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  • Sticky's Avatar
    11-02-2015, 07:42 PM
    Get used to seeing 10 second N54's. Frankly, it's about time. Recently two 135i's broke into the 10's each with upgraded stock frame turbos. Why this run is significant is that it is a 10 second upgraded stock frame run in a BMW E90 335i. The E90 3-Series is heavier than the E82 1-Series. How much heavier? Roughly 300 pounds with the driver. A significant amount yet the car still cracked the 10 second barrier. Here is the mod list: RB Turbos TFT Inlets JB4 G5/MHD FuelIt stg 2 LPFP HFS-4 meth kit E60 E85 DSS Axles AR DPs Cpe FMIC Tial BOV NT05R's The picture you see in the beginning of this post if of the stealth RB and RB inlets and not the setup on the car that broke into the 10's which is the 'classic' RB stock frame turbo upgrade. Expect even more out of the car when the new turbos go on. Also, expect more 10 second N54's which should now be common. We also have a bit of a back and forth vendor war going in the stock frame N54 turbo upgrade game which is good for all of us. It should push the limits of what they can achieve. A good old fashioned shootout is getting the platform quicker and faster times on the strip. Congratulation to @newb335guy and more details in his words below:
    265 replies | 3616 view(s)
  • Sticky's Avatar
    10-28-2015, 12:14 AM
    This is a good sign and step forward for the BMW N54 platform which has not had a problem making power but a problem putting that power down effectively. Hot on the heels of a 10 second pass comes another 10 second pass this one setting the overall quickest N54 world record. What makes it impressive is that this is not some single turbo car with 800+ horsepower to the wheels. The automatic E82 135i belongs to BimmerBoost member @turbocripple and this mod list can easily be replicated by any N54: 2010 135i VTT Normal Stage 2 Billet - Cost $2799 VTT Inlets FBO Matt Schnell DP's Berk Exhaust CP-e Charge pipe with Tial Q HPF FMIC JB4 ISO 5 JB4 MHD hybrid flash, and Firmware BMS PI BMS PI OTS map Fuel-it Stage 3 100% E85 M3/4 plugs at .022 gap New injectors New Delphi coils AST coilovers Kosei 17" R1 racing wheels in the rear Hoosier 275/40/17 DOT Drag Radials Carbon Fiber Hood 6AT That is a recipe for power in the 550-600 whp range. VTT of course has higher power stock frame options as well. The stock N54 turbo frames being used to set the ET record is awesome to see. As stated, it was not a lack of power but efficient use of said power that was the problem. This car being a 135i with some weight removed helps as with the driver it is in the 34XX pounds range undercutting E9X 335i's significantly. The 1.8X 60 foot is good but there is even room for improvement there meaning the time can and should fall further. It is also interesting to note the latest two 10 second passes on the platform both come from automatic 135i's. With winter approaching the number of 10 second N54's should only grow as more get out to the strip. Right now though the recipe for 10 second success is a 135i, automatic, and upgraded stock frames. Congratulations to @turbocripple and Vargas Turbo Technologies.
    148 replies | 3735 view(s)
  • Sticky's Avatar
    11-02-2015, 09:23 PM
    The Cadillac ATS-V LF4 3.6 liter twin turbo direct injected V6 responds very well to tuning. Its tune only results put it well over 500 wheel horsepower. This ATS-V in the video features the Fasterproms ECU tune along with catless downpipes. That is a recipe for 558 horsepower to the wheels. Tune only S55 motors in the F80 M3 and F82 M4 show great gains but not nearly enough to beat an ATS-V on the highway with a tune and downpipes. Keep in mind BMS shows gains with a basic Stage I S55 tune in the ~480 whp range. Things vary depending on the JB4 tuning map and the fuel quality. Despite the F80 M3 being lighter than the ATS-V and having the quicker shifting DCT transmission it can not match the ATS-V's raw grunt on the highway when it has a tune plus catless downpipes. This M3 would need catless downpipes itself, race gas, and a more aggressive map/tune for this race. Despite the obvious power and torque disparity the M3 hangs in well until the upper gears where the ATS-V shows its muscle. It would also be interesting to see how an a 8-speed automatic ATS-V would fare. This is of course just the beginning of the ATS-V and M3 rivalry. With the C63 in the mix it will be fun to watch this battle unfold with the cars in various states of tune.
    140 replies | 4381 view(s)
  • BlackJetE90OC's Avatar
    10-30-2015, 11:05 PM
    ATS-V (Manual) - Tune, Downpipes vs F80 M3 (DCT) - JB4
    140 replies | 2021 view(s)
  • Terry@BMS's Avatar
    11-16-2015, 10:50 AM
    Port fuel injection is becoming increasingly important for the BMW N54 3.0 liter direct injected twin turbo platform. Keywords in the previous sentence being 'direct injected' as supplemental port fuel injection is helping fuel these big turbo builds that need fuel. The JB4 tuning platform is arguably the most employed on N54's on BimmerBoost and port fuel control injection integrated with the JB4 tune is definitely something to watch. Further details directly from Burger Tuning below. Terry@BMS: Been throwing around some PI ideas with Steve and we've come up with a workable mechanism for integrating port injection control in to the JB4 using the existing AIC6 hardware. This will let us get started on the JB4 port injection control and mapping now without having to wait for our PI box to be fully ready/tested. It won't have all of the cool port injection specific features we have planned with the new PI box but even like this will be superior to any of the other port injection control mechanisms currently out. Who knows maybe this will work so well most of you won't even want to bother with swapping the AIC6 for our box. The basic premise is that we've changed the AIC6 boost reference input from the TMAP sensor to a JB4 generated output. The JB4 will pass a high frequency PWM signal in to the AIC6 that represents the desired duty cycle. To that end we've created a special AIC6 map that has a consistent duty cycle for each voltage input and engine speed. We can use up to 50 columns for this so the resolution is pretty good. It winds up as a 16x50 table with each column representing an additional ~2% duty cycle. Among the first things we want to develop with the JB4 PI integration is an autotuning algorithm that self tunes the PI curve on the fly using the high fuel pressure set point as a control variable. The JB4 will alter the PI mapping such that high fuel pressure never drops below a certain curve. Ensuring we're pushing as much of the fuel through the factory system as we safely can and then adding in the minimum PI volume needed for the instantaneous conditions. It's a fairly ambitious project but will be a real game changer in terms of PI integration and ease of tuning. After we've spent some time on that we'll also integrate it in with the E85 flex fuel kit Fuel-IT offers so the JB4 also considers the ethanol content automatically for PI mapping. I'll update everyone as more progress is made. Tested the JB4 to AIC6 comms out on the bench and its actually all working really smoothly. The AIC6 accepts in the JB4 PWM signal and converts it to an internal voltage without need of any extra external discrete components. This will make wiring much easier at home. You'll just remove the green wire from spot #10 in the JB4 harness and relocate it to spot #9 on the BMS DATA cable using a DSUB pin. I was able to get a basic map done and tested in car before I head out for SEMA and it all worked as planned. Logging independently on the R4 software shows its receiving the JB4 command and converting it as planned. JB4 Fuel Enrichment now represents the port injection duty cycle.
    90 replies | 1664 view(s)
  • Sticky's Avatar
    11-23-2015, 09:24 AM
    This car belongs to BimmerBoost vendor @fastgti69 who of course is using his own VM (Ventura Motorsports) N54 single turbocharger kit on his 6-speed manual E90 335i. He recently got it out on the dyno with Terry of Burger Motorsports to do some fine tuning. The result is over 800 wheel horsepower and 834 horsepower and 720 lb-ft of torque at the wheels to be exact. The thing is, they are not done here. There is more in this car. The N54 horsepower record still stands at 861 rear wheel horsepower but as we have more N54's pushing deep into the 800's along with further tuning revisions for these high horsepower cars we should start seeing records fall. Further details below from @Terry@BMS: Hey guys, Spent some time on the dyno today with Payam@VM's car. Main purpose of testing was to evaluate the new JB4 single turbo O2 sensor calibration and JB4 port injection control. In doing that it appears we also upped the official bar a bit for single turbo N54 power. Notes: 1) This big turbo really sings at 35psi. It's starting to get to the point that we need to add 4bar and 5bar MAP sensor support to the JB4. It's on my radar. 2) Car has a major issue dropping timing in cyl4. We have no idea why. 3) The JB4 o2 sensor control is working very well. It's amazing how lean we were running previously without really giving it much thought. The second dyno file is a comparison to his testing a couple months ago. AFR was creeping up to the mid 13s. If you're running a single turbo and not using the latest JB4 o2 sensor control firmware, your AFR is much leaner than you think it is. 4) The JB4 port injection control is working perfectly as well. It's convenient being able to datalog and change it from the same JB4 interface and it's nice that it finally self corrects for low fuel pressure. Much more planned for this. 5) Given the AFRs are accurate now we're using *a lot* more fuel than we did previously. Maintaining low pressure on E80 (as read via JB4 flex fuel sensor) has become an issue again. Been funneling data to Fuel-IT who has some new stuff in the works. 6) I heart JB4 anti-lag.
    85 replies | 1231 view(s)
  • sA x sKy's Avatar
    11-22-2015, 07:39 AM
    Congratulations to BimmerBoost member sA x sKy who put down some eye opening numbers with his DCT F82 BMW M4. He managed to crack the 700 wheel horsepower barrier with his BMS JB4 tuned car which is upgraded with the Pure Turbos Stage 2 S55 turbochargers. @sA x sKy has upgraded Dodson clutches which is the way to go for BMW DCT upgrades. Noting this is a DCT car is important as it is currently the highest horsepower DCT F80 M3 or F82 M4. The 708 wheel horsepower Pure Turbos Stage 2 upgraded F82 M4 we saw a few months back has a manual transmission. Great numbers here and further details from @sA x sKy below. We also look forward to seeing more timeslips from this car. So two different people told me to make a new thread for this.. so I hope you don't mind Sticky :D So my car was finally fixed today for a timing chain issue (second time..) and we wasted NO TIME whatsoever going to the dyno since street tuning was out of the question b/c of the weather outside. Literally we retimed the engine, put on the carbon fiber brace/strut brace on, turned on the car for 10 seconds.. and said fuck it let's go dyno. With the help of Jesse@PURE and Terry@BMS, I did 5 runs. 640whp, 658 whp, 660 who, 679 whp, and 704 whp! Had I had time for one more run I could have taken the dyno record but I'm content with this for now. We were building boost slowly up first but because the 5th run was the final run of the day, we said fuck it and went straight to an 85 meth additive for the 704! NO CODES. NO DTM. NO LIMP. The car ran amazing those 5 runs. 100% meth with 5 gallons of MS109 Thanks to Petrolwerks for building this awesome machine! And thank you Jesse@PURE, Jason@TPG, Terry@BMS, Mo@ACM, and T0ny32 for all the help along the way. Seriously, this project wouldn't have been possible had it not been for the combined efforts. Atco track rental is on Wednesday to hopefully break another record! I ran a 11.17@126 (maybe 127 I don't remember) with M/T ET Streets II. I have upgraded Driveshaft Shop axles this time so not worried about going full boost on this thing off the line. Objective is a 10.5@XXX. This is the highest whp F8X DCT in the world as of right now, and second highest whp overall. Can't thank Jesse@PURE and Terry@BMS enough for the personal touch for this car.
    41 replies | 1309 view(s)
  • R.G.'s Avatar
    10-28-2015, 03:52 AM
    I wrote a long review, tried to attach image and it deleted :angry-banghead:. These replace the AD07s Here is the short and sweet. As quiet as Michelin PSS and better performing then Toyo R888 (discontinued btw). Best part is they are available in 19's. Try them, they shit all over Michelins and you can hear yourself think unlike the R888 19x9 front +25 235/35 19x10 Rear +25 275/30 Large profile tire, with aggressive roll these fit fine with 1 fat chick or 2 skinny Should be stored in above freezing temps
    38 replies | 1199 view(s)
  • Sticky's Avatar
    11-16-2015, 12:30 PM
    Weistec was not kidding around regarding their M177/M178 turbo upgrade development when they said they started last year. Teaser photos were shared early this year and Weistec quietly and diligently worked on the upgrade. Well, here it is and they managed to deliver it before the end of 2015. That is impressive considering most tuners tend to deliver upgrades late (if at all), not early, and rarely on time. The Weistec W.3 turbo upgrade takes the M178 in the AMG GT S to 650 wheel horsepower and 557 lb-ft of wheel torque on 91 octane pump gas. It is important to note these are pump gas figures as there is obviously more in the turbos. Keep in mind this is also on the stock transmission. The car also features Weistec's supplemental bolt on modifications. Now this turbo upgrade system is employed on the M178 in the AMG GT S and Weistec's car at SEMA earlier this month already had this turbo upgrade on it. This upgrade will of course also be available for the M177 in the W205 C63 AMG and S models. As the transmission is an MCT and not DCT it will be interesting to see if the C63 makes more torque with this upgrade. The power curve features spool like the stock turbos just with more torque everywhere. The upgrade is even a bolt on affair maintaining stock like appearance. AMG GT or C63 sleeper anyone? At $12,499.99 it certainly is not cheap but considering this is an application that has undergone significant testing and is essentially OEM level in development using the factory oil and coolant lines it is well worth the money. We can not wait to see what it does on the track and how much further Weistec will push the M178. Transmission upgrades are no doubt up next to handle even more torque on race gas. KEY FEATURES: Up to 650 Wheel Horsepower with supporting upgrades 5 Axis CNC Machined High RPM Balanced for perfection operation Substantial gains in peak HP and top end Rev Limit for AMG GT / GTS increased to 7500 RPM Stock Appearance when installed 100% Bolt on installation ECU Calibration included All necessary hardware and gaskets are included ** Coming Soon for W205 C63 and C63S
    24 replies | 819 view(s)
  • Sticky's Avatar
    10-29-2015, 11:04 PM
    The Mercedes-AMG GLE-Class has two variants. The standard W166 GLE and the C292 'coupe' version of the GLE. The coupe is a direct response to the BMW X6. The GLE63 AMG S being the direct response to the BMW F86 X6M. Each is just another way to squeeze out a variant from a production platform and Mercedes wanted a piece of that pie. It works. It works very well as the SUV crazy environment these days eats these vehicles up. The high performance versions also tend to sell very well. That is simply how it is today. It is easier to get BMW to produce multiple M SUV's than M cars. We are still waiting on that Z4M. These two vehicles are actually pretty similar. They are heavy at over 5000 pounds, about the same amount of money, feature twin turbo direct injected V8's, and have automatic transmissions (ignore MotorTrend's 7-speed manual mistake on the GLE63 it is a 7-speed automatic). The BMW has the smaller S63TU V8 engine at 4.4 liters which is rated at 567 horsepower and 553 lb-ft of torque. The GLE63 AMG S (there is no standard GLE63 AMG) feature a 5.5 liter Mercedes-AMG M157 V8 rated at 577 horsepower and 561 lb-ft of torque. They both have direct fuel injection, both have twin turbochargers, and both are at 10.0:1 compression. BMW makes up for its displacement deficit with a trick manifold featuring top mounted twin scroll turbos and by revving higher. So which is better? The transmission of the GLE63 is criticized. They say it seems to not be in the right gear but a 7-speed should keep the revs low on the highway. Maybe AMG needs to works on their programming or MotorTrend just needs to click a button to get in the right gear. Maybe a little bit of both. The BMW gets the nod in the transmission category. They spend a lot of time on the parking ability of these cars and their assist systems. If you can not park an SUV what the hell are you doing driving one? Aren't these performance SUV's? How about some performance comparisons? Finally they get these vehicles on the dragstrip and a Camaro Z28 is thrown in for fun. The X6M wins the elapsed time battle but the Z28 is pulling harder at the finish line (as it should be). The GLE63 AMG S brings up the rear and it is surprising how much slower it is: X6M - 12.1 @ 114.3 Camaro Z21 - 12.3 @ 116.1 GLE63 AMG S - 12.5 @ 110.5 The X6M is significantly quicker and faster. Add that to its lighter weight and better handling and you get a beatdown on the roadcourse. The X6M is 3.64 seconds quicker around Big Willow: The X6M is the better performance SUV. It certainly is interesting that BMW M makes sure it is the top dog in the SUV sphere yet they do not take the same approach to their M cars. The X6M is quicker, faster, better handling, you name it. Why does BMW insist on beating AMG decisively with its SUV's but not its cars? It's an odd world where the Ultimate Driving Machine company will not produce a driving machine to rival the AMG GT S but will gladly invest in making the best 5000+ performance SUV.
    10 replies | 2473 view(s)
  • Sticky's Avatar
    10-29-2015, 09:13 PM
    Incredible results here from Australian BenzBoost member @charliekay. His W204 C63 AMG previously ran 10.8 @ 129.2 on the Weistec Stage II supercharger system. He decided to upgrade to the larger 3.0 liter twin screw blower which is part of the Stage III system and his 1/4 mile time improved considerably due to this. He managed a 10.22 @ 137.09 on a 1.606 60 foot. The fastest trap speed he hit was 139.16 which is highly impressive. Why? Because not only is it absurdly fast it is achieved on the stock M156 engine internals. We have seen impressive 1/4 mile numbers from Weistec Stage III supercharged W204 C63's before. However, those C63's were built M156 engine examples and not on the factory motor. This car is right on the heels of a Stage III built motor W204 C63 AMG that went 10.1 @ 138. He may even have a 9 second pass in it although that is asking a lot. Still, this car is right on the 9 second doorstep. A slightly better 60 foot and some cooler weather should do the trick. Specs: - Weistec Stage 3 Supercharger with 67mm pulley (Standard boost, not 14, 16 or 18psi) - Stock Engine, this cars has not have the head studs, bolts, pistons, rods, nothing - Weistec Built Transmission - International Autohaus Headers - a lot of R&D has done into building the perfect headers for RHD cars. - Mix of MS109 and pump fuel - Full weight, in street trim
    22 replies | 1242 view(s)
  • Sticky's Avatar
    11-12-2015, 05:33 AM
    SEMA is practically getting too big to cover. It takes multiple full days to even begin to capture the vast size of this show. It just keeps getting bigger and the 2015 edition was the biggest yet. It was also the best yet with a vast array of vehicles and parts to capture anyone's attention. Here is just a small taste of what you can find at the show: SEMA 2015 - Ford has the car of the show with new GT SEMA 2015 - Chevrolet Performance shows how it's done displaying engines, parts, race cars, trophies, etc. SEMA 2015 - Vorsteiner's stunning carbon fiber Novara Huracan widebody kit in a matte purple finish SEMA 2015 - Weistec brings their record setting AMG GT to the Optima Batteries booth SEMA 2015 - Procharger's C7 Z06 supercharger gets 1000 rwhp from the stock internal LT4 on 93 octane with a cam SEMA 2015 - Acura brings a gorgeous Nouvelle Blue Pearl 2017 NSX with carbon accents SEMA 2015 - Why not swap in an LS V8 into an E46 M3 and throw in a Vortech supercharger on top? SEMA 2015 - Dodge shows off their record setting Gen V Viper ACR and does not even bother to wash it SEMA 2015 - LB (Liberty Walk) Performance widebody Audi R8 SEMA 2015 - Hellion Power Systems debuts their C7 Corvette 1000+ hp capable Precision based LT1 turbo kit SEMA 2015 - Bulletproof Automotive ditches the folding hardtop and windshield for a very unique E89 Z4 Next year the BoostAddict Network plans to dedicate a day per hall to get far more in depth and comprehensive coverage. This means more time in Las Vegas but it is a sacrifice we are willing to make. Enjoy the rest of the photos below that did not necessarily fit into their own category or article: #SEMA2015
    11 replies | 2057 view(s)
  • Sticky's Avatar
    11-10-2015, 11:50 PM
    Have LS swaps into BMW's been done to death? Probably. This one has an interesting twist as in addition to the GM V8 it is also supercharged on top of the swap. They went with a Vortech V3si blower and we would love to know exactly what kind of power this car is putting to the ground. As it was in the Airlift booth the display was focused more on the drop and suspension than anything else. If you have the hood off and go to the trouble and expense of swapping in an LS V8 and putting a blower on it at least detail that part of the build. We can not imagine this car is too focused on performance with the suspension and body kit setup it has. The car is clearly designed to be an attention seeker at shows and it fills that role admirably with the attention grabbing lime green paint, slammed look, and widebody. So if it's for show why even bother going to all the trouble under the hood? We can not answer that. It seems done simply for the sake of being different and not for any actual racing or performance reasons. #SEMA2015
    16 replies | 990 view(s)
  • Sticky's Avatar
    11-20-2015, 08:09 AM
    What a steaming pile of dogshit this is. Introducing the worst BMW F82 M4 on planet earth. LT Motorwerks, LB Performance, and Crzy Engineering can all take a bow for this pile of garbage. This is what you get when people who should be modifying Hondas for teenangers set their sights on a BMW. Recognize the name Crzy Engineering? You probably do not. The last time their name came up on BimmerBoost they were proclaiming a rear mount E9X M3 S65 V8 turbo kit option. Unsurprisingly, nothing ever came of it. Who knows what they did to this poor M4's motor. LB Performance needs no introduction as their riveted widebody kits that look tacked on are well known at this point for all the wrong reasons. It is no surprise LT Motorwerks is involved with this 'project' if you even want to call it that. You could tell from the panel gaps alone. This is the same LT Motorwerks responsible for this abomination that just needs to be seen to be believed. It seems they just want to keep destroying and ricing out German cars. How do these people continue to get business? #LAAS2015
    12 replies | 1323 view(s)
  • kienvu14's Avatar
    11-23-2015, 12:13 AM
    Hey guys, i just want to start of with how horrible of an experience this has been. I chose VTT back in October 2014 because he wasn't so well known at the point and i figured that since he was putting out all these turbos that he would be great to work with. Little did i know that i would be going through two sets of turbos 13 months later....:facepalm Here goes from the beginning. October 2014 - FBO N54, 84k miles driving strong. OEM turbos give out. October 2014 - Turbos arrive on time and installed. Pull strong for almost a year straight and 11k miles. September 14 2015. One day, BOOM. Compressor wheel chipped and now is all bent up. HORRIBLE shaft play. Uninstall, send to Tony. Promised 2 week turn around time for Stage 2 rebuild OR option of Stage 2+ to compensate and was told 3 weeks. Well.... 3 weeks you say hmm? screw it, one week extra of down time for more power?! ill do it! September 18 2015 Turbos received. September 22,2015 Finally able to open turbo and confirm he received them. Opens them up and claims the turbos were deprived of oil.....but they worked for 11k miles and literally a year. My mechanic stated that he highly suggested a piston inside was installed incorrectly causing the compressor shaft to get funky and shear it self. This is where he says 3 weeks from this date is when i will get my Stage 2 + turbos. Remember that detail....Stage 2+ for 3 weeks.... September 24,2015 Email'd tony to confirm, Me:"We are still at a 3 week wait for the Stage 2+ upgrade right?" Tony: " Looking at the workload 3 weeks seems accurate. If anything changes i will let you know." SWEEET..... October 9, 2015 Emailed tony just to make sure we are still going on time. Tony : "We are getting these out to you next week. you have my word." October 15, 2015 Emailed again. he states "Im actually working on your turbo right now. These should be out by tomorrow".....the 16th right? nope.... October 16, 2015 - The day that they were promised to go out. Received email from tony. "I just wanted to make sure we were on the same page. i dont remember what we agreed upon. Did we agree stage 2 rebuild or stage 2+ upgrade? Let me know so i can get started, Just know that im low on stage 2+ housing and it will be a FEW MONTHS before i can get them to you. ." I told him i wanted stage 2+ still and you stated it would be 3 weeks not a FEW MONTHS.... October 19, 2015 Emailed received again. tony states " I understand what was said but i have a list of people waiting for their stage 2+ And it would be unfair for me to let you budge in line".... ok i under stand that but wouldnt that have been nice to know that 3 weeks ago? October 22,2015 I finally caved in and said screw this. i need my car back and if its so much easier just to get my regular ordered stage 2's then lets go. November 2, 2015 FINALLY received a email with shipping confirmation.....but we are already 7 weeks past the promise date... told me stage 2's would be 2 weeks.... nope that took 9 weeks. Told me stage 2+ would be 3 weeks...nope now that would be a few months. November 22,2015 300 miles later, Bank 1 turbo is now leaking oil. Contacted Tony stating how tired i am of this, i want a full refund of this since this is going now be my THIRD turbo from him...... contacts me back and here is his reply word for word. I can attached screen shots if you dont believe me. " Kien, Honestly while i am bummed you you have another issue. Im going to say its something going on with your car. What i have no idea. We are not RB, we do not have machining issues, billet wheel problems, none of the above , any issues we had are WELL in the past. We build turbos that perform, and flat out last, period. I honestly cannot even recall the last set of stage 2's we had a report of smoking in the past year, except yours. So if your car is smoking again, its not the turbos, something else is going on. I would never blame something as silly as inlets, etc etc. I cannot say what is going on, but i can assure you its not the turbos, at this point, unless there was an install error etc, that caused oil starvation, or another issue such as something getting sucked into the turbo. With that said we cannot offer you full refund, we are not doing a recall, you an the exception, not the rule. If this was common place, then yes we would have to step up, and offer refunds, but it is not. I can offer you a 50% refund, minus Paypal fees, core, and shipping or another set. There are many questions that need to be answered, how often was the oil changed through its life, etc etc. My own personal car, had a chronic smoking problem, guess what when i swapped the motor out with the same turbos on it, the smoke went away. Same turbos, different motors, no smoke. Go figure. As far as the rattle, come on man. It has been gone over and over and over and over. THERE IS NO 100% RATTLE FIX. We put brand new robust parts on there, they eliminate 90% of peoples rattle, but if you have your tune set up so when gates are not closed the flapper sits just off the house, it WILL rattle period. All that needs to be done is adjust the WG position with the tune, and it goes way. Let me know what you want to do out of the teo options above. Tony" Alright..... well im not settling for 50% refund when these turbos are not performing as they should. i have contacted my credit card company and will be filing a dispute. Current car symptoms: - NO white smoke on cold start. - White bluish smoke when warmed up driving and coming to a stop. Idles and smoke comes out, when accelerating smoke comes out. - heavy burnt oil smell -turbo seal? took plastic trays off under car. Oil is seeping and dripping from turbo. No VCG leak, no PCV problems, No OFHG leaks.... Looked at bank 1 turbo, turned on car to idle and watched oil slowly seep from the bracket that holds the housing together.......not turbos you say tony? you either have a bad turbo seal here or a bad CHRA..... Oil is leaking from the bracket here in the yellow circle. You can see here, after wiping it down a little, the yellow circles show where the oil is coming out of. I have already confirmed that it is not coming out of the feed/return oil line. Most recent Log. Log before VTT stage 2 died. Please be cautious guys.... im now stuck with a broken car again and fighting to get a refund because i have already paid twice $1200 to uninstall and a THIRD time... If anyone can help me out some how please do.
    13 replies | 609 view(s)
  • Sticky's Avatar
    11-04-2015, 02:22 AM
    The current generation F30 3-Series does not exactly push the envelope styling wise. The most controversial aspect is the lights being connected to the kidney grilles. We have not had a controversial BMW car design since when Chris Bangle was in charge of styling. The automotive world reacted harshly to Bangle's desire to push BMW into the modern world. Say what you want many others copied aspects of what Bangle did. His flame surfacing and rear end design had a tremendous effect on automotive styling. The problem though is many BMW enthusiasts were turned off by the designs as they were too big of a break from the norm. That is partially why BMW is playing it safe with their new designs which are evolutionary more than revolutionary. The G20 3-Series is expected to push BMW design forward yet again. Auto Bild claims the next 3-Series will use LED headlights (safe bet) and sharp edges. They provided renderings in support of their theory. Are these renderings accurate? No, probably not. It's just guessing at this point. This often happens when magazines try to generate a story. You can definitely expect LED headlights and some sharp edges but only BMW knows at this point what the next generation G20 will look like.
    8 replies | 1378 view(s)
  • Sticky's Avatar
    11-20-2015, 04:35 AM
    $132,200 for the new 2016 BMW F82 M4 GTS? The standard M4 starts at $65,400. That means the GTS is just over twice the price of the standard M4. The M4 GTS is going to be rare and offers a very impressive Nurburgring laptime (which BMW has yet to prove or backup) but it is not worth double the price of an M4. The horsepower and torque are bumped but they are bumped through software. That means any M4 owner today can have the same output of the M4 GTS through the aftermarket (and then some) for a fraction of the cost. The GTS is lighter due to the rear seats being pulled and the carbon fiber pieces. These weight saving measures add up to around 200 pounds but we have to see independent weight test numbers. If a current M4 owner wants to ditch weight off their car they have options that will not cost them another $65k. What about the suspension and aerodynamics? These parts can also be sourced in the aftermarket. For someone to pay $134,200 for an M4 GTS if seeking a track car when the Viper ACR exists for almost $20k less they must really, really, really, love BMW and have money to burn. To BimmerBoost, the M4 GTS is not worth the money for what amounts to a standard M4 on steroids. Especially considering it features the exact same turbo engine and anyone can add a solid water/meth injection system to their M3/M4 today for under a grand. With the E92 M3 GTS one could not just take their S65 V8 from 4.0 liters to 4.4 liter as easily as it is to bump power output and add water injection to the M4. Despite the ludicrous pricing we certainly are glad BMW built this car and is selling it in the United States so BMW performance enthusiasts finally have something to at least cheer for in performance comparisons. #LAAS2015
    11 replies | 1165 view(s)
  • Sticky's Avatar
    11-10-2015, 10:01 PM
    The Liberty Walk widebody kits with their riveted fender look certainly have gained a lot of attention. In the opinion of this network the design is played out and all about form over function. The idea of riveted on wide fenders originally comes from the Germans who tried to fit the widest rubber possible for racing. This car is clearly not going to be doing any racing. This is German rice. The aerodynamics are not tested in any wind tunnel and the car is tucked on the largest rims possible to fit under the fenders. All that said this is probably the nicest Liberty Widebody job we have seen in person. The work was well done here and there were not any giant or weird gaps as seen in past LB Performance applications. The shop doing the bodywork is key with this type of kit. If you enjoy looking at your car parked and having people crowd around it seeking attention in such a manner this might be for you. If you enjoy driving your R8 and want aerodynamics to compliment the driving experience, look elsewhere. #SEMA2015
    14 replies | 592 view(s)
  • Sticky's Avatar
    11-04-2015, 05:13 AM
    The two main flash tuning options for the Porsche 991 Turbo platform are from Cobb Tuning and GIAC. Cobb detailed their experience in tuning the the 991 Turbo platform in incredible detail earlier this year. PorscheBoost member @sdg1871 has been running the GIAC tune and detailing his results. Ultimately, both tuners are very capable and results will vary based on supporting modifications and fuel. The limiting factor on the Porsche 991 Turbo and S models is the factory hardware. Competent tuners will get to the same spot on the same hardware. That is what one must be aware of at this early stage in Porsche 991 Turbo flash tuning. Different fuel, different intercoolers, different exhausts, etc., can influence the result. Some people will show this video and display it as Cobb Tuning superiority over GIAC. There may be some truth to that due to Cobb's extensive testing in demanding conditions. However, this is not apples to apples by any means. The only way to see true tuner superiority is to have them tune the same car on the same fuel on the same day with dynos and logging as well as measured runs on the dragstrip or with GPS. The problem with comparisons done in this manner is that for one the cars and drivers as well as modifications are different. Secondly, in a roll on race one driver may jump before the other. That happens in the videos you see where the GIAC car jumps from a roll although the Cobb tuned car (the camera car) runs it down impressively in that instance decisively showing it is the more powerful of the two. There is no supporting data to go with these runs. We see one car is faster, definitely. That is the Cobb tuned car. Does this mean all Cobb tuned 991 Turbos are faster than GIAC tuned 991 Turbos? Perhaps. Perhaps not. We can not conclusively prove that from this video. All we know is this particular Cobb tuned 991 Turbo is faster than the GIAC tuned 991 Turbo S. It does show Cobb has a great grasp of the platform early on and their work is paying off, that is for sure. This Cobb tuned 991 Turbo hustles and pulls the Giac tuned Porsche 991 Turbo S from a stop and from a roll. That is certainly something to brag about. 991 TT COBB Tune Mods: IPD - Plenum and Y Pipe By Design full stage 3 Includes Cobb AP/tune Kline exhaust /Kline equal length headers B&M Air Filter Michelin Pilot Sports 991 TTS GIAC Tune Mods: GMG catless exhaust Champion Intercoolers GIAC Stage 2+ tune Air filter Dunlop R Compound Stop (Cobb car gets a jump): Roll (GIAC car gets a jump):
    11 replies | 846 view(s)
  • Lswhat's Avatar
    11-24-2015, 02:02 PM
    So... Ive been sitting here thinking, and I wanted to share one of the quickest and easiest ways to improve your 60' when drag racing. Its a pretty simple concept, and Definitely a DIY. hah. So here it is, One of the biggest drag racing mistakes people make right off the bat, is as simple as where they "Stage" their car. Staging, as in the two top yellow bulbs is the easiest and simplest way to improve your 60' and even as much as improving your top end mph. Staging is a series of 3 beams, pre stage, stage and guard beam. the guard beam is essentially usless to us as that is just to ensure your car isn't too low, or that you are trying to falsly trigger the top end beam. So the first beam, the prestage beam, when staging your car you want to take your time. typically I turn my top bulb on and let my fellow opponent do the same thing (Courtesy Staging) once both top bulbs on, my staging routine is fairly simple, and I do the same thing EVERYTIME. once both our cars are in the first beam I get on the converter on my car and SLOWLY bump the breaks so that I move less then an inch each bump, and I continue to do so @ 2000 rpms until the 2nd bulb (stage) is on, which is typically 7" at most tracks. and then get on my converter even harder, typically 2500-2800. But heres the catch... All of you people that blindly roll into the 2nd (stage) bulb have no idea where you are actually staging. In a perfect world you want to BARELY turn that 2nd bulb on therefore giving you 7" more of usable track, people may ask, "Why do I want to make the track longer?" and your answer is as simple as this... Your timer DOES not start until BOTH beams are fully connected again, meaning that your E.T. does not start ticking until you have moved approximately 7" So by this "shallow stage" method you will actually see higher mph, and lower 60' Your reaction time as well is recorded as soon as you technically recreate the beam, from the time the light turned green. in a perfect world you want to leave as soon as you see the last yellow light come on. I have been bracket racing for a number of years, and ill take my Camaro for example, that car does not react worth a damn. So typically I do my stage routine, but then give it 3 extra "bumps" decreasing the 7" to idealistically 4" which in return will improve my reaction time, but those 3 bumps cause my 60' to go from a 1.70 (when I shallow stage) to a 1.78 (deeper staging) and the overall E.T. will typically drop from a 11.85 @ 115mph (shallow stage) to a 11.98-12.00 @ 113.8 with a 1.78 (deeper stage) 60' You can even go as far as turning the top bulb completely off, which just means that the original "prestage" beam is back intact and your front tire is only breaking the stage beam. And I know a lot of you out there are thinking, this guy is full of shit, I dare you to try it next time you are at the track, try BARELY turning on the 2nd bulb one pass, and then the following pass deep stage and turn the top bulb completely off, I would bet you lose close to 2 tenths (.2) off of your total e.t. and at least 1-2 mph, provided you did everything the same as the pass before. I hope this helps someone!
    12 replies | 441 view(s)
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