After installing my new fuel system and turning up the boost on my MMP Stage 3 turbos, I started to notice some really bad heat soak in my logs. Guessing that the car is around 600-650whp at 28PSI, I could see that my standard VRSF 7″ Street intercooler was no longer keeping up. It did a great job on my stock turbos, but I needed something a little bigger.
After doing some research, I found the VRSF 7.5″ Race intercooler. Judging by its size and efficiency ratings, it seemed like the perfect intercooler for my power goal of 700whp. I ordered it right away to help cool things down a bit. Four days later it showed up, very nicely packaged.
1/26/18 UPDATE: I ran the MMP turbos at 30psi for about 500 miles and then my motor dropped compression on cylinder #3. I don’t think this was a fault of the MMP turbos. After removing the motor and turbos, I decided to convert to a single turbo setup for various reasons. Watch this video for the full scoop.
On a constant quest for more power, I found myself looking to upgrade from my stock turbos. There are a few different options available, and even some single turbo conversion kits. After doing some research, I was set on a pair of MMP Stage 3 turbos. They offer 700whp capability with OEM fitment and come at a great price. After hearing praises about Mauricio’s customer service at MMP, I decided it was a no-brainer and pulled the trigger!
I opted for fully-optioned MMP Stage 3 turbos which included a 2 year turbo warranty with the bearing treatment. These turbos require larger inlets and outlets, so I opted for MMP’s silicone outlets and aluminum relocation inlets since I already relocated things for aftermarket inlets on my stock turbos. I also ordered the turbo install kit because I wanted fresh o-rings, gaskets, etc.
After reading some DIY N54 turbo install guides, I decided to tackle the job in my garage on jack stands. This would be one of the most involved projects I’ve ever attempted on my own, but I knew it was possible.
If you’ve been following my website, you probably read my detailed post about installing a 335is/550i clutch after my OEM clutch wore out. However, with MMP Stage 3 turbos on the way, I knew the 335is clutch wouldn’t hold as I turned up the boost. With a goal of 700whp, I decided to replace it with a SPEC Stage 3+ clutch and retain my MFactory single mass flywheel.
When replacing your clutch, I highly advise that you also replace the factory dual-mass flywheel (DMFW) with a single-mass flywheel (SMFW). The OEM-style DMFW is known to create false knock, causing misfire issues at high power. If you aren’t aiming for more than 600HP, you probably won’t need this SPEC Stage 3+ clutch kit, you’d be better off with the 335is/550i clutch upgrade.
2017 Update: This 335is/550i clutch setup held up great for 22k hard miles! I have absolutely no complaints. In June I decided to upgrade to MMP Stage 3 turbos and chase 700whp. I knew this clutch setup wouldn’t hold, so I removed it and replaced it with a SPEC Stage 3+ unit.
After turning up the boost on my stock turbos, the factory clutch started to slip. I decided it was time to upgrade so I could enjoy my 135i to it’s full potential. From SPEC to ACT, there are plenty of aftermarket options available. Then I found the 335is/550i clutch upgrade on ECSTuning, so I started to do some research.
This clutch comes factory in the F10 550i, which puts down 443 tq and weighs a whopping 4552 lbs. DINAN doesn’t offer a clutch upgrade for their different stages of 550i’s, so apparently they feel that it is adequate. Their Stage 3 550i puts down 580 tq and they kept the factory clutch. Also, someone on the forums is using this clutch and claims that it is holding at over 620wtq on aftermarket turbos. To me, it sounds like the clutch is severely underrated.
My 135i won’t see more than 500 tq anytime soon. I’d guess that it is currently around 420whp/465wtq, but only weighs 3300 lbs!