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Fault code P2C7B - new sensor?

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Hi,

recently my car has been throwing code P2C7B.
Did some searching and i think that one of my oxygen sensor is shot.

Would this be the correct part for me?
http://www.bestpartstore.co.uk/1149292

I do think that the sensor is for bank 1 - not sure if they are different for bank 1-2.
but i see some off them have different lengths.

Thanks for any help in advance.

Searching for parts for my 335i will these fit from a 135i?

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I am looking for OEM wheels and tires and a full OEM suspension to get my 335i running again. So far nothing local has been located except wheels and tires and suspension off a 2008 135i.
I have a 07 335i RWD. Will these fit fine?

RB Turbo VSR Dynamic Balancing information-

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All,

We posted this on the other forums a while back and thought it would be of help over here as well to further understanding on turbochargers and reliability.

"It has came to our attention that there is some confusion in the arts of turbocharger balancing methods so we felt we'd take a moment to share our viewpoint on VSR balancing. We will not be discussing intricate details in the arts of proper VSR CHRA balancing, but wanted to give more of a high level overview of what it entails.

Being concerned about providing customers the best possible quality in each and every turbocharger we took delivery of a new VSR balancing machine last summer and have been very pleased with this machine to say the least.

We all know that performance is great but what makes it even better is reliability. The bottom line is that consumers need turbochargers they can count on, one that has been bench tested to perform, and it needs to be done prior to shipping. This could save countless amounts of headaches and costs down the road.

For those who may not know VSR stands for Vibration Sorting Rig. This is an expensive and delicate piece of equipment that gives visibility of a CHRA's performance under conditions they are subjected to when bolted to an engine. During bench testing the final assembled CHRA is bolted to a fixture and is injected with pressurized/heated oil and then a large supply of air is applied to propel the rotor through the entire operating RPM range that the unit will be subjected to in application (ie. 0-170k RPM). The entire RPM range is plotted on a graph along with a vibration intensity measurement at each point during acceleration of the rotor (measured in G's), and calculations are performed to help the operator determine where the rotor components can be lightened by very minute grinding techniques to lessen the mechanical vibration.

This essentially is a way to determine whether a turbocharger is assembled correctly and allows the VSR operator to have ultimate control over the balance of the turbo cartridge assembly. As one can imagine, "vibrations" in mechanical components suggest that the device is imperfect and subject to larger wear in shorter amounts of time. Large amounts of vibrations mean poor performance, slow spool, oil consumption, audible noise, and at times a quick failure. A smooth operating unit that does not vibrate means exceptional lifespan, quick spool, low oil consumption, and superb performance. It is also worth mentioning that no amount of "robust" hardware can compensate for a poorly balanced center section.

VSR's also indicate how well each CHRA is balanced by comparing the performance to a predefined OEM threshold. OEM thresholds are typically very high which can be acceptable for non high performance, but can lead to short turbocharger life if or when they are pushed harder than what they were intended.

Also keep in mind that even IF a cartridge was dynamically VSR'd, it doesn't mean that it was done proficiently. Ideally each CHRA will be at balanced to what we refer to as "the balance floor", "flatlined", or at least very close to it. The report shows the performance and illustrates to what caliber the CHRA was precisely balanced. They can not always be absolute perfection and it should not be expected, unfortunately, but turbocharger manufacturers should be diligent in achieving as close to perfection in each unit as possible.

Beware of manufacturers who do not have the cutting edge technology employed, as ultimately the product could suffer in reliability especially when pushed to the products outer limits. Some manufacturers maintain that they utilize the technology but they do not. Some others can VSR but NOT dynamically, and usually at too low of a speed to get the product quality high enough to survive. CHRA VSR Dynamic Balancing performance and analysis reports should ALWAYS be provided to confirm.

As always many things can cause a turbocharger to fail, sometimes outside of their control… but this is an absolute safe way to ensure the product is built to exceptional standards.

Below is a sample of a VSR report for visual reference.

Thanks,
Rob

PS- Would like to take a moment also to give a big thank you to Jesse @ Pure Turbo for helping us along and furthering the understanding in the art of VSR balancing!"
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Need a good e35 flash.

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I'm running the bms e85flash (50% e85) now but from my logs, my fuel pumps just can't keep up. I'm still a few weeks away from having time to install my lpfp.
Does anyone have a 35% e85 flash they're using that looks good? I'd be interested to try it.

TIA

BMW N54 Boost Control - PID and Tuning Limits

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Given recent developments in flash based tuning we wanted to offer our insight into the inner workings of the N54 DME when it comes to boost control tuning or more specifically, PID based boost control.

Boost control in the N54 OEM DME as well as most modern electronic boost controllers out there is based on what is called a PID algorithm. PID algorithms aren't exclusive to boost control and are applied to various systems where correction to a signal can be applied by feeding the actual value of the signal through the algorithm and adjusting control for it automatically by comparing setpoint/requested to actual and adjusting the controlling device which in the case of boost control is pulse to a boost control solenoid.

Concept of a PID algorithm is quite simple. It is based around knowing two values:

1) Setpoint - in the case of boost control this is requested boost pressure that the DME is targeting for a given Load
2) Actual Value fed into the PID algorithm - in the case of N54 boost control this is the signal coming from the OEM TMAP sensor feeding back a 0-5V value representing absolute pressure

DME converts the analog 0-5V signal coming off of the TMAP sensor into engineering units based on the Map Conversion table you can find in your maps.

OEM TMAP sensor is a 2.5bar sensor. That means it can read 2.5bar of absolute pressure. This means your actual boost will vary based on your atmospheric/barometric pressure which needs to be subtracted from 2.5bar to understand how much readable range you've got out of your MAP sensor. This readable range above your barometric is what is referred typically as the word we all love and we're here for, "BOOST" (i.e. positive pressure or pressure above barometric).

The OEM N54 DME works on the principle of Load based tuning and PID based boost control. Load is a calculation based on various parameters primarily around "boost" (i.e. pressure at the MAP sensor - barometric presure) and charge air temp which in turn calculate into Mass Air Flow (MAF). N54 doesn't use a MAF sensor to meter airflow on the intake side. It calculates/infers it based on other values mentioned.

In order to make boost from the turbos the DME regulates boost control solenoids via a PWM (pulse-width modulated) signal pulsing them and allowing vacuum to hit the wastegate actuator. The frequency of that pulse/signal is what is typically referred to as wastegate duty cycle (WGDC). This is where PID based boost control comes in and helps the DME regulate the amount of WGDC applied to the solenoids so that Target Load is hit as required.

Very few of us speak about our tunes in terms of target load and it makes sense as most are used to talking about "Boost". While the DME targets a given load and given that Load is defined based on primarily boost+IAT+compressor maps and airflow modelling around stock turbos/intakes/intake pipes it ends up calculating a Requested Boost level. In your Cobb datalogs you can monitor this value by looking at the Req. Boost Abs. channel.

You can refer to the Req. Boost Abs. as the DME's Setpoint for the PID based algorithm. When using Cobb's ATR software there is a hard limit at 1.28bar in terms of maximum Requestable boost. If for any reason your car boosts past this level the DME's safety mechanism will kick in to prevent motor damage due to what it perceives as an uncontrollable boost condition for its settings. For a tuner using ATR to get around this issue and provide a smooth tune they need to effectively remove this first DME safety by calibrating tables related to boost control and throttle management. In other words, if at any point in time the turbos were to spike boost and cause it to overshoot target to say 35psi instead of where they've set/expect your tune to be, given how they've set the DME tables up to get that extra 2-5psi out of your car, it ends up being quite unsafe and won't have the DME intervene as it normally should/would. With appropriate PID control and DME failsafes in place the signal to the solenoids is taken way, DME closes throttle causing DVs/BOV to open and vent boost and the DME goes into limp mode.

If you've been around the N54 scene long enough or even owned an N54 for while, especially a tuned one, you know that there are countless N54s out there that have had an experience with either overboost (30FE) or underboost (30FF) induced limp mode issues that otherwise could've ended up in a tune that knocked damaging the motor potentially ending in a really unnecessary and expensive repair.

Some N54 ROMs, such as the I8A0S and IJE0S, have had support added by Cobb (i.e. race code) so that the full range of the OEM TMAP sensor can be tuned with PID based boost control and the DME safety net entirely in place. It is only available with AccessTuner Pro (ATP) software and only by request to Cobb from a licensed protuner shop.

Even with the above race code in place going past the limits of the OEM TMAP sensor with flash only tuning carries an extreme level of risk for a motor. N54 is a stout motor that we all know can take quite a beating but that hasn't prevented engine failures in the past due to various reasons but also due to poor and unsafe tuning.

If you're running a flash-only tune on your N54 today, with or without the N20 3.5bar capable TMAP sensor, the hard limit is in place for the readable boost range of 2.5bar absolute (~21.5-22psi at sea level) inside which the DME's boost safety mechanism works. This is also the range in which PID based boost control has authority to adjust your boost. If your tune is pushing past 22psi rest assured that even though some tuners love throwing the word PID in their descriptions that PID simply doesn't exist and is virtually eliminated. Why? As mentioned before, PID based boost control revolves around knowing the actual boost. If you're seeing boost flatline in your logs at ~21psi it is at that point that PID based boost control and safety has basically gone out the window for your car/DME and all you're left with basically is the wastegate duty cycle which is mapped based on what is now a really skewed MAF calculation.

Can you make power in this way? You sure can, but so could the old versions of popular piggybacks before CANBus days. There will always be multiple ways of making power on any given motor. We've also shown that pushing past the TMAP sensor limit is quite doable setting a former N54 HP/TQ record on a beta Stage 3 VTT twin setup. However, the difference at least with us is that we explicitly stated that such tuning is not recommended and WILL NOT be provided for any customer car given boost control safety mechanisms aren't in place. We are not ones to hand responsibility of appropriate tuning and throw risk into customer hands or make them stare at a boost gauge in hopes that they'll react in time to save their motor from uncontrollable boost spikes. It is also why we recommend going with an external form of boost control when tuning any car past its OEM TMAP sensor as there simply isn't any other proper way of doing it and certainly no way of using PID based boost control.

Dyno glory numbers and tinkering are always fun and certainly help marketing buzz but its one thing to make power and another to do it with appropriate safety and control in mind. Bottom line is, if you see anyone claiming PID based boost control while going past the TMAP limit you can refer them to this thread and let them know they're missing a key piece of information to claim effective PID based control. You can also ask them what happens if your wastegate actuator sticks (not uncommon especially with wear on the turbos) or a boost control solenoid fails in the open position or when the car is already tuned to the edge at altitude and you drive down to sea level with the same map and heavily overboost. Not pretty, potentially very costly, irresponsible and just plain unnecessary given how far the N54 has come.

335i with OFT stage 0 map vs e36 m3 = m3 feels more responsive with less power

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Just got a 2007 335i coupe 6MT with new turbos, wastegates, injectors, and recently cleaned out with walnut shell blast. Soon after getting it, I picked up the Procede open flash tablet and flashed it with their stage 0 map.

My 99 e36 M3 has about 260hp as it is configured, and has instantaneous throttle response that is very torquey, and it accelerates really quickly.

This 335i, with a ton more hp (Procede says 380hp/400lbs with stage 0 if I understood them correctly), should beat the pants off the m3, but it's throttle response feels completely different, like it's lacking torque big time, but flies as boost comes on up to 16lbs-18lbs around 4k rpm or so I think.

I'm really confused about why this 335i doesn't have the neck snapping throttle response of the M3. This is the first boosted motor I've ever owned, and don't know what my expectations should be compared to my M3 that I've had for the last 10 yrs (and still love!).

Could you share your thoughts about this, or enlighten me a little?

Thank you

RB Turbo PCV Valve

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All,

Firstly we are happy to be onboard BimmerBoost. It has been quite a while and for the new year we made numerous "resolutions" and one of them was to finally join this forum.

In direct relation to that another resolution was to give us our voice into constant nonsense, product attacks, and deception we have seen in only one of our competitors.

Being that we deal in hardware it is a great thing to address these items because as they say a picture is worth a thousand words, and we have nothing to hide.

We'd agree that this thread such as this SHOULD not necessary, but it is when you realize the type of person on the other side and the amount of efforts it cost in dealing with the misinformation in the hands of hundreds to thousands of "faithful" enthusiasts. And with that it has to stop, and we will continue to squash it wherever we see it. This concept was in fact one of our other resolutions for the new year.

So without further ado, here are the quotes that were made by said competitor and pictures of their product exposed. Keep in mind this is the same valve and part number for part number of that we have been using since 2012. The direct copy of the part combined with an of all things "up charge", is lesser importance to us than that of what lies behind the principal of these below quoted statements.

For those who may question us as using this valve, we openly invite any random customer out there to dissect your RB PCV valve to confirm and we will send you another free one (limited). We will do this as we have again nothing to hide, and it is worth it to prove any point on the matter.

We will further add that there maybe more of this to go around. Consider it an advanced warning. We have had it over the years and it is time to clean up the streets.

Thanks,
Rob
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WGDC effect variance on different stock frames

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Considering RB and Vargas use their own wastegate design is it possible that the WGDC between them is different?
For example, and this is only for example sake:
Vargas stg2 turbos will hold 21psi of boost at 4000rpm with 70% WGDC
RB's new fully upgraded turbos will hold 21psi of boost at 4000rpm with 55% WGDC

Now what I'm asking, is it possible that even though the RB WGDC is lower is it possible that the actual flappers are applying a similar amount of pressure to the CHRA.

To put it another way is it possible RB's wastegate are stronger per WGDC percent then Vargas's?

The reason I ask this is because of the recent thread BQ/WEDGE 335xi w/ RB Turbos - 607 AWHP / 618 AWTQ w/ TFT inlets w/ Sub 50% WGDC.

Awesome results, They seem to be accurate. Congrats to everyone involved there. :eusa-clap:

No doubt Rob really has his hybrid setup on point now. But what I don't believe is these are 700whp turbos. I'll admit I'm no pro on turbo technology and from my armchair I can only speculate but considering people are strapping big singles on with basically no intakes to make 700whp I'm thinking these things must be about tapped out airflow wise mathematically. (I know these numbers have been crunched before, I'll admit I don't remember them or how to find them)

So whats going on here? I'd love to hear everyones opinion and the math as long as vendors keep it clean. :paddle:....;) thanks

N54 XI Stock Frame RECORD- RB Turbo Stage 2 Dyno overlay vs. VTT Stage 2+>>>

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Here is a reference of the latest development of Standard RB Turbos combined with TFT inlets, allowing unrestricted RB Turbo Performance on our customer car documented here:
http://www.bimmerboost.com/showthrea...-w-Sub-50-WGDC

Datapoints-

RB Car (Blue lines)
E92 XI/AWD Automatic Transmission in 4th gear. Independent results.
RB Standard Turbos with TFT inlets, Billet 15T Compressor, MHI 12 blade clipped turbine, stock compressor housing and charge pipe
Boost- Unknown (slightly below 50% WGDC)
Fueling/Tuning- OEM HPFP with inline LPFP. E60. Fueling insufficient at this time and to be addressed at a later date. Wedge/BQ Tuning.

VTT Car (Red lines)
E90 RWD Manual Transmission in 4th gear. Shop results.
VTT 2+ Turbos with no inlets, Billet 20T Compressor, Proprietary 9 blade Garrett turbine with a 15* clip, modified compressor housing outlets and charge pipe
Boost- ~29-25psi (slightly below 70% WGDC)
Fueling- VTT Double Barrel with SteveAZ LPFP solution. 100% E85. Fueling sufficient to max out turbos. PTF Tuning.

As you can see the RB car having a very evident disadvantage with drivetrain losses, manages to absolutely destroy the VTT 2+ car at low RPM's and even hang right with them on the top end. The RB car seems to have much nicer results overall considering the drivetrain losses (not even considering the 20% extra WGDC potential in the RB's yet unleashed!!!).

Without going too much into the hardware decisions made in each setup, it is fair to say that one is demonstrating a MUCH better curve and response than the other… while maintaining a similar top end at less effort. So sharing this comparison graph seemed appropriate.

Thanks,
Rob

PS. Sorry if the overlay is not of the best quality. We had to have it quickly photoshopped.

PSS. Some may take note of the VTT graph NOT being the advertised 645rwhp record. We will gladly redo the overlay if anyone can prove that the 645rwhp RECORD has a verifiable MPH dyno to prove it was in 4th gear (and not 5th); as we could not source that evidence NOR was VTT supportive in providing it.
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pre 03/07 Alternative Alpina Flash?

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Does anyone know if an alternative pre March 2007 Alpina Flash has been developed?

If so, can you provide a link...

Please Advise..

Reading logs for a newbie in performance (JB4 G5 ISO)

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Hi everyone,

I´m from Spain and Im a newbie in BMW Performance and their ECUs.
I´ve just installed a JB4 G5 ISO with DCI and I would like to post the logs to comment some issues.

First:
335i 2008
N54
DME81
98RON (93 octanes)
JB4 G5 ISO 28.5
DCI
Stock

First, pull in 5th gear. Map 5
FOL: 65
FUD=2
DWP: 100
BDC: In 3.200 rpm
Click here to enlarge3500-5200 APRENDIDO by sserx_r, on Flickr

Second, pull in 5th gear. Map1
FOL: 65
FUD=2
DWP: 80
BDC: In 2.500 rpm
Click here to enlargeMAPA1 by sserx_r, on Flickr

Third, pull in 4th gear. Map 6 with target up to 16psi 4.500-5.000rpm
FOL: 65
FUD=2
DWP: 80
BDC: In 2.500 rpm
Click here to enlargeMAPA6 by sserx_r, on Flickr

Fourth, pull in 5th gear. Map 6 as previous one.
FOL: 65
FUD=2
DWP: 80
BDC: In 2.500 rpm
Click here to enlargeMAPA6_2 by sserx_r, on Flickr

I would like to know about the ignition corrections all the time in every map, is it normal? And the trims are elevated specially in map 6 after the corrections in DWP and BDC, but I don´t know if these corrections have to do with.

Thank you to everyone in advance and regards from Spain.

Tranny Porn!!

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Well I pulled it out today and opened it up! :rolleyes:

Now does anyone have the specs for the steel plates? The ones I measured are 2.38mm, not sure if I need to order them as well?
i would post a pic but for some reason it's not opening.

VTT - Who we are, and what we stand for

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Hello everyone we felt a little background into VTT, how we came about, what we do not just in business but in the community was in order. This would be a good way to show what we stand for, in and outside of business
History:

VTT was started in 1978 by my father Ron Vargas under the name of Vargas Hi Performance. The goal of the shop was to innovate in the automotive performance market with emerging technologies such as turbocharging and fuel injection. The shop quickly became the go to shop in the bay area for anyone with any sort of platform looking for more power in a new exciting package. The business took off, and before we knew it, we had cars, boats, vans, RV, muscle cars; you name it running around with my father’s signature logo on the side and a fresh turbocharger under the hood.


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He continued along this path, and eventually found his love which was Diesel's as he came from the trucking industry, while keeping the performance side alive, he transformed the business into a Turbo and Diesel Specialty shop catering to all types of light diesels and turbocharged platforms.

From there he went through the extensive red tape process, and started Vargas Aero Turbo which built, and remanufactured turbochargers for aircraft, and also branched in the industrial turbocharging world.

My place in the business:

From the time I was old enough to walk he had me in some type of high speed motorized device or learning how to fix them. I worked at the business from the time I was 14 to 27 years old. At this time I decided to follow a dream, and head down to Los Angeles to get involved in the production industry, starting in the Action sports world with DC shoes. I did that for about 12 years, and quickly moved myself up into producing television for networks such as History, Discovery, MTV, etc.

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In 2011 my father passed away unexpectedly in his sleep leaving clear control of the business up in the air. In the months following, I left my position at a successful production company, and returned home to take care of my family and run the business. When I arrived we were mainly focused on Diesels and industrial applications, which we still do, but I became increasingly bored of the slow pace. My good friend came by one day with his 335, we sat down, and he told me about the market, where he thought it was headed, and who the players were. I told him it seemed interesting, so I decided to look into it a little more, and it spawned what is now our BMW Performance division.

What we stand for outside of business:

The VTT banner not only includes a turbocharger production facility, an installation shop, it also includes one of the largest food nonprofits in the bay area, hope4theheart.org. We donated over 3/4 of our 3 acre lot to our non-profit which on a monthly basis feeds between 15,000 and 50,000 people. It is open 7 days a week giving foods to organizations, (soup kitchens, homeless shelters, group homes, men’s homes) any organization that needs food can sign up, and is happily given everything from, meat, to bathroom supplies, all donated from some of the best known retailers in the world. On top of that the food bank is open every 3rd Saturday of them month to the public, where we give food to thousands of people who stand in line usually starting the night before. This organization is a true non-profit, run by my sister, my mother, and a rotating crew of about 30 volunteers, not a single person is paid a penny in salary, everyone works on a volunteer basis with the reward being the smiles on people’s faces as they receive food themselves and their families. If anyone here is in the bay area and knows of a family or person in need, go to the site, and send them down, we will make sure they are taken care of; also if you want to volunteer your time, we are always looking for people to help!

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What we stand for in business

When my father started this company, he did so under the banner of honest work for honest pay. We have been in the same locations now for 37 years; we have achieved this kind of longevity in a very tough industry by following that mantra throughout the years. We routinely employ people who are down on their luck and looking for a new start. Our head installation tech, is an ex drug addict my father picked up when we has panhandling, our parts cleaner is a guy who lost his house and his family, and desperately needed someone to give him a second chance to get back on top. This week, a kid fresh out of a program was going door to door looking for work to help get back on his feet, I hired him on the spot, and put him to work the next day learning some skills that will help him get back into society. This is the way of VTT, we are not in business solely to make money, we are here to help others that may be less fortunate to have a better life, we do this through our non-profit, we do this through our hiring, and we do this through our honestly, and integrity.

We appreciate this community, and have worked extremely hard to bring you guys new innovative products that help further the development of the performance BMW aftermarket, and we do this while keeping the other parts of business going, as well as doing our part to give back to our local community. Keep this in mind the next time you think you have a bad word to say, or think you have insight into what we do here. My attitude on the forums can be abrasive at time, but it is because I have little time for BS, and tend to speak my mind, this does make for a bad person, or bad business practice. We look forward to more innovation in 2015, and thank you as always for the support.

I will leave you with a thought, "Sports (competition) doesn't build character, it reveals it" John Wooden

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12 psi tune without cobb, jb4, etc

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Does anyone here have a n54 tune for around 12psi that is flash only (no cobb, jb4, etc.) That will flash with the bb flash program and a bt cable?

Does anyone have this OEM FMIC coupler laying around?

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I'm putting my car back to stock and noticed my OEM rubber coupler has a small tear in it and is leaking.

Unfortunately from the dealership, that coupler is not separately available from the metal pipe that leads to the turbos.

Please let me know what you have.
I will also have up for sale soon a full ETS FMIC with CP & Tial BOV, AR Design downpipes, DP's and more.

Thank you!
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135Pats Does Single Turbo Stuff

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About 3 months ago I decided to go single turbo with my second N54 powered car. Like many of those who have done the same, I got bored with what a stock turbo car could do, and didn’t feel comfortable with the reliability inherent to “hybrid” options. I wasn’t sure on what kit to go with but ultimately decided on Motiv’s kit for a variety of reasons, first and foremost being build quality and Jake being local to me.

I called him up, placed the order, paid a few days later, and here I am today. It was a simple process to order so I don’t have much to say on that front. Updates were frequent and the fact that I know Jake personally probably aided in that process. My job has me on the road frequently during the fall and winter, so the wait wasn’t a big deal at all.

The Kit:

Motiv 750
FP HTA 3586r .82ar
Tial MVR (re-circulated)

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The Install:

I had all parts installed at Sonic Tuning. I can’t begin to say enough good things about them and the work they did. The folks who worked on my car were in touch with me on a daily basis, and were always available to answer the umpteen questions I had. Anyone in my neck of the woods would be well served to give them a visit. I was able to pick up the car on time and without any hassle. The car was kept indoors and away from snow for the duration of its’ stay, which I appreciated. It’s the little things, ya know?

I’m going to note the installation closely for my and others future reference. Apologies in advance as I don’t have any structure planned for these observations.

- Motor has 64xxx miles on it right now. Has always been well cared for and has always run and logged wonderfully. If the blackstone reports mean anything, it’s in very nice shape and should be a good candidate to run a single turbo for an extended period of time.
- Stock turbos were puking oil. Boosted fine and no rattle but tons of shaft play, they were on their last legs.
- One of the downpipe gaskets was pretty fried up, exact cause unknown. Both were replaced when the new downpipe went on, of course.
- While the turbos were out I replaced all 4 o2 sensors, coolant, oil (Motul 5W40), coils, and plugs. The coils and plugs were redundant as they had about 8K miles on them, but I figured “why not”.
- Several of the clamps on assorted hoses looked to be getting tired. They were replaced.
- All plugs came out fine except CYL. 1, which had what appeared to be some oil on the thread. There wasn’t any on the business end, so I would guess it came from the numerous top offs I had to do with the stock turbos pissing oil all over the place. It’s worth noting in case future issues arise.

Initial Observations:

Drove the car this afternoon for the first time, running wastegate boost. Ridiculous. Honestly just a $#@! eating grin the entire ride home. No CELs, no Check Engines, no codes…It’s cold out so I haven’t been able to give it WOT, but right away I can tell you that spool isn’t an issue in the least. This was my biggest concern going to a larger single turbo, and I can tell you that it’s just flat out not a worry at this point. We haven’t done any serious tuning and the turbo is spooling very quickly. I was able to do several passes on the highway in 5th and 6th without any feeling of “where is the boost?”. It doesn’t jump at 3K revs the way a stock turbo car does, but it spools far faster than a 64mm top mount car I had previously driven. I’m confident this manifold outspools any and all other singles out there.

Logs and videos will be up early next week when hopefully there’s no snow on the ground. This isn’t a winter car and it’s really not safe to drive in the ice and all that jazz. Don’t expect world records and trips to the dragstrip, it’s not what I’m interested in. Hopefully I can get down to tuning in the next couple weeks and we can all see what this thing can really do with the boost turned up.

Where it’ll end up:

Good question. Wherever the transmission gets pissed minus about 50WTQ. I’m going to guess that I run out of fuel at 500-550WHP or so. In light of that I’ll be addressing fuel this Spring so long as the 6AT continues to play nice. If I have to call it a day at 530WHP or whatever, that’s fine by me. The goal isn’t to build a rocket ship, it’s just to have fun (novel concept).

A huge thanks to Jake and Allen @ Motiv, Wei and everyone @ Sonic Tuning, and several dozen members on these forums who have inspired me to continue pushing my car. I’d list you all but then I’d forget one person and look like an ass. When I bought it a few years ago I was planning to have a bone stock convertible. Here it stands today as a totally different machine. Rad!

PS GO PATS.
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VTT Stage 2 658 WTQ / 585WHP new N54 Stock frame WTQ record

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We had a few extra minutes today so we threw the car on the dyno for 5 runs, before Dzenno had to leave work. We are battling serious misfire and correction issues only in cylinders 1 & 4 which are usually the quiet ones :think:, even with those issues, causing ugly graphs, the car made decent numbers, and managed to break our N54 WTQ record which was 654WTQ in 5th, our previous 4th gear record was 629WTQ so we put almost 30 on it. So far we cannot seem to get the misfires squared away, all plugs look good, fuel pressure is good. I have to give my brothers car back, as I have held it hostage too long already so this is prob the last time we will put it on the dyno. We should have the shop car back up and running soon, and will continue testing. Not being able to achieve a clean pull to redline is really hurting power output, as you can see in the graph, it really wants to go from about 3800, but the misfires end the party early. For these few runs we decided to go flash only, and I told Dzenno to Wedge me, crank WGDC way up in the midrange, drop it at redline to keep boost in check, you can see he had to quickly drop it up top to keep boost at a manageable level up there. At redline the gauge was showing 22-24 psi or so, and we are just above 50 WGDC. The wedge map was showing just under 50 for a little less boost up top. Either way the car has to go back to its owner (happens to be my brother, which is why he lets me beat on it. Thanks Dave..:)), and he will try to find the misfire issues. He of course will never run the maps we dynoed on, that is as usual for our R&D, his car will be delivered back to him with a safe flash, and most likely a JB for boost control.

Full Disclosure as always.

Boost according to the gauge was about 30 psi midrange to 22-24 up top
100% E85
VTT intakes
VTT prototype CP
Shotgun Double Barrel
Fuel-it Stage 3
4th gear pull (if we did one in 5th on this map, it most likely would have made 670-675 or so.)

We look forward to getting the shop car back up and running, with a fresh motor, and testing some more! Stage 2+ with these intakes, and some serious boost should open up a few eyes...:)

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600 WHP Single Turbo Daily Driver Project

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So I figured I'd go ahead and start my build thread/review now that things are moving forward. For starters, I have an '08 135i 6AT that is basically FBO+Meth. I've enjoyed driving the car with this setup for awhile, but after some time, even 434whp stops being enough.


Dyno pre-upgrade (434whp 471wtq):



Note that this isn't a dynojet, it's supposedly somewhere between a dynojet and a mustang dyno so my numbers will mainly be used to compare my before and after results.


When I started trying to figure out what I wanted to do next, there were quite a few single turbo setups coming to market. After I saw the results and price of the VM Single Turbo Kit though, I knew that was the one I wanted. So I messaged fastgti69 and after he cleared up my questions, I was placed on the list for their batch of Single Turbo kits. My goal the entire time was to have a strong 600whp DD with pretty good spool. Payam suggested the 6262 so I'd have a little extra room to play with power-wise.


Fast forward a few months and my kit is complete. Just want to say thank you to Payam and everyone at Ventura Motorsports. They were always super friendly and quick to respond to any questions I had. :)


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Everything came packaged very nicely and I have an unboxing video I'll upload at some point. As you can see in the pictures, the build quality is top notch. I'm scheduled to get the kit installed by SR Performance (a local shop) this week so I'll post more info when I can.




1/27/15
Dropped off car at SR Performance for the install.


1/29/15
Vehicle is on the lift and ready for disassembly.
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1/30/15
Quote from Cory (SR Performance):
"I will tell you its pure quality through and through from what I've handled thus far. The hotside alone is built using ALL top tier components. They even took the time to grind out the chromium on the inside of the pipes after tig welding. Impressive."

6466 in car sounds

12 psi tune without cobb, jb4, etc

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Does anyone here have a n54 tune for around 12psi that is flash only (no cobb, jb4, etc.) That will flash with the bb flash program and a bt cable?
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