Upgrading Turbos on my E82 135i to VTT GC LItes

[chadillac2000]

Copied from my build journal -- part one: the unboxing

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For most of 2017, I've been researching, ordering parts, and pinching pennies to put towards the inevitable turbo upgrade that many of us N54 owners embark upon. Some of us upgrade by choice, others are forced due to failure. I fall somewhere in between. While my turbo seals are more than likely shot and smoke when coming to a stop while still in gear, at 85,000 miles, they still spool quickly and pull hard on 20+ PSI off the shelf E40 maps with inlets.

When I first won the $1000 discount contest from Vargas Turbo Technologies back in March, I had loftier power goals--goals that could only be achieved with more fueling than my Fuel-IT! Stage 2 LPFP could provide. That's when I gathered the pieces to add a full JB4 incorporated port injection system. As I continued to read stories of trashed motors thanks to port injection related misfires, the more I began to second guess my build strategy. After all, keeping the daily drivability and reliability was of upmost importance considering how much attention I paid to maintenance. The thoughts of 650HP were nice to imagine, but dealing with tons of boost and timing, a less than desirable SMFW clutch setup (that will rattle unless idle is brought up to nearly 1000rpm), and the constant fear of misfires and consequently ruining a cylinder with port injection did not sound like something I wanted for my road warrior daily driver.

After carefully considering all possible options, I unloaded the port injection setup to a fellow forum member and let go of the idea of installing a Spec Stage 3+ clutch and SMFW flywheel. Instead I would keep my power goals modest, but employ larger than necessary hybrid turbochargers to keep stress on the system to a minimum. This is the final collection of parts that I've stockpiled, as well as an unboxing of all of the beautiful VTT components that showed up earlier this week.

The entire box was around 50 pounds and fairly large, but came well packaged with plenty of bubble wrap and packing peanuts.



Right on top were the VTT intake components of the kit which included: 2" silicone inlets, silicone hot side charge pipe (outlets), dual cone filters, the "C" FMIC modification so everything will mate with my 7" VRSF intercooler, and the appropriate connections/clamps.











And the snails I ultimately decided to pull the trigger on: GC Lites.



















Along with the turbos and associated silicone piping, I'll also be tackling a ton of other things while everything is torn down; mostly maintenance items that will be easy to access. Fresh oil, oil filter, NGK plugs, and new vacuum hoses all around are a given.



Heeding the advice of fellow forum members, I picked up this feeler style gauge to gap the plugs this time at .022 instead of the less-accurate coin style gauge I'd been using prior. I went ahead and gapped these so I wouldn't have to worry about it later. For what it's worth, I didn't had any misfires with the plugs that I gapped with the coin style gauge at the same .022 measurement.



In addition to the basics, I have a large pile of plastic wrapped replacement parts to install once the subframe is removed and everything is thoroughly cleaned. Included is a new turbocharger install kit from VTT, new v-band clamps, downpipe gaskets, oil pan gasket, all new oil pan hardware, oil level sensor o-ring, water pump and thermostat aluminum bolts, and a gallon of OEM coolant.



The last area to address would be the OEM N54 clutch/flywheel that I'm currently running. I do not launch the car and drive modestly for the most part aside from some rolling pulls through 3rd and 4th gear, so I haven't experienced any slipping or negative things to report at my current FBO levels, but with much more power I know I will--especially when surpassing the 500HP threshold. Since I am not willing to deal with the chatter and vibrations associated with the SMFW and on/off clutch feel in a car I deal with in traffic on hills every daily, I'm capping myself power output wise at the limitations of the OEM 335is/550i clutch; whether that be from DMFW related misfires or actual slippage.





While the transmission is out, I'll be replacing the existing setup with the 335is/550i clutch upgrade (with clutch disk, throwout bearing, clutch fork lever, pressure plate and pressure plate bolts), LUK DMFW, new flywheel bolts, transmission to engine bolts, pilot bearing, clutch alignment tool, manual transmission service kit with new drain/fill bolts, two quarts of Redline D4 ATF; a fluid that I've loved for the past 15,000 miles. I'm also hoping that the rear 2" VTT inlet will be somewhat easier to install with the transmission removed. Even the 1.75" MMP inlets I have installed now were nearly impossible with the transmission and turbos in place.





The sheer amount of parts to install is intimidating, but I'm also very excited for the experience. I have the engine support bar sitting in my basement that I'll need for the install, so at this point the only thing I have left is to decide when would be most convenient to tear the car down. With how well the car is currently running, this is a very involved tear down that I'm in no hurry to start. My 135i just turned 85,000 miles on the odometer, and I'll do my very best to make it to 100,000 miles before installing any of this unless I'm forced to do so because of clutch or turbocharger failure.



Plenty of breathing room by utilizing the GC Lites at lower boost levels, the stock-like feel of the 550i clutch and DMFW flywheel, taking care of A TON of hard-to-reach maintenance items, and being able to give the subframe and everything hiding underneath a bath sounds like something I'm going to enjoy very much! Most customers that upgrade to hybrids of this size are chasing horsepower numbers or do roll races for fun, but I'm a little different. I don't street race and don't go to organized racing events. I enjoy backroads, long sweepers on the Blue Ridge Parkway, and getting my blood pumping on certain on-ramps.

This will be more of a test of how long these puppies will last at moderate boost levels with proper fueling, larger free flowing pipes bringing air in and out, and all maintenance completely up to date.

Thanks to Vargas Turbo Technologies again for helping me save some coin!

[1and1]

Super jealous at that sexy table o' parts!!

Gotta ask, why not just pull the eng/trans?

Seems that it would be easier to just pull the engine & trans. gives you all the room you want to wrench, a chance to toss in fresh motor mounts, and the opportunity to clean up the engine bay. Between subframe and the trans it seems like the work load is the same, but everything would be so much easier just pulling the eng & trans instead. Once out the actual upgrades would be super easy.

[Matticus91]

FINALLY!!! Lol I kid, but you must be so relieved to finally have those puppies in-hand. They look great and I think your plan is more than solid, it's exactly the route I would go personally - reliability and power 50/50 for a solid beast of a DD.

Do you anticipate any other shortcomings along the way as far as OEM equipment goes? Diff/axles/etc?

VERY excited to see you get this all together. I also have to agree with 1and1 regarding the plan of attack, I've done some N54 work and doing anything in that engine bay with the turbos is a bitch. If you forget the subframe and pull the engine you'll have a much easier time. I wouldn't even pull the trans you could do the clutch while it's in there if the engine is out.

[chadillac2000]

Originally Posted by 1and1

Super jealous at that sexy table o' parts!!

Gotta ask, why not just pull the eng/trans?

Seems that it would be easier to just pull the engine & trans. gives you all the room you want to wrench, a chance to toss in fresh motor mounts, and the opportunity to clean up the engine bay. Between subframe and the trans it seems like the work load is the same, but everything would be so much easier just pulling the eng & trans instead. Once out the actual upgrades would be super easy.

Well, funny you should mention pulling the engine and transmission, because the more I think about it, the more that sounds like the best plan of attack. I know that's how BMW does it. I would need to explore gaining access to a lift (actually a possibility through the owner of my company), and what other tools/machinery I'd need. The ease of access of everything I'd need access too would be incredible though.

Originally Posted by Matticus91

FINALLY!!! Lol I kid, but you must be so relieved to finally have those puppies in-hand. They look great and I think your plan is more than solid, it's exactly the route I would go personally - reliability and power 50/50 for a solid beast of a DD.

Do you anticipate any other shortcomings along the way as far as OEM equipment goes? Diff/axles/etc?

VERY excited to see you get this all together. I also have to agree with 1and1 regarding the plan of attack, I've done some N54 work and doing anything in that engine bay with the turbos is a bitch. If you forget the subframe and pull the engine you'll have a much easier time. I wouldn't even pull the trans you could do the clutch while it's in there if the engine is out.

I think this is a much smarter plan as well. It makes no sense to build a car that puts out power I won't use, while also adding unnecessary stress on my engine and surrounding components. A solid beast of a DD is exactly what I want out of my 1er.

At the HP/TQ levels I'll be running coupled with the fact that I'll still baby this vehicle (meaning no hard launches) 99% of the time, I don't anticipate any issues with axles or differentials. As I've done with the rest of this car, if it fails, I'll upgrade it.

[Bimmer TV]

Good to see you finally got em! Solid plan too! I'm at 160k+ on my stock turbos pushing 18lbs. I do have wastegate rattle on one turbo but we may just be able to get that adjusted as well, time permitting, it's the harder one to get to of course.

[mike@x-ph.com]

Nice write up, quality products!