Best N54 Tuner

[iminhell1]

There are oil temp warnings you can alter.
The TQ Reduction Factor is based on coolant temp, which will follow oil temp to a point. It's a coverall to pull power from abusive use.

 

[V8bait]

As far as I know, I'm currently one of only a few tuners who actually own or have owned N54, N55 & S55 DCT cars. I have spent countless hours testing and tuning to find a good mix of torque table values and torque actual output to keep the DCT shifts smooth, firm, and as quick as possible while preventing clutch slip post shift with increase line pressure control. Just setting all the torque related tables to max value without knowing what they actually do can be a disaster to the shift quality and the fact that most of the so called tuners who have zero knowledge of DCT just make assumptions that it works for AT/MT it should work for DCT also. That is just not the case. @Twisted Tuning & @BQTuning can vouch for that.



Your assumption probably isn't too far off for most. You have overnight tuners who used my hacked MHD OTS maps to launch there business in scamming customers by posting up free maps like an Internet fishing game, hoping for a quick payday. Tuners who become overnight master tuners on Facebook because the post up a dyno video after making a few tweaks to an existing JB4 map and eventually learn how to flash tune while doing most of there R&D on a friends car, before you know they have fanboys telling the world this guy is the best tuner in the world. What you fail to understand is the fact that I have spent the past 10 years and thousands of hours of R&D learning the ins and outs of the tables we use, not to mention helping to define tables, port, and scale the XDF files everyone uses today. So after scaling, smoothing, testing, modifying table values, I have base maps with custom PID tables which allow for a very controlled and smooth wastegate duty making the car drive as if it rolled off the factory floor with a big set of turbos. Your overall lack of understanding leads you down the path of ease. You have made the assumption that the BMS maps are a really good starting point without understanding how the hardware they use would benefit from a better map to begin with, one that is smooth and has proper table scaling has a big impact overall. We all know piggybacks work, that has never been my argument. I moved away from piggybacks because they are nothing more than a crutch for something the ecu can already do for the vast majority of users, do it better, more consistent and smoother. The ongoing integration only strengthens the foothold it has on users to stay with their current piggyback solution even if there is something better. But I digress. At the end of the day, it doesn't really matter what you run as long as it works and you're happy with your solution. It's unfortunate this platform takes the simple way out and not the right way. There are multiple products that were integrated into this platform without the foresight of the issues they cause because the people promoting them took shortcuts to bring them to market. But that's an argument for another topic. I have already rambled enough.

+1

 

[WedgePerformance]

Well I mean even the basic if your car exceeds 280 degrees oil temp it's supposed to put the car into a different map would be helpful for some guys who are clueless and just want there car tuned to go fast. Nobody's fault but there own for not understanding how to read the data and know what it means. I guess you could say the jb4 is a little more dummy proof is all not trying to imply it's better just offers some different things. Only reason I could see to pioneer de sensitizing knock tables would be for built motors which some seem to experience false knock, could be wrong.

The DME has safety limits that can also be adjusted to do the same thing. I know, I pushed my 3 series a bit too hard at the track chasing a TTRS and she went into low power mode because of oil temps. But that was my fault for not upgrading the oil coolers on that car. I think the biggest issue I have is the fact that the latency introduced by 1984 technology kills it for me. Not to mention all of the hardware failures I have seen over the years. After using the v3 PROcede early on, the JB4 to me was lacking in so many ways when Shiv decided to hang it up. I look at the JB4 today and to me it hasn't really changed. Two things I think that kept it alive were flash tuning and the Bluetooth Connect Donny made as a college project if I remember. Kids a genius. But, to each his own. Terry is a great guy, I personally really like him. He has done a lot for this platform over the years. Respect where respect is due.

 

[all4bspinnin]

Preach ken... Ive said this before but this is the only platform with a full DME flashing solution still clinging to archaic piggy back tech. I wish these guys could log into a GTR forum and start talking about their jb4 piggy back and its safeties... They'd be flamed off the forum.

 

[Milan]

Preach ken... Ive said this before but this is the only platform with a full DME flashing solution still clinging to archaic piggy back tech. I wish these guys could log into a GTR forum and start talking about their jb4 piggy back and its safeties... They'd be flamed off the forum.

I agree with what you are saying. But the GTR community isn’t a bunch of cheap asses and scam artists so the money to push the platform is also there. They have full control over their ecu but most of them are still on standalone if they are making big power.

I think the Honda community is a much better example. They have overcome basically every challenge to making their cars perform. Even before AWD was a thing Hondata figured out how to implement high performance traction control using the factory ABS sensors.

 

[chrisuan]

Hi All...a newbie here. Need help with a root cause of misfires while WOT on 08 335xi. I have replaced sparkplugs, ignition coils, index 12 injectors, walnut blast, and many more. I'm thinking that it could be the tune I'm running, but at the same time the car makes a knocking noise on cold start which goes away once it is warmed up. Please help!

 

[NoGuru]

Hi All...a newbie here. Need help with a root cause of misfires while WOT on 08 335xi. I have replaced sparkplugs, ignition coils, index 12 injectors, walnut blast, and many more. I'm thinking that it could be the tune I'm running, but at the same time the car makes a knocking noise on cold start which goes away once it is warmed up. Please help!

Create your own thread with lots of information. What tune, how many miles, ect.

 

[seb.apprenti]

the topic of the best tuner is discussed on FB on the BMW N54 / N55 TUNERS page
you should go see, some of you will laugh a little

 

[carabuser]

the topic of the best tuner is discussed on FB on the BMW N54 / N55 TUNERS page
you should go see, some of you will laugh a little

I've looked a few car related FB groups including some N54 specific ones and they seem to have a very different audience to forums. Not sure exactly what word to choose but I think 'challenged' would sum up my initial impressions.

 

[seb.apprenti]

for my part I wanted to choose my tuner according to what I saw on FB ... and then by dint of being here I changed my mind
the number of HP is good, but the experience and reliability is better

 

[N54TT]

V8Bait

 

[WedgePerformance]

I've looked a few car related FB groups including some N54 specific ones and they seem to have a very different audience to forums. Not sure exactly what word to choose but I think 'challenged' would sum up my initial impressions.

Too busy to play fanboy games. They all like to post numbers, but never logs.

 

[DASN54]

I'm currently waiting for the Motiv Cortex in order to control my port injection, any reason why I shouldn't be waiting on this? Seems like a no brainer to scoop one of these up rather than going with an AIC. I will be flash only with a GFB controller. Wonder if Motiv will be the only guys able to tune???

 

[b4llistic]

It seems like a no brainer to me to stick with the AIC. I don't see any advantages of the Cortex (in regards to PI control anyway)

Proper PI control is controlled by a secondary (or third rather) boost sensor in the manifold. Other solutions take the boost reference from the chargepipe. Which works but it's not the perfect solution as boost in chargepipe is not always boost in manifold. Specially on manual cars this chargepipe boost control could lead to engine killing scenario's.

 

[NoGuru]

Cortex claims to have control over each cylinder firing, so each injector will squirt when needed, vs the AIC which just spays X amount when turned on.
That is a nice advantage but I doubt I will switch over unless I see a lot of gains.

 

[b4llistic]

Quote from Terry(BMS) on a different forum about sequencial injection;

" Looks like their "claim to fame" is sequential injector control which the BMS PI controller can run also technically speaking. During development we quickly realized it's a total waste of time. As more tuners start playing with sequential they will come to the same conclusion IMHO"

 

[NoGuru]

Quote from Terry(BMS) on a different forum about sequencial injection;

" Looks like their "claim to fame" is sequential injector control which the BMS PI controller can run also technically speaking. During development we quickly realized it's a total waste of time. As more tuners start playing with sequential they will come to the same conclusion IMHO"

Interesting!
I don't know about it being a waste of time but a more efficient the motor is the more power you can squeeze out of it.
I am not saying it will be more efficient with the Cortex, but just making a statement. I am still curious to see what it's capability's are.

 

[b4llistic]

If your looking for enhancements; the bigger and better enhancement would be to change the PI controller boost reference as i've stated in my earlier post.

I'll highlight the improvement soon while I document the install in a different topic.

 

[DASN54]

If your looking for enhancements; the bigger and better enhancement would be to change the PI controller boost reference as i've stated in my earlier post.

I'll highlight the improvement soon while I document the install in a different topic.

How much variance is there between the charge pipe and the intake manifold?

 

[Torgus]

How much variance is there between the charge pipe and the intake manifold?

It can be significant. Especially with a TB closure. Ideally you want what the engine is really seeing vs on the other side of the throttle blade.