will only fill in when using updated JB4 firmware.
If equipped with a hard wired flex fuel sensor then this field will show the actual reading off the sensor. e.g. true ethanol mixture.
If not equipped with a hard wired flex fuel sensor this field will show the output from our work in progress virtual flex fuel sensor.
Calculated torque is being returned to "DutyC" in the interface.
2) Port injection integration. We've reworked the JB4 port injection mapping so that it can now take in to account your ethanol mixture automatically. We've enabled it for those running a hard-wired sensor, but not quite ready to enable it for virtual sensor readings, since there is still some work to go on that development. But the logic is all in place to enable that as soon as we're ready. The benefit here is to eliminate users having to fiddle with port injection volume settings when making fuel mixture changes.
3) We're improving how the JB4 manipulates it's boost and timing profile based on varying ethanol mixtures. Expect to hear more on that in the coming weeks.
4) Taking advantage of new flashing developments. Inspired by MHD hijacking a voltage in to the DME we've learned how to hijack the DME DTML voltage input and then monitor it back out on CANbus using PID 0x5A, 0x17.
To confirm the voltage input works I patched the input wire over to the gas pedal as shown below. Worth noting the Fuel-IT analyzer uses a simple voltage formula like 0-0.1v = 0% E85 and .1v - 5v = 0-100% E85, which I expect will be compatible with any flash DME flex fuel sensor voltage input logic released.
Quote:
This approach can be used to have the DME read the voltage of any ethanol analyzer or JB4 output, and when combined with MHD development rumored to be in the works for table blending based on a voltage input, would allow us to incrementally improve our JB4 back end flash maps.
On BimmerBoost I was asked how the new MHD flex fuel flash logic might apply to what we're doing with the JB4 back end flash maps:
The JB4 offers support for a hardwired ethanol sensor. In fact there are maybe 500 out in use. In addition we're developing a virtual sensor so the JB4 can get close on measuring ethanol mixture without the extra cost/headache of installing a sensor. We're also improving our flex fuel tuning as demand is heating up these days for it. I spent the last few hrs working on autoscaling JB4 port injection mapping as a function of a hardwired or virtual flex fuel sensor for example.
What is new is that MHD is releasing some new tables that on the flash end allow blending of a fuel scalar table, timing table, load table, etc, based on a voltage input. They were telling me the only way to get a voltage input in to the DME would be via their flex fuel hardware. Of course this made no sense to me and as you can see in my video above we have a voltage input in to the DTML parameter. There are other pins that can be used also like MAP IAT circuit, etc.
How it goes from here is unknown and really up to how MHD wants to release their new tables. My suggestion is they offer them as a pay per use option. Like MBOOST. So someone pays $25 or whatever to unlock the function when loading a MHD file or back end flash file. If they do it that way then we can add those tables to our JB4 BEF for interested customers to further improve their flex fuel tuning.
The more flex fuel options, the better, right?
↧
Studs or bolts for PI
What is everyone using on their PI systems when it comes to fasteners for manifold? Bolts? Studs? Where sourced from? What size?
My bolts seem a bit short so I wanted to go to studs
My bolts seem a bit short so I wanted to go to studs
↧
BMW COBB ATR software needed
Hoping someone can help me out. Hard drive died, lost ATR installer, now cannot download it from COBB's site.
Can someone please link me to a dropbox or something? Would be super appreciative.
Cheers! :D
Can someone please link me to a dropbox or something? Would be super appreciative.
Cheers! :D
↧
↧
Need advice with installing VRSF relocate inlets
I think I have to trim the rear inlet at an angle. Problem I forsee is that moves it closer to the ex manifold, which it already touches.
I've been trying to find pictures and I just can't find the right one that says 'here's where you're going wrong dummy'.
And on a second question, is that oil feed line correct?
Why's it go into no mans land when everything else is near and tidy. Someone fire that engineer or take his drugs away. Come on man.
hopefully the pics work.
I've been trying to find pictures and I just can't find the right one that says 'here's where you're going wrong dummy'.
And on a second question, is that oil feed line correct?
Why's it go into no mans land when everything else is near and tidy. Someone fire that engineer or take his drugs away. Come on man.
hopefully the pics work.
↧
BMW 6HP TCU TunerPro XDF development sponsored by BimmerBoost.com
Hi guys,
Clemens at XHP Flashtool has been very generous in providing us with a TunerPro XDF in order to do custom TCU tunes. At least 80% of anything that you'd ever want to change for doing a custom performance tune is defined in that XDF. A few of us recently also defined the torque limit per gear table and not only has Clemens now published this table but also a general torque limit table as well which has saved us testing, more looking and more testing. I can't thank Clemens enough for providing this XDF.
We found the torque limit per gear initially from hours or manual searching for known close values and hints at stock values from those that knew the table. Finding anything this way is extremely limited and that could well have been the only thing we could have found that way.
Next, I tracked down a comparatively low cost source compared to what people were asking at more mainstream sources, but still pricey for individual enthusiasts to take the risk buying, for two WinOLS OLS files for suspected similar TCUs (VAG 6HP28 and BMW 8HP45) as there is no publicly available OLS for our TCU ROM. These are effectively leaked full map information for the TCUs that they apply to. @TwistedTuning generously stepped in and purchased both of these OLS files. This paid off well because it turns out that the VAG 6HP table layout is very, very similar to ours for the most part. I was able to track down a handful more tables that I think will be useful for tuning, based on just an exported map list from the OLS file as these files were not able to be opened with the latest WinOLS demo. If you end up doing custom TCU tunes or receive a custom TCU tune, please consider swinging a small PayPal donation through to Justin at @TwistedTuning . We would not have these files without him.
The big hurdle/wall that we had ran into was that we can only do so much with an exported map list. There are sometimes 20 or more maps with the exact same name! What on earth does each one do? I was preparing for the worst (flashing and testing every single one to see which gear change it applies to, rinse and repeat). This is where @Sticky at BimmerBoost.com has stepped in and put his hand up to make the substantial purchase and provide a WinOLS license for 6HP XDF development. I have just finished getting this set up and I've just gone from insufficient information to information overload! All of those identically named maps now are in separately labelled folders! We now have the axis information and much more. I haven't even delved in to some of the advantages the full version has over the Demo yet either! This has opened the floodgates for moving forward with the 6HP TCU XDF development. Support those that support us! BimmerBoost.com certainly has a great user base and it's always been my preferred forum for technical discussion.
There are 2-4 main people playing around with table discovery. Some the odd hour here and there and others more. I believe most of them drive diesel cars and everybody has different priorities of what tables they want to get defined. We're just going to chip away at what we each most want to find independently of each other and share our findings.
Here are some of the things I'll be looking at getting defined soon:
- Torque re-introduction ramp rate after shift torque intervention. I think slowing the rate of torque re-introduction just a little should do wonders for post-shift timing corrections. I know there are many ways to get around this but some are compromises and I think this will be the best fix yet.
- Main line pressure related tables and getting a better understanding of useable limits to shift pressure tables.
If there is some sort of feature or function that you think might be controlled with TCU software and you think would be handy to be able to tune, this is the thread to suggest it.
We'll be sure to share any updates on this thread and the official community XDF will be coming soon to BimmerBoost.com after verifying a few new additions!
Clemens at XHP Flashtool has been very generous in providing us with a TunerPro XDF in order to do custom TCU tunes. At least 80% of anything that you'd ever want to change for doing a custom performance tune is defined in that XDF. A few of us recently also defined the torque limit per gear table and not only has Clemens now published this table but also a general torque limit table as well which has saved us testing, more looking and more testing. I can't thank Clemens enough for providing this XDF.
We found the torque limit per gear initially from hours or manual searching for known close values and hints at stock values from those that knew the table. Finding anything this way is extremely limited and that could well have been the only thing we could have found that way.
Next, I tracked down a comparatively low cost source compared to what people were asking at more mainstream sources, but still pricey for individual enthusiasts to take the risk buying, for two WinOLS OLS files for suspected similar TCUs (VAG 6HP28 and BMW 8HP45) as there is no publicly available OLS for our TCU ROM. These are effectively leaked full map information for the TCUs that they apply to. @TwistedTuning generously stepped in and purchased both of these OLS files. This paid off well because it turns out that the VAG 6HP table layout is very, very similar to ours for the most part. I was able to track down a handful more tables that I think will be useful for tuning, based on just an exported map list from the OLS file as these files were not able to be opened with the latest WinOLS demo. If you end up doing custom TCU tunes or receive a custom TCU tune, please consider swinging a small PayPal donation through to Justin at @TwistedTuning . We would not have these files without him.
The big hurdle/wall that we had ran into was that we can only do so much with an exported map list. There are sometimes 20 or more maps with the exact same name! What on earth does each one do? I was preparing for the worst (flashing and testing every single one to see which gear change it applies to, rinse and repeat). This is where @Sticky at BimmerBoost.com has stepped in and put his hand up to make the substantial purchase and provide a WinOLS license for 6HP XDF development. I have just finished getting this set up and I've just gone from insufficient information to information overload! All of those identically named maps now are in separately labelled folders! We now have the axis information and much more. I haven't even delved in to some of the advantages the full version has over the Demo yet either! This has opened the floodgates for moving forward with the 6HP TCU XDF development. Support those that support us! BimmerBoost.com certainly has a great user base and it's always been my preferred forum for technical discussion.
There are 2-4 main people playing around with table discovery. Some the odd hour here and there and others more. I believe most of them drive diesel cars and everybody has different priorities of what tables they want to get defined. We're just going to chip away at what we each most want to find independently of each other and share our findings.
Here are some of the things I'll be looking at getting defined soon:
- Torque re-introduction ramp rate after shift torque intervention. I think slowing the rate of torque re-introduction just a little should do wonders for post-shift timing corrections. I know there are many ways to get around this but some are compromises and I think this will be the best fix yet.
- Main line pressure related tables and getting a better understanding of useable limits to shift pressure tables.
If there is some sort of feature or function that you think might be controlled with TCU software and you think would be handy to be able to tune, this is the thread to suggest it.
We'll be sure to share any updates on this thread and the official community XDF will be coming soon to BimmerBoost.com after verifying a few new additions!
↧
Odd Stumbling Issue @ 2500 RPM
OK, need some help from the community.
Have an issue now where intermittently I have something ranging from a minor hiccup to full on feels like a misfire and can't accelerate issue.
I can recreate it by being around 2000-2200 rpm in gears 3,4,5,6 and flooring it. It occurs at 2500 RPM nearly every time. I haven't been able to recreate the issue when the car is cold. Seems like it starts occurring after the oil temp is > 160, which doesn't make any sense to me.
When I log, I can see bank 2 go a little rich (somewhere between 11-12 AFR) before recovering.
Issue does NOT ever seem to happen at 3000+ RPM.
Things I have tried:
Replaced all injectors with index 12.
Replaced all coils with Eldor coils.
Replaced all plugs with NGK 95770 @ 0.022"
Replaced pre-cat O2 sensors.
I do have a post-cat O2 code on bank 2 for aging. This can't be related to that can it?
I literally have no idea what else it could be. The car idles fine. Starts fine. Cruises fine. Good MPG.
No VANOS codes. I dont think I have a boost leak, but thought about checking the CP o-ring. I have seen a bunch of posts where there are similar issues, some seemed like they were never able to fix.
Any other thoughts here?
IA80S
GC Lites
VSRF DP
JB4
MHD Pump BEF
VSRF CP
VTT Inlets/Outlets
Have an issue now where intermittently I have something ranging from a minor hiccup to full on feels like a misfire and can't accelerate issue.
I can recreate it by being around 2000-2200 rpm in gears 3,4,5,6 and flooring it. It occurs at 2500 RPM nearly every time. I haven't been able to recreate the issue when the car is cold. Seems like it starts occurring after the oil temp is > 160, which doesn't make any sense to me.
When I log, I can see bank 2 go a little rich (somewhere between 11-12 AFR) before recovering.
Issue does NOT ever seem to happen at 3000+ RPM.
Things I have tried:
Replaced all injectors with index 12.
Replaced all coils with Eldor coils.
Replaced all plugs with NGK 95770 @ 0.022"
Replaced pre-cat O2 sensors.
I do have a post-cat O2 code on bank 2 for aging. This can't be related to that can it?
I literally have no idea what else it could be. The car idles fine. Starts fine. Cruises fine. Good MPG.
No VANOS codes. I dont think I have a boost leak, but thought about checking the CP o-ring. I have seen a bunch of posts where there are similar issues, some seemed like they were never able to fix.
Any other thoughts here?
IA80S
GC Lites
VSRF DP
JB4
MHD Pump BEF
VSRF CP
VTT Inlets/Outlets
↧
Anyone really good with calculating E percent using math
I have my ethanol tester at home and don't really want to buy one to dunk in fuel tank or pull a fuel line... I used a spreadsheet I found on here and pretty sure i'm correct but wanted to make sure. So I wanted to get into dialing in my car to hopefully dyno either this week or next, and didn't have time to run down the fuel. We wanted a 12 gallon e85 mix but again I couldn't run the tank down further than 3/8 ish (I was able to put 11.1 gallons of e85 in it). Essentially according to my math my 11.1 gallons of E85 added to my previous tank which was 10 gallons E85 and 6 of 93 (total of 5 left in the tank since ours are 16.1) i'm at around an E76 mixture. Since the fuel pumps were keeping up I think we're gonna tune to this mix and i'd just like to know what it is for future fill-ups. If anyones good with this math and willing to help that'd be much appreciated as of right now i've gone in circles and confused myself hahaha
↧
↧
RB Turbo/Bimmerboost giveaway follow up build thread
Hey guys. Wanted to post an update and sort of a build thread after the Bimmerboost/RB Turbos Giveaway.
My car is an 2007 E90 335xi and I've owned it since Dec 2012 (52k miles). Now at 115k miles it seems as good a time as any to finally upgrade the turbos (especially considering the circumstances :naughty:). Can't thank Rob and Sticky enough for the opportunity. Will be switching over to MHD during this install, with @V8Bait tuning it.
![Click here to enlarge]()
![Click here to enlarge]()
New Stuff/things pictured:
RB Next Gen Turbos w/ High Heat Wastegate Upgrade
RB EVO Style Inlets
RB Oil Drains
New OEM Turbo Oil Feed Lines
RB Turbo Install kit
RB PCV
VRSF Downpipes
034 Motorsports Solid Rubber Motor Mounts
3.5 Bar Map Sensor w/ BMS Adapter
Precision Raceworks Relocation brackets (Power Steering and Coolant)
esb Special ale from Ska Brewing in Durango, CO
Odin - Corgi/Australian Shepard Mix
Leia (as in Princess) - Brindle Boxer/German Shepard Mix
Important stuff currently installed:
VRSF Stepped FMIC
Fuelit S2 Pump
Synapse BOV and charge pipe
PTF E50 Tune on Cobb
DCI
Stock downpipes
![Click here to enlarge]()
![Click here to enlarge]()
![Click here to enlarge]()
![Click here to enlarge]()
As the car sits now:
Times at Bandimere are a big kick in the nuts fyi. Best time 13.05 ET 109mph
Install should be in the next few weeks. I'll follow up once everything is buttoned up and dialed in.
My car is an 2007 E90 335xi and I've owned it since Dec 2012 (52k miles). Now at 115k miles it seems as good a time as any to finally upgrade the turbos (especially considering the circumstances :naughty:). Can't thank Rob and Sticky enough for the opportunity. Will be switching over to MHD during this install, with @V8Bait tuning it.
New Stuff/things pictured:
RB Next Gen Turbos w/ High Heat Wastegate Upgrade
RB EVO Style Inlets
RB Oil Drains
New OEM Turbo Oil Feed Lines
RB Turbo Install kit
RB PCV
VRSF Downpipes
034 Motorsports Solid Rubber Motor Mounts
3.5 Bar Map Sensor w/ BMS Adapter
Precision Raceworks Relocation brackets (Power Steering and Coolant)
esb Special ale from Ska Brewing in Durango, CO
Odin - Corgi/Australian Shepard Mix
Leia (as in Princess) - Brindle Boxer/German Shepard Mix
Important stuff currently installed:
VRSF Stepped FMIC
Fuelit S2 Pump
Synapse BOV and charge pipe
PTF E50 Tune on Cobb
DCI
Stock downpipes
As the car sits now:
Times at Bandimere are a big kick in the nuts fyi. Best time 13.05 ET 109mph
Install should be in the next few weeks. I'll follow up once everything is buttoned up and dialed in.
↧
Possible swap for transfercase and front diff for e90
So with this new beauty coming out: http://jalopnik.com/the-quad-turbo-b...ati-1794660625
And the fact that it has 560 ftlbs of torque stock, I wonder if it would be possible to swap either the transfercase or the front differential out of one for an E90 to finally get a stronger front diff/transfer case for us XI's.
I'm not sure where to get specs on the ratio in the front diff or if the design of the transfer case is the same or not, but just something to ponder.
And the fact that it has 560 ftlbs of torque stock, I wonder if it would be possible to swap either the transfercase or the front differential out of one for an E90 to finally get a stronger front diff/transfer case for us XI's.
I'm not sure where to get specs on the ratio in the front diff or if the design of the transfer case is the same or not, but just something to ponder.
↧
Custom 6466 in 35R footprint for BMS 135i
Hmmm, @Terry@BMS care to comment?
![Click here to enlarge]()
Quote:
Originally Posted by Pure Turbos
In progress: Custom 6466 in 35R footprint for Terry @burger_tuning for his @motiv_motorsport 135i
↧
Cutting out under throttle
Hey Guys!
Please help me! I have tried everything! I have a FBO stage 2 running vargas turbos... meth, fmic, cobb, stage 3 clutch and flywheel, exhaust.. etc.. its been done...
all new injectors
all new correctly gapped plugs
new coils
******* here is my issue... the car idles amazing! runs great, no skipping no smoke nothing, until i want to get on it.. anything past 30% throttle or so and it spits and sputters, back fires and smokes... let off gas it comes right back to normal... however after it sputters when i come to stop it will smoke heavy blue... and if i get on it hard in first it bangs hard black smoke after a backfire...
my lpfp on cobb reads 70psi at idle and spiked at 85psi when i ran it down road... no WOT i dont have room and it wont allow me to do wot without sputtering..
i feel like its starving for fuel...?! maybe a new lpfp upgrade? or is it maybe a lp sensor?
i am well over 550awhp on the dyno.. stock lpfp and stock hpfp
or could it be tune? or do i need to order yet more parts .. please help me!
Please help me! I have tried everything! I have a FBO stage 2 running vargas turbos... meth, fmic, cobb, stage 3 clutch and flywheel, exhaust.. etc.. its been done...
all new injectors
all new correctly gapped plugs
new coils
******* here is my issue... the car idles amazing! runs great, no skipping no smoke nothing, until i want to get on it.. anything past 30% throttle or so and it spits and sputters, back fires and smokes... let off gas it comes right back to normal... however after it sputters when i come to stop it will smoke heavy blue... and if i get on it hard in first it bangs hard black smoke after a backfire...
my lpfp on cobb reads 70psi at idle and spiked at 85psi when i ran it down road... no WOT i dont have room and it wont allow me to do wot without sputtering..
i feel like its starving for fuel...?! maybe a new lpfp upgrade? or is it maybe a lp sensor?
i am well over 550awhp on the dyno.. stock lpfp and stock hpfp
or could it be tune? or do i need to order yet more parts .. please help me!
↧
↧
DOC Race Turbo Kit with a Pure Turbo 6266 - Twisted Tuning and AWD N54
Hey all! Waiting on dynojet results but we have some logs and quick video from the customer we wanted to share. Customer is hoping to hit the dyno soon and hook us up with a sweet video. Going for over 700whp, AWD!! This thing will be a beast!!! @PSMitty95 on YouTube and @psmith95 IG
30 PSI Pull before the retune..
Log from Twisted -
![Click here to enlarge]()
30 PSI Pull before the retune..
Log from Twisted -
↧
Transmission whine after 335is/550i clutch + flywheel install
Hello everyone,
I have a slight issue with my with the my 6MT 335i (N54) after an indy shop installed a new clutch, flywheel and throw-out bearing. The flywheel is a LuK 415037710 unit (identical to stock) and the clutch is a 335is/550i clutch (LuK 624336700).
Car runs fine, clutch feels great (nice to have a soft pedal again after some stiff clutches), but there is a constant whine coming from under the car, from the the clutch + flywheel area. It's not very loud and I don't even think I can record it.
It is present on both neutral and in gear, and it varies with RPM, it is very similar to a supercharger whine. When I press the clutch pedal, the whine disappears, but if the car has some speed and I press the clutch pedal the whine seems to take a while to quiet down, so it is more in sync with the gearbox input shaft than with the engine RPM.
The first thing that comes to mind would be the transmission input shaft bearing, but the strange thing is that the whine appeared immediately after the clutch install, it was not present before. Could this bearing have been damaged during install somehow ? I changed the gearbox oil (with BMW MTF-LT3), issue still remains.
It is worth mentioning that on the N54 transmission, the throwout bearing is in contact with the clutch plate fingers all the time, so it spins all the time (not only when you press the clutch pedal), and so it could also be a cause of the noise. But when I slighltly press the clutch while in motion, the noise does not disappear, so the load on the throwout bearing does not silence the noise which makes me believe it's not it.
Does anyone have an idea on what could it be ?
Thanks !
I have a slight issue with my with the my 6MT 335i (N54) after an indy shop installed a new clutch, flywheel and throw-out bearing. The flywheel is a LuK 415037710 unit (identical to stock) and the clutch is a 335is/550i clutch (LuK 624336700).
Car runs fine, clutch feels great (nice to have a soft pedal again after some stiff clutches), but there is a constant whine coming from under the car, from the the clutch + flywheel area. It's not very loud and I don't even think I can record it.
It is present on both neutral and in gear, and it varies with RPM, it is very similar to a supercharger whine. When I press the clutch pedal, the whine disappears, but if the car has some speed and I press the clutch pedal the whine seems to take a while to quiet down, so it is more in sync with the gearbox input shaft than with the engine RPM.
The first thing that comes to mind would be the transmission input shaft bearing, but the strange thing is that the whine appeared immediately after the clutch install, it was not present before. Could this bearing have been damaged during install somehow ? I changed the gearbox oil (with BMW MTF-LT3), issue still remains.
It is worth mentioning that on the N54 transmission, the throwout bearing is in contact with the clutch plate fingers all the time, so it spins all the time (not only when you press the clutch pedal), and so it could also be a cause of the noise. But when I slighltly press the clutch while in motion, the noise does not disappear, so the load on the throwout bearing does not silence the noise which makes me believe it's not it.
Does anyone have an idea on what could it be ?
Thanks !
↧
Help with n54 bin
Hello.
New member and BMW owner. I owned and tuned some custom FI Hondas and Nissans in my past live and recently acquired an 07 335i as a next DD & spare time project. Love it, recently got MHD and have been poking around the bin in Tuner Pro.
Referencing to some general knowledge and doing lots of reading over the last few weeks I am hoping to get some feedback from folks that know these ECUs better.
Now dialing in boost/anti-lag on EBC like Blitz was cake, never done it via ROM. Aside from amending boost ceiling in bars do I need to touch any other tables strictly for boost and not over boost or lag related controls?
I can't seem to locate any logging software that does load tracing, is there any compatible logging soft or preferably live emulation type soft that logs or traces cells on our fuel/ign maps? Some alternative solutions vs manual way of figuring out where you land on the tables at x psi, etc?
Knock feedback, can knock sum(or however bmw does it) be logged? Can one disable knock based retard by just going 0 on max. knock correction tables?
Maybe just old platforms I am used to, but you can typically optimize maps for load per say. If oem map was optimized for -20 vac and 8 psi in boost, you generally re scale it to match 18 psi you run now within current load values(max typically based on map/maf you run). Where can I locate existing scales of rpm and load values? Do ignition and fuel maps have separate scales within the .bin or one master? Is the load value calculated the same for fuel and ign?
Thanks again, look forward to feedback!
New member and BMW owner. I owned and tuned some custom FI Hondas and Nissans in my past live and recently acquired an 07 335i as a next DD & spare time project. Love it, recently got MHD and have been poking around the bin in Tuner Pro.
Referencing to some general knowledge and doing lots of reading over the last few weeks I am hoping to get some feedback from folks that know these ECUs better.
Now dialing in boost/anti-lag on EBC like Blitz was cake, never done it via ROM. Aside from amending boost ceiling in bars do I need to touch any other tables strictly for boost and not over boost or lag related controls?
I can't seem to locate any logging software that does load tracing, is there any compatible logging soft or preferably live emulation type soft that logs or traces cells on our fuel/ign maps? Some alternative solutions vs manual way of figuring out where you land on the tables at x psi, etc?
Knock feedback, can knock sum(or however bmw does it) be logged? Can one disable knock based retard by just going 0 on max. knock correction tables?
Maybe just old platforms I am used to, but you can typically optimize maps for load per say. If oem map was optimized for -20 vac and 8 psi in boost, you generally re scale it to match 18 psi you run now within current load values(max typically based on map/maf you run). Where can I locate existing scales of rpm and load values? Do ignition and fuel maps have separate scales within the .bin or one master? Is the load value calculated the same for fuel and ign?
Thanks again, look forward to feedback!
↧
Tuning with Motiv Boost Box
Does anyone have the tables needed to tune with the motiv boost box?
↧
↧
TwistedTuning | Doc Race | Pure 6266 335xi Dyno Results (683AWHP/675AWTQ)
Delayed posting but I just got the graphs from the shop that dynoed the car. It's a 2009 335xi running a doc race kit with the pure turbos 6266. Fuel-It stage 3 LPFP, ADE port injection, custom exhaust, etc all the usual good stuff... Tune is MHD backend w/ JB4 controlling boost and port injection. Did these pulls on roughly a E75 mix and running 31 PSI.
Was hoping to break 700, but i'm extremely happy with these results as this car is my daily driver and I never originally intended to crank it up that high. I've been driving it for a little under a year as a single turbo and everything has been flawless. This is probably thanks to @TwistedTuning . He has been nothing but great throughout the whole process. Occasionally I would get extremely busy and not get him logs for a few weeks, and it was no issue he was always there ready when I was. In my ownership of this car i've used probably 5+ tuners and Justin has been my favorite by far. One of the best parts is he was explaining every change to me and why he was making them, along with treating my car as though it were his own. Boost is tuned to come in gradually to not shock the t-case as I have no intentions of replacing my drivetrain anytime soon. Drivability is excellent as well regardless of the power/single turbo setup -- again I drive this thing every day as it's the only car I own. Anyways in regards to the tuning/logs I will let Justin handle that end.
Below is a vid of two of the runs, and a copy of the graph. Like I said, i'm extremely pleased with these results coming from a daily driven AWD sedan with stock block.
![Click here to enlarge]()
Also wanted to give a shoutout to Adam at Tune+ In Lewisville, TX. He was awesome and very patient with me in regards to the dyno. Clean shop and he's working on some awesome projects -- had a 800whp ecoboost 4 cyl mustang in there
Was hoping to break 700, but i'm extremely happy with these results as this car is my daily driver and I never originally intended to crank it up that high. I've been driving it for a little under a year as a single turbo and everything has been flawless. This is probably thanks to @TwistedTuning . He has been nothing but great throughout the whole process. Occasionally I would get extremely busy and not get him logs for a few weeks, and it was no issue he was always there ready when I was. In my ownership of this car i've used probably 5+ tuners and Justin has been my favorite by far. One of the best parts is he was explaining every change to me and why he was making them, along with treating my car as though it were his own. Boost is tuned to come in gradually to not shock the t-case as I have no intentions of replacing my drivetrain anytime soon. Drivability is excellent as well regardless of the power/single turbo setup -- again I drive this thing every day as it's the only car I own. Anyways in regards to the tuning/logs I will let Justin handle that end.
Below is a vid of two of the runs, and a copy of the graph. Like I said, i'm extremely pleased with these results coming from a daily driven AWD sedan with stock block.
Also wanted to give a shoutout to Adam at Tune+ In Lewisville, TX. He was awesome and very patient with me in regards to the dyno. Clean shop and he's working on some awesome projects -- had a 800whp ecoboost 4 cyl mustang in there
↧
BUYERS BEWARE JP WORKS
Just want to share my experience with Jerry at JP works so hopefully no one else has to go thru the same thing I have had to AKA not have my car operational for 4 months wile waiting on my manifold.
2/4/17 ordered manifold with jerry
2/27/17 was told manifold was almost complete
4/3/17 was told manifold was shipping that week
4/25/17 was told manifold was shipping 5/2/17
5/2/17 was told manifold was shipping the following day 5/3
5/5/17 no response since Thursday and he didn't even give me an updated shipping date.
at this point I'm done waiting and plan to take a different route. be careful if you order from jerry you could be waiting a long time and you wont really know when your manifold is going to show up even when he promises a shipping date.
screen shots of our conversation if any one would like proof
![Click here to enlarge]()
![Click here to enlarge]()
![Click here to enlarge]()
![Click here to enlarge]()
![Click here to enlarge]()
2/4/17 ordered manifold with jerry
2/27/17 was told manifold was almost complete
4/3/17 was told manifold was shipping that week
4/25/17 was told manifold was shipping 5/2/17
5/2/17 was told manifold was shipping the following day 5/3
5/5/17 no response since Thursday and he didn't even give me an updated shipping date.
at this point I'm done waiting and plan to take a different route. be careful if you order from jerry you could be waiting a long time and you wont really know when your manifold is going to show up even when he promises a shipping date.
screen shots of our conversation if any one would like proof
↧
Precision Raceworks Ignition System Upgrade (Releases this month)
Precision Raceworks is proud to announce the upcoming release of yet another product
Plug and Play Ignition Coil upgrade!
$479.99
![Click here to enlarge]()
$479.99
We have data going back over a year on these coils and testing under many conditions. These are NOT an off the shelf coil, they are designed in house and manufactured to our specifications. They look similar to the AEM “Dumb Coils” or the IGN-1 coils as well due to the fact we all based our coil design off the same Mercury Boat coil. There are also CDI versions of this coil (please do not use them by mistake!)
While we considered and tested MANY off the shelf coils including the popular LS Truck coil and other smart coils this truly is the best coil possible for your BMW.
Coils are all designed with goals in mind, short duration coils have very low ohm loads (<0.3ohm) so they draw current quickly to saturation and discharge quickly making them great for high revolution motors. You commonly find these in your more exotic cars such as Lamborghini’s, Ferrari's, and other high rev sport cars. This is necessary for cars running above roughly 8,000RPM red line. These cars have less time to charge due to the higher RPM and shorter time to discharge as well. In addition they must maintain duty cycles low enough to not cause premature failure due to excess heat buildup. The downside is you get a very short spark duration with very low current output from secondary winding but in this high of RPM that is all there is time for.
On the opposite end of the spectrum you have your popular LS Truck coils which have very high ohm loads (1ohm). These coils are capable of great dwell time, great spark duration, and high current output from secondary winding. However with these coils taking so long to charge to saturation by design they would never be able to charge before being fired in a high RPM car such as the ones mentioned above. For this reason these coils are ideal, for lower RPM cars such as push-rod V8’s and muscle cars.
We decided with the standard 7,000 red line of the N54 & N55 motors which are generally tuned to a maximum of 7,500 red line the BMW community could benefit greatly from a coil designed specific for them. You are able to obtain the right dwell time to charge the coil while still maintaining a very low duty cycle resulting in extremely long lasting coils (With tuning changes to spark control such as single spark 8,000 RPM can be met with full dwell on race builds). You are able to benefit from extended spark duration ever so slightly shorter than that of the LS Truck coil at the same ideal 3.5ms dwell time your car needs. At this dwell time you put out 2.68x the amount of current the LS coil puts out at 3.5ms dwell.
In addition our coils are designed with .5 ohm primary resistance to match the .5 ohm primary resistance of the factory BMW ignition coil that came in your car. To your DME our coil looks exactly like the stock coil. You will get all of the same information the DME monitors just as if it was the factory coil. This also means you do not need additional electronics like you would for running a smart coil such as the LS or other smart coils on the market.
Since the ideal dwell for our coils is 3.5ms and OEM coil dwell time is 2.4ms we have teamed up with [USER=8]@Martial@MHD[/USER] providing all the tables to offer a simple flash solution. This solution increases dwell, disables emissions tables that only limit charge time & generate extra heat in the coil. These changes also decreases demand on components within the DME. By disabling these emission sparks you also extend the life of both your ignition coil and plug. What this means is you get a solution that functions like factory, has very minimal points of failure, is very efficient, but performs as well at idle as it does cranking out 1,000+ whp!
Our system resolves misfire issues for both stock and high performance BMW’s. No need for constant replacing of coils due to insufficient design and heat soak found in pencil coils. No more small gaps on your high horsepower race car either. These coils can jump the gap and have the current and duration to eliminate misfires once and for all.
We even went so far as to test these coils on a car with 68k on the plugs that had misfire issues in multiple cylinders and found it not only removed all misfires but also resulted in a more smooth and quite idle!
So it doesn’t matter if you Race or just Daily commute, this ignition system is the solution to all of your coil frustrations!
Production is already in progress and you can expect to see these kits shipping around the end of this month!
We will be providing specifications and pricing on our website soon, if you have any questions as always feel free to contact us we are glad to help!
Here are a couple teaser pics :)
We have had many people contact us wanting to place orders already as the word spreads. We really don't like selling a product until we have inventory on the shelves seems like bad business to us. We expect release date to be around the end of the month based on current status of production.
We have an email list to be notified since these will sell very quick, so if you want the best shot at getting a kit out of the first batch please click on the image below and request to be added to our mailing list for the ignition system. You will be notified as soon as product is in hand so that you can place your order. The first batch is being sold first come first serve so get them while you can. If not you are looking at roughly 6 weeks before batch 2 comes in.
↧