proTUNING Freaks Presents – MOTIV Motorsport Turbo Kit

Finally – a real announcement from proTUNING Freaks about the turbo kit and fueling solutions that our own brand MOTIV Motorsport has been working so feverishly on for the last year. In the aftermarket performance world it is often a race to be the first out with a product. While we would like to be able to do that as well as keep focus on our core ideals of quality and race proven power/reliability – we simply could not do so without extensive testing on and off the track.

Over the last year we have put over 10,000 miles of daily driven duty as well as multiple practice and national level competition NASA road course events and abuse on the MOTIV Single Turbo Kit. We are not simply a shop that made a one off kit for a customer and decided to put it into production. We have gone through multiple manifold designs and fabrication types, as well as multiple revisions on our final manifold design. Now that we are satisfied with the durability of the kit after being put through its paces we can announce the details and preliminary results as we continue to test the final “all out” performance and stages of power based on fuel setup (OEM, OEM+, and “ALL OUT”).

At Bimmerfest East 2014 we put on display some parts from the turbo kit and fuel system. Our goal was to provide staged power in a modular form that allows the consumer to purchase the kits all together or piece by piece. So without further ado – product pictures and results from OEM and OEM+ testing. The “ALL OUT” numbers will be soon to come as we need something to keep us occupied while we finish the final stages of production on 20+ single turbo kits and fuel setups to support your power goals up to and beyond 1000hp.

Disclaimer – all dynos read differently – even from one dyno jet to another. Our testing was done on a DynoJet 424x. The month we took delivery of the shop car we through the car on the dyno to get baseline numbers. This specific DynoJet apparently reads a bit lower than the typical one people have been posting up. Bone stock the car produced 257whp and 260wtq.

Testing and Results – OEM Fueling – 93 Octane ONLY

The OEM fuel system leaves a lot of power out of reach. There are many options when it comes to achieving power beyond what the OEM system can do but many of these are not all that reliable and fall in the category of “but they work”. We feel that things shouldn’t just “work” – they should be designed, tested, and implemented. For those of you who want to make at and above the modified stock turbo housing power – and all on pump gas and stock fuel system – NO PROBLEM. The first set of testing we did was simply using a stock LPFP with a 255 inline pump.

The MOTIV 750 kit is capable of running much more boost and can make far more power on 93 octane alone due to the decrease in pumping losses and efficiency. However, the HPFP began dropping fuel pressure drastically as it could not keep up with the demand (in part because the LPFP system was struggling as well). As such – this is where we felt we would stop in an effort to display a conservative showing of what the MOTIV 750 kit could do on a stock LPFP and only 93 octane.

Testing and Results – OEM+ Fueling – 93 Octane ONLY

After seeing just an in line pump to help the LPFP supply the HPFP we stepped up to the next level of fuel supply using a 455 in tank. The goal of this was to figure out how much further we could push the system before the HPFP showed signs of it not being able to keep up. With the aftermarket low pressure Walbro unit we were able to squeeze a bit more fuel out of the OEM HPFP allowing us to push just a little further.

It’s always fun to play around and see how the dynamic of the tables in the dme of the car can change with more boost less timing, less boost more timing, different cam tuning, etc. So here is a quick preview of a different profile of the map.

Testing and Results – “All Out” Fueling

We designed the MOTIV Single Turbo kits to be extremely efficient, powerful, consistent, and reliable. We were quick to learn that the stock HPFP (no matter what LPFP supplied it fuel) would not be enough to even find the limits of our turbo systems on regular 93 octane alone. As such we began integrating our supplemental MOTIV Port Injection fuel system. After enough testing over the previous months we can finally begin to share these results with you as well.

The goal of this setup (which we have used on other platforms with great success as well) is to supply the engine fuel while taking the stress off of the HPFP and keeping it within range where the HPFP never drops fuel pressure throughout the RPM range – no matter how much power the car is making. The following were still at low boost but with the MOTIV Fuel System there is plenty of fuel for up to and over 1000hp. We are only just starting to display how much power this kit can make as this is still only on 93 octane and nothing else.

The above graphs and comments have left out one major component of tuning so far. SPOOL!! Naturally, larger turbochargers require a greater amount of time to spool up and reach their respective optimal operating range. However, through tuning and an excellent VANOS system that is employed on the BMW N54 Engine, we’ve been able to alter both intake and exhaust camshaft phasing to provide more exhaust gasses into the turbine housing in order to bring the compressor up to speed faster. By increasing dynamic compression and effectively create more exhaust gas volume to enter the turbine housing we are able to speed up the spool. This comparison between an OEM and PTF calibrated VANOS system and its effects on turbocharger spool can be seen progressively in the graph below.

At this point we are only starting to come into the MOTIV 750’s turbo efficiency range. The 3586 does not even wake up until approximately 24+psi and LOVES to flow upper 20s and lower 30s. So in two weeks we will be unveiling all of the results. “All Out” on race gas and e85. All out on 93 as far as we can comfortably push it. And even running a JB4 as we have been in communication with Terry for those of you would prefer to run the kit with a JB4 and his back end flash. Just for fun…here is a higher boost pull where I let off at about 4700RPM…

We can’t give out too much information in one night!! Stay tuned for the remainder of that dyno pull and many more like it. In the next week or so we will begin taking pre-orders to gauge interest in how many kits we need to keep on the shelves and which turbos will be in demand. While we love people wanting to push the limits and go with bigger turbos, we do recommend sizing the turbo appropriately for your goals. Having a 900hp turbo is not fun if you only run it at 500-600hp. You will spool slower and have less power under the curve.

As of now we are finishing production on approximately 20 kits. We will be offering a slightly smaller option in our 600 kit and two larger options in our 900 kit. The 900 kit can be paired with either a Forced Performance HTA3794 or a PTE6466. The 900 kit will have a little bit of lag but allow for more power on pump gas and even more when pushed all out with our full line of MOTIV horsepower solutions.

The kits will retail starting at 7749 and come with all the necessary hardware needed for install. We will be doing an intro special on the first production run of 7600$ SHIPPED in the US. For shipping outside of the US please contact us. Detailed pictures to follow. The kits come with some of the most reliable and reputable turbos on the market. These are not discount turbos. They start at 2249 direct from the retailer. Forced Performance / HTA turbos are world renowned for their quality.

In the meantime – enjoy this video and some pictures of the kit in the process of being made. We will begin shipping orders the first week of November.

VIDEO

https://www.facebook.com/video.php?v=706028212818250

proTUNING Freaks Billet Motor and Transmission Mount Kit

We are proud to announce the first of many product releases that we will be making in the coming weeks and months. 

http://www.protuningfreaks.com/engine/protuning-freaks-billet-motor-and-transmission-mount-kit.html

ImageWe would like to present our proTUNING Freaks Billet Motor and Transmission Mount Kit. Manufactured 100% in-house and tested on the streets as well as some of the most competitive road courses on the east coast. After 1000s of miles of testing we are ready to bring these to the market.

The proTUNING Freaks Billet Motor and Transmission Mount Kit is designed to ensure your motor stays in place and your transmission doesn’t torque under heavy acceleration allowing for more direct shifts, more torque and power being transferred to the wheels, and an overall more direct and powerful feeling drivetrain.

We did a small beta release privately to allow some customers to have a chance to put these through the paces as well. We have a limited number of kits left in stock. When these run out we will be ending the introductory sale. Please check out our website for pricing and stock information.

If you would like to setup a group buy in the future please email us at sales@protuningfreaks.com.

We look forward to more product announcements in the coming weeks and months.

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 Click here to enlarge 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.

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.

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 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!

Click here to enlarge 

Click here to enlarge

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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 ;)

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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