BMW News, F82, M4, Tuned

Gauging interest: Street registered M4s that can easily beat GT3RS’ at M4GTS cost


Hi BMW Fans,

As many of you know, I am a M4GTS owner that has been extensively modifying my car to make it faster on the race track. I have always believed that the street legal track car standard is the Porsche GT3RS and I must admit that any form of the BMW M4 including the GTS is miles away from the GT3RS. Yes, the M4 is much cheaper than a GT3RS but there is no amount of bolt on modifications that will make the M4 perform on the level of the GT3RS; however, I have a solution! First, I would like to give an introduction about myself.

My name is Yufeng or you can just call me Y. I have been a professional race car driver for a number of years racing all over world in various formula car and GT championships. Throughout my racing career, I have noticed that the teams and personnel at the pinnacle of motorsport rarely have an interest to offer their knowledge and services to street cars. If just a small amount of race engineering went into a street car, it might be able to go substantially faster on a race track. The truth is, a properly set up race car is much easier and enjoyable to drive at speed than a street car. I want to give fellow street car owners the opportunity to feel the sensation of driving a properly engineered race car without losing the ability to drive their cars on the street. To fulfill that ambition, I started YMS.

YMS is a Los Angeles based professional race engineering outfit that specializes in designing and building street registered track cars. Our technical director Ricardo Divila is officially the most experienced race car designer and engineer in the world. Some of his achievements include designing numerous Formula 1 cars, engineering two Formula 1 World Championships, technical director at Nissan Motorsports (Nismo) from 1996-2012, designing all the Nissan Skyline and GTR race cars, and engineering the Nissan GTR Nismo Nurburgring lap record. Our shop manager/chief mechanic used to manage the biggest Lamborghini Super Trofeo team in the world and orchestrated 3 Lamborghini Super Trofeo World Championships titles in a row. We apply the same philosophy used in professional motorsport to every job from a simple suspension overhaul all the way to frame up builds.

We are currently taking a BMW M4 and a brand new Toyota Supra, stripping them down to the frame, and turning them into track day specials that can be daily driven on the street. We are considering doing a small production run for these cars and trying to see how many people would be interested in owning OEM quality street registered track cars that can beat GT4 race cars on track. The cars have a base mechanical design and the rest can be spec’d in any way desired. The base price of the cars will be much less than entry level super cars and the cars will also come with warranties.

Design Philosophy
1. Car need to appear, function, and feel OEM
2. Car need to be possible to daily drive on the street
3. Car will generate most the lap time through the suspension and weight reduction
4. Price point must be much lower than a entry level super car

Chassis
1. FIA roll cage
2. Lightened vehicle frame
3. All deflection points removed
4. Optional air jacks

Interior
1. OEM dash, center console, and carpet retained
2. Carbon fiber interior panels
3. Optional A/C and radio
4. FIA standard bucket seats with 6 point harnesses
*optional Formula 1 style seat insert custom made for driver*
5. Interior can be spec’d in any configuration expect for safety equipment
6. Optional carbon fiber dash and center console

Suspension
1. Fully adjustable
2. Motorsport dampers (2 way, 3 way, 4 way)
3. Lightened suspension assembly
4. Optimized suspension geometry

Aerodynamics
1. M4GTS or GT4 front splitter with scrape protection
2. M240Ir or GT4 rear wing
3. M4 GT4 hood
4. Optional carbon fiber fenders
5. Optional carbon fiber trunk
6. Optional carbon fiber doors
7. Optional lightweight glass
8. Optional aero optimized under tray

Drivetrain
1. Dual clutch or manual transmission
2. Motorsport differential
3. Optimized final drive
4. Optional cooling ducts
5. Optional coolers

Steering
1. Optimized steering geometry
2. OEM electronic power steering
3. OEM, aftermarket, or formula style steering wheel
4. Optional custom steering position

Engine
1. Unrestricted OEM engine with custom calibration
2. Light weight exhaust with motorsport mufflers
*Exhaust can be optioned in titanium or inconel*

Electronics
1. Motorsport battery
2. Optional M4 GT4 electronics package
3. Optional motorsport ABS/traction control
4. Optional fire suppression system

Brakes
1. Motorsport system
2. Optional manual pedal box with brake bias control

Wheels
1. 18×11 motorsport wheels front and rear

Please let me know your thoughts and follow us on Instagram @ymotorsport to keep up with progress. Thank you!




Last edited by YMS; 12-29-2019 at 12:37 PM..






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BMW News, F82, M4

The M4 GTS belongs on the track


Finally managed to get a morning of lapping in after ~4 months of ownership, and completely confirmed I made the right decision going with the GTS instead of a M2C. The GTS is an absolute riot on the track.

A few observations:

  • Bring Gas: averaged 6.2MPG, fuel starved after ~57 miles. This was intentional due to the alignment concerns.
  • Get Camber Plates: my front alignment was flawed, -1.4* due to the strut brace limiting the camber plate movement, going back with the explicit instructions to remove the brace during alignment. My home track eats left front tires, and even overbraking by 10-15mph in the high-speed right corners I definitely started chewing up the LF shoulder in ~60 minutes.
  • Bring Water: the water injection tank level alert started chiming before I ran out of gas. Super annoying/distracting when the car chimes at you every corner for your last 2 laps.
  • Turn off DSC: MDM was useful for the first session or two to familiarize myself with the car’s behavior and to sort out tire pressures, but I dropped from 2:08.xx to 2:03.xx simply turning off DSC. Max positive toe(~0.13*) helped keep the throttle oversteer in check, but you could happily drift this thing around every corner if you wanted.
  • CCBs pedal feel leaves something to be desired: felt very unpredictable, but that might be a seat-time thing. They sure do stop quick, and zero fade issues. Front tires overheated/spiked in pressure before the brakes.
  • Get harnesses: I hate that USDM GTS’ didn’t get the European seats. I’m confident I’ll drop ~2-3 seconds with a harness. Trail braking is a nightmare sliding in the seat, and several corners I’d struggle mid-corner to start throttling-out because of the lateral Gs.
  • Sport+ throttle is perfect: It is borderline unusable on the street, but it is absolutely perfect for medium/high speed tracks. I was in 3rd -> 5th gear, and the throttle sensitivity was perfect for trying to throttle steer the car a bit towards the end.

On the street the GTS feels kind of like a muscle car, because you can’t safely exercise its capabilities in the corners. On the track it is still a bit like a missile trying to straighten out corners to bury the throttle, but it is definitely capable of holding its own with momentum lines through corners. Related, there was a guy flogging an E39 M5, it was awesome watching him sling that boat through the corners and try to put his power down.

My car is now in storage until January due to my home track being closed for winter break. I’ll update my post about camber settings once I get out to the track again with a correct alignment + pyrometer + have more than 1 tank of gas.

Obligatory track-day photo. This was after the first session, pulled the front splitter out for sessions 2 and 3.
https://f80.bimmerpost.com/forums/at…1&d=1574108927





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BMW News, F80 M3, F82, F87, M2, M3, M4

SSR Performance | S55 Keyed CrankHub Fix Full Installation Walkthrough (vid inside!)


Many of you are already very familiar with the spun crank hub (SCH) issue on the S55 engine that comes in the M3 / M4 / M2C. If you happen to be one of the few that isn’t as familiar then fear not, you’re about to learn everything you need to know and more. We won’t be going too in depth on the SCH issue itself (since this forum is already so saturated with this information), but rather we will be focusing on the concept of the keyed crank hub fix and the installation of it.

Although the SCH issue seems to be so prevalent and openly talked about on the forum, it seems there are some questions or gaps to fill in for many when it comes to the process behind implementing / installing a keyed crank hub fix kit on the S55 engine. We went out of our way to create this write up / video demonstration in hopes of changing that!

We hope that this write up / video can help you visualize and understand the concept of the BMW S55 engine keyed crank hub upgrade as well as familiarize you with the core steps and procedures necessary to install it.

Let’s Begin!

WHAT IS A “KEYED CRANK HUB UPGRADE” AND WHY DO I NEED IT?
The keyed crank hub upgrade is a replacement of your stock crank hub unit with a unit that has two “keys” or “pins” for which 2 holes are drilled into the S55 crankshaft so that upon installation of the crankshaft bolt the new keyed crank hub can be locked into place permanently without a chance of relative rotation to the crankshaft. This allows further insurance against the chance of the crank hub “slipping” or “spinning” and un-syncing the relative angles between the crankshaft and camshafts (this can mean engine failure which will cost upwards of $20,000 to replace or at the very least leave you stranded and un-driveable until the crank hub is replaced and engine is retimed). This SCH failure has been seen on both modified and stock S55 engines. If you are modifying your car, tracking your car, or even driving spiritedly, then upgrading your crank hub is highly recommended.

IS MY CAR ON THE LIST OF AFFECTED VEHICLES?
2015+ BMW F8X M3 / M4 (CS / GTS)
2019+ BMW F87 M2C
And any other variation of BMW models utilizing the S55 engine

WHAT WILL BE NEEDED TO REPLACE MY STOCK CRANK HUB?
Two-Piece Keyed Crank Hub Kit (Maximum PSI used in this example)
(https://www.ssrperformance.com/produ…740027e7&_ss=r)
OEM Gaskets & Parts Needed
∙ Valve Cover Gasket Set
∙ Front Crank Seal – Crankshaft Seal
∙ Bolt for Timing Chain Sprocket – Intake/Exhaust Camshaft
∙ Cover Seal for Brake Booster Vacuum Pump
∙ Oil Pan Gasket
∙ Engine Oil Pan Bolt Kit (Aluminum)
∙ Coolant / Antifreeze (Blue) (1 Gallon)
∙ Engine Oil – 5W-30 Synthetic (7 Liters)
∙ Oil Filter Kit
Labor
∙ Valve Cover R&R (8.2 hours BMW book time)
∙ Oil Pan R&R (8.4 hours BMW book time)
∙ Front Crank Seal R&R (5.6 hours BMW book time)
∙ Drilling Crankshaft (1.5 hours approximated)
∙ Crank Hub R&R w/ proper torquing procedure and retiming engine (1.5 hours approximated)
Total Approximate Labor Hours: 25.2 Hours (BMW specialty tools required)

MAXIMUM PSI CRANK HUB DISCONTINUED?
As already mentioned by a few individuals on this forum, Maximum PSI has discontinued the sales of their two piece keyed crank hub. The main reason for Maximum PSI discontinuing the crank hub was increased production costs and overseas companies copying the design and undercutting Maximum PSI’s prices. It got to the point where Mike, owner of Maximum PSI, decided that profit to effort ratio was no longer valuable enough for them to continue offering the product (just one of the many the difficult decisions business owners are expected to make).

However, the two piece crank hub can still be purchased on SSR Performance’s website. Here is why…

Due to the fact that I have had a close business relationship with Mike over at Maximum PSI since years ago, Mike was kind enough to pass over the information so that we can continue to offer this solution direct from the manufacturing facility that Maximum PSI was working with to produce these.

Mike’s unselfish act has allowed for this solution to still be offered to the end consumer through outlets like us.

With full consent from the owners of Maximum PSI we still offer the same exact solution on our website and it will continue to be available for purchase ONLY while supplies last or until any further notice is given.

DISCLAIMER:
This write up / video is for educational / entertainment purposes only. This video is not meant to be a tutorial or instructions on how to replace your S55 engine’s crank hub. This procedure requires specialty tools and S55 engine specific knowledge and therefore should only be performed by a facility that specializes in BMW engines.

Now let’s move onto the fun stuff enjoy

CLICK PLAY HERE TO WATCH THE FULL INSTALLATION PROCESS HAPPEN IN ACTION
OR
CONTINUE SCROLLING TO SEE THE WRITE UP

FULL WRITE UP

2019 BMW M2 Competition (S55 Engine)

Thanks for watching!

Contact Info: Please feel free to contact us for any questions that you may have!
Website: www.SSR-Performance.com
Email: info@SSR-Performance.com
Phone: (800) 438-2808
Instagram: @SSRperformance (follow us to stay updated!)
590 W Freedom Ave Orange, CA 92865 (open by appointment)




Last edited by SSR Performance; 12-18-2019 at 04:34 PM..






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BMW News, G82, M4, Motorsports

BMW Again Confirms G82 M4 Will Exceed 500 HP in M4 GT3 Preview


Today’s press release from BMW (see below) regarding the M4 GT3, a customer racing program model, sees BMW reconfirming that at least one of the road-going G82 M4 models will exceed 500 HP. As we’ve posted previously, it’s expected that the next gen G80 M3 and G82 M4 will come in multiple variants with different power figures.

This statement was in the press release: The production model BMW M4, which forms the base for the BMW M4 GT3, is powered by a six-cylinder engine with BMW M TwinPower Turbo Technology that achieves more than 500 hp.

And yes, the M4 GT3 teaser image as seen below confirms large vertical kidney grilles, as expected.

Full Press Release:

New icon for BMW M Customer Racing: BMW M4 GT3 to take to the track in 2022.

December 6, 2019

Munich. The customer racing range of products in the BMW M Motorsport programme is getting a new top-of-the-range model. From the 2022 season, privateers and privateer teams around the world will have the opportunity to do battle for wins and titles in a GT3 model based on the next generation of the BMW M4. The BMW M4 GT3 will be the new top vehicle in the customer racing offering.

The race car has been in development for several months and will undergo intensive testing next year. The BMW M4 GT3 will succeed the BMW M6 GT3, which has been in action around the world since 2016 and has brought home wins at the 24 Hours of Spa-Francorchamps (BEL), the FIA GT World Cup in Macau (CHN) and in numerous international race series.

The production model BMW M4, which forms the base for the BMW M4 GT3, is powered by a six-cylinder engine with BMW M TwinPower Turbo Technology that achieves more than 500 hp. The engine and chassis of the road vehicle are the perfect basis for the development of the GT3 racing version. With this goal in mind, the BMW M engineers built an engine – the S58 – that boasts impressive engine characteristics and explosive power delivery, the motorsport genes of which can also be experienced away from the racetrack at any time.

“With our new GT3 project, we are emphasising the significance of BMW M Customer Racing. It is a central pillar of our motorsport programme,” said BMW Group Motorsport Director Jens Marquardt. “With the introduction of the new GT3 regulations for 2022, the BMW M4 is the perfect base. The core product from our colleagues at BMW M is yet again just great. Without wanting to give too much away, the BMW M4 GT3 will be a real highlight in terms of optics and technology. The term ‘icon’ is definitely appropriate here. We want to play a major role in international GT racing with the BMW M4 GT3, as its predecessor did at its victories at the 24-hour races in Spa-Francorchamps, at Macau and in many other race series around the world. Development is already at full speed. The rollout is planned for the second half of 2020.”

Markus Flasch, CEO of BMW M GmbH, said: “It is only logical that future top models in customer racing will be based on the next generation of the BMW M4. We will already be setting new standards in terms of sporting performance in production, which is why it makes sense to present the new GT3 sports car on this platform as well.”

While the 2020 season will be one of development and testing, regular tests in race conditions are planned for 2021.

Anyone interested in the BMW M4 GT3 should contact BMW Motorsport by email at: M4GT3@BMW-Motorsport.com.





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BMW News, F80 M3, F82, F87, M2, M3, M4, Tuned

NEW RELEASE: Dinan S55 Flash Tuning (F87 M2C & F8x M3/M4)


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Dinan S55 Flash Tuning (F87 M2C & F8x M3/M4)

Part Number(s): D900-S55-S1-W / -HE, D900-S55-S1
Applications:

  • 2018-2020 BMW F87 M2C
  • 2015-2018 BMW F80 M3
  • 2015-2020 BMW F82 / F83 M4

Product Page(s) / Pricing: Release Date: Available Now! Please note that not all Dinan dealers are participating in the S55 flash release at its initial product launch. Please contact your local authorized dealer or Dinan directly to find out if your dealer is participating.

Description: Dinan has a long and storied past when it comes to engine tuning having introduced our first engine performance chip in the mid 80’s — over 3 decades ago. From those early years with chips, followed by engine software and then to our own external control modules we have become experts in nearly every possible way to extract safe, reliable power from the factory powerplant. While we have long preferred the unheard of control and sophistication capable of being achieved from engine software, over the past 6 years that option was not one afforded to us. That changes now with the re-introduction to flash tuning for Dinan with the S55 engine.

The first of the next generation of Dinan flash tunes the S55 calibrations are held to the same principles of the past; performance, reliability and safety. Dinan performance engine software is so much more than just tuning up the turbo boost after all. It is a fully re-tuned engine management program that maximizes power while keeping all the BMW factory safeguards in place. Protecting your BMW while giving the most performance is the definition of “Performance Without Sacrifice”. Drivetrain and engine components are analyzed for strength then the calibration is tested on the dyno and in the real world for durability and drivability.

This next generation of Dinan flash tunes does differ from the past however in that there are many different options to choose from depending on your needs or desires. Whether you want a warranted tune for 93 pump gas when under the factory warranty, an E85 performance tune for maximum performance when outside of the factory warranty, or something in between, chances are Dinan has an option for you.

Features and Benefits Common to All S55 Performance Engine Software Variants:

  • Full map rescaling for drivability from idle to wide open throttle and everywhere in between
  • Top speed governor removed
  • Retains all BMW factory engine damage safeguards
  • Torque gains drastically improve acceleration
  • No hesitation between shifts
  • Downloads through the OBD2 Port – See note following the various performance charts about possible compatibility limitations
  • Hassle free operation — Install and enjoy

Features, Benefits, Requirements and Power Charts Specific to “Dinan +” S55 Performance Engine Software:

  • More Power: Max gains of 58 HP / 51 lb-ft of torque over stock on the F87 M2C and 32 HP / 42 lb-ft of torque over stock on the F8x M3/M4. Detailed power data can be found in the below charts or at the link provided.
  • Factory matching warranty coverage (4 year / 50,000 mi), including the possibility of consequential damages.
  • Calibrated to work exclusively with pump gas (91 and 93 octane).
  • No required parts, install on a stock car and receive the full power gains

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Features, Benefits, Requirements and Power Charts Specific to “Dinan +HE” S55 Performance Engine Software:

  • More Power: Max gains of 80 HP / 88 lb-ft of torque over stock on the F87 M2C and 68 HP / 80 lb-ft of torque over stock on the F8x M3/M4. Detailed power data can be found in the below charts or at the link provided.
  • Factory matching warranty coverage (4 year / 50,000 mi), including the possibility of consequential damages.
  • Calibrated to work exclusively with pump gas (91 and 93 octane).
  • Requires the Dinan heat exchanger (D780-0001A) to retain warranty coverage and to realize advertised power gains.

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Features, Benefits, Requirements and Power Charts Specific to “Dinan Stage 1” S55 Performance Engine Software:

  • More Power: Max gains up to 146 HP / 155 lb-ft of torque over stock on the F87 M2C and 122 HP / 145 lb-ft of torque over stock on the F8x M3/M4 using E85. Detailed power data for 93 and E85 octanes can be found in the charts below. For performance data on other octanes please visit the appropriate product page on the Dinan website.
  • Dinan Stage 1 performance software includes a limited lifetime warranty against defects in the software and provides free updates and reflashes as they become available. Labor or shipping charges are not included in the warranty and are at the discretion of the place of install.
  • Access to numerous octane calibrations depending on your needs (91, 93, 100, 104, and E85). Switching between mappings would require a reflash at a Dinan authorized dealer.
  • The Dinan Heat Exchanger (D780-0001A) or equivalent is highly recommended when running ANY of the stage 1 maps. Without the heat exchanger installed the vehicle will tend to heat soak / derate under any meaningful load. Advertised gains as a result will not be able to be achieved.

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COMPATABILITY NOTICE – BOX CODES & JUNE 2019 FACTORY UPDATE

DME box code and bootloader information must be obtained from the vehicle to determine if a vehicle is flashable in its current state. In some cases we will need to create a file for your vehicle. This process could take several days and multiple dealer visits.

Vehicles previously serviced or updated after June of 2019 may have received a DME bootloader update from BMW. This bootloader version will prevent the Dinan software upgrade from completing. DMEs with the updated bootloader must be removed from the vehicle, and sent to Dinan HQ to have the bootloader backdated. DMEs sent to Dinan for the backdating procedure will not be opened or physically modified in any way. Once the DME is returned to the dealer, they must still be flashed with the Dinan performance software through the OBDII port. If a previously backdated and flashed ECU is updated with the new bootloader, the above process will need to be repeated. Dinan will not pay labor under warranty to remove and reinstall ECUs that were previously backdated, and then updated by BMW or a third party.

DINAN S55 ENGINE PERFORMANCE SOFTWARE FAQ:

I already own a DINANTRONICS Elite kit for the S55 engine, can I switch to the flash?
Yes, you can trade in your existing DINANTRONICS kit and qualify for a warrantied tune (balance of the factory matching 4yr/50 k warranty) upgrade for only $149.95. If you are already out of warranty or simply want more power you can opt to switch to the full stage 1 options (no factory matching warranty) without any associated upgrade fee. Pricing listed is dependent on trade-in of registered, first-hand units. Used, second-hand units do not qualify.

When I purchase a Stage 1 S55 flash do I only have access to one of the octane mappings?
When a stage 1 S55 flash is purchased you obtain licenses for ALL the various octane maps. However, only one map can be loaded on the car at any given time so if you wish to use a different octane then what is initially loaded it would require a trip to your authorized Dinan dealer for a reflash. Labor / install charges to perform this service would be at the discretion of the dealer. We recommend loading the octane mapping that is most commonly used for the vehicle (91, 93 or E85 most likely) and only do a map change for special occurrences such as a track day.

I have the Dinan +/ +HE tune but want more. What are my options?
Dinan+ users can upgrade to the Dinan +HE variant at no charge for more power while retaining the Dinan factory matching warranty provided a Heat Exchanger is purchased and installed as well. For those that want even more power you can opt to switch to the full Stage 1 tunes, taking advantage of more aggressive mapping geared for race fuels, at no additional cost. Switching to these mappings however will immediately cease any factory matching warranty obligation. For all of these scenarios, labor and/or install dealer fees still apply.

I do not live near a Dinan Dealer can I still purchase Performance Software?
At this time Dinan S55 Engine Performance Software must be installed through one of our authorized dealers. Our dealer list is constantly expanding however so check out the dealer locator often at https://www.dinancars.com/authorized-dealers/ to make sure a new dealer has not begun servicing your area.

Will Dinan parts be covered under my extended/CPO warranty through BMW?
The Dinan warranty (For Dinan+ / +HE variants) matches the new car 4 year / 50,000 mi warranty but does not cover any extended or CPO warranties.

Can I flash my vehicle back to the stock tune?
Yes, you have the ability to flash the vehicle back to stock but the process would need to be completed by a dealer. There is no cost to do so from Dinan but you would potentially be subject to dealer labor rates to perform the service.

What if I am not happy with my Dinan Engine Performance Software purchase? Is there a return window?
All Dinan engine software include a 30-day money back guarantee with no questions asked. If for any reason the owner is dissatisfied with the Dinan engine software, they may return to the place of purchase for a full refund, provided they are within the 30 day period from the time of the initial purchase. Labor or shipping charges are not included in the guarantee and are at the discretion of the place of install.




Last edited by Dinan_Engineering; 11-12-2019 at 11:32 AM..






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BMW News, F82, M4, Tuned

1005WHP M4 Build


With the year coming to an end and people buying stuff for Black Friday/Christmas, i’ve decided to post all the details on my build. Every mod to my car is listed, what challenges i had to go through to get here and what i predict is next for the platform. I hope this helps as there have been a lot of people messaging me regarding my car and asking help on how to make power reliably.

Disclaimer: This is my first modded car. All work was done by Cedar-Performance here in Dallas.

Performance/Transmission
CarBahn Stage 2 engine
Headgames valve spring kit
CSF Front race, top mount and DCT cooler
MAXPSI silicone charge pipes
MAXPSI J-pipe
Fuel-It Stage 4
– Split second AI6 flash controller
EOS Intake Manifold
– 1074CC Injector Dynamics Injectors
Brisk QR08S Silver Racing Spark plugs
Kratos KRASS55Bi turbos
SSP custom clutches
SSP Billet Transmission Pan
SSP Viton Gasket
SSP Transmission filter
Ohlins R&T Coilovers
DSS Driveshaft + Axles
BMS Intake modified w/ ASR Filters
Fabspeed high flow catless downpipes
Fabspeed exhaust
Brembo BBK Type 3 Rotors

I first started with FBO and a BM3 tune. I got into the platform when flash tuning was just released from BM3. I was pushing around 500-550whp/500wtq at the time with a custom tune from Paul Johnson.

I decided to add Pureturbos Stage 2 Hiflows next, build the motor, upgrade the clutches, Fuel-It kit, and add DSS’s axles + driveshaft as well as BMS intakes after that. CarBahn addresses the crank hub issue themselves so i did not need to look at any other options regarding spinning my crank hub.

After installation and tuning, i got to 730whp/750wtq. This is where challenges were found as there were only a handful of people pushing this much power at the time with a built engine. I ran into valvefloat and everyone else did as well around 7-800ish WHP. With valvefloat, you could turn up the boost all you want but no gains would be made.

Two companies were working on a valvespring kit at the time. MAXPSI and Headgames. Headgames had a completed kit first so i went with theirs. Mike did a great job with his kit as well and offered me theirs before it went to the public. With the valvespring upgrade, the car made slightly over 800whp on the Pureturbo Hiflows.

A few months later, Kratos released their turbos and i upgraded to theirs. They do have a new turbo manifold with their setup and that is what allowed my car to get where it is now combined with proper fueling. While tuning, i found a leak in my Evolution Raceworks chargepipes and replaced them with MAXPSI’s silicone ones. I also had to modify my intakes as i kept getting MAF errors. After that, it was smooth sailing with tuning in 90F weather here in Dallas at about 2500DA.

The last time the car was on the dyno, it made 1005whp/863wtq on Ignite Red tuned by Paul Johnson. I do not have difficulty with traction unless my tires are stone cold. Dialing in traction by RPM is the best way to go at this power level as dialing it in boost by gear reduces too much power throughout the gear. For example, i have zero issues in the beginning of 3rd gear at 3500rpm but once i hit 6kish, it’ll spin out of control violently. I’ve made A LOT of adjustments around 6-7k RPM.

Right now, the platform is still young but i do not see it going much further until we get better control over the TCU and someone can crack the Flex Ray. ECUTEK is picking up in regards to tuning the platform and this gives us more options such as flex fuel but until the TCU is cracked, the platform will be limited. Again, this is what i think about the platform given how deep i am in it.

I will try to answer as many questions as possible in this thread. I’ve attached pictures of the build and i am still turning my car up incase you’re wondering

I’ll have the new stuff posted on my Instagram @RNGUYENNNN along with videos. It’s a lot easier posting on there than here.




Last edited by rnguyennnn; Yesterday at 11:59 PM..






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