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340i F30?
???? Stock 326hp 450Nm Stg2 400hp 546Nm ?Crackles pb?? Speed limit remove 
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340i F30?
Stock 326hp 450Nm Stg2 400hp 546Nm Sounds⚡️⚡️⚡️⚡️⚡️⚡️ Sounds sport mode only Speed limit remove #fashionstyle #lifestyle #makeupvideo #makeuptutorial #jeffreestarcosmetics #art #fashion #beautytips #fashiondiaries #fashionaddict #fashionweek #beauty #mondaymotivation #health #healthylifestyle #wellness #stayhealthy #fitness #fitnessjourney #healthcoach #fitnessfreak #bodyfitness #food #drinks #goodfood #foodies #beverages #cocktails #restaurant #fitnessfood #foodporn #cleaneating #music #newmusic #funny #vlog #memes #soundcloud #podcast #spotify #entertainment #gaming #fortnite #game #xbox #playstation #live #technology #design #technews #gadgets #engineering #tech #fintech #investment #bitcoin #crypto #cryptocurrency #motivation #photography #love #knowledge #travelphotography #travel #homedecor #luxury #art #style #life #aswan #morocco #beirut #egipto #lebanon #cairo?? #egipt #pyramidsofgiza #egyption #cairo #egypt #hurgada #redsea #египет #хургада #шармэльшейх??? #dope #eie #exoticsinegypt #exotics_in_egypt #eiegypt #carsinegypt #egyptcars #cars #cairo #vip #masr #myegypt #thisisegypt #mercedes #mercedesbenz #mercedes_benz #mbgram #amggt #amggt63 #amggt63s #suv #lovecars #mercedesbenzegypt #amgspots #heliopolis #black #newcairo #v8 #polish #polska #hurghada #marinahurghada #egipt #lovestory
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TUNING, BOSCH MED7.6.2 TUNING, BOSCH MED9.1 TUNING, BOSCH MED9.5.10 TUNING, BOSCH MED1.1 TUNING, BOSCH MEV17.4 TUNING, BOSCH MEVD17.2 TUNING, BOSCH MEVD17.2.2 TUNING, BOSCH MEVD17.2.8 TUNING, BOSCH MEVD17.4.2 TUNING, BOSCH MP3.2 TUNING, BOSCH MP5.1 TUNING, BOSCH MP7.0 TUNING, BOSCH MP7.2 TUNING, BOSCH MSS TUNING, BOSCH MS6.1 TUNING, BOSCH MS6.2 TUNING, BOSCH MS6.3 TUNING, BOSCH MS6.4 TUNING, BOSCH MS RACING ECU 6.XX TUNING, BOSCH PSG16 Caterpillar ACERT Caterpillar ADEM3 Caterpillar ADEM4 Caterpillar PPCCMFPP300, MSV80 Tuning, MSD80 Tuning, MSD81 Tuning, MSD85 Tuning, MSD85Y Tuning, MSS60 Tuning, MEVD176K Tuning, ME17N45 Tuning, MED17_2 Tuning, MED17_2N Tuning, MEV17_2 Tuning, MEV17N46 Tuning, MEVD174K Tuning, MEVD174KW Tuning, MV1722 Tuning, MVD1722 Tuning, MEVD172 Tuning, MEVD1724 Tuning, MEVD1725 Tuning, MEVD172Y Tuning, MEVD17KW Tuning, D70N47A0 Tuning, D70N47B0 Tuning, D71N47A0 Tuning, D71N47B0 Tuning, D71N47C0 Tuning, D71N47D0 Tuning, D72N47A0 Tuning, D72N47B0 Tuning, D73N47A0 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Power Kits for the TPI Enduro21 takes a test ride on the Two Stroke Performance Power Kits for TPI-engine, two-strokes using one of Graham Jarvis’ bikes (ssshhh, don’t tell him) and discovers why privateers are finishing ahead of factory bikes in the Hard Enduro World Championship. They’re nothing new about Two Stroke Performance’s (TSP) tuning products. Many people will already know about them – if you’re into a few of the TPI social media groups it’s quite likely you’ll already know of the name at least. Although they’ve been around a lot longer, we’ve been following the progress of the Australian company’s products since the birth of the TPI-engined KTMs. That’s not least because of the claims people are making about how much difference it makes to their bikes. Not just paid racers, but real world guys and girls spending their hard earned. That said, TSP parts are being put to very good use by, among others, Graham Jarvis and David Knight on their Husqvarna TE 300 and KTM 300 EXC respectively, plus Teodor Kabakchiev took his TSP kitted KTM to second place at Hard Enduro World Championship round two in Serbia. Graham joined Teo on that podium in Serbia, and afterwards a WhatsApp message from the European TSP Distributor popped up basically saying; ‘did you see that and surely now you need to test our products?’ That was from Brad at Rutherford Racing – the European arm of TSP – offering Enduro21 a ride on one of the Jarvis Team Husqvarna TE300 racing bikes, set-up just as the man himself is using in the Hard Enduro World Championship… What are the parts? What attracts us most about this kit is the answer to TPI problems all in one. We’ve put many hours on the stock EXC and TE two-stroke models since 2018. There’s no question you can ride and own a TPI EXC, TE or EC and be perfectly happy. We’ve done it ourselves across a range of riding including extreme enduro, three-hour cross-countries and time card enduro. But, there’s a but. They don’t all behave the same and like everyone, always feel like there are improvements which could be made in throttle feel and power delivery which you would try to perfect for yourself with a carburetted bike but cannot with the locked-in TPIs. Particularly for extreme or hard enduro, you want the torquey power of a 300 but want it delivered smoothly, precisely off the throttle and yet to still be there when you’re facing a monster hillclimb. TSP’s ‘power kit’ we tested here: a two-piece TSP CNC machined cylinder head (available in low, medium, high or very high compression versions). reflashing of the stock ECU to improve fuel, oil and ignition maps. TSP modify both map one and two for a “more noticeable difference between maps compared to stock” and “more oil everywhere compared to stock”. Map 1 is tuned for maximum performance. Map 2 has less ignition advance, more fuel and is softer everywhere. a new NGK spark plug, “better suited” to the improved power 50mm bolt and spring to the ‘idle screw mod’ – not always necessary but supplied Our bike also had a 150g flywheel weight fitted What does the kit do? “This package will transform the power delivery of your TPI” they say, offering more torque at low-to-mid revs and an increase in power higher up in the rev range. It sounds simple but TSP have done a hell of a lot of work on the mapping, building on huge experience with carburetted EXC/TE models and transferring that know-how into the mapping on the TPI engines. In order to change the stock ECU data TSP say they have “spent hundreds of hours” developing their own process for accessing, changing and reloading the ECU data. It’s true also to say they were the first to develop a tuned package for the TPI bikes and have years of experience tuning fuel injected two-strokes prior to the TPIs arriving in 2018. Smoother power delivery at part throttle… So, we think we can trust their experience but what difference does it actually make on the bike? Along with tailoring your tyres, mousses and suspension to the type of enduro riding you do, if there’s a better return on your buck than this collection of parts then we’d like to hear about it. It’s too easy to say, “this is the bike KTM/Husqvarna should have built” but it took just a few minutes riding to have that thought buzzing round the brain. Honestly, riding the Jarvis team TE300 felt like it was the bike we wish we’d had already. The difference is quite simple: a power delivery which is slightly softer but easier to read and feel. The connection between throttle, clutch and back wheel is better and TSP’s claim to “drastically improved 0-1/2 throttle performance” means that part of the riding where you sit a lot in the hard bits of hard enduro have much better feel. We had the benefit of a stock TE 300 at this test alongside a bike with the TSP re-flashed ECU, 150g flywheel weight and TSP head and the difference was quite clear. It feels more accurate and progressive off the throttle which means you can feed the back wheel better and use the power and clutch to find grip and hold the bike on a hill. Our test, which was at the Jarvis off-road school training ground in Wales, hit some very Romaniacs-like climbs and the tuned bike felt much happier. Simply it made the job of getting to the top of the hill easier and quicker because you don’t have to try as hard to hit the sweet spot of power, you stall less and can find grip even when the hill was crumbling away after several attempts. Check the short video on some Romaniacs-like steep hills in Wales: Ditching the ‘dang-dang-dang’ effect A common feeling for many TPI bike owners is the part throttle problems the engine has and a ‘dang, dang, dang’ noise on deceleration. Although largely harmless, the noise and feeling as a rider on the bike is distracting and if you’re used to a carburettor, can be slightly odd. It’s a difference and just something to get used to but that ‘dang, dang’ effect can cause you to push on in corners and mean you’re less able use engine braking than you need sometimes. There’s also the running lean feeling which is great for fuel economy but not so good when you want instant and precise reply from the throttle at a crucial moment – generally speaking this is one of the biggest complaints and comments from riders who prefer the feeling of a carburettor. Among the list of improvements TSP claim is a safer air/fuel ratio at high rpm and big throttle openings. They say the engine is safer during prolonged high-speed running. The TPI character traits of running lean and that over-run effect are a noticeable difference of the TSP set-up. They’ve gone. That ability to use the engine over-run as part of your riding again, more like a carburettor with the throttle closed in a way, and again that immediate reply to requests for power. It doesn’t just work for hard enduro That feel for the power and progressive throttle response transfers to trail and more traditional enduro riding. An all-too short test loop following Grant Churchward on this test showed the effects offer an all-round improvement in different types of riding up through the gears. Between the trees at higher speed, the TSP set-up feels easier to carry any single gear and lets you ride in the right part of the revs where you want – two-stroke and four-stroke fans should take note here as it makes the 300 more of an all-round capable bike. That meant less gear changes because you have better access to the power and all the while it feels responsive. For example if you’re riding along a trail and there’s a sudden washout or fallen tree, a blip of throttle gets the bike over it in a blink much more easily. The spread of power is improved throughout the rev-range too – most noticeable on the 250 and 150 TPI bikes they tell us. That gives you options to use the extra low-end torque to get you places with less wheel spin and much less clutch work but it also feels like you can live in the middle to upper revs happily when the going is faster. This TSP kit has been developed to work with the stock exhaust and almost “makes aftermarket exhaust systems obsolete for the TPI”. The claim is the TSP head and ECU remap deliver bigger gains in performance than any aftermarket exhaust can offer. Still worried about TSP tampering with your TPI? TSP say all ECU features work normally including oil injection, fan and lights. There are no issues with hard starting and no need to tune via apps or other software. Just install it and ride they say. The routine is you send TSP your stock ECU and they turn it around in a few days depending on time of year, country and demand at the time. They ship it back with the modifications and the other parts you’ve paid for. There is no change to reliability they say either, “the ignition maps, air fuel ratios and combustion chamber designs are similar to those we have run very successfully for years on modified carb models and the 18/19 TPI models.” TSP also include an idle setting bolt in the kit that can be installed if you feel the need to change the idle speed or air screw setting. It is a bit of a ball-ache of a job though and TSP say the vast majority of bikes will run really well without it and altitude should not be a factor. Enduro21 verdict To give this test some context, a couple of years ago we had a standard EXC 300 as a test bike and took it to a British Extreme Enduro. I don’t mind admitting I had a nightmare and felt like the bike had taken me for a ride for most the race. Hands up I wasn’t fit enough at the time, but a stock EXC 300 round a demanding course was hard work and I ended up crashing, burning out and it put me off 300s (for a bit). How many people have had that experience and thought it was them or the course being too much? It’s impossible to say but since we’ve been back to that same course, and had a way different time of it on a different bike, it feels like it was the bike not the rider. I’ve got this... One very definite takeaway from this test session on a TSP-kitted bike was seeing a hill and thinking, ‘yep. I can do that’. The additional feeling of control at low speed and part throttle, plus the knowledge the power is right there when you open it up built confidence in short space of time. The TSP kit also feels like it makes life easier and when you can make it get up those hills better that has to be a good thing in terms of saving energy and time. Add to that your bike runs better but still has all the benefits of the torquey, fuel injected, 300cc KTM engine it has to be worth the 500 bucks to TSP? As a final thought, Graham Jarvis is now running his own privateer team. Sure, he has close connections with Husqvarna but the truth is he can fit parts to his and his teams bikes which he chooses without factory obligations. Enduro21 understands the grand master of hard enduro is not short on manufacturers offering money to the team to get their parts on his bikes but Graham has been saying no to some of them because he doesn’t think they are good enough. He’s still in it to win it you see and wants parts that work. So if you don’t believe us when we say this TSP kit and flywheel weight make a big difference to how well a stock 300 behaves, then trust the choice of Mr Jarvis (and Mr Knight). By the way, you can rent one of these bikes and get treated like a Jarvis Racing team member all weekend at rounds of the Hard Enduro World Championship. Head to www.grahamjarvis.org for more information. More information on the TSP parts: www.rutherfordracing.co.uk (UK/Europe) www.twostrokeperformance.com.au (Australia plus there is a dealer page with other countries)
Enhance The Performance Of Your Engine With Proper Tuning Automotive In order to enhance the performance of the engine of your car, it is certainly a great idea to carry out tuning on a regular basis. This will definitely be helpful and can solve many complications. Being the owner of a car, you will have to be concerned about various different parts of your car. The engine of the car is one of the most important parts of your car, and tuning your engine at frequent intervals of time will certainly be necessary. Therefore, you should never ignore the importance of this function at any cost. If you think that it is slightly difficult for you to tune your engine on your own, you can always consult with the experts of the car engine, and accordingly, they will give you suggestions on the performance. There are many people who consider car engine tuning on their own. In fact, the entire process is quite easy and not time consuming, as well. If you are sufficiently skilled, you will certainly not have any problem in it. Moreover, you can also follow some step by step instructions on the basis of which it will be easy for you to carry out the function, as a whole. If you have the necessary skills, but if you think that you are not enough confident in this field, one of the best things that you can do in this case, is to check out the manuals. When you buy a car, you will find a manual. This manual will not only talk about the importance of tuning., but at the same time, it will also give you step by step instruction regarding the exact way of carrying out the process. These processes are certainly not difficult, and you can be assured that with the help of these instructions, you will be able to raise your level of confidence. On the contrary, if you think that the entire thing will be quite difficult for you to manage, the best thing that you can do in this context is to seek the help of the experts who are expert in the Process Of Tuning. The charge of this process is also not high, and if you carry it out on a regular basis, you can be assured that it will certainly enhance the level of engine performance. Author Resource: The Author is a professional writer, presently writing for BMW Headlights.Car Tuning in Vancouver - Performance Chip for Mercedes, Audi, BMW and Ford Cars Automotive Maybe you have heard about performance chip tuning (also referred to as "chipping", “ecu tuning”, “car tunning” or “ecu remapping”). This name is commonly used for increasing power and torque in modern cars - especially popular in VW and Audi. A performance chip is a program alteration that changes the engine parameters. One particular type of "green" chipping is fuel efficiency tuning - when the car tuner focuses on increasing mileage and fuel economy. Performance chip popularity is growing in the Vancouver region and there are more than 10 garages and workshops that offer such chipping and fuel economy tuning upgrades. Is seems to be clever alternative for downsizing of engine and car to save fuel and money. Some will buy battery-powered or hybrids like Prius, but it is hard to imagine electric Porsche Cayenne or electric replacement to Audi R8 :) The highest differences in torque and power can be achieved in European cars- BMW, Audi, Volkswagen, Porsche. Also popular are the Audi S4, Audi S5 and RS5 (and fabulous R8) with 4.2 FSI engine. Of course, the power gain will be clearly visible during dynamometer testing. Excellent results can be achieved with Audi 2.0 TFSI engine, also using external powebox called V-tech BlueBox (this option is perfect, when you want to switch power of your car with iPhone or Android phone). It is critically important to measure the performance of the car with a dynamometer (if you don't know what chassis dynamometer is, see here gallery with chassis dyno with cars at dyno). Dynos provide the unique opportunity to see the real results of chipping - increases in power and torque. Many naturally aspirated cars, such as the Ford Mustang and Focus, have smaller gains but higher mileage after chipping. Upgrade, chipping and increasing fuel efficiency of Ford cars is still easy, but dyno testing is necessary in order to see the smaller changes. As dynamometers are quite expensive tools, they are rarely present in garages nowadays. You can read more about Audi, VW, BMW & Porsche chipping here. Professional chiptuning is available in Vancouver. But, only few of the best performance tuners offer dyno testing. One of them is Vancouver West Motors. Another famous one is Tunexperts in Port Coquitlam. Jack "Dyno" Simmard Maybe you have heard about performance chip tuning (also referred to as "chipping", “ecu tuning”, “car tunning” or “ecu remapping”). This name is commonly used for increasing power and torque in modern cars - especially popular in VW and Audi. A performance chip is a program alteration that changes the engine parameters. One particular type of "green" chipping is fuel efficiency tuning - when the car tuner focuses on increasing mileage and fuel economy. Performance chip popularity is growing in the Vancouver region and there are more than 10 garages and workshops that offer such chipping and fuel economy tuning upgrades. Is seems to be clever alternative for downsizing of engine and car to save fuel and money. Some will buy battery-powered or hybrids like Prius, but it is hard to imagine electric Porsche Cayenne or electric replacement to Audi R8 :) The highest differences in torque and power can be achieved in European cars- BMW, Audi, Volkswagen, Porsche. Also popular are the Audi S4, Audi S5 and RS5 (and fabulous R8) with 4.2 FSI engine. Of course, the power gain will be clearly visible during dynamometer testing. Excellent results can be achieved with Audi 2.0 TFSI engine, also using external powebox called V-tech BlueBox (this option is perfect, when you want to switch power of your car with iPhone or Android phone). It is critically important to measure the performance of the car with a dynamometer (if you don't know what chassis dynamometer is, see here gallery with chassis dyno with cars at dyno). Dynos provide the unique opportunity to see the real results of chipping - increases in power and torque. Many naturally aspirated cars, such as the Ford Mustang and Focus, have smaller gains but higher mileage after chipping. Upgrade, chipping and increasing fuel efficiency of Ford cars is still easy, but dyno testing is necessary in order to see the smaller changes. As dynamometers are quite expensive tools, they are rarely present in garages nowadays. You can read more about Audi, VW, BMW & Porsche chipping here. Professional chiptuning is available in Vancouver. But, only few of the best performance tuners offer dyno testing. One of them is Vancouver West Motors. Another famous one is Tunexperts in Port Coquitlam. Jack "Dyno" Simmard,US Versions of European Cars - Performance Chip Tuning Issue Automotive I have noticed, that almost all owners of European cars across North Americe think, that their vehicles, even with “localized” names (like Mercedes Sprinter = Dodge Sprinter) have no technical differences to EU specs. They believe that they buy real EU vehicles, and the only additional equipage is local road homologation, or CD with navigation of USA & Canada instead of "Deutsch Fatherland”.Wrong! Most of these fourwhellers have huge differences, not noticeable at the first and even second look. They are stored in ECM (Engine Control Management unit located in the car and involved in realtime control of engine, fuel consumption and efficiency and finally – power & torque of the car.Due to diferent rules in SAE normative for car torque & power measurements to more specialized DIN EU common normative, manufacturers of cars have nice gap of few percent between engine power declared in Europe (where DIN is God and North America. This gap is nice for them and bad for us. They can lower power of the car by some percent and still have same advertised power, as presented in EU. Car may consume less fuel because of such changes, but this is typical between car brands to keep the torque and power of engine as low as it is possible, if only any chance is visible on the horizon. So they do that.I have measured many BMW 335i with 3.0 biturbo engine – US versions have ca. 15 hp lower power than same version in Germany (test was held by changing software for USDM to EUDM, not by replacing cars at the chassis dynamometer). Same situation occurs while dyno pulling Audi 2.0 TFSI or TSI and 3.0 TFSI cars. Same is in beloved Porsche Cayenne 4.5 turbo or GLS. Always lack of few percent hits our eyes at dynamometer graph. I may believe that producers may try to adapt their products to US-market gasolines. But they differ only slightly (as norms differ slightly). What to do?Alternative for European cars is performance chip tuning. Increasing power of cars by specialists clears the gap described above, and comes with nice rancho of new horses. Also fuel mileage can be increased by clever adaptation of ignition angles vs level of boost and alterations in camshaft angles (where applicable variable camshaft control aka vtec or vanos).Audi, BMW, Mercedes or Porsche performance chip tuning specialist can do all that with your car, using European software editor, real DIN normalized rolling road imported from Europe, with all that knowledge base build by European tuners for their vehicles. If you buy car for huge thousands of dollars, it is rather good idea to tune it at real masters, even with their funny European English ;). BTW if you are a real tuner, you can buy Vtechdyno European chassis dynamometer just at Tunexperts in Canada or USA. CU next time Jack "Dyno" Simmard, VtechDyno Chassis Dynamometers, American Versions of EU Cars - Performance Chip Tuning Problems Automotive I have noticed, that almost all owners of European cars across North Americe think, that their vehicles, even with “localized” names (like Mercedes Sprinter = Dodge Sprinter) have no technical differences to EU specs. They believe that they buy real EU vehicles, and the only additional equipage is local road homologation, or CD with navigation of USA & Canada instead of "Deutsch Fatherland”. Wrong! Most of these fourwhellers have huge differences, not noticeable at the first and even second look. They are stored in ECM located in the car and involved in realtime control of engine, fuel consumption and efficiency and finally – power & torque of the car. Due to diferent rules in SAE normative for car torque & power measurements to more specialized DIN EU common normative, manufacturers of cars have nice gap of few percent between engine power declared in Europe (where DIN is God and North America. This gap is nice for them and bad for us. They can lower power of the car by some percent and still have same advertised power, as presented in EU. Car may consume less fuel because of such changes, but this is typical between car brands to keep the torque and power of engine as low as it is possible, if only any chance is visible on the horizon. So they do that. I have measured many BMW 335i with 3.0 biturbo engine – US versions have ca. 15 hp lower power than same version in Germany (test was held by changing software for USDM to EUDM, not by replacing cars at the chassis dynamometer). Same situation occurs while dyno pulling Audi 2.0 TFSI or TSI and 3.0 TFSI cars. Same is in beloved Porsche Cayenne 4.5 turbo or GLS. Always lack of few percent hits our eyes at dynamometer graph. I may believe that producers may try to adapt their products to US-market gasolines. But they differ only slightly (as norms differ slightly). What to do? Alternative for Porsche, BMW, Audi and Mercedes cars is performance chip optimimization. Increasing power of cars by specialists clears the power lack described above, and feeds engines with nice rancho of new power horses. Also mileage will be increased by clever changes of ignition angles vs level of turbocharging and changes in cam angles (where applicable variable camshaft steering aka vanos or vtec). BMW, Audi, Porsche & Mercedes (aka Dodge) performance chip tuning expert can do all that with your car, using German software editor, real DIN normalized chassis dynamometer imported from Europe, with all that knowledge base build by European tuners for their cars. If you buy car for huge thousands of $$, it is rather good idea to tune it at real masters, even with their funny European English ;). BTW if you are a real tuner, you can buy Vtechdyno European chassis dynamometer just at Tunexperts in Canada or USA. See ya Jack "Dyno" Simmard, VtechDyno Chassis Dynamometers, Tested: Two Stroke Performance Power Kits for the TPI Enduro21 takes a take a look at journey at the Two Stroke Performance Power Kits for TPI-engine, -strokes the usage of one in every of Graham Jarvis’ motorcycles (ssshhh, don’t inform him) and discovers why privateers are completing beforehand of manufacturing unit motorcycles withinside the Hard Enduro World Championship. They’re not anything new approximately Two Stroke Performance’s (TSP) tuning merchandise. Many human beings will already realize approximately them – in case you’re into a number of the TPI social media businesses it’s pretty possibly you’ll already realize of the call at least. Although they’ve been round lots longer, we’ve been following the development of the Australian company’s merchandise because the beginning of the TPI-engined KTMs. That’s now no longer least due to the claims human beings are making approximately how tons distinction it makes to their motorcycles. Not simply paid racers, however actual global men and women spending their tough earned. That said, TSP elements are being placed to superb use by, amongst others, Graham Jarvis and David Knight on their Husqvarna TE three hundred and KTM three hundred EXC respectively, plus Teodor Kabakchiev took his TSP kitted KTM to 2d region at Hard Enduro World Championship spherical in Serbia. Graham joined Teo on that podium in Serbia, and afterwards a WhatsApp message from the European TSP Distributor popped up essentially pronouncing; ‘did you notice that and in reality now you want to check our merchandise?’ That become from Brad at Rutherford Racing – the European arm of TSP – providing Enduro21 a journey on one of the Jarvis Team Husqvarna TE300 racing motorcycles, set-up simply as the person himself is the usage of withinside the Hard Enduro World Championship… What are the elements? What draws us maximum approximately this package is the solution to TPI issues all in one. We’ve placed many hours at the inventory EXC and TE -stroke fashions given that 2018. There’s no doubt you could journey and very own a TPI EXC, TE or EC and be flawlessly happy. We’ve achieved it ourselves throughout various using which includes intense enduro, three-hour cross-nations and time card enduro. But, there’s a however. They don’t all behave the identical and prefer everyone, constantly sense like there are upgrades which can be made in throttle sense and energy shipping that you might attempt to best for your self with a carburetted motormotorcycle however can not with the locked-in TPIs. Particularly for intense or tough enduro, you need the torquey energy of a three hundred however need it introduced smoothly, exactly off the throttle and but to nonetheless be there whilst you’re dealing with a monster hillclimb. TSP’s ‘energy package’ we examined right here: a -piece TSP CNC machined cylinder head (to be had in low, medium, excessive or very excessive compression versions). reflashing of the inventory ECU to enhance gasoline, oil and ignition maps. TSP regulate each map one and for a “extra great distinction among maps as compared to inventory” and “extra oil anywhere as compared to inventory”. Map 1 is tuned for max overall performance. Map 2 has much less ignition advance, extra gasoline and is softer anywhere. a brand new NGK spark plug, “higher suited” to the progressed energy 50mm bolt and spring to the ‘idle screw mod’ – now no longer constantly important however furnished Our motormotorcycle additionally had a 150g flywheel weight geared up What does the package do? “This bundle will remodel the energy shipping of your TPI” they are saying, providing extra torque at low-to-mid revs and an boom in energy better up withinside the rev variety. It sounds easy however TSP have achieved a hell of quite a few paintings at the mapping, constructing on big enjoy with carburetted EXC/TE fashions and shifting that expertise into the mapping at the TPI engines. In order to alternate the inventory ECU facts TSP say they have “spent loads of hours” growing their very own procedure for accessing, converting and reloading the ECU facts. It’s authentic additionally to mention they have been the primary to broaden a tuned bundle for the TPI motorcycles and feature years of enjoy tuning gasoline injected -strokes previous to the TPIs arriving in 2018. Smoother energy shipping at element throttle… So, we assume we will consider their enjoy however what distinction does it simply make at the motormotorcycle? Along with tailoring your tyres, mousses and suspension to the sort of enduro using you do, if there’s a higher go back to your dollar than this series of elements then we’d want to pay attention approximately it. It’s too clean to mention, “that is the motormotorcycle KTM/Husqvarna must have constructed” however it took only some mins using to have that notion humming spherical the brain. Honestly, using the Jarvis group TE300 felt find it irresistible become the motormotorcycle we want we’d had already. The distinction is pretty easy: a energy shipping that's barely softer however less complicated to study and sense. The connection among throttle, seize and again wheel is higher and TSP’s declare to “notably progressed 0-1/2 throttle overall performance” manner that a part of the using wherein you take a seat down lots withinside the tough bits of tough enduro have tons higher sense. We had the gain of a inventory TE three hundred at this take a look at along a motorcycle with the TSP re-flashed ECU, 150g flywheel weight and TSP head and the distinction become pretty clear. It feels extra correct and innovative off the throttle because of this that you could feed the again wheel higher and use the energy and seize to discover grip and keep the motormotorcycle on a hill. Our take a look at, which become on the Jarvis off-avenue college education floor in Wales, hit a few very Romaniacs-like climbs and the tuned motormotorcycle felt tons happier. Simply it made the process of having to the pinnacle of the hill less complicated and faster due to the fact you don’t ought to attempt as tough to hit the candy spot of energy, you stall much less and might discover grip even if the hill become crumbling away after numerous attempts. Check the quick video on a few Romaniacs-like steep hills in Wales: Ditching the ‘dang-dang-dang’ impact A not unusualplace feeling for plenty TPI motormotorcycle proprietors is the element throttle issues the engine has and a ‘dang, dang, dang’ noise on deceleration. Although in large part harmless, the noise and feeling as a rider at the motormotorcycle is distracting and in case you’re used to a carburettor, may be barely odd. It’s a distinction and simply some thing to get used to however that ‘dang, dang’ impact can purpose you to push on in corners and suggest you’re much less capin a position use engine braking than you want sometimes. There’s additionally the jogging lean feeling that's fantastic for gasoline financial system however now no longer so top whilst you need on the spotaneous and unique respond from the throttle at a essential moment – typically speakme that is one in every of the most important court cases and remarks from riders who select the sensation of a carburettor. Among the listing of upgrades TSP declare is a more secure air/gasoline ratio at excessive rpm and huge throttle openings. They say the engine is more secure all through extended excessive-velocity jogging. The TPI person developments of jogging lean and that over-run impact are a great distinction of the TSP set-up. They’ve gone. That cappotential to apply the engine over-run as a part of your using once more, extra like a carburettor with the throttle closed in a manner, and once more that instant respond to requests for energy. It doesn’t simply paintings for tough enduro That sense for the energy and innovative throttle reaction transfers to path and extra conventional enduro using. An all-too quick take a look at loop following Grant Churchward in this take a look at confirmed the consequences provide an all-spherical development in distinctive styles of using up thru the gears. Between the timber at better velocity, the TSP set-up feels less complicated to hold any unmarried equipment and helps you to journey withinside the proper a part of the revs wherein you need – -stroke and four-stroke lovers must take be aware right here because it makes the three hundred extra of an all-spherical succesful motormotorcycle. That supposed much less equipment modifications due to the fact you've got got higher get admission to to the energy and all of the at the same time as it feels responsive. For instance in case you’re using alongside a path and there’s a unexpected washout or fallen tree, a blip of throttle receives the motormotorcycle over it in a blink tons extra easily. The unfold of energy is progressed in the course of the rev-variety too – maximum great at the 250 and one hundred fifty TPI motorcycles they inform us. That offers you alternatives to apply the greater low-cease torque to get you locations with much less wheel spin and lots much less seize paintings however it additionally seems like you could stay withinside the center to higher revs fortunately while the going is faster. This TSP package has been advanced to paintings with the inventory exhaust and almost “makes aftermarket exhaust structures out of date for the TPI”. The declare is the TSP head and ECU remap supply larger profits in overall performance than any aftermarket exhaust can provide. Still concerned approximately TSP tampering together along with your TPI? TSP say all ECU capabilities paintings generally which includes oil injection, fan and lights. There aren't anyt any problems with tough beginning and no want to music through apps or different software. Just set up it and journey they are saying. The ordinary is you ship TSP your inventory ECU and that they flip it round in some days relying on time of year, u . s . and call for on the time. They deliver it again with the adjustments and the alternative elements you’ve paid for. There isn't anyt any alternate to reliability they are saying either, “the ignition maps, air gasoline ratios and combustion chamber designs are much like the ones we've run very efficaciously for years on changed carb fashions and the 18/19 TPI fashions.” TSP additionally include an idle putting bolt withinside the package that may be established in case you sense the want to alternate the idle velocity or air screw putting. It is a chunk of a ball-pain of a process aleven though and TSP say the huge majority of motorcycles will run certainly nicely with out it and altitude must now no longer be a factor. Enduro21 verdict To deliver this take a look at a few context, multiple years in the past we had a wellknown EXC three hundred as a take a look at motormotorcycle and took it to a British Extreme Enduro. I don’t thoughts admitting I had a nightmare and felt just like the motormotorcycle had taken me for a journey for maximum the race. Hands up I wasn’t match sufficient on the time, however a inventory EXC three hundred spherical a disturbing direction become tough paintings and I ended up crashing, burning out and it placed me off 300s (for a chunk). How many human beings have had that enjoy and notion it become them or the direction being too tons? It’s not possible to mention however given that we’ve been again to that identical direction, and had a manner distinctive time of it on a distinctive motormotorcycle, it feels find it irresistible become the motormotorcycle now no longer the rider. I’ve were given this... One very precise takeaway from this take a look at consultation on a TSP-kitted motormotorcycle become seeing a hill and thinking, ‘yep. I can do that’. The extra feeling of manage at low velocity and element throttle, plus the understanding the energy is proper there whilst you open it up constructed self belief in quick area of time. The TSP package additionally feels find it irresistible makes existence less complicated and while you could make it arise the ones hills higher that must be a terrific factor in phrases of saving power and time. Add to that your motormotorcycle runs higher however nonetheless has all of the advantages of the torquey, gasoline injected, 300cc KTM engine it must be really well worth the five hundred dollars to TSP? As a very last notion, Graham Jarvis is now jogging his very own privateer group. Sure, he has near connections with Husqvarna however the reality is he can match elements to his and his groups motorcycles which he chooses with out manufacturing unit obligations. Enduro21 knows the grand grasp of tough enduro isn't quick on producers providing cash to the group to get their elements on his motorcycles however Graham has been pronouncing no to a number of them due to the fact he doesn’t assume they're top sufficient. He’s nonetheless in it to win it you notice and wishes elements that paintings. So in case you don’t accept as true with us while we are saying this TSP package and flywheel weight make a huge distinction to how nicely a inventory three hundred behaves, then consider the selection of Mr Jarvis (and Mr Knight). By the manner, you could lease this kind of motorcycles and get handled like a Jarvis Racing group member all weekend at rounds of the Hard Enduro World Championship. Head to www.grahamjarvis.org for extra statistics. More statistics at the TSP elements: www.rutherfordracing.co.uk (UK/Europe) www.twostrokeperformance.com.au (Australia plus there's a supplier web page with different nations)
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Bmw 3 Series (F30) 330e B48B20A Petrol/Electric 252 2015 ZF 8HP Bmw 3 Series (F30) 330i B48B20A Petrol 252 2015 ZF 8HP Bmw 3 Series (F30) 330i xDrive B48B20A Petrol 252 2015 ZF 8HP Bmw 3 Series (F30) 320i xDrive B48B20A Petrol 184 2015 ZF 8HP Bmw 3 Series (F30) 320i B48B20A Petrol 184 2015 ZF 8HP Bmw 3 Series (F30) 330i B48B20B Petrol 252 2015 ZF 8HP Bmw 3 Series (F30) 330i xDrive B48B20B Petrol 252 2015 ZF 8HP Bmw 3 Series (F30) 340i B58B30A Petrol 326 2015 ZF 8HP Bmw 3 Series (F30) 340i xDrive B58B30A Petrol 326 2015 ZF 8HP Bmw 3 Series (F30) 320i EfficientDynamics N13B16A Petrol 170 2012 ZF 8HP Bmw 3 Series (F30) 316i N13B16A Petrol 136 2012 ZF 8HP Bmw 3 Series (F30) 328i xDrive N20B20A Petrol 245 2012 ZF 8HP Bmw 3 Series (F30) 328i N20B20A Petrol 245 2012 ZF 8HP Bmw 3 Series (F30) 320i xDrive N20B20A Petrol 184 2012 ZF 8HP Bmw 3 Series (F30) 320i N20B20A Petrol 184 2012 ZF 8HP Bmw 3 Series (F30) 328i N20B20C Petrol 272 2013 ZF 8HP Bmw 3 Series (F30) 328i xDrive N26B20A Petrol 243 2012 ZF 8HP Bmw 3 Series (F30) 328i N26B20A Petrol 243 2011 ZF 8HP Bmw 3 Series (F30) 325d N26B20A Petrol 243 2012 ZF 8HP Bmw 3 Series (F30) 328i xDrive N26B20O0 Petrol 245 2012 ZF 8HP Bmw 3 Series (F30) 328i N26B20O0 Petrol 245 2012 ZF 8HP Bmw 3 Series (F30) 320d xDrive N47D20C Diesel 184 2012 ZF 8HP Bmw 3 Series (F30) 320d N47D20C Diesel 184 2012 ZF 8HP Bmw 3 Series (F30) 320d EfficientDynamics N47D20C Diesel 163 2012 ZF 8HP Bmw 3 Series (F30) 316d N47D20C Diesel 116 2012 ZF 8HP Bmw 3 Series (F30) 318d N47D20C Diesel 143 2012 ZF 8HP Bmw 3 Series (F30) 318d xDrive N47D20C Diesel 143 2013 ZF 8HP Bmw 3 Series (F30) 325d N47D20D Diesel 218 2013 ZF 8HP Bmw 3 Series (F30) 328i xDrive N51B30A Petrol 234 2012 ZF 8HP Bmw 3 Series (F30) 328i N51B30A Petrol 234 2011 ZF 8HP Bmw 3 Series (F30) 328i xDrive N52B30A Petrol 234 2012 ZF 8HP Bmw 3 Series (F30) 328i N52B30A Petrol 234 2011 ZF 8HP Bmw 3 Series (F30) 325i TwinTurbo N54B30A Petrol 321 2010 ZF 8HP Bmw 3 Series (F30) 335i N55B30A Petrol 306 2012 ZF 8HP Bmw 3 Series (F30) 335i xDrive N55B30A Petrol 306 2012 ZF 8HP Bmw 3 Series (F30) ActiveHybrid 3 N55B30A Petrol/Electric 306 2012 ZF 8HP Bmw 3 Series (F30) 330d N57D30A Diesel 258 2012 ZF 8HP Bmw 3 Series (F30) 330d xDrive N57D30A Diesel 258 2013 ZF 8HP Bmw 3 Series (F30) 335d xDrive N57D30B Diesel 313 2013 ZF 8HP Bmw 3 Series (F30) 320d xDrive Diesel 184 2011 ZF 8HP Bmw 3 Series (F30) 320d Diesel 184 2011 ZF 8HP Bmw 3 Series (F31) 318i B38B15A Petrol 136 ZF 8HP Bmw 3 Series (F31) 318d xDrive B47D20A Diesel 150 2015 ZF 8HP Bmw 3 Series (F31) 320d B47D20A Diesel 190 ZF 8HP Bmw 3 Series (F31) 320d EfficientDynamics B47D20A Diesel 163 ZF 8HP Bmw 3 Series (F31) 320d xDrive B47D20A Diesel 190 2015 ZF 8HP Bmw 3 Series (F31) 316d B47D20A Diesel 116 2015 ZF 8HP Bmw 3 Series (F31) 320i B48B20A Petrol 184 2015 ZF 8HP Bmw 3 Series (F31) 330i B48B20A Petrol 252 2015 ZF 8HP Bmw 3 Series (F31) 330i xDrive B48B20A Petrol 252 2015 ZF 8HP Bmw 3 Series (F31) 330i B48B20B Petrol 252 2015 ZF 8HP Bmw 3 Series (F31) 330i xDrive B48B20B Petrol 252 2015 ZF 8HP Bmw 3 Series (F31) 340i B58B30A Petrol 326 2015 ZF 8HP Bmw 3 Series (F31) 340i xDrive B58B30A Petrol 326 2015 ZF 8HP Bmw 3 Series (F31) 320i EfficientDynamics N13B16A Petrol 170 2012 ZF 8HP Bmw 3 Series (F31) 320i N20B20A Petrol 184 2012 ZF 8HP Bmw 3 Series (F31) 320i xDrive N20B20A Petrol 184 2012 ZF 8HP Bmw 3 Series (F31) 328i N20B20A Petrol 245 2012 ZF 8HP Bmw 3 Series (F31) 328i xDrive N20B20A Petrol 245 2012 ZF 8HP Bmw 3 Series (F31) 328i xDrive N20B20A Petrol 245 2012 ZF 8HP Bmw 3 Series (F31) 328i N26B20A Petrol 243 2012 ZF 8HP Bmw 3 Series (F31) 328i xDrive N26B20A Petrol 243 2013 ZF 8HP Bmw 3 Series (F31) 318d xDrive N47D20C Diesel 143 2013 ZF 8HP Bmw 3 Series (F31) 320d EfficientDynamics N47D20C Diesel 163 2012 ZF 8HP Bmw 3 Series (F31) 316d N47D20C Diesel 116 2012 ZF 8HP Bmw 3 Series (F31) 318d N47D20C Diesel 143 2012 ZF 8HP Bmw 3 Series (F31) 325d N47D20D Diesel 218 2013 ZF 8HP Bmw 3 Series (F31) 335i N55B30A Petrol 306 2012 ZF 8HP Bmw 3 Series (F31) 335i xDrive N55B30A Petrol 306 2012 ZF 8HP Bmw 3 Series (F31) ActiveHybrid 3 N55B30A Petrol/Electric 306 2012 ZF 8HP Bmw 3 Series (F31) 330d N57D30A Diesel 258 2012 ZF 8HP Bmw 3 Series (F31) 330d xDrive N57D30A Diesel 258 2013 ZF 8HP Bmw 3 Series (F31) 335d xDrive N57D30B Diesel 313 2013 ZF 8HP Bmw 3 Series (F31) 320d Diesel 184 ZF 8HP Bmw 3 Series (F31) 320d xDrive Diesel 184 2011 ZF 8HP Bmw 3 Series (F34) 320d xDrive B47D20A Diesel 190 2015 ZF 8HP Bmw 3 Series (F34) 318d B47D20A Diesel 150 2015 ZF 8HP Bmw 3 Series (F34) 320d B47D20A Diesel 190 2015 ZF 8HP Bmw 3 Series (F34) 330i xDrive B48B20B Petrol 252 2015 ZF 8HP Bmw 3 Series (F34) 330i B48B20B Petrol 252 2015 ZF 8HP Bmw 3 Series (F34) 340i B58B30A Petrol 326 2016 ZF 8HP Bmw 3 Series (F34) 340i xDrive B58B30A Petrol 326 2016 ZF 8HP Bmw 3 Series (F34) 328i xDrive N26B20A Petrol 243 2014 ZF 8HP Bmw 3 Series (F34) 328i N26B20O0 Petrol 245 2012 ZF 8HP Bmw 3 Series (F34) 328i xDrive N26B20O0 Petrol 245 2012 ZF 8HP Bmw 3 Series (F34) 320d xDrive N47D20C Diesel 184 2013 ZF 8HP Bmw 3 Series (F34) 318d N47D20C Diesel 143 2013 ZF 8HP Bmw 3 Series (F34) 320d N47D20C Diesel 184 2013 ZF 8HP Bmw 3 Series (F34) 325d N47D20D Diesel 218 2013 ZF 8HP Bmw 3 Series (F34) 335i xDrive N55B30A Petrol 306 2013 ZF 8HP Bmw 3 Series (F34) 335i N55B30A Petrol 306 2013 ZF 8HP Bmw 3 Series (F34) 330d xDrive N57D30A Diesel 258 2014 ZF 8HP Bmw 3 Series (F34) 330d N57D30A Diesel 258 2014 ZF 8HP Bmw 3 Series (F34) 320d Diesel 184 2011 ZF 8HP Bmw 3 Series (F34) 320d xDrive Diesel 184 2011 ZF 8HP Bmw 3 Series (F35) 328Li N20B20C Petrol 272 2012 ZF 8HP Bmw 3 Series (F35) 328Li xDrive N20B20C Petrol 272 2012 ZF 8HP Bmw 3 Series (F35) 320Li Petrol 2012 ZF 8HP Bmw 3 Series (F35) 335Li Petrol 2012 ZF 8HP Bmw 4 Series (F32) 418i B38B15A Petrol 136 2015 ZF 8HP Bmw 4 Series (F32) 418d B47D20A Diesel 150 2015 ZF 8HP Bmw 4 Series (F32) 420d B47D20A Diesel 190 2015 ZF 8HP Bmw 4 Series (F32) 420d xDrive B47D20A Diesel 190 2015 ZF 8HP Bmw 4 Series (F32) 420i B48B20A Petrol 184 2016 ZF 8HP Bmw 4 Series (F32) 420i xDrive B48B20A Petrol 184 2016 ZF 8HP Bmw 4 Series (F32) 430i B48B20B Petrol 252 2016 ZF 8HP Bmw 4 Series (F32) 430i xDrive B48B20B Petrol 252 2016 ZF 8HP Bmw 4 Series (F32) 428i N20B20A Petrol 245 2014 ZF 8HP Bmw 4 Series (F32) 428i xDrive N20B20A Petrol 245 2014 ZF 8HP Bmw 4 Series (F32) 420i N20B20B Petrol 184 2014 ZF 8HP Bmw 4 Series (F32) 420i xDrive N20B20B Petrol 184 2014 ZF 8HP Bmw 4 Series (F32) 428i N26B20A Petrol 243 2013 ZF 8HP Bmw 4 Series (F32) 428i xDrive N26B20A Petrol 243 2013 ZF 8HP Bmw 4 Series (F32) 428i N26B20O0 Petrol 245 2012 ZF 8HP Bmw 4 Series (F32) 428i xDrive N26B20O0 Petrol 245 2012 ZF 8HP Bmw 4 Series (F32) 418d N47D20C Diesel 143 2013 ZF 8HP Bmw 4 Series (F32) 420d N47D20C Diesel 184 2013 ZF 8HP Bmw 4 Series (F32) 420d xDrive N47D20C Diesel 184 2013 ZF 8HP Bmw 4 Series (F32) 425d N47D20D Diesel 218 2013 ZF 8HP Bmw 4 Series (F32) 435i N55B30A Petrol 306 2013 ZF 8HP Bmw 4 Series (F32) 435i N55B30A Petrol 306 2013 ZF 8HP Bmw 4 Series (F32) 435i xDrive N55B30A Petrol 306 2013 ZF 8HP Bmw 4 Series (F32) 430d N57D30A Diesel 258 2014 ZF 8HP Bmw 4 Series (F32) 430d xDrive N57D30A Diesel 258 2014 ZF 8HP Bmw 4 Series (F32) 430d xDrive N57D30A Diesel 258 2014 ZF 8HP Bmw 4 Series (F32) 435d xDrive N57D30B Diesel 313 2014 ZF 8HP Bmw 4 Series (F33) 418d B47D20A Diesel 150 2015 ZF 8HP Bmw 4 Series (F33) 420d B47D20A Diesel 190 2015 ZF 8HP Bmw 4 Series (F33) 420d xDrive B47D20A Diesel 190 2015 ZF 8HP Bmw 4 Series (F33) 420i B48B20A Petrol 184 2016 ZF 8HP Bmw 4 Series (F33) 420i B48B20A Petrol 184 2016 ZF 8HP Bmw 4 Series (F33) 420i xDrive B48B20A Petrol 184 2016 ZF 8HP Bmw 4 Series (F33) 420i xDrive B48B20A Petrol 184 2016 ZF 8HP Bmw 4 Series (F33) 430i xDrive B48B20B Petrol 252 2016 ZF 8HP Bmw 4 Series (F33) 440i B58B30A Petrol 326 2015 ZF 8HP Bmw 4 Series (F33) 440i xDrive B58B30A Petrol 326 2016 ZF 8HP Bmw 4 Series (F33) 428i N20B20A Petrol 245 2014 ZF 8HP Bmw 4 Series (F33) 428i xDrive N20B20A Petrol 245 2014 ZF 8HP Bmw 4 Series (F33) 428i N26B20A Petrol 243 2013 ZF 8HP Bmw 4 Series (F33) 428i xDrive N26B20A Petrol 243 2013 ZF 8HP Bmw 4 Series (F33) 428i N26B20O0 Petrol 245 2012 ZF 8HP Bmw 4 Series (F33) 428i xDrive N26B20O0 Petrol 245 2012 ZF 8HP Bmw 4 Series (F33) 418d N47D20C Diesel 143 2013 ZF 8HP Bmw 4 Series (F33) 420d N47D20C Diesel 184 2013 ZF 8HP Bmw 4 Series (F33) 420d xDrive N47D20C Diesel 184 2013 ZF 8HP Bmw 4 Series (F33) 420d xDrive N47D20C Diesel 184 2013 ZF 8HP Bmw 4 Series (F33) 425d N47D20D Diesel 218 2013 ZF 8HP Bmw 4 Series (F33) 425d N47D20D Diesel 218 2013 ZF 8HP Bmw 4 Series (F33) 435i N55B30A Petrol 306 2013 ZF 8HP Bmw 4 Series (F33) 435i xDrive N55B30A Petrol 306 2013 ZF 8HP Bmw 4 Series (F33) 430d N57D30A Diesel 258 2014 ZF 8HP Bmw 4 Series (F33) 430d xDrive N57D30A Diesel 258 2014 ZF 8HP Bmw 4 Series (F36) 418i B38B15A Petrol 136 2015 ZF 8HP Bmw 4 Series (F36) 418d B47D20A Diesel 150 2015 ZF 8HP Bmw 4 Series (F36) 420d B47D20A Diesel 190 2015 ZF 8HP Bmw 4 Series (F36) 420d xDrive B47D20A Diesel 190 2015 ZF 8HP Bmw 4 Series (F36) 428i N20B20A Petrol 245 2014 ZF 8HP Bmw 4 Series (F36) 428i xDrive N20B20A Petrol 245 2014 ZF 8HP Bmw 4 Series (F36) 420i N20B20B Petrol 184 2014 ZF 8HP Bmw 4 Series (F36) 420i xDrive N20B20B Petrol 184 2014 ZF 8HP Bmw 4 Series (F36) 428i N26B20A Petrol 243 2014 ZF 8HP Bmw 4 Series (F36) 428i xDrive N26B20A Petrol 243 2014 ZF 8HP Bmw 4 Series (F36) 428i N26B20O0 Petrol 245 2012 ZF 8HP Bmw 4 Series (F36) 428i xDrive N26B20O0 Petrol 245 2012 ZF 8HP Bmw 4 Series (F36) 418d N47D20C Diesel 143 2014 ZF 8HP Bmw 4 Series (F36) 420d N47D20C Diesel 184 2014 ZF 8HP Bmw 4 Series (F36) 420d xDrive N47D20C Diesel 184 2014 ZF 8HP Bmw 4 Series (F36) 435i N55B30A Petrol 306 2014 ZF 8HP Bmw 4 Series (F36) 435i xDrive N55B30A Petrol 306 2014 ZF 8HP Bmw 4 Series (F36) 430d N57D30A Diesel 258 2014 ZF 8HP Bmw 4 Series (F36) 430d xDrive N57D30A Diesel 258 2014 ZF 8HP Bmw 4 Series (F36) 435d N57D30B Diesel 313 2014 ZF 8HP Bmw 5 Series (F10) 520d xDrive B47D20A Diesel 190 ZF 8HP Bmw 5 Series (F10) 525d xDrive N47D20D Diesel 218 2011 ZF 8HP Bmw 5 Series (F10) 535i xDrive N55B30A Petrol 306 2009 ZF 8HP Bmw 5 Series (F10) 530d N57D30A Diesel 245 2011 ZF 8HP Bmw 5 Series (F10) 530d N57D30A Diesel 258 2012 ZF 8HP Bmw 5 Series (F10) 530d N57D30A Diesel 245 2011 ZF 8HP Bmw 5 Series (F10) 530d N57D30A Diesel 258 2012 ZF 8HP Bmw 5 Series (F10) 530d xDrive N57D30A Diesel 245 2010 ZF 8HP Bmw 5 Series (F10) 530d xDrive N57D30A Diesel 258 2012 ZF 8HP Bmw 5 Series (F10) 530d xDrive N57D30A Diesel 245 2010 ZF 8HP Bmw 5 Series (F10) 535d N57D30B Diesel 313 2012 ZF 8HP Bmw 5 Series (F10) 535d N57D30B Diesel 299 2010 ZF 8HP Bmw 5 Series (F10) 535d xDrive N57D30B Diesel 313 2012 ZF 8HP Bmw 5 Series (F10) 535d xDrive N57D30B Diesel 299 2010 ZF 8HP Bmw 5 Series (F10) 550d M N57D30B Diesel 381 2011 ZF 8HP Bmw 5 Series (F10) 550i N63B44A Petrol 408 2010 ZF 8HP Bmw 5 Series (F10) 550i xDrive N63B44A Petrol 408 2010 ZF 8HP Bmw 5 Series (F10) 550i N63B44B Petrol 449 2012 ZF 8HP Bmw 5 Series (F10) 550i xDrive N63B44B Petrol 449 2012 ZF 8HP Bmw 5 Series (F10) 535d Diesel 258 2012 ZF 8HP Bmw 5 Series (F10) 535d xDrive Diesel 258 2012 ZF 8HP Bmw 5 Series (F11) 520d xDrive B47D20A Diesel 190 2014 ZF 8HP Bmw 5 Series (F11) 525d xDrive N47D20D Diesel 218 2011 ZF 8HP Bmw 5 Series (F11) 535i xDrive N55B30A Petrol 306 2009 ZF 8HP Bmw 5 Series (F11) 530d N57D30A Diesel 211 2010 ZF 8HP Bmw 5 Series (F11) 530d xDrive N57D30A Diesel 245 2010 ZF 8HP Bmw 5 Series (F11) 530d xDrive N57D30A Diesel 258 2012 ZF 8HP Bmw 5 Series (F11) 535d N57D30B Diesel 313 2012 ZF 8HP Bmw 5 Series (F11) 535d N57D30B Diesel 299 2010 ZF 8HP Bmw 5 Series (F11) 535d xDrive N57D30B Diesel 313 2012 ZF 8HP Bmw 5 Series (F11) 535d xDrive N57D30B Diesel 299 2010 ZF 8HP Bmw 5 Series (F11) 550d M N57D30B Diesel 381 2011 ZF 8HP Bmw 5 Series (F11) 550i N63B44A Petrol 408 2011 ZF 8HP Bmw 5 Series (F11) 550i N63B44B Petrol 449 2012 ZF 8HP Bmw 5 Series (F11) 550i xDrive N63B44B Petrol 449 2012 ZF 8HP Bmw 5 Series (F11) 535d Diesel 258 2012 ZF 8HP Bmw 5 Series (F11) 535d xDrive Diesel 258 2012 ZF 8HP Bmw 5 Series (F18) 530Le eDrive N20B20C Petrol/Electric 242 2014 ZF 8HP Bmw 6 Series (F06) 640i N55B30A Petrol 320 2011 ZF 8HP Bmw 6 Series (F06) 640i xDrive N55B30A Petrol 320 2011 ZF 8HP Bmw 6 Series (F06) 640d N57D30B Diesel 313 2012 ZF 8HP Bmw 6 Series (F06) 640d xDrive N57D30B Diesel 313 2012 ZF 8HP Bmw 6 Series (F06) 650i N63B44B Petrol 449 2012 ZF 8HP Bmw 6 Series (F06) 650i xDrive N63B44B Petrol 449 2012 ZF 8HP Bmw 6 Series (F12) 640i N55B30A Petrol 320 2011 ZF 8HP Bmw 6 Series (F12) 640i xDrive N55B30A Petrol 320 2011 ZF 8HP Bmw 6 Series (F12) 640d N57D30B Diesel 313 2011 ZF 8HP Bmw 6 Series (F12) 640d xDrive N57D30B Diesel 313 2011 ZF 8HP Bmw 6 Series (F12) 650i N63B44A Petrol 408 2011 ZF 8HP Bmw 6 Series (F12) 650i xDrive N63B44A Petrol 408 2011 ZF 8HP Bmw 6 Series (F12) 650i N63B44B Petrol 449 2012 ZF 8HP Bmw 6 Series (F12) 650i xDrive N63B44B Petrol 449 2012 ZF 8HP Bmw 6 Series (F13) 640i xDrive N55B30A Petrol 320 2011 ZF 8HP Bmw 6 Series (F13) 640d xDrive N57D30B Diesel 313 2011 ZF 8HP Bmw 6 Series (F13) 650i N63B44A Petrol 408 2011 ZF 8HP Bmw 6 Series (F13) 650i xDrive N63B44A Petrol 408 2011 ZF 8HP Bmw 6 Series (F13) 650i N63B44B Petrol 449 2012 ZF 8HP Bmw 6 Series (F13) 650i xDrive N63B44B Petrol 449 2012 ZF 8HP Bmw 7 Series (F01) 740Li B58B30A Petrol 326 2015 ZF 8HP Bmw 7 Series (F01) 740i xDrive N54B30A Petrol 326 2008 ZF 8HP Bmw 7 Series (F01) 740i N55B30A Petrol 320 2012 ZF 8HP Bmw 7 Series (F01) 740i xDrive N55B30A Petrol 320 2012 ZF 8HP Bmw 7 Series (F01) ActiveHybrid 7 N55B30A Petrol/Electric 320 2012 ZF 8HP Bmw 7 Series (F01) 730d N57D30A Diesel 258 2012 ZF 8HP Bmw 7 Series (F01) 740d N57D30B Diesel 313 2012 ZF 8HP Bmw 7 Series (F01) 740d xDrive N57D30B Diesel 313 2012 ZF 8HP Bmw 7 Series (F01) 750d xDrive N57D30C Diesel 381 2012 ZF 8HP Bmw 7 Series (F01) 750i xDrive N63B44B Petrol 449 2012 ZF 8HP Bmw 7 Series (F01) 760i N74B60A Petrol 545 2009 ZF 8HP Bmw 7 Series (F02) 740Li B58B30A Petrol 326 2015 ZF 8HP Bmw 7 Series (F02) 740Li N55B30A Petrol 320 2012 ZF 8HP Bmw 7 Series (F02) 740Li xDrive N55B30A Petrol 320 2012 ZF 8HP Bmw 7 Series (F02) ActiveHybrid 7 N55B30A Petrol/Electric 320 2012 ZF 8HP Bmw 7 Series (F02) 730Ld N57D30A Diesel 258 2012 ZF 8HP Bmw 7 Series (F02) 740d N57D30B Diesel 313 2012 ZF 8HP Bmw 7 Series (F02) 740d xDrive N57D30B Diesel 313 2012 ZF 8HP Bmw 7 Series (F02) 750Ld xDrive N57D30C Diesel 381 2012 ZF 8HP Bmw 7 Series (F02) 750Li xDrive N63B44B Petrol 449 2012 ZF 8HP Bmw 7 Series (F02) 760Li N74B60A Petrol 545 2009 ZF 8HP Bmw 7 Series (F03) 750Li High Security N63B44B Petrol 449 2012 ZF 8HP Bmw 7 Series (F03) 760Li High Security N74B60A Petrol 545 2010 ZF 8HP Bmw X3 Series (F25) 18d sDrive B47D20A Diesel 150 2014 ZF 8HP Bmw X3 Series (F25) 20d xDrive B47D20A Diesel 190 2014 ZF 8HP Bmw X3 Series (F25) 20i sDrive N20B20A Petrol 184 2010 ZF 8HP Bmw X3 Series (F25) 20i xDrive N20B20A Petrol 184 2010 ZF 8HP Bmw X3 Series (F25) 28i sDrive N20B20A Petrol 245 2014 ZF 8HP Bmw X3 Series (F25) 28i xDrive N20B20A Petrol 245 2012 ZF 8HP Bmw X3 Series (F25) 18d sDrive N47D20C Diesel 150 2014 ZF 8HP Bmw X3 Series (F25) 18d sDrive N47D20C Diesel 143 2012 ZF 8HP Bmw X3 Series (F25) 18d sDrive N47D20C Diesel 150 2014 ZF 8HP Bmw X3 Series (F25) 28i xDrive N52B30A Petrol 258 2010 ZF 8HP Bmw X3 Series (F25) 28i xDrive N52B30B Petrol 258 2010 ZF 8HP Bmw X3 Series (F25) 35i xDrive N55B30A Petrol 306 2010 ZF 8HP Bmw X3 Series (F25) 30d xDrive N57D30A Diesel 258 2011 ZF 8HP Bmw X3 Series (F25) 35d xDrive N57D30B Diesel 313 2011 ZF 8HP Bmw X4 Series (F26) 20d xDrive B47D20A Diesel 190 2014 ZF 8HP Bmw X4 Series (F26) 20i xDrive N20B20A Petrol 184 2014 ZF 8HP Bmw X4 Series (F26) 28i xDrive N20B20A Petrol 245 2014 ZF 8HP Bmw X4 Series (F26) 35i xDrive N55B30A Petrol 306 2014 ZF 8HP Bmw X4 Series (F26) X4M 40i xDrive N55B30A Petrol 360 2014 ZF 8HP Bmw X4 Series (F26) 30d xDrive N57D30A Diesel 258 2014 ZF 8HP Bmw X4 Series (F26) 35d xDrive N57D30B Diesel 313 2014 ZF 8HP Bmw X5 Series (F15) 25d sDrive B47D20A Diesel 231 2015 ZF 8HP Bmw X5 Series (F15) 25d xDrive B47D20A Diesel 231 2015 ZF 8HP Bmw X5 Series (F15) 25d sDrive B47D20B Diesel 231 2015 ZF 8HP Bmw X5 Series (F15) 25d xDrive B47D20B Diesel 231 2015 ZF 8HP Bmw X5 Series (F15) 28i xDrive N20B20A Petrol 245 2015 ZF 8HP Bmw X5 Series (F15) 40e xDrive N20B20A Petrol/Electric 313 2015 ZF 8HP Bmw X5 Series (F15) 40e xDrive N20B20A Petrol/Electric 313 2015 ZF 8HP Bmw X5 Series (F15) 25d sDrive N47D20D Diesel 218 2013 ZF 8HP Bmw X5 Series (F15) 25d xDrive N47D20D Diesel 218 2013 ZF 8HP Bmw X5 Series (F15) 35i sDrive N55B30A Petrol 306 2013 ZF 8HP Bmw X5 Series (F15) 35i sDrive N55B30A Petrol 306 2014 ZF 8HP Bmw X5 Series (F15) 35i xDrive N55B30A Petrol 306 2013 ZF 8HP Bmw X5 Series (F15) 25d xDrive N57D30A Diesel 218 2015 ZF 8HP Bmw X5 Series (F15) 30d xDrive N57D30A Diesel 258 2013 ZF 8HP Bmw X5 Series (F15) 40d xDrive N57D30B Diesel 313 2014 ZF 8HP Bmw X5 Series (F15) X5M 50d N57D30C Diesel 381 2013 ZF 8HP Bmw X5 Series (F15) 50i sDrive N63B44B Petrol 449 2013 ZF 8HP Bmw X5 Series (F15) 50i sDrive N63B44B Petrol 449 2013 ZF 8HP Bmw X5 Series (F85) X5M S63B44B Petrol 575 2015 ZF 8HP Bmw X6 Series (F16) 35i xDrive N55B30A Petrol 306 2015 ZF 8HP Bmw X6 Series (F16) 30d xDrive N57D30A Diesel 258 2015 ZF 8HP Bmw X6 Series (F16) 40d xDrive N57D30B Diesel 313 2015 ZF 8HP Bmw X6 Series (F16) X6M 50d xDrive N57D30C Diesel 381 2015 ZF 8HP Bmw X6 Series (F16) 50i xDrive N63B44B Petrol 449 2015 ZF 8HP Bmw X6 Series (F86) X6M S63B44B Petrol 575 2015 ZF 8HP
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