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      03-29-2020, 10:53 PM   #155
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Correct the vision rings! I feel like they look better than the non-LCI rings personally, but I can see what you mean. I think I'll also have the lenses etched - still on the fence about that one. I was hoping I'd be able to do the Vision X but unfortunately I'd need to have LED headlights to facilitate that in the true vertical center of the ring.
I'm not crazy about the OEM DTM style rings either but the icon visions just don't do it for me. Didn't want to spend the money on something I wouldn't love. What I really wanted was a proper LCI retrofit but the cost wasn't justifiable so I just did the black out as a cheaper alternative to make it look a bit nicer. Still a little unhappy with my headlights but now I'm much less unhappy at least, lol. To each their own of course as taste is subjective. Looking forward to pics once they're installed. Good luck with the build!
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      05-04-2020, 09:50 PM   #156
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Finally got around to installing the new headlights I had built. I had them built by a local business - Tom @ WinnipegHID is a stand up guy and was able to complete the build in a timely manner while keeping it clean. He was able to hide all of the new drivers and wiring inside the actual headlight so everything looks OEM inside the engine bay. Nothing extra hanging around or visible. I used BavGruppe components and had Tom @ WinnipegHID black out the OEM housing. It's a mixture of gloss and matte black on different parts of the headlight. It's quite difficult to get a good photo of the paint without the lens reflection. The new LED brow and halos are incredibly bright, and the added demon eye adds for a nice "mean" touch to the front end. All OEM functions are retained, and no codes were thrown!

I also just flashed the new THOR M2 N55 GTS Transmission Tune as well as their THOR M2 Competition Dynamic Package (Steering, LSD, and MDM). I'll be reviewing that hopefully by the end of the weekend. I just want to get some seat time with the entire package to get a true feel for the adjustments. For what it's worth, THOR has been working on the M2 N55 GTS Transmission tune for quite some time now and from what I can initially see - it really is the GTS transmission tune adopted for our N55 vehicles which lack the drive modes that the S55 has.

Look forward to your opinions on the headlights.







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      05-06-2020, 07:36 PM   #157
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Very interested in the THOR feedback for the steering and LSD. Would love to get less intrusion w/o completely disabling the nannies
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      05-07-2020, 03:32 AM   #158
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Quote:
Originally Posted by Endeav View Post
I also just flashed the new THOR M2 N55 GTS Transmission Tune as well as their THOR M2 Competition Dynamic Package (Steering, LSD, and MDM). I'll be reviewing that hopefully by the end of the weekend. I just want to get some seat time with the entire package to get a true feel for the adjustments. For what it's worth, THOR has been working on the M2 N55 GTS Transmission tune for quite some time now and from what I can initially see - it really is the GTS transmission tune adopted for our N55 vehicles which lack the drive modes that the S55 has.
Sub'd for yr feedback esp about n55 GTS trans tune.

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Very interested in the THOR feedback for the steering and LSD. Would love to get less intrusion w/o completely disabling the nannies
I have Thor Dynamic on my OGM2 - with latest istep, EPS is very good so I have MDM set to comp and MDiff to CS (GTS in Thor-speak) - love it. Less wiggle from the rear when booting it from a launch and handling balance feels more neutral although my car's setup didn't understeer much at all before Thor flash.

Rear camber set at -1.5deg helps straight line traction w/o impacting rear end grip in the bends and DSC intrusion is far less.
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      05-11-2020, 09:01 PM   #159
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THOR GTS Transmission Flash and Dynamic Package Review

All comparisons I make in this post are comparisons to the Bootmod3 / MHD GTS Transmission flash which "works" in manual mode, but places the car in comfort in "automatic" mode.

Thor GTS Transmission Flash:

Shifting Strategy: Feels OEM (in a good way). Unlike the Bootmod3 GTS transmission flash, the THOR GTS transmission flash obeys all drive modes and will hold on to gears for longer periods of time as you go from Comfort to Sport+. I don't notice much change here compared to OEM, however this is a HUGE improvement over the Bootmod3 GTS transmission flash as that shifting strategy is comfort mode only!

Shifting Speed: Definitely improved. One thing I did notice while manual shifting the vehicle is that even in the most aggressive drive mode (Sport+ / DSC OFF), the car has some "adaptive" component to it and doesn't just shift super hard at low throttle inputs. I can't think of a better word aside from "adaptive" - maybe someone can chime in with a better way of explaining this. It seems as though as you get more aggressive with the throttle, the more aggressive the shift becomes and the quicker it is. This not only allows for smooth shifts at low throttle inputs, but it also allows for very quick and precise shifts when you're full WOT - this is a huge plus in my book because it keeps the car from being "upset" on the track in lower speed sections.

Shifting Delay: Greatly improved. This is where I noticed the most difference. Prior to flashing the vehicle my one gripe with the transmission was that it did not want to down shift as quickly as I'd like and thus I'd end up manual shifting 99% of the time. Now after flashing the THOR GTS flash I've definitely noticed the car is much more responsive and has a willingness to down shift when slowing down into a corner / parking lot on the street.

Clamping Pressure: Impossible to tell - I can only take the developers word for it that it is increased. I haven't had any signs of slip yet with my PureTurbos Stage 2 M2!

Shifting Jerkiness: Non-existent anymore. I can drive the car in Comfort, Sport, or Sport+ through a parking lot if I'd want to and not have to worry about the car not wanting to downshift / upshift. It seems very "adaptive" to the situation and works with the driver as opposed to following a set of conditions like a program and working against the driver.]

THOR M2 Competition Dynamic Package:

EPS - Nothing short of amazing. The steering feel is quite improved - like SeanWRT said the car feels nimble at low speed, but as you increase in speed the steering weight builds up almost linearly. It's predictable in a good way - the car feels incredibly agile and is effortless to drive at all speeds.

GHAS - Not sure if this is placebo or not, but I definitely feel that in the modes where components of "traction control" are enabled, the car is less likely to kick out on you, and more likely to keep you in a straight line and put the power to the ground. Difficult to truly gauge.

DSC/MDM - Greatly improved. Intrusiveness in MDM mode is greatly reduced and allows for a lot more play while still feeling "safe" in a manner. I used to drive with DSC OFF all the time to avoid any sort of intrusiveness, now I think I'm going to be switching to MDM mode!

Overall this package is amazing. I highly recommend those with DCT M2's get the GTS transmission flash at minimum, but I truly believe that both packages in conjunction really make the car shine. Shout out to SeanWRT for the template! Figured I'd keep the same format so it was easy for people to follow. A lot of what I said mimics what Sean says, this is an amazing product.
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      05-13-2020, 07:46 PM   #160
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Quote:
Originally Posted by Endeav View Post
THOR GTS Transmission Flash and Dynamic Package Review

All comparisons I make in this post are comparisons to the Bootmod3 / MHD GTS Transmission flash which "works" in manual mode, but places the car in comfort in "automatic" mode.

Thor GTS Transmission Flash:

Shifting Strategy: Feels OEM (in a good way). Unlike the Bootmod3 GTS transmission flash, the THOR GTS transmission flash obeys all drive modes and will hold on to gears for longer periods of time as you go from Comfort to Sport+. I don't notice much change here compared to OEM, however this is a HUGE improvement over the Bootmod3 GTS transmission flash as that shifting strategy is comfort mode only!

Shifting Speed: Definitely improved. One thing I did notice while manual shifting the vehicle is that even in the most aggressive drive mode (Sport+ / DSC OFF), the car has some "adaptive" component to it and doesn't just shift super hard at low throttle inputs. I can't think of a better word aside from "adaptive" - maybe someone can chime in with a better way of explaining this. It seems as though as you get more aggressive with the throttle, the more aggressive the shift becomes and the quicker it is. This not only allows for smooth shifts at low throttle inputs, but it also allows for very quick and precise shifts when you're full WOT - this is a huge plus in my book because it keeps the car from being "upset" on the track in lower speed sections.

Shifting Delay: Greatly improved. This is where I noticed the most difference. Prior to flashing the vehicle my one gripe with the transmission was that it did not want to down shift as quickly as I'd like and thus I'd end up manual shifting 99% of the time. Now after flashing the THOR GTS flash I've definitely noticed the car is much more responsive and has a willingness to down shift when slowing down into a corner / parking lot on the street.

Clamping Pressure: Impossible to tell - I can only take the developers word for it that it is increased. I haven't had any signs of slip yet with my PureTurbos Stage 2 M2!

Shifting Jerkiness: Non-existent anymore. I can drive the car in Comfort, Sport, or Sport+ through a parking lot if I'd want to and not have to worry about the car not wanting to downshift / upshift. It seems very "adaptive" to the situation and works with the driver as opposed to following a set of conditions like a program and working against the driver.]

THOR M2 Competition Dynamic Package:

EPS - Nothing short of amazing. The steering feel is quite improved - like SeanWRT said the car feels nimble at low speed, but as you increase in speed the steering weight builds up almost linearly. It's predictable in a good way - the car feels incredibly agile and is effortless to drive at all speeds.

GHAS - Not sure if this is placebo or not, but I definitely feel that in the modes where components of "traction control" are enabled, the car is less likely to kick out on you, and more likely to keep you in a straight line and put the power to the ground. Difficult to truly gauge.

DSC/MDM - Greatly improved. Intrusiveness in MDM mode is greatly reduced and allows for a lot more play while still feeling "safe" in a manner. I used to drive with DSC OFF all the time to avoid any sort of intrusiveness, now I think I'm going to be switching to MDM mode!

Overall this package is amazing. I highly recommend those with DCT M2's get the GTS transmission flash at minimum, but I truly believe that both packages in conjunction really make the car shine. Shout out to SeanWRT for the template! Figured I'd keep the same format so it was easy for people to follow. A lot of what I said mimics what Sean says, this is an amazing product.
Awsome to see that u are able to experience all these benefits from flashing the dynamic package from Thor. Do you have a link or contact info where I can get the same tune for my OG M2. Would loge to get rid of that jerkiness and shifting delay in the stock transmission.
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      05-14-2020, 01:20 PM   #161
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Quote:
Originally Posted by AnthraciteOG View Post
Awsome to see that u are able to experience all these benefits from flashing the dynamic package from Thor. Do you have a link or contact info where I can get the same tune for my OG M2. Would loge to get rid of that jerkiness and shifting delay in the stock transmission.
It's actually all on the App store for your respective mobile device (both android and iOS). If you're an Apple user like myself I highly recommend you just buy yourself an E-NET cable and then an E-NET to lightning port adapter to flash the files! It's way faster and takes about 20 minutes cumulative to flash both the transmission and the dynamic package. The transmission is about 10 minutes, and the dynamic package about 12 - 15 minutes with a wired connection.

Search "THOR M Flasher" in the App Store
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      05-19-2020, 12:00 AM   #162
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Decided to make the leap and ditch JB4 and go flash only on the Bootmod3 platform. There's a few reasons as to why I've chosen to go this route, but it's mostly self explanatory. I will do a detailed write up once everything is dialed in.

I've chosen to tune with F80Paul after speaking with a bunch of tuners. Seems F80Paul / Paul Johnston knows his way around the N55 just as well as he knows his way around the S55 platform. I'm two revisions in and my logs have never looked cleaner!

I'll update this thread when we finish tuning!

Last edited by Endeav; 05-19-2020 at 10:26 AM..
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      05-21-2020, 06:07 PM   #163
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Okay, sizeable write up ahead on why I decided to switch from JB4 to full flash on the Bootmod3 platform. SeanWRT I think you'll be very happy to hear about this switch.

Back when I originally turbo swapped the car there was no such thing as an upgraded HPFP for this vehicle, so the only reliable way to get fueling to all 6 cylinders evenly was to run port injection. Being located in Canada where ethanol doesn't exist at the gas pumps, I had to use the next best thing - methanol. Now being that I decided to run actual duty cycle injectors and not traditional methanol nozzles I decided to use the JB4 to control the methanol PI injectors as I could make changes on the fly and in theory "shorten" my tuning period based on datalogs that were easily and readily obtainable on the street via the JB4 app. Don't get me wrong, the JB4 was great as I could monitor all my parameters while driving and could fine tune things on the fly, hell, I could even up the boost to a kill map without having to reflash. It was convenient, no doubt. The problem with the JB4 I found was that as flash tuning grew over the last 2 years, less and less people supported the JB4, no one wanted to make a BEF, or really put in as much effort as they do with a true flash tune because of the fact that the JB4 would be inconsistent not just in different ambient conditions, but even on the same day on back to back pulls. One pull your boost and fueling would be right on target, and the next you might be down 2 PSI, or over boosting on the hit which would throw off your entire pull. It was a great device when flash tuning didn't exist, but I can say I'm glad I decided to switch and won't be looking back.

As I said in an earlier post, a couple weeks ago I started chatting with a few tuners discussing power goals, what it would require me to switch to flash only, and the benefits of flash only vs JB4. Long story short, almost all of them said that I was over complicating my setup now that the XDI-35 (and other HPFPs) are available for the F-Series N55. Port injection is really no longer required and charge pipe methanol is all I would need to max out the PS2 turbo. In short to transition to flash only I would really only need a stand-alone meth system which in this case I chose the AEM 30-3300 because of my previous familiarity with the kit and seeing it used in a lot of high horsepower builds. I've gone from six 550cc injectors in each intake runner to a single CM10 positioned right at the intercooler outlet. I continue to run 100% methanol through the system and it seems to be working quite well.

After reviewing a few tuners portfolios I decided to tune with F80Paul @ Paul Johnson Tunes. He's set a few records on the S55 and I was able to find a couple PS2 N55's he's tuned that made similar horsepower to me and their dyno graphs were a hell of a lot smoother than my JB4 22 PSI map dyno. Another thing which made my choose F80Paul over the rest was his response time. Paul himself reviews all the tunes and makes changes but has a crew of people who tell you when the update has been pushed out. More often that not my e-mail was replied to by Paul himself, but sometimes when he was busy on the dyno / reviewing a lot of logs one of his employees would reply to me stating Paul had pushed an update. I would do my logs every night, and by noon the next day I would have an update - no time wasted. I just finished up my third revision with F80Paul and I suspect this will be the last. I'm currently targeting 21.5 PSI and running 11 degrees of ignition advance up top. This is on Husky 94 Octane + 100% Methanol with a CM10 nozzle. I have had zero codes, zero hiccups, and the car is predictable pull after pull. The car feels insanely fast, faster than when I had a good 22 PSI pull in the JB4, and overall feels like it's in a much better state. Torque comes on smooth, mid range power feels straight savage, and the best part of it all - it feels controllable and manageable in every way.

Here's one of my datalogs from todays revision - ambient temperature was nearly 30 degrees celsius.

https://www.bootmod3.net/log?id=5ec6...2smsJmW5NTQa7s

I will be dyno'ing again once I finish tuning - just waiting for Paul to review the last set of logs to see if we are done. I will also be installing a Turbosmart Plumb Back VR11 diverter valve to replace my DV+ as well as the full metal PureTurbos inlet to replace my V2 inlet over the next couple days.
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      05-21-2020, 08:30 PM   #164
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Quote:
Originally Posted by Endeav View Post
Okay, sizeable write up ahead on why I decided to switch from JB4 to full flash on the Bootmod3 platform. SeanWRT I think you'll be very happy to hear about this switch.

Back when I originally turbo swapped the car there was no such thing as an upgraded HPFP for this vehicle, so the only reliable way to get fueling to all 6 cylinders evenly was to run port injection. Being located in Canada where ethanol doesn't exist at the gas pumps, I had to use the next best thing - methanol. Now being that I decided to run actual duty cycle injectors and not traditional methanol nozzles I decided to use the JB4 to control the methanol PI injectors as I could make changes on the fly and in theory "shorten" my tuning period based on datalogs that were easily and readily obtainable on the street via the JB4 app. Don't get me wrong, the JB4 was great as I could monitor all my parameters while driving and could fine tune things on the fly, hell, I could even up the boost to a kill map without having to reflash. It was convenient, no doubt. The problem with the JB4 I found was that as flash tuning grew over the last 2 years, less and less people supported the JB4, no one wanted to make a BEF, or really put in as much effort as they do with a true flash tune because of the fact that the JB4 would be inconsistent not just in different ambient conditions, but even on the same day on back to back pulls. One pull your boost and fueling would be right on target, and the next you might be down 2 PSI, or over boosting on the hit which would throw off your entire pull. It was a great device when flash tuning didn't exist, but I can say I'm glad I decided to switch and won't be looking back.

As I said in an earlier post, a couple weeks ago I started chatting with a few tuners discussing power goals, what it would require me to switch to flash only, and the benefits of flash only vs JB4. Long story short, almost all of them said that I was over complicating my setup now that the XDI-35 (and other HPFPs) are available for the F-Series N55. Port injection is really no longer required and charge pipe methanol is all I would need to max out the PS2 turbo. In short to transition to flash only I would really only need a stand-alone meth system which in this case I chose the AEM 30-3300 because of my previous familiarity with the kit and seeing it used in a lot of high horsepower builds. I've gone from six 550cc injectors in each intake runner to a single CM10 positioned right at the intercooler outlet. I continue to run 100% methanol through the system and it seems to be working quite well.

After reviewing a few tuners portfolios I decided to tune with F80Paul @ Paul Johnson Tunes. He's set a few records on the S55 and I was able to find a couple PS2 N55's he's tuned that made similar horsepower to me and their dyno graphs were a hell of a lot smoother than my JB4 22 PSI map dyno. Another thing which made my choose F80Paul over the rest was his response time. Paul himself reviews all the tunes and makes changes but has a crew of people who tell you when the update has been pushed out. More often that not my e-mail was replied to by Paul himself, but sometimes when he was busy on the dyno / reviewing a lot of logs one of his employees would reply to me stating Paul had pushed an update. I would do my logs every night, and by noon the next day I would have an update - no time wasted. I just finished up my third revision with F80Paul and I suspect this will be the last. I'm currently targeting 21.5 PSI and running 11 degrees of ignition advance up top. This is on Husky 94 Octane + 100% Methanol with a CM10 nozzle. I have had zero codes, zero hiccups, and the car is predictable pull after pull. The car feels insanely fast, faster than when I had a good 22 PSI pull in the JB4, and overall feels like it's in a much better state. Torque comes on smooth, mid range power feels straight savage, and the best part of it all - it feels controllable and manageable in every way.

Here's one of my datalogs from todays revision - ambient temperature was nearly 30 degrees celsius.

https://www.bootmod3.net/log?id=5ec6...2smsJmW5NTQa7s

I will be dyno'ing again once I finish tuning - just waiting for Paul to review the last set of logs to see if we are done. I will also be installing a Turbosmart Plumb Back VR11 diverter valve to replace my DV+ as well as the full metal PureTurbos inlet to replace my V2 inlet over the next couple days.
Yes, glad to see you "back on track" and keep marching with the N55 M2 platform!

For the record, not to sound like I'm against JB4...actually I used JB4 a lot in the past with my other BMWs. It made everything 10 times easier compared to flash at high boost back in days when raising load target was difficult. Literally, only one or two weeks turns everyone from a beginer into a tuner...

Paul is a great guy. He thanked me for reaching out in 2018 and told me his focus was on the S55 at that time.

Your log is execellent, especially I'm amazed by how smooth the boost behavior is in the shifting (better than my car in this area). Haven't seen the N55 log this good in a long time, no mention with bigger turbo going on 21psi. It's pretty much dialed in already as is.

It's a blessing to have access to high octane in Canada, but I guess anyway you have the meth support for that.

Looking forward to see your further updates!

Thanks!
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      05-26-2020, 08:03 AM   #165
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Logs looks great.
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      06-02-2020, 06:35 PM   #166
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Installed the TurboSmart DV11 full plumb back diverter valve. I replaced my DV+ with the TurboSmart unit. For reference I was never running the main spring with the DV+, I ran it in OEM configuration. The install is a pain in the ass - patience is key here. It's fully doable on jack stands, that's how I did it. It's no more difficult than the DV+ install - they're both not fun lol. Move the water pump out of the way, remove the intercooler, move the steering rack and sway bar - you'll thank me later as you'll have a lot more wiggle room to get to those three bolts.

First impression of the TurboSmart DV11 is that it's significantly more responsive during transient throttle driving. I feel like the spool up time when I'm on and off throttle is reduced as the DV11 doesn't fully vent all the pressure immediately, but rather gradually vents it resulting in smoother and faster spool up during part throttle application. I imagine this is how the DV+ would have felt if I ran the main spring, I really wish I did have it installed so this could be a true apples to apples comparison, but oh well. As for sounds... I did the full plumb back model and have a CTS Turbo intake, the DV+ was quite loud before and you could definitely hear the turbo spool up and the DV+ vent, the same is true with the VR11, the only difference is the re-circulation sound is reduced when you come off the throttle, and I imagine this is fully to do with the fact that its a slow vent as opposed to an immediate dump. Great plug and play product that full replaces the OEM DV!

I also replaced my tail lights over the weekend with the LCI tail lights. I LED bulb swapped the original non-LCI tail lights, but the diffused look of the LCI tails was what won me over. Super simple swap as I followed a guide posted on the 2-Series board. Move the pins over to the new connector, do a bit of coding with Bimmercode and you're set. Here's a picture of the comparison between the two tail lights...


Finally I installed a rear camber lock out kit myself and a friend have been working on. Having tracked my car multiple times at our local track, and doing quite a bit of spirited driving and wrenching on the vehicle, I noticed that my rear camber bolts had actually moved from their original positions compared to where they were during my last alignment. I marked the bolts originally after the alignment was performed with a paint marker and the marks were no longer aligned. I can only assume this is normal "failure" of an eccentric bolt setup where the only thing keeping the bolt from twisting and moving is the physical torque spec of the bolt. It's not by much, maybe 1/8 of a turn, but any bit of movement obviously throws out the alignment of the vehicle. I have access to a laser and measured out the OEM bolt and created a few shims that would "lock out" the bolt from turning, but yet provide multiple adjustment positions for situations where you might want to dial in different rear camber options.

Here's a few photos of the lock outs we've made - I've been rocking them on my car for multiple weeks now and it's felt incredibly solid. Best of all, there’s effectively zero chance for my camber to come out of spec. The only way is if the shim or bolt itself were to fail. Another bonus was that I was actually able to return to my original alignment with the shims by sliding the appropriate offset shim in between the eccentric bolt and the LCA and making sure that the paint marker line matched. After that was done I swapped out the eccentric bolt for some new OEM spec hardware and I was good to go. Super happy that I was able to swap the hardware and not need to pay for another alignment! Anyway, here are some photo’s of the rear camber lock out kit.

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