Dzenan Becic
bootmod3 on YouTube: DATA LOGGING - EXPLAINED
In this episode we go in detail on bootmod3 data logging! We will try to answer all of your questions related to this topic. That being said, go grab a coffee or popcorn since this episode is slightly longer than the other ones!
Dzenan Becic
bootmod3 on YouTube: 1100WHP BMW Z4 M40i - GEN2 B58
In this episode we are going to talk about one of our shop development cars we are building, our 2020 BMW Z4 M40i that pushes around 1100WHP!
Dzenan Becic
bootmod3 on YouTube: BEST Ways to connect with to your vehicle | WiFi Adapter Revealed!!
In this episode we will show you different ways you can connect to your vehicle! Most importantly we will finally introduce our latest and greatest Wireless connection method for your BMW F and G series vehicles and 2020+ Toyota Supra, the all new bootmod3 Wireless Adapter! bootmod3 WiFi adapter is fully designed in-house by our engineers, built with the highest quality parts and modern chipset. It achieves perfect reliability and is the quickest adapter currently offered on the market.
Dzenan Becic
New Product Release! bootmod3 Wireless OBDII ENET CANBUS Adapter
Introducing the latest and greatest Wireless connection method for your BMW F and G series vehicles and the 2020+ Toyota Supra, the all new bootmod3 Wireless Adapter. bootmod3 WiFi adapter is fully designed in-house by our engineers, built with the highest quality parts and a modern chipset. It achieves perfect reliability and is the quickest adapter currently offered on the market. Features: Fastest flash times over ENET and CANBUS Reliable and consistent connectivity Wireless ENET support for BMW F and G series vehicles and 2020+ Toyota Supra Wireless CANBUS Support Unlike generic WiFi adapters, our adapter allows full flashing of transmission on GEN2 BMW and 2020+ Toyota Supra removing need for additional WiFi adapters or DCAN cables V3 Version ONLY - NO ALARMS if left plugged in (BMW G series vehicles and Toyota Supra) Enters ultra low power mode if left plugged in consuming just ~20mA OTA updates through the new bootmod3 app Firmware fully extensible for additional flash and diagnostic protocols for future connectivity support V2A version of the adapter will trigger alarm on G series vehicles and 2020+ Toyota Supra. It is a lower cost option for those that don't mind unplugging their adapter after use Manual Toggle switch to fully power down adapter Small form factor, considerably smaller than generic WiFi ENET adapters No VIN locking, can be used on multiple vehicles Vehicles supported: All BMW F and G series vehicles 2020+ Toyota Supra (A90 A91) Additional 3rd Party applications supported: ISTA / ESYS XHP / xDelete Bimmercode / Bimmerlink ...and other apps requiring ENET support When connected on iOS, copy your WiFi settings from Automatic to Manual and leave the Router field empty. This leaves your Mobile data connection active while connected with the vehicle. For additional connectivity information and troubleshooting refer to this Connectivity Guide.
Dzenan Becic
bootmod3: How to Activate your License, Configure OTS Maps and Request Custom Maps
New vid is up on our youtube channel!In this episode we go through how to get on board with bootmod3 by getting your software license, how to choose OTS maps and request and build a custom map with your favourite bootmod3 tuner.Demos on this A90 Supra show our CustomROM update for the Supra and GEN2 B58 vehicles which is coming soon including Femto unlock DME cars without a need to clone your DME.
Dzenan Becic
Connectivity with bootmod3
bootmod3 is a cloud based tuning platform and as such provides for tuning across the largest number of operating systems and devices on the market today. You can flash using an iOS or Android device, macOS or Windows laptop. Depending on which of these devices you may be using there are recommendations in terms of connectivity. WiFi as well as direct ENET cable connection options are available. iOS / iPadOS - bootmod3 WiFi Adapter WiFi is the most straight forward way and using the bootmod3 WiFi Adapter is the most recommended option on iOS / iPadOS. Key things to note for iOS / iPad connections over WiFi: Turn off Bluetooth and CarPlay so they don't interfere with your WiFi connection. iOS will attempt to drop your WiFi connection to the car and switch it over to CarPlay and you'll be wondering why you're seeing vehicle not detected in the app. After connecting to the bootmod3 WiFi Adapter, ensure that your phone keeps the WiFi connection active and doesn't drop and connect over to your car's CarPlay WiFi instead. iOS / iPadOS - ENET Cable with an adapter ENET direct cable connection is also supported. However, you have to keep in mind that cables and ethernet adapters can be faulty out there. In addition, you have to make sure you're using an Apple MFI certified ethernet adapter for your iPhone/iPad. Suggestion is to stick to adapters purchased at the Apple Store (i.e. Belkin brand). Key things to note for iOS / iPad ENET Cable connections and ENET cable to phone adapters: Get a Belkin ethernet to lightning adapter for your ENET cable. It is Apple MFI certified. *** If you'll use a different ENET adapter with your iOS / iPadOS device, make sure it is Apple MFI Certified *** Starting with iOS 15, Apple made changes to iOS to only allow connections from MFI certified adapters. If you're using a non-MFI certified adapter, your connection will be very spotty. Your cable will allow a connection to happen, and 10 seconds later drop it leaving you wondering why you're seeing vehicle not detected message in the app, or worse, drop mid flash leaving you stuck trying to recover from a failed flash until you get an MFI Certified adapter or switch over to a laptop to recover. You can check this in your iPhone / iPad Settings -> Network Turn off Bluetooth and CarPlay so they don't interfere with your ENET connection. iOS will attempt to drop your ENET cable connection to the car and switch it over to CarPlay and you'll be wondering why you're seeing vehicle not detected message in the app. Change Network settings when connected from Automatic to Manual keeping the IP and Netmask same but leaving the Router blank Android - bootmod3 WiFi Adapter WiFi is the most straight forward way and using the bootmod3 WiFi Adapter is the most recommended option on Android. Key things to note for Android connections over WiFi: Android will drop your internet (mobile data) connection when connected to the BOOTMOD3 WiFi Adapter. You will lose your phone's mobile data internet connection. VERY IMPORTANT: Log in once and download any maps you're looking to flash BEFORE connecting with your vehicle. Then, connect to BOOTMOD3-XXXX WiFi and flash. When logging, your logs will be stored on the phone. Once the app reconnects to the internet, all your stored logs will get uploaded to your cloud account automatically. DO NOT enable Mobile Data for the bootmod3 app if using WiFi as the app will not use the WiFi connection and the app will not detect the vehicle. Android - ENET Cable with an adapter ENET direct cable connection is also supported on Android. Keep in mind that cables and ethernet adapters can be faulty out there so getting a reputable brand of an adapter (Belkin) and ENET cable from a reputable source is important. Key things to note for Android Cable connections and ENET cable to phone adapters: Before connecting over the ENET cable to the vehicle, log into the bootmod3 app and configure / download any maps you'd want to flash. Once ready, connect over ENET to the vehicle and flash away, use the dashboard, etc. Android will drop your mobile data connection when connected to the car over WiFi by default. If you'd like to keep your internet connection active while connected to the vehicle your Android device must support enabling mobile data tethering. Android 11+ devices: Enable Mobile Tethering under Settings so your internet connection and vehicle connection are both active when using the bootmod3 app. Android 10 and older devices: Enable Mobile data for the bootmod3 app under Settings. It may not be possible to enable both WiFi and Mobile data on some older Android devices. If this is the case with your device then proceed as in Step 1 above General Advice for ENET Cable connections If you've used a WiFi adapter on your car first and then try using an ENET cable connection after (e.g. to use a laptop) you may experience no connectivity unless the vehicle is locked and left to sleep for over an hour. To speed up the reconnect with cable process, pull the battery ground cable off for 3 minutes and reconnect it. This will reset network settings previously set by your WiFi adapter and allow you to use your ENET cable connection again. In summary: You cannot quickly switch from a WiFi connection over to an ENET cable due to networking changes that happen on your vehicle's internal network gateway. Quickest way to get your ENET cable connection to connect again after using WiFi is to pull your battery ground off for 3 minutes which will clear your previously stored network settings and allow the vehicle to connect over an ENET cable. Windows / macOS ENET Cable Connections On Windows you want to disable your Windows Defender or Firewall and/or any Network Intrusion software otherwise bootmod3 app traffic will be blocked. If tech savvy, you can add exception rules to your Windows Defender/Firewall for the bootmod3 app and leave it turned on. On macOS, there should be no issues by default, but if experiencing any, check your Firewall settings and either disable them or, if tech savvy, add exception rules to your firewall for the bootmod3 app.
Dzenan Becic
bootmod3: CustomROM Release Gen1 G-Series B58 - MapSwitching, FlexFuel, AntiLag, In-Dash Ethanol Content, LiveAdjust Exhaust Burble, and more..
Gen1 G-series B58 CustomROM support is now out! All the features have been incorporated that are supported across other vehicle models/engine types. Let's see these cars moving! Map Switching Anti Lag Flex Fuel Integration In-Dash Ethanol Content checking
Bertan Kazazic
PTF Race Intercooler and Charge Pipe Kit - NOW IN STOCK!
We're really excited to finally be able to offer our PTF Race Intercooler and Charge Pipe Kit to our BMW F-series customers along with FREE shipping in the USA and Canada. PTF Race Intercooler The first and key hardware upgrade for all tuned BMW F series vehicles with N13, N20/N26 and N55 engines is the front mounted air to air intercooler. Raising boost past stock on the OEM intercooler results in the DME (engine computer) to reduce power by reducing ignition timing due to increases in IAT (intake air temperature) and associated knock levels. This PTF Race Intercooler features over twice the internal volume compared to the stock intercooler while also outflowing the stock unit by almost 20%. Intercooler features 9 charge rows in the lower section and 6 in the top stepped portion along with end tanks that have been CFD flow analyzed and made to include a vane to efficiently direct airflow into its high quality core. PTF Race Intercooler fitment is confirmed on the following BMW F-series vehicles: BMW 1-Series F20 F21Model years: 2010-2018Model: 114i, 116i, 118i, 125i, M135i (including x-drive models) BMW 2-Series F22 F23Model years: 2012-2018Model: 218i, 220i, 228i, 230i, M235i (including x-drive models) BMW 2-Series F87Model years: 2015-2018Model: M2 BMW 3-Series F30 F31 F34Model years: 2011-2018Model: 316i, 320i, 328i, 335i (including x-drive models) BMW 4-Series F32 F36Model years: 2012-2018Model: 418i, 420i, 428i, 430i, 435i (including x-drive models) PTF Charge Pipe Kit One of the first and key hardware upgrades for all tuned BMW F series N55 vehicles is the charge pipe. OEM plastic can have issues handling higher boost levels and deteriorates over time breaking at the intake manifold connection. This charge pipe kit consists of two main parts: 3" mandrel bent aluminum part that features 2 bungs (1/8th-27 NPT) for those looking to run methanol/water injection (blanking plugs included), along with a silicone piece with 4 layers of polyester/aramid reinforcement made to handle high temperatures and pressures. Parts included in the kit: Aluminum pressure pipe Silicone hose CNC machined hose adapter for the host to intercooler hot-side outlet Installation hardware for the pressure pipe Two standard hose clamps NOTE: OEM charge pipe o-ring should be re-used or replaced during installation on an as needed basis, NOT included. Fitment for the following BMW F series vehicle models: BMW 1-Series F20 F21Years: 2010-2018Vehicle models: M135i (including x-drive) BMW 2-Series F22 F23Year models: 2012-2018Engine: M235i (including x-drive), M235i Racing BMW 2-Series F87Year models: 2015-2018Engine: M2 BMW 3-Series F30 F31 F34Year models: 2011-2018Engine: 335i (including x-drive) BMW 4-Series F32 F33 F36Year models: 2012-2018Engine: 435i (including x-drive)
Bertan Kazazic
bootmod3: MINI F54 F55 F56 F57 F60 support - Now Available!
bootmod3 closed beta for the MINI B46/B46 2014-2019 vehicles has been a great success and we're excited to announce the official release is here! B46 / B48 engine MINI Vehicles supported (if your vehicle is not listed please inquire with us): 2015-2019 F54 (Includes JCW models) 2014-2019 F55 2014-2019 F56 (Includes JCW models) 2014-2019 F57 (Includes JCW models) 2015-2019 F60 (Includes JCW models) All of the standard bootmod3 features along with a number of OTS (Off The Shelf) maps and the integrated Map Editor are available. Initial flash time that includes unlocking the DME is around 3 minutes and switching maps takes just seconds using the standard ENET-OBD cable.Licenses can be purchased through your nearest bootmod3 Authorized Dealer or by clicking on the link provided below:https://protuningfreaks.com/collections/bootmod3/products/bootmod3-b48-b46-mini-cooper-s-jcw-tuneMINI FEATURES INCLUDED WITH PURCHASE TODAY Mobile app (iOS and Android) and Web (http://www.bootmod3.net) including Windows and macOS support One OTS map/tune included with the purchase and any other maps labeled as "FREE" Datalogging hundreds of diagnostic channels with the highest throughput and sample rates available Datalog sharing and charting without a need to upload to 3rd party websites or apps using the mobile app or web browser Cloud-based storage for map data and datalogs Reverting back to stock performance map and re-locking the DME to stock programming Live Dash - realtime vehicle parameter monitoring via in-app gauges Diagnostics Read and clear trouble codes in all vehicle modules Reset learned adaptations (octane, knock, Valvetronic, etc) ECU power reset (Optional) Off the shelf (OTS) tunes for 91/93/Race gas/E85 octane (Optional) Custom tuning available through tuners in the bootmod3 Tuner Directory. bootmod3 contains a full map editor so you can tune your car yourself or with your local tuner of choice as well. Some of the OTS and possible aftermarket turbo upgrade custom map features provided by the bootmod3 platform : Map Customization through Map Editor Exhaust Burble adjustments on any map (OTS & Custom) Cold start (cat heating on startup) removal for quieter cold start Cat efficiency check (CEL) removal for de-cat downpipes (for off-road use) Exhaust Flap Adjustments (Sport Mode) Top Speed Limiter Removal Boost By Gear % Reduction Re-calibrated Sport Gauges on iDrive E85/blend, RaceGas, and Meth Injection Tuning 2014-2019 MINI vehicles supported span two main engine types, one with lower and other with higher engine compression. Below are the power gains from the currently released OTS Maps: B48-H (High Compression) models:Stage 1 ACN91 octane: up to 30% HP / 32% TQStage 1 91 octane: up to 40% HP / 43% TQStage 1 93 octane: up to 42 % HP / 44% TQStage 2 ACN91 octane: up to 45% HP / 46% TQStage 2 91 octane: up to 50% HP / 48% TQStage 2 93 octane: up to 54% HP / 50% TQB48-L (Low Compression) models:Stage 1 ACN91 octane: up to 10% HP / 13% TQStage 1 91 octane: up to 12% HP / 15% TQStage 1 93 octane: up to 14% HP / 16% TQStage 2 ACN91 octane: up to 15% HP / 16% TQStage 2 91 octane: up to 19% HP / 18% TQStage 2 93 octane: up to 22% HP / 20% TQ
Bertan Kazazic
bootmod3: CustomROM Release N55-EWG - MapSwitching, FlexFuel, AntiLag, In-Dash Ethanol Content, LiveAdjust Exhaust Burble, and more..
bootmod3 CustomROM now available for N55-EWG engine vehicles!All the features and customization previously released for the S55 including MapSwitching, Flex Fuel, Antilag, Live Adjust burble and ethanol override, In-dash ethanol check and others are now available for the N55-EWG cars. This work starting with the S55 has been under way since last year and we are really excited to have it finally released on the N55-EWG as well!bootmod3’s integrated Map Editor features 4300+ calibration tables available on the N55-EWG CustomROM for custom tuners on the platform to take advantage of. Advanced logging (RAM) channels support has also been expanded to include many new loggable parameters, many of which are exclusive to bootmod3 software customization.New Stage 1, Stage 2 and Stage 2+ OTS maps are now also available featuring 4 integrated map slots, flex fuel, antilag and all the CustomROM features. Stage 2+ Multimap OTS map, with the presence of a Flex Fuel Sensor, scales all the way up to full E85 content fuels for those with upgraded HPFPs installed that can flow the required fuel volumes.
Dzenan Becic
bootmod3: 0.30.00 Release - CustomROM Features + New Map Editor + UI Enhancements
The most comprehensive bootmod3 software update is finally here and we are delighted to share it with everyone. Multiple features have been in development since mid 2020, many of which have been demo-ed to public throughout the time we were developing them. In December 2020 we completed development on the pre 2019 software S55s. We decided to finish 2019+ support as well and release it all together. It has endured a considerable delay from the initially planned release but we’ve managed to cover everything and in the process add even more functionality to the Map Editor and cover testing more extensively. Our first release of the bootmod3 CustomROM is now ready for the S55 engine vehicles while we continue to work on adding these features to other vehicles in the bootmod3 lineup. Changes done for the S55 are being ported to the N55 vehicles followed by the B58. To read about the bootmod3 CustomROM features available on the S55 engine refer to document below: https://bootmod3.atlassian.net/wiki/spaces/BCS/pages/1962475521/bootmod3+CustomROM+Release+-+BMW+S55+Engine To read about the changes in the new bootmod3 Map Editor, refer to this document: https://bootmod3.atlassian.net/wiki/spaces/BCS/pages/1962475805/bootmod3+Map+Editor+Release For Tuning Tables overview for Map Switching, Flex Fuel and AntiLag refer to this document: https://bootmod3.atlassian.net/wiki/spaces/BCS/pages/1969520645/bootmod3+CustomROM+Tuning+-+S55+Engine
Srdjan Bajat
bootmod3 Engineering Update: Flex Fuel Tuning - CANBus Integration
In the previous two videos we demonstrated bootmod3's new custom code features integrated into the factory DME (ECU), namely on-the-fly map switching and rolling antilag, both of which are using steering wheel controls for triggers allowing users to flash the car once and then select between any 4 maps that can be custom tuned to suit your modifications, octane and racing needs and to spool the turbo without using brake boosting and slightshot your way forward when racing :)In this video we're demonstrating another new tuning feature that is in the works by the bootmod3 dev team called FLEX FUEL. bootmod3 Flex Fuel integration is a set of custom tables predefined to tune your vehicle for dynamic aggression/power in the tune based on input from a Flex Fuel sensor. In this case we're using a Continental flex fuel sensor with a Zeitronix ECA2 kit which sends Flex Sensor's data over the CANBus which the DME handles in real-time to make the tune more or less aggressive based on ethanol % in the fuel. We previously made map switching on-demand work using the steering wheel controls. Now, there's a new option to also enable Flex Fuel in the tune and define separate tables for tuning for ignition, fuel, load/torque, various safeties, and many others. Tuning details behind getting a flex fuel tune working are also very straightforward and very powerful. A tuner defines your base map or maps (1 through 4) which you can select through the steering wheel (example: Map1: Stage 1 93 map, Map 2: Stage 2 93 octane, Map3: Stage 2+ 98 octane, Map 4: Stage 2+ race gas) . Any or all of the 4 switchable maps can now be configured as ENABLED for Flex Tuning. When enabled, data from the Flex Fuel Sensor is used to scale between say a pump gas E0 (no ethanol tune, or E10) to a full E85 or E100 (100% ethanol) tune. If sensor detects no ethanol then the scaling leaves the base maps alone without scaling them upwards in aggression. If the sensor detects and sends say 50% ethanol to the DME then the DME can be set to change ignition, fuel, load/torque and many other tables to increase power levels due to ethanol's much higher octane over petrol/gasoline.In this demo, we're demonstrating on a 2015 BMW F80 M3 which starts out with a 20% ethanol blend in the tank. Those that enjoy the details can see the blend factors are set for 0.50 for this ethanol level just as an example. Currently there are 3 main blend factor tables, ignition, fuel and torque, and they can be individually used to scale among many tables required for tuning Flex Fuel, from cold starting the car with full ethanol in the tank to full on power. In the end of the video we add some more alcohol and you can see in the bootmod3 dashboard how the Flex % goes upwards from 20% to 27% as the fuel system catches up and the fuel in the tank gets a chance to blend as it isn't instant.Hope you enjoy this video!
Zanin Fazlic
Rolling ANTILAG - Steering wheel controls - New Feature Demo - bootmod3
In the previous video we demonstrated bootmod3's on-the-fly map switching using steering wheel controls allowing users to flash the car once and then select between any 4 maps that can be custom tuned to suit your modifications, octane and racing needs. In this video we're demonstrating another new tuning feature that is in the works by the bootmod3 dev team called ANTILAG. To trigger it you simple press UP and hold on the cruise button on the left side of the steering wheel. While holding it, the DME switches to an internal antilag tuning strategy and tables where antilag RPM, ignition timing, accelerator pedal threshold, target load/boost and other values can be configured to dial it in as needed. In this demo, vehicle is a 2015 BMW F80 M3, RPM is set to around 4k rpm, with accel pedal threshold at 100% (driver needs to go WOT to trigger it). In 1-2 seconds after triggering it, this car running ASR Kratos turbos, is able to hit 30psi! Lag goodbye! :) We've added logic to ensure pressing the button UP on its own does not trigger ANTILAG mode until pedal and RPM thresholds are reached (both of which are tunable in the map). In addition, any of the 4 on-the-fly switchable maps can be set to have antilag enabled or disabled so the user can configure it to their needs (e.g. map1 no antilag, but map4 all the antilag/boost :) bootmod3's rolling antilag feature is end user configurable from the app on-demand so any of its parameters can be altered on-demand while driving without turning the engine off and reflashing. All the advanced tuning features such as map switching, antilag, flex fuel, are in progress of being ported as many if not all vehicles currently supported by bootmod3. Hope you enjoy this video!
Dzenan Becic
bootmod3: Map Switching Demo Update, steering wheel and iOS/Android app controls
Exciting new update from the bootmod3 dev team! For this new demo we've managed to move controls for map switching to the steering wheel cruise buttons. You activate it by pressing the Resume button, and switching among 4 map slots (expandable if needed at a future date) by using the up/down button that are typically used to increase/decrease speed when cruise control is active. OEM cruise control functionality remains in tact and map switching can be done with the engine off, on and while driving. This video was done on our 2015 F80 M3 with the MEVD17.2.G DME and applies to all S55 engine vehicles. Support for these features is in progress for all other vehicle models bootmod3 supports today. Enjoy the vid while we continue making progress with many other advanced tuning features such as BM3 FlexFuel, Antilag and many others. Cheers!
Dzenan Becic
bootmod3: iOS and Android app update v.0.20.20 - Direct ENET cable connectivity and new BM3_NET WiFi!
Over the past few months we've worked tirelessly on enhancing the user experience for mobile app users. We did a complete rewrite of our OBD Agent software and integrated it right inside the mobile apps for iOS and Android! This has allowed us to provide 2 new convenience connectivity options for mobile: 1) Direct ENET Cable connection to an iOS or Android device without having to use the BM3 WiFi Adapter 2) For WiFi connectivity, remove the requirement to use the hotspot between the BM3 WiFi Adapter and your iOS / Android device. Instead, the mobile devices now connect to BM3_NET WiFi network running on the BM3 WiFi Adapter. Same hardware as before and all it requires is an SD card firmware update. In addition to removing the hotspot, since BM3 OBD Agent software no longer runs on the BM3 WiFi Adapter, the SD card of the device will require no future updates as OBD Agent software is changed. In the past when OBD Agent software changed, there were times on occasion where SD card required to be removed and updated. Now that the OBD Agent is embedded inside the mobile apps this SD card updating is no longer necessary across OBD Agent/App releases which means less to manage for end users on an ongoing basis. 0.20.020 OBD Agent has also been updated for macOS and Windows operating systems running on laptops/desktops vastly improving its startup time, stability and performance. Along with this update, a number of various bug fixes and updates in the UI have been released both for the Web and Mobile as well as various Map Configuration screen additions such as upgraded HPFP pump solutions from Dorch Engineering and Spool Performance. iOS instructions (iOS App is in Apple review, expecting release in App Store Sep 24, 2020):https://bootmod3.atlassian.net/wiki/spaces/BCS/pages/1424097323/bootmod3+iOS+app+-+Ethernet+and+BM3+NET+WiFi+Settings Android instructions (Android app is live):https://bootmod3.atlassian.net/wiki/spaces/BCS/pages/1424326683/bootmod3+Android+app+-+Ethernet+and+BM3+NET+WiFi+Settings BM3 WiFi Adapter Firmware Update instructions with the new SD card image:https://bootmod3.atlassian.net/wiki/spaces/BCS/pages/363631/OBD+Agent+Hardware+Device+-+bootmod3+WiFi+Adapter+-+Firmware+Update Offline Mode Instructions (Android, where required):https://bootmod3.atlassian.net/wiki/spaces/BCS/pages/1424424969/Offline+Mode+-+Android+Optional
Bertan Kazazic
bootmod3: F90 M5 runs 10.1@137mph on OTS Stage 2 E30 map in 4600ft DA ambient conditions!
Incredible results from this F90 M5 from Steve, customer from Quebec, Canada! Only hardware modifications on his F90 M5 are downpipes and a lower temp (90C) thermostat used on a 550i to keep the oil temps cooler and a quick flash to bootmod3 OTS (Off The Shelf) Stage 2 E30 octane map. View this post on Instagram ///bm3 F90 M5 • Stage 2 OTS map E30 octane with only mods being downpipes, thermostat from 550i [email protected] in 4000+ft DA 💪#bm3 #bootmod3 #bmwm #bmwm5 #bmwf90 #bmwf90m5 A post shared by BOOTMOD3 (@protuningfreaks) on Jun 8, 2020 at 6:18am PDT
Bertan Kazazic
bootmod3: New Feature Release v0.10.099
Release 0.10.099 is now out. Changes include: New Logging Support: Expanded datalogging abilities through RAM channels on MG1 and MG1 Aurix DME cars (e.g. all variants of the B58 engine including the A90 Supra, S58 in the X3M. See pic of a sample bm3 datalog from an M140i B58 test car attached. In combination with non-RAM channels you're able to concurrently capture over 70 channels at over 20 samples per second! MEVD support is in testing across ROMs and on the way. Google Chrome is now our officially supported browser. Those using Safari will see a not-supported message displayed. Maps download and save right inside the browser for in-browser map management. When flashing a map for the very first time you'll see a popup asking to 'Accept' using browser storage. This feature is the first in a series of upcoming features to allow richer offline user experience (already works with mobile apps). Fix for mobile browsers, tapping on input fields (e.g. tap on username field on login or anywhere inside the app) would zoom-in the screen throwing off the UI until a user would refresh. N20-EWG Startup Roar added N55-PWG Selective DTC Code Removal Updated OBD Agent to 0.10.099 MG1/MG1 Aurix New RAM Channels listing: === Boost Category Boost Setpoint Distribution Factor (Turbine/Wastegate) WGDC (Base) WGDC (Adder) WGDC (Actual) Turbine Base Turbine Adder Turbine (Actual) WGDC (I-Gain) WGDC (D-Gain) WGDC (P-Gain) Boost Target (Intake Manifold) Airmass for Boost Control === Load Category Load (Limit) Load (Target) Load (Actual) === Turbo / Wastegate Category Target Mass Flow (Corrected for Boost Control) Target Mass Flow (Exhaust Manifold) === Ignition Category Ignition Timing (per Cylinder) (Target Corr.) Ignition Timing Corr. (per Cylinder) Ignition Timing (per Cylinder) Ignition Mode (Cold/Warm) Ignition Mode (Spool) Ignition Correction (Total) Ignition Target === Fuel Injection Category Relative Fuel Mass === Torque Category Torque for Load (Target) Torque (Actual) Torque (Target)
Bertan Kazazic
bootmod3: Selective Code Removal through Map Config - New Feature!
We've added a new feature to enable users to selectively remove DTCs (Diagnostic Trouble Codes) on maps. In the cases of extensive hardware mods relating to the engine or its accessories there are times when its nice to turn off certain codes from coming up. This DOES NOT in any way help resolve any mechanical issues one may be having. In some other cases, turning off a code will also not resolve an issue where additional custom tuning is necessary to fully address the problem. However, in situations where the source/cause of a given code are well understood and users are comfortable turning it off to 'clean things up' this is a really neat feature to get that done.
Bertan Kazazic
bootmod3 v0.10.093 system update - Now Available!
bootmod3 system update 0.10.093 is out along with the new OBD Agent. Changes include: Additional vehicle support Ability to datalog secondary DME on dual DME cars (e.g. S63tu, N63tu) Changes to datalogging configuration screen splitting Default and Other channels along with an Advanced tab for configuring RAM channels covering a large number of new channels across various software versions supported. "Advanced" tab isn't available outside of bm3 internal dev test cars just yet but will be open to a wider beta and public release very soon. More details to follow soon. Offline Mode menu item accessible while logged in to allow for easy toggle between online and offline modes while logged in Various minor UI updates and fixes Number of other really cool tuning features are in the works and hoping to release them soon. App releases to iOS App Store and Google Play store on the way!
Bertan Kazazic
bootmod3 S58 support F97 F98 X3M X4M - Now Available!
bootmod3 S58 release is now live! Take your 2019+ BMW F97 F98 X3M X4M to new heights with our freshly released S58 OTS maps and custom tuning. Full custom tuning support with end user map configuration support available on macOS, Windows, iOS and Android. From stock to tuned in ~3mins, just seconds to switch maps, start here!Shoutout and a huge thank you to everyone part of our S58 beta for outstanding work during dev and OTS map testing AIM Performance @bm3tuning european auto source. For S58 software licensing and feature details including power gains click here.
Dzenan Becic
bootmod3 New Updates - Now Available!
v0.10.089 is now available. Updates include: Updated 4bar TMAP support including an option to use 'ORIGINAL' for it (for custom tuning) Cold start (cat heating) map config change for MG1 Aurix cars B58-T0-C and B58-T0-D cars (Supra, G05 X5, etc). More DTC (trouble codes) English translations added Implemented a change to recoding the DME on MEVD cars (N13, N20, N55, S55, S63tu, N63tu), should remove need to Online Recode for good. Keeping the Online Recode button under Diagnostics still for the time being. Diagnostics -> Read codes, fixed issue with descriptions not showing up. Popup error that mentioned Needing full flash before recoding, resolved. Offline mode: Fixed menu items not showing up after last release's Help menu addition About Screen, reset settings button fix
Dzenan Becic
bootmod3 0.10.085 Update - Now Available!
bootmod3 0.10.085 release is now out and updates include the following: - New vehicle support - (Map Config) Bosch 4bar TMAP sensor support on all MEVD DME cars (N20, N55, S55, S63tu, N63tu).- (Map Config) Dorch Engineering HPFP support for 1st gen B58 (B58-F and B58-G, non-T0)- X3M "Stage 1" OTS maps available in open beta under "OTS Maps". S58 with the 4400lb X3M is showing incredible gains so far including 10.8sec 1/4mile with no mods and just E30 octane, 11.0 on just 93 octane!- Various dashboard and logging enhancements and fixesBoost Target math channel added for logging target above ~22psi (2.5bar absolute). This has been available by adding Boost target and deviation channels since the beginning but now its just easier. RAM variable logging tested and coming very soon with additional channels- Agent startup time further reduced- "Special Agent" no longer a 'thing' for those with bench unlock DMEs. As of this release you'd simply use the standard release and not touch the unlock/relock.
Bertan Kazazic
bootmod3: Update for Map Configuration Screen
Map configuration screen descriptions for all settings and values available. This should help those using the screen for the first time get a sense of what the values are if or when they may not be clear. I realize some of you will enjoy these being added right in the screen even though all of them are documented in the actively maintained bootmod3 User Manual.
Bertan Kazazic
bootmod3: GTS Startup Roar (Race Start) for BMW F and G series B58 and B48 engine vehicles, including A90 Toyota Supra
UPDATE: 0.10.083 is now out. Joining the club with the S55 and recent N55 release, map configuration now also includes Startup Roar for B58 and B48 F and G series vehicles, including the A90 Supra! As usual, Web version is up to date with the latest, android some time later today and iOS once Apple approves the app release (anywhere between 1-5 days if no complaints from their end). More updates to follow soon!
Milan Pejcic
bootmod3: N55-PWG172X Version 8.0 OTS maps are now available!
Far improved boost control than prior version and increased power throughout the RPM range! - Boost target increased - Boost control changed - New load strategy - Sport display calibrated
Srdjan Bajat
bootmod3: MaxCool Mode + Startup Roar for N55 Vehicles!
New bootmod3 features! First one is ‘MAX cooling mode’ - this will reduce your water coolant targets by 10 degrees Celsius and applies to ALL engines and ROM versions! Moreover, for the B series engines this enables the intercooler pump to be active at all times to lower intake air temperatures 🙌🏼 We also added GTS startup roar for the N55 EWG and PWG172X! All of this is to be found under the ‘config’ menu on each map.
Bertan Kazazic
bootmod3 for A90 Toyota Supra - Now Available
bootmod3 closed beta for the A90 Toyota Supra has been a great success and we're excited to announce the official release is here!Our team has worked with a large number of tuner shops and individual customers throughout beta testing gathering data and setting some very impressive numbers including the World's First A90 Supra 10sec 1/4 mile pass and we're excited to see how far it'll go in the months to come.All of bootmod3 features while programming the DME without removal from engine bay. Initial flash time that includes unlocking the DME is around 3 minutes and switching maps takes just 19 seconds using the standard ENET-OBD cable.Licenses can be purchased by clicking on the link provided below:https://www.protuningfreaks.com/collections/bootmod3-menu/products/bootmod3-a90-j29-toyota-supra-tuneA90 SUPRA FEATURES INCLUDED WITH PURCHASE TODAY - Exhaust Burble adjustment - Cold Start (cat heating) disable - Exhaust Flap adjustment - Speed Limiter (VMAX) Removal - Catalytic Monitors (CEL) on/off- End User Map configuration for all maps- Tuning Editor fur custom tuning- Datalogging hundreds of data channels available and many more to come Gains from tuning on the A90 Toyota Supra with bootmod3 OTS Maps: Stage 1 91 octane: up to 22% HP / 25% TQStage 1 93 octane: up to 25% HP / 25% TQStage 1 E30 octane: up to 30% HP / 27% TQStage 2 91 octane: up to 26% HP / 28% TQStage 2 93 octane: up to 30% HP / 28% TQStage 2 E30 octane: up to 34% HP / 30% TQStage 2 AGG (Aggressive burble) versions of maps available
Srdjan Bajat
bootmod3 for BMW B48 Engine Vehicles - Now Available! BMW Fxx Gxx 120I 125I 220I 225I 320I 330I 420I 430I 520I 530I X3/X4 20I 30I
bootmod3 closed beta for the B48 engines has been a great success and we're excited to announce the wait is finally over!Our development and testing teams have worked tirelessly on BMW B48 engine feature support over the past few months. Once B58 was released back in April focus shifted to B48 testing with a wider closed beta. Initial flash time that includes unlocking the DME is around 3 minutes and switching maps takes just 19 seconds using the standard ENET-OBD cable available on Amazon/eBay or through even some authorized dealers.Licenses and more info can be seen by clicking on the link provided below:https://www.protuningfreaks.com/collections/bootmod3-menu/products/bootmod3-b48-bmw-fxx-gxx-tuneB48 FEATURES INCLUDED WITH PURCHASE TODAYTop speed limiter removalExhaust burble adjustments in app on any map (OTS and custom)Exhaust flap adjustmentsCold start (cat heating on startup) removal for quieter cold startCat efficiency check (CEL) removal for de-cat downpipes (for off-road use)Maps for upgraded turbosE85, race gas and meth injection tuningCustom Throttle mappingPower and torque gains differ between the 20i and 30i models due to slight changes in engine setup as well as factory power curves. Here is a breakdown of the gains in percentages compared to stock, see below. We're also attached some sample dyno graphs on a 20i and a 30i test vehicles. B48 20i: Stage 1 91 octane: up to 42% HP / 46% TQ Stage 1 93 octane: up to 46% HP / 48% TQ Stage 1 E30 octane: up to 53 % HP / 50% TQ Stage 2 91 octane: up to 50% HP / 48% TQ Stage 2 93 octane: up to 54% HP / 50% TQ Stage 2 E30 octane: up to 60% HP / 55% TQ B48 30i Stage 1 91 octane: up to 14% HP / 26% TQ Stage 1 93 octane: up to 16% HP / 26% TQ Stage 1 E30 octane: up to 20% HP / 28% TQ Stage 2 91 octane: up to 16% HP / 28% TQ Stage 2 93 octane: up to 18% HP / 28% TQ Stage 2 E30 octane: up to 22% HP / 30% TQ Stage 2 AGG (Aggressive burble) versions of maps available Race gas maps are on the way! B48 engine BMW Vehicles supported (if your B48 vehicle is not listed please inquire with us): 2016–2019 F20/F21 120i/125i 2016–present F22/F23 220i/230i 2016–2019 F30/F31/F34 320i/330i 2016–present F32/F33 420i/430i 2016-present F32/F33/F36 420i/430i 2017–present G30/G31 520i/530i 2017-present G01 X3 20i/30i 2018-present G02 X4 20i/30i NOTE: Latest G series model support (e.g. 2019 G20 330i) come with a different flavor of the Bosch MG1 DME (MG1 Aurix) and support for their OBD unlock is coming out very soon. Its been a ton of fun working through the initial development and w're really looking forward to seeing where the platform takes us from here!
Srdjan Bajat
bootmod3 for BMW B58 Engine Vehicles Now Available! BMW F and G series vehicles - 140i 240i 340i 440i 540i 640i 740i M140i M240i X3 M40i
bootmod3 closed beta for the B58 engines has been a great success and we're excited to announce the wait is finally over!Our team has worked tirelessly on BMW B58 engine support adding support for all of bootmod3 features while programming the DME without removal from engine bay. Initial flash time that includes unlocking the DME is around 3 minutes and switching maps takes just 19 seconds using the standard ENET-OBD cable.Licenses can be purchased by clicking on the link provided below:https://www.protuningfreaks.com/collections/bootmod3-menu/products/bootmod3-b58-bmw-fxx-gxx-140i-240i-340i-440i-540i-740i-x3-m40i-m240i-m140i-m340iB58 FEATURES INCLUDED WITH PURCHASE TODAY- Exhaust Burble adjustment- Cold Start (cat heating) disable- Exhaust Flap adjustment- Speed Limiter (VMAX) Removal- Catalytic Monitors (CEL) on/off- End User Map configuration for all maps- Tuning Editor fur custom tuning- Datalogging hundreds of data channels available and many more to come Stage 1 91 octane: up to 18% HP / 26% TQStage 1 93 octane: up to 20% HP / 26% TQStage 2 91 octane: up to 24% HP / 32% TQStage 2 93 octane: up to 26% HP / 32% TQStage 2 AGG (Aggressive burble) versions of maps availableE30 and Race gas maps are on the way!
Srdjan Bajat
1150whp 985wtq - S55 World Record - custom tuned with bootmod3!
It is our pleasure to have been part of this World Record setting project for the F8x M3 / M4 S55 engine platform. Factory ECU tuned using bootmod3 by Halim@HCPerformance. Impressive numbers and certainly leaves us wondering what is next for the S55 engine platform and to see this setup take on the 1/4 and 1/2 mile! Article reference from bimmerpost.com: ---- KRAS55Bi Turbos Surpass 1150WHP It's with great pleasure that we at Global Motoring Group share the latest results of our KRATOS KRAS55Bi Turbo System.As many of you may know, within a week of completing an engine build on one of our developmental S55's we were able to put down preliminary dyno results of 975whp and 752wtq @ 35psi on pump E85. As the turbos clearly had much more left in them combined with the fact that the 35psi run is very close to the limit of the factory map sensor, we decided to move forward with installing a 4 bar map sensor that would enable us to dial in additional boost. Moreover, being that the KRAS55 line of turbo systems will begin their public release this month, we wanted to update those who have been following our recent developments.We reached out to Burger Motorsports as they had a Bosch 4 bar sensor upgrade kit that would work for the application. Unfortunately, their kit was not made for S55's, but with the help of Terry & Payam they were able to put a custom PnP harness together for us in only one day and promptly shipped it to us. Once installed, Halim@HCP rescaled the map sensor to prepare the car for further testing of the KRAS55Bi turbos. With the car dialed in on a HCP custom tune @ 41psi and Ignite E85 fuel (E83 Via Fuel-It Sensor) with an ambient temperature of 77°F our KRAS55Bi's produced the following results listed below.
Dzenan Becic
bootmod3 - World's First BMW F series custom flash tuning platform - Android - iOS - Web
Here at PTF we've worked tirelessly over the past 18 months to create the World's First factory ECU (DME) flash tuning platform for the BMW F series called bootmod3. Up until bootmod3 came into existence there were two popular ways of tuning the BMW F series, using a piggyback device to add boost and sending your ECU (DME) out for a one time flash to a tuner of your choice. With the piggyback the end user has partial control over the boost the car is running but no direct control over any other engine parameters such as ignition timing, lambda targets, fuel pressure targets, torque/load targeting, throttle mapping, valve timing and duration, among others. With the one time flash some tuners were providing the ECU would get reprogrammed on the bench and many of the parameters above would get adjusted. However, if the end user wanted to customize their tune for different modifications, octane levels, go bigger turbos, built motor, datalog how the car was running, to get the most performance out of their car there simply wasn't any way of doing so, until now! bootmod3 is a full custom tuning platform for the factory engine computer (ECU/DME) that provides the end user with mobile applications for Android, iOS and Web Browser enabled devices. Users can change their tunes through the OBD port at will using the mobile apps taking about a minute to do so. For more information and up to date news check our recent blog posts and our FAQ.
PTF
BMW N54 Cylinder Head Upgrade – Part 1
I still just can’t get enough of the N54 even after 4 years with this car. It sucked not having seen the end of the E92Fan N54 engine build on e90post from a year or two ago. I truly enjoyed everything he was doing but we were never updated on what happened with the engine/car and how it ran after the build for reasons discussed before (owner was too busy getting his restaurant business to work out). A couple days ago I decided to dive into the incredible N54 jewel under the hood of every 335 and see what this unbreakable beast is all about with my own two eyes, live, after 125,000km of beating, of which the last 40,000km were with RB turbos with the procede, jb4, cobb, combinations of tunes, over 100 gallons of methanol/water/washer fluid, race gas, 4 clutches (stock, cm, act, hpf now), 4 sets of plugs, injector and HPFP recall, year long cylinder 5 misfires, earlier smoking issues, and most of all: oil consumption that was having me add 1L of oil every 1500km (without any noticeable major smoke) and apparent traces of coolant that were found in the Used Oil Analysis reports by Blackstone Labs posted on here in the past while. These traces of coolant had me thinking my head gasket may have a tiny crack in it but I was very doubtful and contributed it to either meth/water injection or oil/coolant mixing elsewhere where they were in close proximity. Now, this car was DRIVEN! This motor has seen over 150 dragstrip passes. It has seen literally hundreds of 3rd, 4th gear pulls, close to 200 dyno pulls, at least 50-60 60-130mph runs, countless datalogs. Its looked the devil in the face, SPIT in between its horns and came right back up To make the long story short, engine is shockingly CLEAN. Truly pristine condition everywhere. We started by dropping the turbos. Then down came the oil pan. Then, valve cover. No oil sludge anywhere from the timing chain to the cam bearings to the under side of the valve cover. Clean! Then came the vanos and timing sprockets and timing chain. Out came both the cams. Looking at them made me think I was looking at something that was literally just off the machine shop floor. I couldn’t believe how smooth everything was still after 125,000km of daily hard driving and abuse. Next up was removing the head. It came off without a fight. Head gasket, a 3 piece multi layer design, perfect. Not a single issue, I could almost put it right back in of course not but I was just pleasantly surprised as I had tiny doubts about it. Now come the pistons and this just took my breath away. Every single piston had literally no heavy carbon deposits on it after this much time. The piston tops were basically just darker but again, clean! No visible damage anywhere. Cylinder walls had absolutely no grooves or damage of any kind. To the touch they were as if I was touching bottom of a smooth porcelain dinner plate. The bottoms of intake and exhaust valves on the front cylinders did have a bit of carbon buildup. Cylinder 2 did have a leaky fuel injector that was fixed under warranty a long time ago and may have contributed to it. But this is also nothing major at all. However, it might explain why I was getting cyl2 and cyl5 to act up sometimes with timing corrections while other cylinders were quiet. The ONLY noticeable issue, if I can call it that which I found, was that the injector 6 looks to have not been sealing properly. When we took it out and had a look inside the injector holes, injector 6 hole had some discolouration coming down the hole. This can be indicative that cyl6 didn’t have full compression for some time and was robbing the engine of some power. But that’s it folks. I am pleasantly surprised with the outcome. Here’s some pics I could capture as we were pulling things off last night. They’re off my Galaxy Nexus phone so don’t mind the quality. Phone died just before we lifted the head off so more pics of the bottom of the head, head gasket and pistons will come shortly. If anyone would like to see closeups of anything, measurements of anything, let me know. Head is off to the machine shop to see what it flows stock and what can be done to enhance its performance further.
PTF
BMW N54 Cylinder Head Upgrade – Part 2
Most recent update from the machine shop. Here are the stock N54 cylinder head numbers followed by numbers with only work in the bowl, and then additional work with larger exhaust valves. Numbers are VERY exciting. There is 35+% more flow on the intake side and 13.5% on the exhaust side. Shop is working with Ferrea to get custom +1mm oversized Super Alloy valves capable of supporting sustained high temperatures on the exhaust side. One of my stock exhaust valves has been shipped out along with the spring and retainer and we are expecting word from Ferrea on the recommended way to go this week.
PTF
Cobb AccessTUNER Race (ATR) Tuning Tips – Requested Load vs Actual Load
Tuning the N54 is now completely possible thanks to www.cobbtuning.com and their Cobb AP handheld. Their OTS (Off-the-Shelf) maps are a great start for your N54 powered BMW car. With the release of AccessTUNER Race you can now custom tune your car to perform like it never has before. Some other tuning platforms give you tables or sliding scales to modify, but Cobb has taken it to another level giving you access to over 70 tables in the DME. These tables will allow you to make the power you have been craving. The Cobb AP uses load targets to control boost. This may be new to some of you who have either never tuned a car in the past, have tuned but only with hardware that utilizes boost targeting systems, or have dabbled but still struggling to feel comfortable changing how your car is controlled. If you fall into any of these categories or just want a refresher – here comes Load Tuning for boost 101. A hot topic on the forums has been people noticing that their Actual Loads do not hit their Requested Loads. Common sense tells us that we are requesting a value so the car should be able to hit that value. It is not that straight forward. Cobb has done a lot of the work for us and set up a very safe and reliable situation for us to tune our cars and not have to worry about over-boosting or damaging components. This is what the main load table looks like: I have entered 190 as the load target throughout my RPM range and tapered it off slightly up top as the turbos simply leave their efficiency range. When I flash this table to the car and go log I see that my Actual Load never really hits 190. I spool up and peak at about 182 and then it drops and holds in the mid 170s. The reason for this is that the car is referencing many different limit tables, WGDCtables, PID settings, etc. This is NORMAL. The car will run the minimum boost to hit the Requested Load based on all of the calculations and limiting tables / “nannies”. The stock WGDC tables are setup to run our stock turbos to the limits of their efficient range so you can make a lot of power without changing the boost control setup (i.e. I am not hitting my Requested Load but my car is running strong and doing exactly what it should). One of the things that comes to mind at this point is “How do I know that my car is doing what it is supposed to?” When I log I monitor many different things. To make sure that I am running the boost I want to run I log Boost Req Abs and Boost Mean Abs. These two parameters are the boost the car is requesting and the boost your car is making. The values are in addition to standard atmospheric pressure of 14.7psi. When you see the car requesting 32.97 in a log that is really only requesting that the car generate (as a reading on your boost gauge) 18.27psi and NOT 32.97psi. If you track what the car is requesting and what the car is actually making you should expect to see that the values are very close. In the lower to middle range of the RPMs you will see that they are very close and as you reach the upper RPMS (depending on how much boost you are requesting) the difference may be slightly larger. We expect that the small stock turbos will taper off a bit in the upper RPMS and if you are requesting too much there may be more of a variance in actual vs requested. If you have large differences in these two values after fully spooling you may have a small leak somewhere. There is significantly more you can do with the boost tables through ATR, however for stock turbos following what I have discussed here is a great start and more than enough to get you on the path to trapping in the high 117+range (with the required supporting mods). You will need more than just a strong load curve to get there but this a great start to reaching your goals. You guys can always reach me here or on the forums. For now – open up ATR and get started!! If you need help or want a tune you know how to reach us.
PTF
PRO TUNED: 2009 BMW 335XI – Gained +47AWHP +61AWTQ at 6500rpm!
Hit the dyno with Andy’s 2009 BMW 335xi. Scorcher outside, 95F. On top of that the car is AWD so naturally higher drivetrain losses than RWD (10-12% RWD drivetrain losses vs. 20-22% drivetrain losses in the AWD 335xi). Bone stock, XIs make 247awhp/260awtq on this same type of dyno, in much nicer weather conditions. Dyno was a Dynojet 424X 4WD dyno, typically a lower reading dyno than your average 2WD Dynojet. Andy’s car has full boltons (intake, fmic, catless downpipes and exhaust), RB turbos and runs pump gas only, no methanol injection. The car went on the dyno with OTS Stage2+ Aggressive (Linear Throttle). It made 369awhp/396awtq with power and torque tapering towards redline. After our custom calibration with Cobb’s AccessTuner we made what we feel are some impressive gains especially given awful weather conditions and pump gas only. Result: Gain of +30awhp, +30awtq peak compared to the Off The Shelf (OTS) Stage 2+ Aggressive Cobb tune. What’s even more impressive is at 6500rpm the car gained +47awhp +61awtq over the stage2+ map! With nicer weather conditions the car will no doubt make another 15-20whp easily on pump gas. With methanol, given the relatively conservative tuning we are running at this point (18psi peak) we have plenty of room to grow. Andy is a road course junkie and in his world controllable power at the tip of his foot means more than peak hp. We’ve also adjusted his linear throttle map further to his liking for better tip in feel and smoothness. In case you’re wondering, a similarly equipped RWD 335i would baseline considerably higher (270-280whp instead of 247awhp with the XI). If we went wild and swapped Andy’s drivetrain to RWD this same car would’ve put down approximately 440-450whp on PUMP gas in 95F conditions (today), 465-470whp in nicer weather, which is pretty astounding at least to us. Dyno chart below. Andy, thank you for trusting us with custom tuning on your car, all the best! P.S. I’ll update the post with pics of Andy’s tricked out white LCI E90 once I receive them along with pics of the action from the dyno. Cheers
PTF
COBB V402 Alpha maps, Alternative Fuels R&D, Cooling system calibration…
Some cool new stuff going on at PTF on the Cobb AccessTuner front…We have had the awesome privilege of working with the guys at Cobb. Obviously the BMW DME gurus at Cobb are the ones doing all the heavy lifting in the DME. On our end we’re calibrating and providing feedback in the R&D lifecycle from the ATP calibrator/tuner point of view by testing it on the dyno, street and track along with pro tuning services we started recently. First thing, OTS V402 Alpha maps. Still not for public consumption but should be available in Beta form to those interested in trying them out very soon. Most important feature in v402 is changes that dial out boost oscillations a few of you have experienced and reported in your rides. We will be using V402 maps as our base maps for all of our custom pro tunes going forward. Second, alternative fuels research & development. This one is my personal favourite Alternative fuels (such as E85 and especially meth) are hard to ignore on this or any FI platform today and work is being done on that front to extend the support in tuning that AccessTuner software provides when it comes to properly calibrating these fuels to work on the N54 platform (e.g. mixture codes, etc. that some of you reported). There is no ETA on this work but things are looking very promising! Last but not least, PTF has gotten quite a few requests for custom pro tunes from road course enthusiasts and quite often we keep hearing, even with twin oil coolers, they are limping at the track and are looking for further cooling features, in this case software. Cobb’s working on adding cooling system calibration capabilities into AccessTuner software that should add additional calibration ability for those pushing their cars at the road courses. Details of this are still in the works but its in the pipe and its pretty exciting. Any questions or help related to tuning with your current ATR, reviewing datalogs, etc. let us know and we’ll do our best to help both locally and on the BMW forums.
PTF
Supporting Vendors on bimmerboost.com – Intro Group Buy!
Just wanted to let you guys know that today we’ve become sponsors on bimmerboost.com. We chose to sponsor BimmerBoost due to the wealth of information it brings to the world on the N54 scene as well many other amazing BMW FI and non-FI motors. In that light we’re organizing a Group Buy on custom COBB tuning with some amazing pricing. Going forward you’ll be able to reach us there or as usual through our site or for those of you lucky enough at your local dyno shop ;) Link to the Group Buy: http://www.bimmerboost.com/showthread.php?25612-ProTUNING-Freaks-COBB-Custom-Tuning-Group-Buy Cheers PTF
PTF
BMW N54 – Data Logging with COBB AP – Part 1
Data logging is an invaluable tool when it comes to maintaining reliability and checking on your modified car. It allows you to know what your car is trying to do (requested values) and what your car is actually doing (actual values). Knowing the concepts is one thing – being able to understand it and utilize it is another. The most common question I get in regard to datalogging is people asking me what is useful to record when doing a pull. The good news is that Cobb setup the default logging parameters really well. It has just about everything you would want to see. It seems the confusion then becomes what all the values in that .CSV file actually mean. This is what I am going to cover in today’s blog entry. The first thing I do when opening a datalog is find the exact data that represents the WOT run I am looking for. There are a few ways to do this. One way is to look at pedal position to determine at what point you put your foot all the way down. You can simply delete all the rows above that data point. Then go to the end of the run which is often represented by the pedal position no longer being maxed. I usually like to start by looking at a single gear pull. If your log is of a multiple gear pull it may help to isolate just one of the gears and remove all of the other data (rows in excel). Now that we have isolated this pull it is time to see if the car is doing a few things. -Is the car requesting the values that I would like it to request? -Is the car hitting the values that I am requesting? -If the answer is yes to both – is the car happy running these values? Lets start with the first question. Depending on the modifications you have done you will want to start by determining if the boost curve is appropriate. The car uses “Boost Req Abs” as the name for how much boost the car is requesting. This value is representative of atmospheric pressure (14.7psi) + boost pressure. Basically, if the value shows 31.58 then the car requesting is requesting 16.88psi (31.58-14.7). This boost curve is directly correlated to the load table that is set in your map. The higher the requested load the more boost you are asking the car to make. Our turbos are rather tiny and can handle 18-19psi (FBO vehicles) in the lower to middle RPMs but quickly need to taper as the RPMs rise to remain within their efficiency island. Once you are aware of these requested values you have the answer to the first question. These are what the car is trying to request – is it what you want the car to be requesting? That is up to you. Now it is time to take a look at the actual values to see if the car is running what you are requesting of it. First we take a look at the “Boost Mean Abs” column which represents how much boost the car is making. This is the result of the “Boost Req Abs” and is the actual value the car is creating. In the lower to middle RPMs these values should mimic closely what your “Boost Req Abs” is calling for. As your RPMs increase they may begin to fall a bit below the requested values. This is perfectly okay as Cobb setup the maps to run within acceptable ranges of WGDC so that the turbos are not out of their efficiency range. Your actual load typically will not reach the requested load as there are many limiting factors the car is using when determining how much boost to run. Essentially the car will run the least amount of boost to satisfy the load request for the environmental conditions. I can command 190 load but if It is 84* and humid the car may only hit 178 load and satisfy the many correction tables and calculations in determining output. It is normal for the actual values to not hit the requested values. You want to see that it follows the same increasing and decreasing slope of the requested values as the RPMs rise. Now that we have covered the first two questions – we move into the fun part. Is my car happy? To determine this we look at a few things. The first thing to consider is environmental factors. Take a look at the “Charge Air Temp” to see if the conditions are reasonable. Heat is an engines worst enemy and can lead to increased knock occurrences and other power reducing events. As such when your boosted values are higher than 100* throughout the pull it is not ideal – but it is Summer so it is rare to see anything less (water and meth will help). When the temps get this hot it makes for “noisier” datalogs. The second thing I like to look at is the “TPS Act” which represents what the throttle blade is actually doing. The throttle plate will typically show a value of 80-81.xx when it is fully open. During a WOT run if you see it close it may be because of slight overboosts. Small changes in the throttle position are nothing to worry about. In fact, small percentage changes will not even be noticed on a dyno plot. If you have massive closures you may want to investigate into why before continuing. If nothing shows up (or minor blips) then you can continue on to the next area I like to check. Make sure the car is running the AFR you would like. Although we have a Direct Injection motor there are negligible gains from leaning it out too much. In high load, high RPM settings I like to see AFR curves in the high 11:1 range. Now we can move on to timing! “Timing” is a great way to increase power while maintaining steady boost levels. By monitoring knock events we can see how “happy” the engine is running the timing curve set in your map. The n54 is VERY sensitive and seeing -3.88 and other occurrences of timing being pulled is okay. What you are looking for is multiple adjacent cylinders pulling large amounts of timing at the same time. If you are getting a few random negative timing values on a few cylinders here and there it is most likely just noise. Take a few logs and see if they are repeatable in the exact same spot or if it just comes and goes randomly. While playing on a dyno and testing out multiple variations of maps we learned that these random timing corrections are not noticeable in the tq curves. Only when the timing corrections are simultaneously occurring on multiple adjacent cylinders is output actually affected. Therefore we are looking for these larger events. In their absence – it usually means the car is pretty “happy”. This is a good start to understanding how logging works. Next week I will do an entry on a good way to setup logs in excel for easy viewing/reading. I am a visual person and like to add columns using formulas to see calculated values as well as inserting graphs for the visual representation of what the car is doing.
PTF
GROUP BUY: BMW COBB AccessPort (AP)
We’ve sorted out the group buy pricing on Cobb APs finally and happy to say it is too low to advertise. There are two prices, one for the US customers and another to Canada due to shipping. I have to say I’d love to have had this price when I got my own AP back last year! For those outside the US and Canada, let us know and we can figure out shipping separately in your case. Going forward, Pro Tuning Freaks has partnered with Sonic Tuning for some of our work and any of our future Cobb AP unit sales will ship directly from their facilities. For pricing you can email us at [email protected] or reach us at BimmerBoost. Group buy will run for 2 weeks, ending on August 2nd, 2012 when payments will be collected and all units shipped. Link to the thread on BimmerBoost: http://www.bimmerboost.com/showthread.php?25950-ProTUNING-Freaks-BMW-COBB-AccessPort-(AP)-Group-Buy
PTF
BMW N54 – Cylinder Timing Corrections and Tuning for More Reliable Power
There seems to be a lot of discussion on timing corrections on the N54 and what they mean. Are they bad? Will my engine go kaput if I have some corrections occuring? What happens when my meth isn’t flowing right and corrections happen? Etc etc etc. If you’ve ever had a chance to datalog a tune on your N54 extensively (and yes, your 100% bone stock N54 with zero modifications or tuning also has a tune, only in that case the OEM one) and done so in situations such as Wide Open Throttle (WOT) as well as cruise and part throttle you’d quickly realize that corrections happen under all of these scenarios irrespective of the driving situation. In an attempt to answer some of those questions and clear some confusion let’s just concentrate on what BMW themselves did at the factory after countless hours of research and development and in the end flashed your original/stock BMW DME/ECU and gave you warranty bumper to bumper for 50,000 miles of any driving you wish to do (as long as you don’t modify it of course). In order to get our data we’ll use the Cobb AP unit and datalog a STAGE ZERO map. All the OEM tuning parameters in that map are 100% STOCK as they came from the factory. Upon looking at the above STAGE ZERO datalog you’ll notice that even the DME programming that came originally from BMW encounters timing corrections. This datalog shows a run under Wide Open Throttle (WOT) where timing corrections happen on cylinders 1, 3 and 5. Boost is stock hitting 7psi tapering to 5psi at above 6k rpm. In conclusion, timing corrections are part of this platforms elaborate timing control and are not necessarily bad for your engine. No one in their right mind can say that the original BMW programming will make this motor die after a few WOT runs or an all out day at the road course. In addition to that a number of piggyback tuning solutions have run these engines to significantly high power levels without ANY timing remap without any documented engine failures and they encounter timing corrections every pull (only you may not be aware of them as you can’t datalog them but they’re easily spotted if even timing on cylinder 1 is datalogged). When it comes to tuning for more safe reliable power from these cars/engines we rely on all the information in these datalogs we can get. From our extensive testing on the road and on the dynos we know where a certain car on certain octane in certain conditions and with certain modifications SHOULD be. That is what comprises our BASELINE and we usually use the Off The Shelf (OTS) maps from Cobb as a great tuning starting point. From there we look at datalogs under various driving conditions such as Wide Open Throttle (WOT) and adjust parameters in the map accordingly always ensuring we stay within turbo compressor efficiency maps (i.e. not overstress them by adding more heat vs power) and don’t over-advance the ignition timing for a given octane at the given boost levels. In the end, striving for zero timing corrections out of your tune you’re leaving potentially A LOT of safe reliable and consistent power on the table and on top of that it may or may not even be possible zero them all out at all times no matter what octane/boost/timing/afr you run. What it comes down to is that this is just another metric we refer to during our tuning process. Pushing reliable power further while always looking for the right balance of all running parameters for your particular engine/car is what it comes down to in the end and timing corrections are only part of that story. If BMW’s own original tuning is allowed to have some timing corrections, well, we won’t pretend we can do it better than them. Enjoy your N54s, some timing corrections are A-OK! ;)
PTF
PRO TUNED: Customer Review, 2007 BMW E92 335I, +22WHP/+24WTQ gains over OTS Stage2+FMIC Aggressive, pump 94 octane
Here’s a review from @nitehawk, one of our recent customers on his PTF Pro Tune on pump gas. Thanks Saquib for this detailed review and its been a pleasure working you. PTF ============ Hi guys, I recently had my car custom tuned by ProTuningFreaks (PTF) and I thought I would share my experience/results. My car is FBO and I have been running Cobb’s latest and greatest aggressive off-the- shelf (OTS) map: S2+FMIC v402. I was curious to know if there was any room for power improvement over these OTS maps running our Petro Canada 94 octane gas. So, I got in touch with ProTUNING Freaks to see what could be done. I’m local to them, so we started off with road tuning. The OTS data logs showed my car is running strong with minimal timing corrections: As you can see, the OTS timing is very conservative ranging from 3 up to ~9 degrees @ 6100 RPM (my usual shift point). PTF were able to up my timing in the midrange along with some other tweaks to ensure optimum performance consistently and reliably: Two weeks after the road tune, we went to Champion Motors to see what the gains were. We picked up +17 whp/+14 wtq in peak numbers and a max delta of +22whp/+24wtq in the midrange @ 4900RPM! This is without making any load changes, which may yield even better results. We also did a “stock” run at the end – but with all my bolt-ons. I would expect the base numbers to be 15whp/15wtq lower if it was a true stock run: Ambient: 80F, Humidity: 38%, Pressure: 29.69 in-Hg STD: 1.02 I’m pretty happy with the outcome. Doing back to back pulls with the OTS map vs. the ProTuned map, you can feel a big difference in the midrange at the onset of WOT. The car just feels more “eager” to move with the added timing. Overall, I only have good things to say about my pro-tuning experience. I’ve had some follow-up questions and logs that I was curious about and PTF have been able to respond back immediately. So, they won’t just hang you out to dry after the protune is complete. I would recommend getting a protune once you have all your bolt-on upgrades in place; I waited until I was FBO and it was the next logical step for me. I’m thinking of getting a custom E85 or meth map for my next protune. Oh, and for those that are wondering, the Dynojet at Champion Motors is fairly conservative. As a reference, PTF made 402whp/445wtq on the same dyno with FBO+meth back when he was still on stock turbos. I’d expect peak ~400whp/~440wtq on more optimistic Dynojets (ie. Neetronics for our local guys). Anyway, here are some quick pics from Champion Motors. They’re a legit shop that mainly specializes in Vettes or LSX motors. There were some serious 900+ whp twin turbo Vettes while we were there
PTF
PRO TUNED: CUSTOMER REVIEW, 2007 BMW E92 335i, +130whp/133wtq GAINS, E50 ethanol, stock exhaust and downpipes
Here’s a review from @VNeBLOB42, one of our recent customers on his PTF eTune on California 91 octane mixed with E85 to make an 50/50 mixture of ethanol to gasoline. The car’s only hardware power adding modifications are dual cone intake and intercooler. This dyno reads about 17.5% lower than a typical Dynojet as its reading SAE and the car stock dynoed at only 231whp. On a Dynojet with STD correction a typical BMW 335i puts down ~280whp. If we take that into consideration this same car on a Dynojet could see a whopping 444whp/478wtq at the rear wheels with no changes to tuning. Automatic 6 speed BMW N54s are said to have approximately 15% drivetrain loss in power from the motor to the wheels. So given 15% drivetrain losses this car is now making a crazy 520+hp and 560+ tq at the crank. Thanks Vince for this detailed review and its been a pleasure working you. PTF =========================================== Hey enthusiasts,I just wanted to share my Dyno results for PTF Pro Tune COBB S1+ E50 (50% Ethanol). 2007 E92, current @ 51k miles. Max Run at 367 whp @ 394 tq. 130 whp @ 133 tq Delta! Special thanks to Pro Tuning Freaks for an outstanding job and getting the MAP versions revised and returned quickly. Pro Tuning Freaks are great to work with and would recommend them highly. These results were based upon many factors, thus numbers can vary depending on Dyno type, mods, tune, gas, etc. You get the idea. I began this endeavor mid February 2012, where I completed a fully stock Baseline Dyno run. A Dyno Dynamics aka Heartbreaker Dyno was used. This Dyno uses SAE corrections, thus the read out are lower than other Dynos. But the important part! Are the delta’s! Baseline Run: Max 231 whp @ 257 tq 4th gear AT (DS Mode) +- 60 deg Outside Air Hood up +- 5-8 min. between runs 42,500 miles Since my goal is to keep stock DP’s until warranty and 1st SMOG is up, I decided to get maximum power with COBB S1+ in the meantime. March through August Mods: ( took longer than expected ) Spark Plugs under maintenance Walnut Shell Blasting CPE DCI COBB Tune ETS FMIC ER CP w/ TiAL BOV Now of course, the fun part. After dialing in the Pro Tune I took it back to the Dyno shop. PTF S1+ E50 Dyno Runs Run 5 Blue 367 whp @ 394 tq Run 9 Red 360 whp @ 390 tq Run 10 Pink 362 whp @ 397 tq Green Baseline 4th gear AT (Manual Mode) +- 77 deg Outside Air Hood up +- 5-8 min. between runs 51,500 miles A Delta of 130+ whp @ 133+ tq. Fuel blends @ 8.5 gallons of E85 with 7.5 gallons of ACN 91. Overall I am very satisfied with these results and it shows that there is power to be made with a Stage 1+ 335i. Granted the fact with Stock DP’s, ACN 91 and we didn’t push the limits, there is still more ponies to be made. Thanks, Vince..
PTF
First BMW DCT N54 (335iS) in the 11s and on stock run-flat tires, no meth!
Congratulations to KC for being the 1st 335iS DCT car to hit 11s in the 1/4 mile especially given this run was his first time at the dragstrip. The run was done in style with windows down :) OEM Run Flat Tires, FBO, no meth and no DRs! Simply amazing and good luck KC with your N54, you’ve got a strong runner! It was done at the Maryland International Raceway (MIR) yesterday, October 18, 2012 with weather conditions making for a DA in the mid 800s. Below is KC’s review of the run from http://www.e90post.com (http://www.e90post.com/forums/showthread.php?t=760042): Hey guys! Our group, Bimmer Alliance and AAM customers (GTR’s and a turbo 350z) rented out a lane at Maryland International Raceway today from 9am to 5pm with unlimited runs. We all had a great time and and saw some amazing times put down. I wasn’t nearly as fast as those GTR’s, but I still ran a very respectable 11.92 1/4 on RFTs. Details can be found in the Drag Time sticky: http://www.e90post.com/forums/showpo…&postcount=279 Not too shabby for my first time! I did however have the windows down on that run, and should have pulled a 11.8x I think, and I’m gonna beat myself up over that one for a while, haha, but I’m very happy with my time! Special thanks go to PTF for the tune and special attention. Their AWESOME custom Cobb tunes got me where I am today! Do I have the record on stock runflat tires, no meth, no upgraded turbos?? Here are my best two slips:
PTF
ProTUNING Freaks – BMW N54 STG3 Cylinder Head Upgrade – First Startup
PTF BMW 335i N54, first startup with the new stage 3 cylinder head on the car. Other performance modifications include: RB Turbos, FBO, meth/water injection
PTF
553WHP 631WTQ – N54 TwinTurbo World Record – BMW 335i
Last night I hit the dyno to see what the car can do with the new ported N54 cylinder head, RB turbos, 3.5bar TMAP sensor from the new BMW N20 4cyl motor, FBO (catless), pump 94 octane and meth, stock turbo inlet pipes. Key thing here, this is with a tune that sees ZERO Timing corrections everywhere on all cylinders and timing that is set right at MBT for this level of boost and this car’s given octane. I’ve run the car on the street with this exact setup this morning, number of pulls, its pretty ridiculous. 553WHP/631WTQ – PUMP GAS (94 Octane) + METH In terms of the tune, it was running more than 22.5psi in midrange, 19.7psi peak at 6k rpm, 17.5-18psi at redline. Logs of actual boost in midrange aren’t available as I found out that ATP’s datalogging needs to be updated to accomodate the 3.5bar scaling. I was going off my p3 gauge for midrange boost when pushed past the 22.5psi datalogging limit. I don’t recommend this to anyone before ATP is updated for 3.5bar datalog scaling, it just had to be done last night and I decided to push on as I get to do what I feel is best for my car LOL and that’s make some power No leanouts or fuel issues. LTFTs goes down to zero during the pull, STFTs trend to high negative 20s with meth. The car was running close to if not 100% meth, three 1.0mm nozzles, two of them in the FMIC outlet silicone coupler and another up in the ER charge pipe past the elbow. I’ll be fine tuning things over the coming days but to be perfectly honest and blunt, last night was about turning things UP and NOT fine tuning. It was to find MBT and push boost as far as it can go while limiting wastegate duty cycle to about 73-74% everywhere especially past 6k rpm. It was also to experiment with various VANOS changes. I experimented with higher wg duty cycles before and RBs didn’t like it. It also introduces too much backpressure into the system even fully catless that the car doesn’t like it. So, is there more power left here. We’ll see when the intake pipes are swapped for something better flowing. @[U][URL=”http://www.bimmerboost.com/member.php?u=416″%5DGeorge Smooth[/URL][/U] reported +19whp at his high altitude in South Africa so possibly another 20 in there without any changes. Then there’s mixing race gas or E85 into it to see if there’s anything there in terms of additional power through more timing. All out its very possible this will be a 575-585whp setup once all is said and done, dare I say 600 LOL Other runs from last night: By the way, on Smoothing of zero the car made 555WHP :) Nice even number easy to remember When that torque hits it feels like a big turbo came on!! Swoooooosh!
PTF
BMW 135i 1/4mile – [email protected], 1.947 60′ – stock turbo, E40 blend, full weight, street tires, no meth, stock catted midpipes
Sharing some truly awesome results from one of our recent customers. Here’s their review from MIR (Maryland International Raceway) this past weekend. What’s even more impressive is that 11.7 was done with a 1.94 60′. With DRs, same tune and conditions, this same car can easily see low 11s!! Very nice working with you Jorge! :) —————– Incredible times with my 135 thanks to PTF 2009 135 CPE Intercooler CPE Chargepipe/Tial BOV CPE Downpipes Injen DCI Stock catted mids Active Autowerke axleback COBB protuned by PTF Fuel: E85/93 mix of 40/60 OEM wheels with street tires (Proxes R1Rs) Weighed car during event at 3340lbs Temperature for the day 44-51 degrees Humidity was 55% to 63% during my runs Total of 5 runs in the 11s We left immediately after the 11.76 run as I had other commitments. Kind of regret leaving as every pass was faster. The 11.76sec @ 120.7mph pass was the third consecutive pass (no waiting due to very few cars), so car was running great, definitely no kind of heatsoak whatsoever or any other issues for that matter. Previously ran Dinan Stage 2, 12.98 at 107 mph. Bought the COBB and immediately began using the Stage 2+ aggressive OTS maps with incredible change in power from the Dinan Tune. Talked to PTF and they immediately were able to set time aside and work with me personally which was a big plus. The results speak for themselves but in addition to that, PTF answered all my questions and exercised much patience with me as I felt that my car “was running slower” after his tune and kept “nagging him” about it. I think this had to do more with the smoothness of the power which is a testament to his expertise and the driveability of the COBB tune. Not to mention I drove this E85 mix for about 3 weeks, so I probably got used to it as time went by. He advised me to stay with the E85 40/60 mix (originally I was thinking a minimum of 50/50) keeping safety and reliability a priority while still trying to get me MY POWER WHICH I JUST HAD TO HAVE! lol… It’s great having a local guy that can get in the car with you while you do the pulls, teach you the correct way to datalog, explain the process, etc. etc. However, for folks thinking about etuning, my first time out with PTF was 32 degrees so the car kept breaking traction so we decided to finish my E85 map by corresponding through emails. It worked flawlessly. So don’t hesitate to etune with PTF, they KNOW what they’re doing. Don’t criticize my video which I gave my son full permission to edit and make it a little fun. He did his best. Had trouble inserting the video, but below is the youtube link. Thanks. ——
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PRICING UPDATE: eTune/PRO Tune product bundles, HUGE savings!
Over the last few weeks we’ve established relationships with some of the great names in the N54 scene to be able to offer our customers quality parts along with our custom tuning. Prices have been set LOWER THAN LOW for many of our bundles that include anything from a single part to full bolton with and without Aquamist methanol injection. Make the long story short, among others, some of the highlights are: COBB Accessport with a PTF Custom Tune (eTune or Local)COBB Accessport + Aquamist HFS-4 + 2.2Gal Trunk Mounted Howerton Tank with a PTF Custom TuneFBO Bundle from cp-E + Aquamist Meth/Tank with a PTF Custom TuneAquamist HFS-4 + 2.2Gal Trunk Mounted Howerton Tank with a PTF Custom Tune For any others you can check directly on our site or PM us here for details. We’re in the process of setting up for products from ER as well so those are not on our website just yet. Cheers, enjoy the holidays!
PTF
1 step colder plugs for the BMW N54 – NGK 5992 Laser Iridium – ILZKBR7A-8G
If you’ve modified your N54 based BMW extensively pushing well past the stock power levels or you’re just looking to run a different plug than the OEM Bosch ZGR6STE2 for any reason the NGK 5992 (ILZKBR7A-8G) are a great alternative. They can be had for about the same price as the OEM Bosch with some searching, $10.79 from http://www.sparkplugauto.com for instance. Now, I’ve been running them for the last 30,000km, racing, pushing high boost with race tunes with and without meth and these have performed strong as well as set some records without any issues. Thing to note is that these plugs off the shelf come with a larger gap than we can use on the N54 so just direct swapping them in won’t work and the car will stumble/misfire that way. You MUST have them gapped either to the OEM 0.7mm (0.0275″) or, which I’d recommend, to 0.56mm (0.022″) for high boost. The original gap on the NGK 5992 plugs is 0.8mm (0.031″) so make sure to GAP them before installation! Some of the reasons I personally like them vs. the OEM Bosch ZGR6STE2 plugs are as follows: 1) Single ground prong vs. 3-prong OEM (makes the NGKs easily gappable when/if required) 2) 1 heat range COLDER than Bosch – standard recommendation is to go 1 heat range colder for every 100hp past stock. I’m at ~300hp above stock at the motor currently so can’t hurt. 3) Iridium center tip 4) They haven’t let me down with literally TONS of very very hard driving on 20+psi boost on RBs, pump+meth. Literally hundreds of 3-4 gear pulls, many drag strip runs and 60-130mph runs. 5) They’ve helped set some records too Here’s what the NGK 5992 plugs look like and some of its specs: Features & Benefits OE style long life spark plug. Laser welded iridium center electrode and platinum ground electrode, tapered ground electrode to minimize quenching, consistent and stable spark and outstanding acceleration, high fuel efficiency and durability. Part Number: 5992 Weight: 0.09 lbs Ngk Part Number: ILZKBR7A-8G Thread Size: 12 mm. Resistor: Yes NGK Heat Range: 7 Center Electrode Material: Iridium Ground straps: 1 Insulator Type: Ceramic Ground Electrode Material: Copper core Thread Reach: 1.043 in. (26.5 mm.) Seat Type: Gasket Here’s the BMW N54’s OEM Bosch replacement spark plug and specs for comparison: Part Number: ZGR6STE2 Weight: 0.12 lbs Thread Size: 12 mm. Resistor: Yes Bosch Heat Range: 6 Center Electrode Material: Copper Ground Straps 3 Insulator Type Ceramic Ground Electrode Material Nickel Alloy Thread Reach: 1.043 in. (26.5 mm.) Seat Type: Gasket One thing you may be left wondering about is the heat ranges. These are “manufacturer” heat ranges on the plugs and Bosch and NGK don’t have the same scaling. In fact they go in opposite directions to each other. Once you work it all out though, if you’re up for digging up the info on heat ranges (which is a bit painful by the way), you’ll realize the NGK 5992 are 1 step COLDER than the OEM Bosch. In the end, nothing wrong with OEMs but there is a solid 1 step colder alternative out there that is easily gap-able. For information on how to gap plugs and what tool to use see this instructional video from NGK:
PTF
PTF Customer Car in the BMW Car Magazine (UK) – February 2013 Issue! – BMW 335i
Marcel is one of our COBB Pro e-Tune customers from Luxembourg. His LCI E90 BMW 335i is simply stunning. It sports all the top shelf bolt-on modifications in both power and suspension departments. It is one of the only cars with properly upgraded air intake and piping that I personally know of (super jealous!), wind tunnel tested Alpina aero and interior modifications and, what every North American can only dream of, access to the Autobahn and the Nürburgring. So far our tuning with RB turbos on his car has taken the power on the car to 503hp and 719Nm of torque from a http://www.maha.de with boost hitting 19psi with appropriate calibrated timing, fuel, VANOS maps among others. This was tuned for Euro V-Power 98 RON octane for the moment. Once weather improves and it warms up in Luxembourg we’ll proceed with tuning the car with methanol injection which will allow higher octane and have the car hitting 580+hp and 800+Nm of torque safely and consistently. Below are the pages from the BMW Car Magazine‘s February 2013 issue, grab yours today! Marcel, from us at PTF, thank you sir, best of luck at the Nürburgring and we’re looking forward to working with you in the future. Cheers, PTF
PTF
ar design, Helix and SPEC Clutch parts now available
We’ve further expanded our website in the last 2-3 months and partnered with a few more quality BMW performance parts manufacturers: ar design for their top notch fabrication/welding work and Line Lock kits Helix for their great FMICs SPEC for their new single mass steel flywheel offering as well as street and drag strip proven 2+ and 3+ clutch kits Our website conforms to the MAP (Minimum Advertised Pricing) standards set by the manufacturers unless otherwise agreed with them and/or unless there are special promotions currently running. Let us know if you’re interested and we’ll try to do our best to provide you with the best price possible. All parts are shipped from within the US. Cheers P.S. Here’s a pic showing the manufacturers we currently endorse and partner with (minus the Walbro, that’s just there as we’ve catalogued their E85 pump)
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PTF N54 Pro Tune with 50/50 (Boost Juice) Meth – single 1.0mm nozzle, full boltons – delta of +153whp +171wtq over stock
Quick update from yesterday. AR Catted Dp’s Aquamist HFS-4 System w/ One 1mm nozzle 50/50 boost juice from snow performance K&N Intake (soon to be bms dci) ER Charge Pipe w/ Forge Diverter Valves ETS 5″ FMIC BMW Performance exhaust (with secondary cats in place) PTF ProTune Bone stock baseline showed 264whp/268wtq same day same dyno. Thought I’d throw this up as it was one of the only cars we tuned on a 50/50 meth mixture (usually do north of 80-100% meth mix) and just a SINGLE 1.0mm nozzle. With more meth and/or higher meth concentration more is available through timing. A nice DCI would help another 10-15whp at peak as well but we’re very pleased with a pretty kick ass delta of +153whp +171wtq over stock
PTF
BMW Misfire Diagnosis and Repair – N54
This is a great blog post from Cobb Tuning and we thought we’d share it out here as well for those interested along with their video. ============= The N54 powered BMWs respond amazingly well to tuning, but the increased power has caused some owners to experience misfire issues. Trouble shooting and repairing a BMW can seem like a daunting task with things like an advanced electrical system, specialized tools, and intimidating engine covers. But, diagnosing and repairing the typical misfire is fairly straight forward, and COBB Tuning can show you how! To see our BMW products and custom tuning offerings click here.
PTF
Effect of Soft Snow Tires on Dyno Measurement Results
We get this question quite often about the effect on dyno numbers with winter tires, namely: Does the soft compound, thick tread blocks, and high number of deep sipes used in a snow/ice tire affect how much torque/power a roller chassis dyno would measure? The answer is, Yes. Here’s a great writeup, courtesy of Airboy Tuning, that was done on another platform but still very relevant showing why, if you’re after PEAK dyno numbers, you shouldn’t dyno on winter tires. Now, dyno tuning can still be done on any kind of a tire (as long as its not slipping on the rollers) as tuners are after deltas (before/after gains) but for PEAK number measurements stay away from winter tires ;) ================= Winter tires lower the power output as measured by the dyno. The key being power being measured by the dyno. The engine, in both cases, is generating the same power. The tires used in this comparison are from the opposite ends of the spectrum; one is designed for ice and snow while the other is for Tarmac. From the pictures below, one could imagine the difference in tread deformation when the tire is stressed. In relation to the test results, I would expect winter tires that uses shorter blocks and fewer sipes to experience less loss than the WS-70 and All-Season tires will likely have more loss than the RE-01R. The Tires: Some information test setup: Chassis dyno used in the test is a Dyno Dynamics 450DS AWD unit. Vehicle used is a 2006 Subaru WRX with catted Turbo Back Exhaust (TBE) Tires used are Bridgestone Blizzak WS-70 (New, 215/45/17) and RE-01R (~50%, 225/45/17) Tires are mounted on stock 06 WRX 17″ alloys inflated to 45psi Brief description of test sequence: Wheels with RE-01R tires are installed onto test vehicle and loaded onto dyno Engine is warmed up and car is driven on the rollers to warm up tires and drive train components Engine RPM to achieve 40mph (dyno roller speed) in 3rd gear is recorded 3rd gear pulls are done starting from ~2000rpm up to >6000rpm Car is unloaded from dyno and wheels with Blizzak WS-70 tires are installed Car is reloaded onto dyno, repeating the warm up procedure above Engine RPM to achieve 40mph (dyno roller speed) in 3rd gear is recorded 3rd gear pulls are repeated Results:Power and Torque Boost and AFR It should be mentioned that after the test, I did not find any deposits of black rubber powder on the dyno, which would indicate tire slippage. What I did notice in the data is that the “road speed” for the Blizzak WS-70, as determined by the dyno rollers, is lower than one would expect based on the “RPM at 40MPH” measurements made with light loading on the tires. The dashed lines in the graph below indicates the theoretical Road Speed vs engine RPM. For the RE-01R, there is a slight deviation near peak boost/torque. For The WS-70, the recorded road speed deviates from the theoretical value right at the beginning of the pull and the difference is significant. The deviation diminishes as RPM approach 6500, where boost and torque is much lower than the peak values near 3000RPM. March 28th, 2010 update Tested another car with snow tires, this time it is the Aurora W403. The picture below shows the tread pattern (tire tested did not have studs). It has fewer sipes and the tire compound feels harder. The difference in dyno output is not as much as the WS-70 used in the earlier test, even though this car has a larger turbo and is generating more power at the high rpm range.
PTF
Customer Review: Aquamist HFS-4, Howerton 2.2gal tank, Dual Cone Intake and PTF Pro Tune – BMW 335i
We’re pleased to share another great review from Derek (@redlineryder), a recent tuning customer of ours. Thanks Derek for sharing your experience and best of luck with your N54 ;) ======== Derek’s review ======== Source: BimmerBoost.com My car before the install was 100% stock with a Cobb PTF 94 octane tune. I’m still under extended warranty so this setup was perfect and made good power. It’s crazy how just changing the software can wake this car up. However, like so many of you already know, it’s never enough and I wanted more. I didn’t want to install catless downpipes or an aftermarket intercooler because of possible hassle from the dealer, I figure they will see removing of emissions equipment worse than some funny lines going into the charge pipe I ordered the following: – Aquamist HFS-4 – Howerton Engineering 2.2 gal. tank enclosure – (2) Aquamist adapters for silicone/rubber hose – HP Autowerks silicone meth elbow – BMS DCI ProTUNING Freaks are local to me and were nice enough to tackle the lengthy install. I wanted the install to be clean and PTF kept me updated throughout the day. I dropped the car off early Saturday morning and came by early evening to see it finished. We hit the road for some tuning afterwards. It was a long day and I appreciate the work they did, it turned out great. I haven’t had a chance to dyno it yet since I’m on snow tires but plan to see what it puts down once the summers are on. I can say that the meth + DCI has smoothed out the power band and now it pulls well past 5,000 rpm whereas before it felt like it was falling flat on it’s face, it also sounds alot better with the added timing I’ve had the setup running for just over a month now and wanted to wait before doing a review. No regrets, the install is clean and runs flawlessly. The failsafe is cool and turning the gauge off acts like a quick valet mode. I also ordered some black wire cover to put over the meth lines in the engine bay to make it look cleaner. Disregard the grim in the pictures, we Canadians are subjected to alot of $#@! on our roads. I plan to install some M3 rear suspension bits next, aftermarket clutch then DP/intercooler and retune.
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Customer Review: BMW 335XI (N54) – Incredible gains with E50 – Intake and our custom tuning – Gains of 133awhp/168awtq from stock
Sharing another customer review. This time from an almost stock BMW 335XI running an E50 octane blend (50% ethanol 50% 93 octane gas). The only modification to the car is an AFE Dual Cone Intake and our custom tuning. Thank you @vwgrk for giving us the opportunity. =========== I recently went to a dyno to see what my PTF E50 / 93 octane map is putting to the ground on my manual transmission 335xi. The only other modification is an AFE DCI. The plugs are new and I was walnut shelled a few months ago. The results are 413 whp & 448 wtq. This is massively impressive to me given the relatively huge delta over both stock (from what I gather, 280 whp/wtq on P&L Motorsports’ AWD dyno in Franklin Park, IL) and the 93 aggressive OTS Cobb map (356 whp & 389 wtq). As the below graph shows, a peak number comparison is just part of the story. The delta in the meat of the power curve is quite good. Tuning with PTF was a good experience. I would encourage those on the fence to pull the trigger because it is of great value, especially for those on ethanol blends like me. PTF is very responsive and was willing to make small customizations to suit my preferences in throttle feel and high-end timing. He took the time to answer all of my questions, which was valuable to an inquisitive person like me. Doing runs in 3rd gear and emailing them to PTF is pretty easy and you can take your time doing it. I started in September and didn’t finish until December (holidays, business travel, having to get a DCI and getting married interfered with my tuning schedule). This flexibility was a huge plus. The map is smooth in all situations and drives predictably. From the graph, one can easily see why people say not to take 3rd gear and higher up to redline- the power falls off fast. Also, PTF was able to get rid of the 3rd to 4th gear shift knock / timing pulling. In fact, this was the reason I first reached out to PTF. Before I am asked, the dyno operator, sadly, did not log the runs properly, so I do not have the logs of these runs. So, do I earn my FlexFuel badge yet? Front-door parking for me at Whole Foods from now on! Blue is the PTF map and red is the Cobb Stg 1 aggressive map. Green was a failed attempt to show what a stock map with a DCI would do (not like I could drain the fuel tank, so it had to be a custom map). Boost was a pound or so too high and I didn’t feel like monkeying around with it since the curve looked within expectations. Each run posted is the best of three with similar cool down times in between. IATs were similar between runs and higher than I’d like. Intercooler upgrades are key on this platform.
PTF
VTT/PTF Stage 3 Tuning Update: 572WHP 537WTQ – ACN 91 Octane, no meth, no E85 – Early Dynos – BMW 335i
Sharing our early numbers on the Vargas Twin Turbo upgrade for the N54. This is a twin GTX2863R fully custom turbo kit at the moment getting tuned for the absolute lowest level of octane, California 91 (aka ACN or Arizona, California, Nevada 91 octane). Tony, the owner of Vargas Turbocharger Solutions, posted a review on the forums. This is our very first quick dyno session. Tony was on the dyno in the car in California, we were remoted in for some quick e-tuning. Tuning platform used is COBB Tuning’s AccessPort calibrated with AccessTunerPro (ATP). Needless to say we are VERY excited with these early pump gas numbers. LOTS more to follow especially with higher octane (93, 100+, E85 as well as meth/water injection). ==========Quote: Tony ================= Hey guys, we were finally able to get the dyno working right and managed to put down some pretty impressive numbers. The car did 571WHP / 533WTQ, backed up by a 572 WHP / 537 WTQ. 91 Octane ONLY / NO METH. This is on COBB flash only, and was tuned by ProTUNING Freaks (PTF). This is with only 3 map revisions on the dyno, that’s how close PTF was able to get me on on just street tuning using “whats app” and “dropbox” for file swapping, while the COBB AP made swapping maps and logging a breeze, never dealt with a more user friendly way to tune. If you had any previous doubts to the validity of remote or etunes. You can put them to rest. ProTUNING Freaks took a system that had never been run before, basically started from scratch without even seeing the car, and pulled that out of it. On whatever piss California is passing off as gas these days. Video is attached as well as an overlay of the graphs. We had a pesky Throttle correction down low that caused that small dip you see but its something easily tuned out on the street. We had limited time on the dyno so left it alone. Direct any tuning questions to PTF and I can field any of the hardware question. But you guys pretty much know what this kit is by now. For our first day on the dyno we are pretty happy. But there is much more tuning to be done. Not sure if this qualifies for the N54 TT world record on 91 or any fuel for that matter. If anyone has done better let me know. Again thank all you guys for the patience and support. Attached Images
PTF
CUSTOM TUNING UPDATE: 693WHP 572WTQ – 98 Octane, with meth – 673 WHP 564 WTQ 98 Octane NO Meth – VTT VTX-R63 N54 Twin Turbo Kit – BMW 335i
Sharing the next set of our tuning results from our trip down to Vargas Turbocharger Technologies in California. Here’s Tony Vargas’ (owner of VTT) online posting/review of the tuning session and results. We’re happy with the outcome to say the least :) Plenty of fuel left to keep pushing on the power front. Next up will be pure MS109 (race gas) tuning followed by E85. =================================================== Tony Vargas review and comments: Hey guys, so after some tuning this weekend we came up with some numbers we are happy with for now. Honestly, we flat ran out of time or this would have been over 700 WHP easily. We are maybe 1-1.5 degrees of timing away on this fuel, and with straight 109 or E85 we will be well over it. One of the first things I would like to point out is, the HPFP can now be said is 100% solid and backed up with numbers. With NO meth the cars fuel system providing ALL the fuel, we made 673WHP and 564WTQ with fuel trims staying negative, the car was pulling fuel out. Ok, so on to the details of the numbers. For fuel we were on basically 98 octane (see octane calculator pic) we were running out of time and the pump we brought to empty the tank failed miserably so we dumped 5 gallons of MS 109 into half tank about 8 gallons of 91. It makes it about 98 octane, with this we cranked up the boost and slowly started adding in timing, then once we got over 675 threw some meth into the fun. That gave us the numbers you see here. We also did back to back runs with no map changes, and no camera shut off so you can see the no meth then meth difference. The car never once set a CEL, never once limped, never once really did anything. I need to throw out a HUGE thank you to PTF and COBB for all the help this weekend. Its a good start but we will keep pushing and see what we get. Thanks everyone for the continued interest. Just to be clear, EVERY run was done in 4th gear, NO 5th gear pulls, also EGT’s NEVER got over 1600F well well within a nice safe zone.. AND I forgot to thank the most important person Dave, my brother the owner of the car. Without him putting up with riding a street bike through the winter and having his wife yell at him for 6 months we would have never made this kit. So thanks for being patient dude! 693WHP 572WTQ Graph 693 WHP 572WTQ Graph 0 Smoothing Back to back no meth / meth run 673WHP 564WTQ no meth / 680WHP 556WTQ A few runs stacked to see how consistent the car is 693WHP 572WTQ with speed to prove it was in 4th gear Octane Calculator pic 693WHP 572WTQ Pull video (Tony Vargas behind the wheel of his Stage 3 test car) Back to back no meth / meth run (Tony Vargas behind the wheel of his Stage 3 test car)
PTF
NEW N54 HP WORLD RECORD: 725WHP 609WTQ – VTT VTX-R63 Twin Turbo Kit – BMW 335i
Sharing the final set of our tuning results from our custom tuning work with the Vargas Turbocharger Technologies in California. Here’s Tony Vargas’ (owner of VTT) online posting/review of our final results with the second to largest of the turbo options in the VTT kit, twin GTX2863R. To put these numbers into perspective, with approximately 15-18% drivetrain losses this kit is making 850-885HP at the crank/motor with stock N54 engine internals! ================================================== Tony Vargas’ review and comments: Well, we accomplished what we set out to do. When D and I first started this tuning, he actually threw a number out there and said I think 720 is a good number to shoot for a goal for proof of concept. I agreed and we set out to make it happen. Over the last month or so with a few set backs we got it done. This power was made with very conservative timing and there is MUCH more power to be had with a few taps on the keyboard on D’s end. When we hit 725 today, me the OP, and D all decided we got what we came for and to let the production kits in whose ever hand they may be go about pushing it any further. So the kit will come off this week to start production and I move into the N55 and other things I am working on. Thanks everyone for the continued support. If the other guys comes back with a higher graph, we honestly don’t care. They are now on their 2nd production revision which looks to include a new manifold and a new turbo. If our kit was at that point I would sure hope to be making more than the kit that is in prototype stage and has now seen a dyno 3 times. Big thanks to PTF, COBB, and my brother Dave for the patience. Enjoy the rest of your weekend. Specs: Full Pro tune done by the guys at Pro Tuning Freaks, using the COBB flash tuning system ERC 109 unleaded race gas for an added safety net (obviously we didn’t need the extra octane, as we stopped once we hit our goal) +meth for cooling, we had plenty of fuel and could have most likely done a pull with it off and netted similar results since we were running 109 Smoothing in both 0-5 4th gear – Speed and RPM shown
PTF
World Record: N54 DCT with Upgraded Clutch Packs from SSP Performance – 2012 BMW 335IS – 450WHP 490WTQ
Super excited about our recent tuning outcome with one of our local tuning customers. Joe’s 2012 BMW 335is with the DCT (Double Clutch) transmission is simply put, a stock turbo beast. The transmission is built with upgraded clutch packs from SSP Performance. We did our best to fully customize the Pro Tune on this N54 to take full advantage of the provided octane and methanol/water injection. Here’s the review from the customer. Thanks Joe, enjoy the beast, see you at the track buddy ;) =============== Hey guys, Just wanted to share my story about my DCT build and my WR Dyno. This is not intended to start a tuning war or to make anyone look stupid *cough*cough* 135 pages of garbage. For starters I drive a 2012 335is with a DCT transmission, I began the build like every other enthusiast out there would, with a tune (JB4 to be exact). It later became FBO + meth + Protune with an upgraded clutch pack. As I mentioned the car originally ran the JB4 G5 iso + BMS flash. I will never put down the BMS name as I believe that they deliver a sound product and top notch customer service, but it just wasn’t what I needed. The trans started encountering clutch slippage late last year while using any meth additive over 45 or being on map 7. The car gets beaten regularly and hits the strip at least once a month during the summer. It started off with some slippage during WOT shifts and later into not even being able to hold any power in the RPM range and sending the trans into a limp mode. Since I’m located up in Canada and don’t drive much during the winter months, I called up Kris@ssp to discuss a possible clutch disc replacement. I was skeptical at first since theres a huge thread on how it doesn’t work, but I took the leap of faith anyways and pulled the trigger on the new SSP 16 plate clutch pack.Boy i’m I happy now for not listening to sticky. Kris hooked me up with a local DCT master technician who fly’s all over the world to upgrade GTR and Lambo clutches steve@SJL. In other words I was in great hands and I cannot thank Kris and Steve enough for the countless hours spent making my baby run how it should. There was a short trial and error period but as of Saturday May 4th, my car was finally done. The technician advised me to go the flash route as the BMW TCU gets all its values directly from the ECU and tricking it with a piggy was affecting various systems/sensors (mostly load related) within the TCU. Earlier this month I got a hold of PTF, who are local to me and told them what I was trying to do. I then purchased the pro tune + the HFS4 and WOW what a difference it is to drive. The car just goes, its hands down exactly what I wanted from this project when I started. PTF are amazing! I did both a road tune and a dyno tune and I can honestly say if your looking to bring your car to the next level I believe PTF is the way to go. It feels incredibly smooth and when needed it pulls like a freight train. The car currently runs 3 maps; one is a DD that is customized for 94+meth with conservative boost and timing. The next map is more aggressive running 94 + 100% meth and last but not least a map made strictly for race gas + meth. Going back towards the DCT build, I would consider myself to be a complete noobie regarding the DCT trans. I know about line pressure and the discs itself but after that its like solving a rubix cube. So for more information on regarding the upgrade, I ask you to please email Kris@SSP. I believe anyone trying to push big power with a DCT should give SSP a call and order these clutches. I’ve put on 1600 hard miles on them and not a single blip yet, the shifts are a tad firmer but still very comfortable for DD. I’m planning on getting a turbo upgrade by mid summer and well defiantly keep all of you posted. I intend to push the trans has hard as possible!! The numbers below speak for themselves, consistent power pull after pull. We tried to hit 500tq but we didn’t want to put to much stress on the turbos. Since I cannot dig up my baseline, I wanted to let you guys know that a FBO g5iso + bms flash on 75 additive went on after me and put down 425/485 nemo . I’ll be hitting the track later this month with PTF , watch out buraQ. Just waiting for my AD08s to come in, I truly believe this car can go deep into the 11s with its setup now. Video’s…time slips and 60-120 runs will be posted later this month, just incase some of you don’t believe it works. Do yourself a favour and contact PTF to get a fully customized map, I promise you wont regret it. Much thanks PTF, SSP, SJL, columbusautomotive and all the boys part of JBC!!! Mod List COBB PROTUNE by PTF STOCK SNAILS AR Downpipes AMS FMIC AFE DCI BMS OCC Vibrant Resonators HFS4 FORGE DVs ER CP NGK 9552
PTF
PTF Sponsored Track Car – Custom BMW 135i N54
We recently received a call from an east coast shop owner who does some of the cleanest work I have ever seen. He runs a full race shop and has a 2008 135i with only 5000 miles on it. All 5000 miles are track miles as the car has never been registered as a car to run on the street. He is running RB turbos and full supporting bolt ons and tracks the car on 93 octane. We have decided to join him and support his tuning needs for the upcoming track seasons. After hitting the dyno today we have dialed the car in a bit more and focused on a tune for long / high heat and intense track sessions. 3+ hours on a road course tends to take its toll on a car and without the proper tuning and cooling it could cause problems. Between the tune we put together and the custom built parts on the car – this is going to be a very fun partnership. Without the specific components, additional cooling modifications, and custom built race parts that he fabricated in his shop – this car would not run as well as it does. The car put out impressive numbers on the dyno today. It made about 443whp and 432wtq and never touched over 18.09 psi (set to hit and hold about 17.5psi but flirted with 18.09 for about 150rpms lol). We have a few more revisions to get everything dialed in perfectly. This was a third gear pull on the dyno as we ran out of time to start doing some 4th gear tuning. We will probably keep the car well under 18psi even at high load. On to the impressive pictures!
PTF
Custom single turbo – 18-18.5psi – external wastegate control, OEM solenoids, COBB flash only – shakedown runs
Wanted to share what I think is another key milestone in N54 tuning. Yesterday we managed to use Cobb to control an external Tial wastegate entirely, without piggyback involvement and make some good numbers. Boost control had to be redone from the typical way its done for internally wastegated vacuum operated turbos such as OEMs and any stock frame hybrids. We stopped at these numbers as the HPFP pressure literally nosedived near redline to 600psi from 2000+psi targeted so we’ll be looking at the usual fuel capacity boosters and a couple things that I haven’t heard of being tried yet. This was at 18-18.5psi peak. Timing is around 8-10.5deg, our Petro Canada (Sunoco) pump 94 octane. No idea at the moment how much more power is left on our pump gas but I bet quite a bit more as this was literally just getting started LOL Exhaust manifold is very similar to FFTEC’s with the runners going up and merging down the middle to a T4 flange. GTX35R 1.06AR turbine housing, Tial wastegate with a 10lb spring. Exhaust is a single 3.5″ all the way back with the wastegate plumbed into the exhaust. This kit was a one off for a local car that has seen tons of 1/4 mile racing in the past and had one of the first RBs ever made. He drove the car on the street after, no issues, raced what looked like a 600 bike I think, stayed door to door… The size of the exhaust housing is obviously making this a top end beast vs. a DD street car but stepping down to a smaller exhaust housing is never rocket science or brain surgery Click here to enlarge We’re SUPER happy having completed this with boost control that is so spot on. 10psi (to overcome the wg spring before any duty cycle is needed on top of it to reach higher boost) is reached at 4200rpm in 4th gear on a non-load bearing Dynojet. Car is a 2008 BMW 335i E90. More to follow, stay tuned! :)
PTF
523WHP 520WTQ – BETA VTT Turbos – Pump gas and Methanol Injection
Had some fun with a set of BETA VTT Stage 2 turbos on Wednesday night and here are the numbers. The tune is running 21psi peak down low, 20psi at 6k rpm, 19psi at 6200rpm, 18psi at 6500rpm, 16.6psi at redline. Timing is in the range of 10.5 to 11.5deg peak without any hint of timing corrections all the way through. This was on pump 94 octane from Petro Canada (formerly Sunoco) running the Aquamist HFS-4 setup with two 1mm nozzles and 100% meth. According to short term trims the DME is pulling out 25% through trims with two 1mm nozzles so we could probably dial it in a bit better by dropping one of the two 1mm nozzles to a 0.9 or a .8mm instead. Numbers look really nice and the most this car has ever made on pump and meth so far with this much timing and boost. Boost wise there isn’t any more to be had up top but we expect there’s possibly another 2-3 degrees left in there on race gas. Design wise these turbos should be close to what the next Stage 2 Batch 2 setups end up looking like from Vargas Turbo Technologies. The actual Stage 2 Batch 2 dyno numbers will be published with our tuning once they’re ready and installed for testing on the the new VTT shop test car.
PTF
534WHP 532WTQ – One-off set of custom turbos from Vargas – Race Gas + Meth – New N54 Stock Frame Turbos/Stock Motor Record? We think so..
Went back to the dyno this past Saturday. It was a lot hotter out than last time when the car did 523whp on pump+meth. With the same conditions as on the pump/meth runs it could’ve maybe done a touch better, maybe 540 even, maybe not. It shows just how close meth/pump numbers can be to a more expensive race gas+meth alternative when you’re already maxed on the turbo side of things. However, with race gas some additional timing managed to be had without knock through the top end helping power not drop off as quickly in the 6-7k rpm range. These are the one-off set of stock frame upgraded turbos from Vargas. These will never see production and are not Stage 2 Batch 2 turbos. These have a one off housing that was used in the name of “science” to see the effects of a lot more machining work on the turbine housing when it comes to hp while preserving the OEM exhaust manifold in place. This seems to be the new stock frame turbo stock N54 motor record, with a tune that was done in the most appropriate of ways possible (i.e. not testing hardware limits with bottom end boost or torque), even though its a hybrid of VTT/ASR hardware. The rpm/mph chart below the power/torque graphs is to show the RPM pickup cutting out dyno shop will need to sort that one out hopefully soon GREEN line is pump/meth RED/BLUE lines are race gas/meth Both tunes run the same boost and wg duty cycles. Only thing remaining is to try maybe using an E85 blend with meth, possibly.
PTF
Customer Review – Kline Decatted Exhaust Review 997.2 TURBO S
We wanted to share a recent customer review of a KLINE decatted exhaust on their Porsche 997.2 Turbo S and their comparison with a Europipe exhaust. URL to a 6speedonline.com forum review: http://www.6speedonline.com/forums/997-turbo-gt2/352911-kline-decatted-exhaust-review-997-2-turbo-s.html One month ago I decide to change my exhaust , KLINE was best option( price quality) i was using a catted Europipe exhaust . Europipe catted vs Kline decatted (personal opinion) Cold start : Kline win for me this one , the kline decatted exhaust is at least 30% quieter in a cold start against the europipe catted Normal Driving : they both are very similar in sound character very similar you could notice more boost sound from the europipe and a more high pitch sound from the kline. Spirit Driving (WOT):In this department the Kline de catted exhaust is superior the sound its very good ,europipe its not far but it doesn’t offer the sound level tone that the kline gets. (personal opinion ) both are great but for me the Kline Decatted exhaust gives you a little of both worlds ( loud when wot , and quiet when cruising ) videos are from Go pro ; sound its not the best but something i haven’t record the europipe yet. i want to thanks Felix from Kline and Dzenno from Protune Freaks , excellent customer service and fast shipping. https://www.youtube.com/watch?v=Y9zOUAfwbP0
PTF
BMW N54 30FF Underboost Code – Boost Leak Testing – DIY
We decided to share this great DIY on boost leak testing that was contributed to the N54 community a long while back and is still very useful for those running into issues with underboost codes, limp mode due to a boost leak in their charge piping. —————— Spent a lot of time the past week trying to diagnose a 30FF. (Boost Log is NOT matching Target) Since 30FF can be from a leak in the pressurized section of the intake track and/or the turbo just isn’t putting out enough, I broke this up into 2 areas: 1. Turbo compressor (COOL side) to intake manifold/head interface. a. Test entire intake system. b. Test Diverter Valves 2. Turbo compressor operation(HOT side) – a. Vacuum system & line integrity b. Wastegate actuator & line integrity c. Solenoid functionality The sequence of the tests is not so important. You can start with the tests you already have the tools or time for and stop if you are lucky enough to detect & fix the problem. Just remember that there can be more than 1 source for the 30FF. You’re not done till the 30FF’s stop popping up. OK, I had already made several fittings to tap into, plug and pressurize sections of the OEM intake system. After removing sections of the intake system and checking them independently, it was obvious they could leak when they were put back together. So after playing with all the new gadgets I wanted to test the system w/o removing any parts that are exposed to boost pressure. Step 1a Tools & Equipment • Compressor w/ regulator, GOOD pressure gauge, hose • Very quiet garage to listen for leaks – beware of neighbors watering the lawn • Squirt bottle w/ Dish soap & water • (2) – 1-1/2” PVC pipe cap ($0.77 each @ Menards) • (1) – ¼” NPT male hose fitting ($0.25 @ Harbor Freight) Prep work: Remove any bumps (injection molding gates) on the OD of each cap w/ a file (if necessary, depending on mfg.). Make it smoothed. Drill & tap 1 cap to install air fitting. (7/16” drill, ¼” NPT tap) Next, Get front wheels off the ground – ramps, jack stands or lift Car off and cool Remove the 14 screws & engine splash pan Remove the DCI’s (or air filter box) to access the 2-1/4” accordion intake tubes. Install plain PVC cap in the F tube and the other cap w/ air fitting into the R tube and tighten hose clamps. **If running OEM crankcase venting system you must Plug the rear air intake tube at the PCV return tube heater element**-edit on 8/25/11 Set the air pressure regulator to ZERO and connect air hose to cap fitting. You are now “in Theory” ready to pressurize the whole intake & exhaust system from the air inlet to exhaust tips. Not sure why but didn’t need to use exhaust tip plugs I made cause air was not exiting the exhaust. Only thing that comes to mind is no overlap between intake & exhaust valves. Ideas welcome… SLOWLY increase regulator air pressure to 10 psi (it’s high enough to find a pretty small leak). Filling up the whole system takes some time and can sound like a leak when filling. Give it time & let pressure stabilize. The air intake tubes are not designed to hold pressure but they do hold some. Mine held to 12 psi B4 rear turbo inlet started hissing. This is NOT a boost leak but the weakest joint in this test method. Don’t go leak hunting if a turbo inlet is leaking @ 10 psi. You may need a buddy to hold intake tube onto turbo @ 10 psi if leaking there or get creative and wedge it in place. Reference Picture from Hotrod’s post, I did NOT remove my engine! Listen & look, squirt soapy water anywhere/everywhere you suspect & look for bubbles to confirm leak. Get under the car & check both turbo connections, piping, connectors, FMIC, elbow, DV or BOV & recirculation tubes, vacuum/boost lines to DV’s, Charge pipe, Throttle body, intake manifold to engine head. Fix any leaks & retest. If air tight @ 10psi you are done with this step. Here’s what I found! Step 1b.Test DV’s I also rigged up a way to pressurize the DV’s , CP & elbow as an assembly. Used syringe w/ Tee to both DV’s. Step 2a. Vacuum system & line integrity – Tools & Equipment • Vacuum gauge • Pick or small pry tool to remove vacuum hose Vacuum to Wastegate solenoids Follow hose from the top a canister to a solenoid. Remove hose at the solenoid and connect vacuum gage. Start car, gauge should read about 26” Hg at idle. Don’t know acceptable limits but if it’s much lower than 26” trace ALL hoses all the way back to vacuum pump (behind oil filter). Replace leaking or pinched hose. Reconnect the hose and repeat the vacuum test on remaining solenoid. Step 2b. Wastegate actuator & line integrity – Tools & Equipment • 100cc or larger syringe • 5/35” Tee • Towel Clamp or long nose vice grip Test can be done w/o a Tee by connecting syringe directly to braided hose going to wastegate actuator. (Easier said than done) Since a Tee is needed for Step 2C you can save time & aggravation if you: Cut the 5” long hose that’s between the 2 OEM tees (see below) Use clamp to Pinch the short hose that runs down from the Rear Tee to the Rear Solenoid Connect syringe to the Hose you just cut Apply vacuum by pulling syringe plunger and check for smooth movement of actuator rod and a metal to metal sound when the wastegate closes. Once wastegate is closed it must remain closed and the force needed to hold the plunger steady must remain constant. If it gets easier to hold the plunger in place it means the hose and or actuator is leaking. Repeat for front actuator connecting syringe to remaining 1” of OEM tube & pinching front line between Tee to Solenoid. The front actuator that is NOT visible from above engine. If you don’t have access to a borescope to watch the rod movement, listen closely to the sound and compare to the front. If you can’t see the actuation rod you will have to make the call (by listening) if it’s operating like the rear actuator. Connect Tee and go to next step or plug the open end of the Tee if you are done. Step 2c. Solenoid Functionality – Tools & Equipment • Vacuum gauge • 6’ of 5/32” vacuum hose • 5/32” Tee ( if you didn’t take my advice in 2b) Install 5/32” Tee into vacuum hose you cut in 2b. Connect 6’ hose to Tee & gauge Route gauge thru drivers window & into car Getter warmed up, cruse at about 60 mph in 3rd, Go WOT, w/ a Tune the gauge should spike then hold at about 20” while under boost. If the 30FF is not gone then there’s only 2 more options: 1. Wastegate rod adjustment back to OEM spec 2. New Turbos
PTF
Porsche 997.2 Turbo 60-130mph World Record – 5.90secs – Cobb custom tuning by proTUNING Freaks
We’re excited to share a recent vbox verified 60-130mph time of 5.90secs done by our customer Costas in Greece that looks to be a new World Record. What really makes this impressive is the car is running pump gas with our custom Cobb protune and the only hardware modification being a 100cell exhaust. Congrats once again Costas! Here’s a link to his 6.0sec run previously: http://www.6speedonline.com/forums/996-turbo-gt2/259006-6speedonline-s-official-1-4-mile-60-130-100-150-standing-mile-thread-94.html#post4231743 And his 5.90sec record setting run: http://www.6speedonline.com/forums/996-turbo-gt2/259006-6speedonline-s-official-1-4-mile-60-130-100-150-standing-mile-thread-95.html#post4241464
PTF
New Porsche 997.1 Turbo 60-130mph record – 6.700secs on pump 93 octane – OEM turbos + boltons + PTF custom Cobb tune
We are happy to report that a protune customer of ours from Alabama, US has just set new 997.1 OEM VTG turbo 60-130mph record at 6.700secs on pump 93 octane. The car has minimal bolton modifications including an AWE exhaust, OEM 997.2 intercoolers and do88.se turbo inlet pipes with a Sachs 2.5 clutch that drives just like the OEM clutch. This is your ultimate sleeper setup. The car has had ID1000 injectors as the car will be running on E85 soon. We’re looking forward to even faster numbers with E85! Congrats Greyson, all the best! http://www.6speedonline.com/forums/997-turbo-gt2/355173-6-93-60-130-07-997-6mt-93-octane-oem-vtgs-cobb-ptf-custom-tuning-2.html#post4269016
PTF
BMW N54 Boost Control – PID and Tuning Limits
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.
PTF
PTF proTUNE Results, PUMP gas stock turbo record and comparison dynos with JB4 G5
In almost every initial email people ask us what we can do for them with our custom tuning power wise. Some come to us with bone stock cars and ask about getting parts to go full bolt on and get a custom tune. Others come to us with an existing Cobb OTS tune and ask about gains while some already have a tune such as the latest JB4 G5 with and without the free BMS backend flash. We spent some time on the dyno and gathered up some neat results to demonstrate what we can do. The runs are on pump 93 octane, same day, details below. Car and its modifications: 2007 335i 6AT WINTER tires (they actually hurt power a little over summer tires due to thread design, read more here if you like). 3″ catless downpipes OEM exhaust BMS DCI intakes Intercooler 93 octane pump gas All runs done in 4th gear We started with a baseline run with all the boltons on the car and just a Factory (OEM) tune flash and from there did our custom tuning. Other than being a great all around consistent reliable tune this is also a stock turbo pump 93 octane N54 torque World Record. Gains of +115whp and +187wtq over stock baseline of the same car, same dyno, pump gas and FBO modifications. That will transform your stock N54 entirely and provide it with enough punch to confuse a lot of other cars on the road while doing so on your no-hassle pump gas :) As the car came to us with a JB4 G5 ISO on it we moved on to get some runs with it installed. First we uninstalled the Cobb AP entirely from the car and ran the JB4 as most people out there seem to run it, without a pump gas backend flash. Here are the results: The tune above had a number of timing corrections on Map 1, 2 and 5 and we felt that we should flash the free BMS pump gas flash and get what we and BMS feel is a more appropriate tune these days. Here are the results: Above shows the power actually went down from No BMS backend flash runs. However, given how Map 1, 2 and 5 are setup for boost this setup actually is considerably less knock prone and safer to run on the car than the No backend flash. In case you’re running a JB4 out there without an appropriate flash at least do yourself a favour and grab the BMS free flash. Your N54 will thank you for it. At this point we installed the Cobb AP back on the car and ran the Cobb OTS Stage 2+Agg map that comes preloaded on the Cobb Accessport to get a sense of how it compares against the JB4. Here are the results against the JB4 without the free BMS backend flash: Considering how simple it is to plug the Cobb AP into the OBD2 port and just flash it with this OTS map and considering the logs show absolutely no knock while making more power everywhere we felt the Cobb AP brings the most complete off the shelf tune available on the market even without any custom tuning. Here is the same Cobb Stage 2+Aggressive map against the JB4 G5 with a BMS backend flash: Here are results of our custom tune compared to the off the shelf map. Note almost +30whp/+80wtq gains at peak over the Cobb Stage 2+Agg OTS map and as much as +70whp gained in midrange. Let us know if any questions at all. Our custom tuning has been built and refined over many years with the N54 and we will guarantee a consistent reliable tune for all of our customers. Tuning comes with lifetime support from us and unlimited map revisions as long as the car needs a revision on the same mods/octane we’re there to help free of any additional charge. With the recent introduction of ignition timing logging on the JB4 G5 we’ve adopted it as well for custom tuning when/where required and will provide custom backend Cobb flashes to run with the JB run exclusively on a custom map 6 where higher numbers are available to be had as well but it is nice to see what Cobb OTS vs. JB4 OTS vs. stock baseline and custom tuning can do all in one place gathered on the same car same octane same dyno same day. When we get a chance we’ll do a similar exercise on higher octane and demonstrate our results.
PTF
Porsche 997.1 Turbo (2007-2009) Aquamist HFS-3 methanol injection kit – wiring diagram
We have used methanol injection on almost all the platforms we’ve tuned since 2007 with great results. To do it properly one shouldn’t compromise and should use the highest quality injection kit with an appropriate turbine based flow sensor failsafe in place such as what comes in Aquamist’s HFS-3 and HFS-4 kits. For those looking to install a methanol kit on their 997.1 Turbo we recommend going with the Aquamist HFS-3 kit and you can order it here. Here’s a wiring diagram for the OEM DME harness. For any tuning related questions don’t hesitate to contact us at [email protected]. NOTE: If you’re wiring this kit into a harness that will use a standalone ECU such as an AEM Infinity make sure that during any firmware updates to the standalone ECU you physically [U]disconnect the power on your Aquamist controller[/U] prior to upgrading firmware. This is NOT required if using the OEM DME with a Cobb Accessport at any time. Leaving the meth kit plugged in, even with the gauge off, can/will cause the kit to spray at 100% duty as the firmware upgrade sends a signal on the wiring that simulates a 100% fuel injector duty cycle which can cause your motor to get hydrolocked with meth. Map switching, updates to calibration, etc will never trigger this issue. This only and specifically applies to firmware upgrades which are rare/infrequent.
Dzenan Becic
1000+hp Stock Motor 997.1 Turbo - Twin GTX3076 Turbos
Thought we’d share some results from last night’s tuning session. This 997.1 Turbo was brought to our friend’s at Boost Theory in Mississauga for some custom fab work a while back. Along with some exterior aesthetic changes the car received a custom 3″ x-pipe exhaust, manifolds with Tial external wastegates that fit with Garrett GTX3076 turbos, 3.5″ intercoolers, custom y-pipe with Tial BOVs, ID1000 injectors and a Sachs 2.5 clutch. Stock plenum and throttle body are still on the car. Dyno for this particular car was at DL Motorsports who have just a single roller Dynojet so the front driveshaft was removed as per usual. All of the tuning on our shop’s 997.1 Turbo was on an AWD Mustang that reads much lower than Dynojets as mentioned in our past threads so we were really curious what a Dynojet would end up showing. Our tuning was done via Cobb Accessport and an external boost controller. Initially we did just some relatively mild tuning on our pump gas and got to 650whp at 17-17.5psi peak after which we moved to race gas. Tires started to have serious traction issues. We asked a friendly 260lb bystander to have a seat in the rear for our final runs and finally had tires hooking up with the roller all the way through the RPM band making 100wtq in midrange over previous runs Check out the final pull on our Instagram feed. This car has more left in it but we’re keeping it here for now as we’ve found motor internals to hold up without any issues on our shop car for thousands of miles of test/tune at very similar power/torque levels and tuning that we essentially replicated here on race gas while we’ve done ours on pump gas+meth. If you take drivetrain losses into account of 15-20% this represents well over 1000hp on a stock 997.1 Turbo motor.
