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      03-22-2018, 09:06 PM   #23
m5james
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Try playing with map 6 settings and add a few more lbs above when you're hitting on map 1. Highest numbers I'm able to hit are 21psi before I start getting overboost errors that can only be reset via Carista or my GT1 laptop.

Yeah, I found out that I was getting a lower than usual sampling rate on my logs since I had a Bluetooth OBDII code reader sitting in the port that was fighting for resources with the JB4, so now I only put the dongle in when needed because it's still using resources even if I'm not using any apps connected to it.
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      03-24-2018, 09:52 AM   #24
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Quote:
Originally Posted by neuroclast View Post
The only things you have there making power are the turbos, dp, and tune. The intakes/exhaust are just a massive waste of money. Not being a jerk as those are awesome and good looking parts, but they don't do anything for power. You could have spent half the money and you'd be making the same power. I'd bet you would be making the same power with M5 turbos, too, which would have saved you another few grand.

As someone who has had the jb4 on an X5M, I wouldn't touch it again. You will get 0 support from BMS with it. They've washed their hands of that product.

My plan is DPs, tune and most likely M5 exhaust manifold and turbos. We'll see how much it makes after that and can compare I guess.
Normally, I would agree with your statement about the intakes/exhaust being a waste of money... Downpipes are also a waste for that matter!
In the past and with other vehicles, I experienced lost torque and lost fuel economy for the sake of better sound. To my surprise, this one has responded well to the exhaust. The butt dyno recorded a noticeable increase in torque and quicker spooling of the turbos immediately after the Akrapovic was installed.

Carl Hugh @ Active Autowerkes has taken special interest in my vehicle and has modified my tune each step of the way, so mine is no longer a canned tune, but one that is specific to my vehicle and its modifications.

I may do the headers and adjust the tune for that, but that will likely be my last mod... This thing is already very responsive and violent. Not sure if it can handle much more without breaking something.
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      03-28-2018, 02:12 PM   #25
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I firmly believe that any source of exhaust restriction removal in a turbo car is not a waste. The bigger restriction removal the better. CC was my first target.

Every turbo vehicle I have ever owned has seen significant improvement from this strategy. The BMW was no exception.
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      03-30-2018, 10:36 AM   #26
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Quote:
Originally Posted by greddy91 View Post
I firmly believe that any source of exhaust restriction removal in a turbo car is not a waste. The bigger restriction removal the better. CC was my first target.

Every turbo vehicle I have ever owned has seen significant improvement from this strategy. The BMW was no exception.
In the beginning I just had an Active Autowerkes canned tune (that I was very pleased with) and then I decided to add downpipes... Immediately after installing the DPs, I noticed a disappointing loss of torque, to the point that I considered putting them back on!

It took several tune revisions and Pure Turbos to bring the torque back. I was skeptical about doing the full exhaust, but this time it worked and feels more powerful than ever. Mine is totally a free flowing system with DPs and Akrapovic, but I'm still wondering if some back pressure would help bring back more torque?

...or perhaps the DPs eliminated enough turbo lag so that the sensation of having a hard push in the back as the car accelerated was less prominent?
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      03-30-2018, 06:02 PM   #27
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Mods to the exhaust need tune adjustments...the torque is there and better, but if the ECU is tuned to run different tables at certain RPM's based on a certain exhaust, changing the exhaust or anything for that matter means those tables need to be moved around. Turbos wanna breathe though.
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      04-09-2018, 12:18 PM   #28
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Currently putting together the parts I'm going to need for this swap...

So far it looks like besides the manifold and turbos also need all oil, coolant, intake ducts and charge pipes since these are all slightly different designs seems some parts can be reused though

Plan is to redo vacuum, cvv with catch cans, meth inject and see what happens when I push the boost
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      04-09-2018, 05:13 PM   #29
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Quote:
Originally Posted by m5james View Post
Mods to the exhaust need tune adjustments...the torque is there and better, but if the ECU is tuned to run different tables at certain RPM's based on a certain exhaust, changing the exhaust or anything for that matter means those tables need to be moved around. Turbos wanna breathe though.
Tuner advised me that rearranging the cylinder banks for the o2 sensors to read requires multiple changes to the DME in how the subsystems interact with each other. AKA - Total nightmare to tune for.

Please let me know if you hear something different.

Just had to spring another $1000 to go from forged rods to billet because the rod forgers all look at the design and angle of it and say "no thanks."

I really am considering the billet turbo wheels on ebay and having them rebuilt while off the car. Anyone had that experience yet?
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      04-12-2018, 12:15 AM   #30
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Quote:
Originally Posted by frankenm View Post
Plan is to redo vacuum, cvv with catch cans, meth inject and see what happens when I push the boost
You'll see marginal improvement, perhaps some reduced IAT under boost, but nothing to write home about. The existing factory WtA system is very efficient at dumping heat out of the intake, and WMI only really helps with cylinder/valve cooling/cleaning. These vehicles are over 2500kg loaded with fuel and driver, and when combined with inefficient aerodynamics, you'd have to push 1000hp+ out of the platform to see any big changes in performance.

There's a bunch of us already running methanol injection on the S63, and even though I've been able to optimise my system using the biggest nozzles I'd recommend running, actual performance increase is negligible, with intake cleaning being the major benefit with this setup. Adding water increases octane, but also displaces oxygen-containing air, so there's always a balance to be struck. You can run added oxygenated fuels, but without specifically tuning for a precise known blend, you risk messing with stoiciometric ratios and leaning out.

Why not just throw in a wet NOS system, and cook your transmission (if the rods hold up).
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      04-12-2018, 12:30 PM   #31
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Quote:
Originally Posted by protecon View Post
You'll see marginal improvement, perhaps some reduced IAT under boost, but nothing to write home about. The existing factory WtA system is very efficient at dumping heat out of the intake, and WMI only really helps with cylinder/valve cooling/cleaning. These vehicles are over 2500kg loaded with fuel and driver, and when combined with inefficient aerodynamics, you'd have to push 1000hp+ out of the platform to see any big changes in performance.

There's a bunch of us already running methanol injection on the S63, and even though I've been able to optimise my system using the biggest nozzles I'd recommend running, actual performance increase is negligible, with intake cleaning being the major benefit with this setup. Adding water increases octane, but also displaces oxygen-containing air, so there's always a balance to be struck. You can run added oxygenated fuels, but without specifically tuning for a precise known blend, you risk messing with stoiciometric ratios and leaning out.

Why not just throw in a wet NOS system, and cook your transmission (if the rods hold up).
Have to see how things go, I want to get on a dyno before doing this swap to get a good comparison of where things are at before and after

Currently running on map3 and the truck is brutal and that is 19 PSI, stock is designed for only 18, s63tu turbos are 22...

I'm not planning to break anything and want to maintain reliability
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      04-12-2018, 06:53 PM   #32
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Keep an eye on your fuel system - if you've optimised the settings on MAP3 with existing turbos, you're already maxing out the factory LPFP.

No point trying to increase the boost if you can't add more fuel (WMI doesn't substitute as additional fuel).
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      04-16-2018, 01:36 PM   #33
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Seeing its such common place for N54 guys to upgrade their stock LPFP with Walbro units (aftermarket and home how to's are online) I've been curious about how hard it'd be for us to do. I've swapped fuel pumps buckets before, just never adapted an aftermarket fuel pump into a stock bucket. I'm also curious if the S63TU HPFP is any different than ours?
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      04-16-2018, 04:20 PM   #34
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Realoem lists the same part numbers for the E70 X5M and the F85 X5M fuel pumps
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      04-16-2018, 04:27 PM   #35
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LPFP and HPFP? Sorry, driving.
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      04-16-2018, 06:03 PM   #36
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The in the tank one is the same...The high pressure pumps on the engines are different
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      04-17-2018, 03:14 PM   #37
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Quote:
Originally Posted by m5james View Post
Seeing its such common place for N54 guys to upgrade their stock LPFP with Walbro units (aftermarket and home how to's are online) I've been curious about how hard it'd be for us to do. I've swapped fuel pumps buckets before, just never adapted an aftermarket fuel pump into a stock bucket. I'm also curious if the S63TU HPFP is any different than ours?
I invested time in this... the bucket is wired where the DME controls the LPFP output (4 wire setup) so swapping straight to a higher volume Walbro wasn't an option.

Didn't help that the S63 low sales figures made interest in developing a solution pretty dismal.

One thing that was noted from the vendor was the LPFP was a very capable pump of getting fuel to the front...

And one thing noted from me was those $40k race motor S63 builds claim to have altered camshaft strategies to overdrive the HPFP...

Love to hate this platform so much... such a tiny niche.
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      04-17-2018, 05:51 PM   #38
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Quote:
Originally Posted by protecon View Post
Keep an eye on your fuel system - if you've optimised the settings on MAP3 with existing turbos, you're already maxing out the factory LPFP.

No point trying to increase the boost if you can't add more fuel (WMI doesn't substitute as additional fuel).
Right now I'm just running the jb4 as provided from terry and am not running any type of tune and fuel trims could handle a bit more with a higher octane mix ... not much though.

From what I've read the HPFP in the TU platform needs help once you push boost past 24 PSI. If this is different from the non-TU HPFP then it's likely we can swap to the TU version and supplement with meth injection like they are doing.

The lower compression ratio on the non-TU engine supplemented with TU HPFP's, turbos, manifold's, meth might be able to handle more ... but only time will tell.

My goal is a reliable 700+ and a 10 sec 1/4 nothing unrealistic just going to take time, money and patience
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      08-03-2018, 08:56 AM   #39
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Question about my 2000 BMW X5 4.4i

I have a 2000 BMW x5 4.4i. The rear air suspension is all the way down, I
checked the fuse and its ok, I checked the pump by bypassing the wires and
it's ok the pump works fine. When I turn the key to the on position, the pumps
turns on, but only for a couple seconds then it turns off, I checked and replaced
the relay and still does the same thing. The pump only turns "on" for one
second, has someone had the same problem before?? Please help

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      08-03-2018, 09:58 AM   #40
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Quote:
Originally Posted by rodresco View Post
I have a 2000 BMW x5 4.4i. The rear air suspension is all the way down, I
checked the fuse and its ok, I checked the pump by bypassing the wires and
it's ok the pump works fine. When I turn the key to the on position, the pumps
turns on, but only for a couple seconds then it turns off, I checked and replaced
the relay and still does the same thing. The pump only turns "on" for one
second, has someone had the same problem before?? Please help

Maybe make a new post so this doesn't get buried???
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      08-11-2018, 06:08 PM   #41
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Great thread guys! So just to be clear, it's not agreed that S63TU manifolds will can simply be swapped in with some machining for power benefits, as the cross bank design will throw off the O2 sensor map algorithm?
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      08-12-2018, 01:18 AM   #42
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I talked to George in South Africa and he said he resolved that problem by simply swapping the 02's from left to right, but said it made the truck feel completely different in regards to spool, which makes sense since the passages are larger and the crossbank design itself.
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      08-13-2018, 12:46 PM   #43
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Interesting attempt to fix, but the DME is programmed for left and right bank... so just swapping O2 sides doesn't resolve issues as a whole when you have mixed left and right bank outputs.

From what I understand... The DME responds to A/F changes in a precise measurement by measuring the output after each cylinder fires. The TU manifold defeats the ability to properly compensate for 4 of our cylinders without significant tuning of the DME stack.
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      08-13-2018, 01:46 PM   #44
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Agreed, I'm just passing on what I was told. I've watched my JB4 and the banks at most vary around .2 between left and right so I don't know how dire critical it'll be in the bigger picture. Nevertheless I'm guessing/hoping the increase in spool and power will make it moot so long as that variance stays the same.
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