[ThreeStripes]

Originally Posted by samsamdar

ThreeStripes how’s the lag on the P500?

So happy I went with the P500. It’s not for everyone and in a purely track application I think M2guru is on to something with the 750 but this thing flows better up top and so far still retains the low end grunt I love so much about the OG M2 during street driving. I think that will only grow more true as we scale up power.

I didn’t get dropped today by a 991.1 GT3 on the main straight today like I would have in the past and I was reeling in my buddies E92 M3 track car when previously we were dead nuts even. On the lower power map too. Will try map 2 tomorrow in the cool air and see what she do.

Feel confident this thing will lay down north of 450whp on ethanol which is right on target.

*edit* ran map2 today which is hotter than map1 and picked up a few peak mph. Can’t wait to get this thing turnt up.

[M2guru]

Well...I got an error during my track day Friday that said my wastegate needed adjustment.

The error read: 123421 - Electric wastegate, learning limit stop: Start position (wastegate open) not found.

I thought I adjusted it too far after we talked in this thread about my WGDC numbers being a bit different than some of us expected. The car wasn't overboosting. If anything, it was underboosting (lots of lag) as you may be able to see in my recent video. I went to make the adjustment this morning and my wastegate stuck - wasn't moving by hand at all. I LIGHTLY tapped it with a hammer and it moved about a quarter of inch (5mm). I can barely get it to budge back and forth by hand that 5mm. Something is wrong with the wastegate.

Not sure if I'll get it fixed within three weeks for my next track day. I'll be contacting PURE Monday. :-(

[AmuroRay]

Originally Posted by M2guru

Well...I got an error during my track day Friday that said my wastegate needed adjustment.

The error read: 123421 - Electric wastegate, learning limit stop: Start position (wastegate open) not found.

I thought I adjusted it too far after we talked in this thread about my WGDC numbers being a bit different than some of us expected. The car wasn't overboosting. If anything, it was underboosting (lots of lag) as you may be able to see in my recent video. I went to make the adjustment this morning and my wastegate stuck - wasn't moving by hand at all. I LIGHTLY tapped it with a hammer and it moved about a quarter of inch (5mm). I can barely get it to budge back and forth by hand that 5mm. Something is wrong with the wastegate.

Not sure if I'll get it fixed within three weeks for my next track day. I'll be contacting PURE Monday. :-(

Hope this gets resolved quickly. It will reduce lag, and likely drop your IATs since you’re not running at max duty cycle. Keep us posted!

[wheela]

Originally Posted by M2guru

Well...I got an error during my track day Friday that said my wastegate needed adjustment.

The error read: 123421 - Electric wastegate, learning limit stop: Start position (wastegate open) not found.

I thought I adjusted it too far after we talked in this thread about my WGDC numbers being a bit different than some of us expected. The car wasn't overboosting. If anything, it was underboosting (lots of lag) as you may be able to see in my recent video. I went to make the adjustment this morning and my wastegate stuck - wasn't moving by hand at all. I LIGHTLY tapped it with a hammer and it moved about a quarter of inch (5mm). I can barely get it to budge back and forth by hand that 5mm. Something is wrong with the wastegate.

Not sure if I'll get it fixed within three weeks for my next track day. I'll be contacting PURE Monday. :-(

I can't say for sure as I'm pneumatic wastegate, but I'd have thought the electronic actuator on your electronic wastegate would prevent you from being able to move it manually like you can with a pneumatic wastegate. I'd assume your wastegate error codes are from the small wastegate adjustment you made without doing the start/stop re-learn procedure in the DME.

[M2guru]

Originally Posted by wheela

I can't say for sure as I'm pneumatic wastegate, but I'd have thought the electronic actuator on your electronic wastegate would prevent you from being able to move it manually like you can with a pneumatic wastegate. I'd assume your wastegate error codes are from the small wastegate adjustment you made without doing the start/stop re-learn procedure in the DME.

You're right. However, I disconnected the electronic wastegate and tried to move it manually. It's stuck. :-(

[samsamdar]

M2guru sounds like you got a defect from pure

I had a similar issue when I was reinstalling my stock turbo on my buddy’s car. Same error but it turned out to be the electronic motor itself that had been damaged during transit. Definitely annoying as hell tho. Hope pure gets it figured out for you!

[M2guru]

So I emailed PURE yesterday and called them today. Jimmy answered my call and was super helpful - I am very impressed!

He said that there have been racecars that have had wastegate sticking issues due to the excessive heat of racing and they have successfully increased the tolerance of the wastegate flapper to account for the additional heat. He offered to send me the hotside with the increased tolerance incorporated before I send anything to him so that I can minimize downtime.

Assuming everything goes as planned, this is a VERY POSITIVE experience working with PURE! I'll keep y'all updated.

[ThreeStripes]

Great to hear. Good luck with it and keep us posted.

[johnung]

Originally Posted by M2guru

So I emailed PURE yesterday and called them today. Jimmy answered my call and was super helpful - I am very impressed!

He said that there have been racecars that have had wastegate sticking issues due to the excessive heat of racing and they have successfully increased the tolerance of the wastegate flapper to account for the additional heat. He offered to send me the hotside with the increased tolerance incorporated before I send anything to him so that I can minimize downtime.

Assuming everything goes as planned, this is a VERY POSITIVE experience working with PURE! I'll keep y'all updated.

Totally agree with you about Pure. Everyone there has always been helpful to me. Jimmy is awesome!

[M2guru]

The hot side is all ready to come out. Just have the v-band connecting the hot and cold sides remaining to be removed. I am going to try to just remove the hot side and leave everything else connected on the cold side. Anyone know if this has been done before? I'll try to get the hot side out tomorrow when I have more energy.

[ThreeStripes]

Moving on to emix today which means we’re progressing nicely towards dyno time. Can’t wait to let it eat on E50.

[ericlr1225]

Originally Posted by ThreeStripes

Moving on to emix today which means we’re progressing nicely towards dyno time. Can’t wait to let it eat on E50.

Please share E50 logs when it's done tuning. That'd be a great comparison. Appreciate it.

[ThreeStripes]

Just tasted my first couple licks on emix. Wow. Pure500, Dorch S2, custom tune from Bend Calibration, and Emix is a combo boys.

If this is what it feels like just getting started, I can’t image how people push 500whp+ regularly on the street.

[M2guru]

Originally Posted by ThreeStripes

If this is what it feels like just getting started, I can’t image how people push 500whp+ regularly on the street.

I think of this often. On the track, warm 200tw or less tires give quite a bit more traction than cold tires so that power is being put into making the whole car go forward vs. spinning the tires.

[VGSON]

Originally Posted by ThreeStripes

Just tasted my first couple licks on emix. Wow. Pure500, Dorch S2, custom tune from Bend Calibration, and Emix is a combo boys.

If this is what it feels like just getting started, I can’t image how people push 500whp+ regularly on the street.

Glad to hear, can’t wait to see some logs and vids…Can tell you from experience; under 60/70degress F its a lil hairy..car builds boost better and tires/road are slicker. Rear kicks out really easily. Im probably floating at/around 600..4th/5th gear is soooo good though. I have another revision to test out, but weather and baby duty is keeping me from it…

[M2guru]

Pure750 stuck wastegate

[Joestotn]

Originally Posted by ThreeStripes

Just tasted my first couple licks on emix. Wow. Pure500, Dorch S2, custom tune from Bend Calibration, and Emix is a combo boys.

If this is what it feels like just getting started, I can’t image how people push 500whp+ regularly on the street.

Are you still going to do a 93 only dyno and see what it makes? I've been following this before I jump on a turbo upgrade. E is not available in my area within reason. So I'm really curious what it does with 93.

[ThreeStripes]

Originally Posted by Joestotn

Are you still going to do a 93 only dyno and see what it makes? I've been following this before I jump on a turbo upgrade. E is not available in my area within reason. So I'm really curious what it does with 93.

Absolutely. Too many pulls on one graph get too messy so I’ll specifically be seeking the following two pull comparison charts to share here:

- BM3 S2 91 (with 93oct Shell fuel)
- Pure500/Dorch S2/Bend Cal 93

- BM3 S2 91 (with 93oct Shell fuel)
- Pure500/Dorch S2/Bend Cal Emix Max Effort

What I’m trying to show is what adding a Pure500 and HPFP can do over the common OTS BM3 setup on the same dyno. 20 years ago in the turbo scene you could find dyno charts of everything so it’s been weird to not see more dyno graphs readily available. Maybe they’re all on instagram and Facebook now and I’m just an old clinging to a message board

[ThreeStripes]

Also regarding the E85 access “within reason”, it’s dirt cheap race gas. If you have to walk 50mi both ways and carry a 5gal jug on your back do it. To each their own and what not, but it’s very very awesome and fun and you should do it.

One of the biggest constraints these cars have besides IATs and the HPFP is knock resistance. You get rid of that with Emix, and the car comes alive. Having a 5gal jug of it around even if you don’t run it routinely is worth the cost of entry with the Bend Cal flex kit and a custom tune.

Your car is going on a lift anyways. Install cost is marginal as a result. I highly recommend anyone on the fence that can add emix to a turbo/HPFP combo do so.

[ericlr1225]

Originally Posted by ThreeStripes

Just tasted my first couple licks on emix. Wow. Pure500, Dorch S2, custom tune from Bend Calibration, and Emix is a combo boys.

If this is what it feels like just getting started, I can’t image how people push 500whp+ regularly on the street.

Mine is manual, It was running 275/35/19 ps4s. 1st and 2nd is useless when go WOT. 3rd gets traction after 4-4.5k when warm. no traction when cold. I put a set of 285/35/19 ad09 in March and they hook well in 3rd gear. This is the fun part of small turbos, street driving, hooning around corners. Power is there once stepping on the gas. Enjoy

It pulls less stronger in higher gear at higher speed. That's big turbos territory.

There is no way I'd speed over 130mph on freeway in Los Angeles. I learned it in a hard way after getting pulled over by POPO last year.

[AmuroRay]

Originally Posted by ThreeStripes

Absolutely. Too many pulls on one graph get too messy so I’ll specifically be seeking the following two pull comparison charts to share here:

- BM3 S2 91 (with 93oct Shell fuel)
- Pure500/Dorch S2/Bend Cal 93

- BM3 S2 91 (with 93oct Shell fuel)
- Pure500/Dorch S2/Bend Cal Emix Max Effort

What I’m trying to show is what adding a Pure500 and HPFP can do over the common OTS BM3 setup on the same dyno. 20 years ago in the turbo scene you could find dyno charts of everything so it’s been weird to not see more dyno graphs readily available. Maybe they’re all on instagram and Facebook now and I’m just an old clinging to a message board

I agree - what’s missing from forums now is real tangible information - I almost never see dyno graphs and barely a log. Most post are “this is good and made me feel better”

[ftwnty2]

Originally Posted by VGSON

Pure750 porn to bump the thread. Installed upgraded compressor cover and inlet

Question: Installing my pure750 now and the inlet has very tight fitment with the oil or coolant (not sure which) line that's on the right side of the turbo in the first picture. Did you run into any similar issues? Or did it just go right on?