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  • BoostinBiscayne's Avatar
    10-25-2014, 11:20 AM
    :boxingOk so after months of repeated advancements and new benchmarks for the N54, today, the California based tuners and turbo manufactures, will battle it out for the bragging rights. I don't know if I am the only jaded BB forum member here that has been paralyzed by the recent barrage of turbo and fueling developments for the n54 platform, wading through post after post, marveling at the turbo and fueling developments, even placing a deposit along the way, but ultimately having to wait. Suspiciously, the reason I think we've been made to wait, however frustrating, is a pretty good one. Our beloved tuners and turbo manufacturers have been careful with their updates and releases, operating in an almost genius CIA like fashion, giving us just enough information to create desire in their revolutionary-to-the-platform product over a competitor's products, with a masterful and deliberate delaying in the actual product release. Why you might ask? To create awareness and interest about their products, but ultimately, to retain a competitive advantage over the competition, who may have a superior turbo but no fueling, or fueling but no turbo, hardware but no tuning, all of the above, but no transmission. LMAO After months of conjecture and speculation, it's finally SHOWTIME! Best of luck to all the folks and companies competing that have done so much for the platform and the community. Wish I could be there. As far as the N54 Camp is concerned, What are the predictions? Which tuner, and which manufacture will be on top when the dust settles, will it be a singe or a twin turbo setup car? Will it be running port fuel injection or a dual HPFP? I guess we will know soon enough!
    174 replies | 5434 view(s)
  • Sticky's Avatar
    10-28-2014, 11:32 PM
    This will be something we will see more and more of over the coming years and one of the more interesting battles in the BMW performance scene in the opinion of BimmerBoost. We have BMW's newest turbocharged M car going against the M car it replaced. As you well know the E90 M3 comes with a naturally aspirated S65 4.0 liter V8 that revs to 8400 rpm from the factory. It makes much less power (roughly 70 wheel horsepower) than the turbocharged 3.0 liter S55 direct injected inline-6 engine in the new F80 M3. It becomes a complete mismatch when the S55 gets a tune such as the JB4 on this particular car. The thing is, what happens when you boost the older M car? This E90 M3 gets boost for its S65 V8 courtesy of an ESS VT2-625 supercharger kit. The high revving naturally aspirated V8 responds quite well generating in the area of 600 wheel horsepower depending on the supporting modifications, fuel, and tune. It is making this horsepower with far less torque than the S55 inline-6 however. This is a race won by top end power and with a centrifugal blower top end power is exactly what the E90 M3 offers. The F80 M3 comparatively offers much more low end torque and has a curve shifted far more to the left than to the right. It is two different M engine philosophies at work here and both are effective. The supercharged E90 M3 wins this round but as tunes and supporting mods evolve for the F80 M3 it will compete with stock internal supercharged E90 M3's on its stock turbochargers. It will also be interesting how it does against the E90 M3 with turbos instead of a centrifugal supercharger. The E90 M3 only has in the 370 lb-ft of peak wheel torque range compared to the 550+ wheel torque this JB4 tuned F80 M3 is capable of generating. Yet it is where that torque is generated that determines the outcome here. Top end horsepower rules this race. No doubt enthusiasts will debate the approaches here. Both are viable. However, more displacement and higher revs with a torque curve that continues to increase toward redline is hard to beat in a race like this. The older M cars are hardly obsolete. They're incredible. E90 M3 - ESS VT2-625 SC, Akra GT4, 100/91 oct blend F80 M3 - Catless downpipes, full Akra Exhaust, JB4 Map 7, 100/91 oct blend P.S. Iphone videos of races like this make us cry.
    187 replies | 3221 view(s)
  • GiveEmTheDD's Avatar
    11-03-2014, 11:13 AM
    Hi everyone, First let me give a well deserved shout out to @wedge1967, and @ BuraQ for helping me dial in the car over the last 3 weeks. Little bit of background about the car. 2010 e92 335XI, daily driven. Over the last year and a half i have been building the car piece by piece. I had been working with a well known tuner via e-tune, we made adjustments after every mod, fuel change and most recently RB's. The car felt great with the RBs installed and new tune, I figured with the season coming to a close, i may as well get it to the strip. Honestly, the car felt smooth, and strong (much better than the COBB OTS) and based on prior maps, i expected nothing less. The best run i was able to pull out was 11.9 at about 119 mph. Not disappointed, but i figured maybe something was "missing." In walk Wedge/BQ. I reached out to Wedge we looked over some old logs, dyno etc and the first thing he said was, "We might not be able to do any better, those guys know what they're doing, but we can try!" 2 weeks ago, I road tripped back to the track (about 68 miles, 130 miles round trip) using the 3rd revision from Wedge. The change in results were DRASTIC. The best run of the day was 11.624 @ 121.130 MPH. The car ran fantastic, consistently running between 11.6s-7s all day. Fast forward to today: Made the long trip back, with a few more revisions. Best pass of the day 11.363 @ 122.66 MPH. The car felt STRONG, made 6 passes all between 11.363-11.455. Little background about the car, the only thing that changed on my car is the TUNE. Fuel ratio has stayed the same, no parts have been swapped out, I drive this car daily to work, to the gym, around town using this map. Thanks again @Wedge1967, cant wait to see what we can do next!
    156 replies | 4316 view(s)
  • BlackJetE90OC's Avatar
    10-28-2014, 06:14 PM
    E90 M3 - ESS VT2-625 SC, Akra GT4, 100/91 oct blend F80 M3 - Catless downpipes, full Akra Exhaust, JB4 Map 7, 100/91 oct blend
    187 replies | 1767 view(s)
  • Flinchy's Avatar
    10-28-2014, 11:51 AM
    allegedly stock bottom end, no mention of head work, completely changed hot-air-intake.. and somehow 100% E85? ED: looking at the graph, struggling to believe, as it's holding 600whp+ to basically 7k...
    115 replies | 4620 view(s)
  • WedgePerformance's Avatar
    11-13-2014, 09:18 PM
    Just wrapped up a dyno session on my E92 AT over at PSI in Portland. Mods include COBB v3, BQ/WP Advanced Tuning Map, VRSF DP, AFE Stage II Pre DCI, ER CP, FORGE DVs, HPF 7" FMIC, RB PCV, Aquamist HFS4, Factory Catback w/MidCats, FFTEC 455 LPBP. Fuel - E85 mixed with 92 octane. Around E40. 100% Meth flowing @ 800ml per minute. Although there is probably a few more HP in there with E60 but my HPFP can't handle the fuel demand at higher ethanol content with the torque we are making. Dyno room temps were in the low 60's with one small fan. We have made a few torque related changes from the (488rwhp) pull we made on the DynoDynamics dyno. More advance, leaner air/fuel ratios, slightly different torque driver settings to allow for torque to ramp up slower making the car much more drive-able. If I had more time I would have scaled my timing back as the car seems to like 12 ramp to 13. I think I would have made more power as my timing might have been more consistent. Every car is a bit different... and this was a max effort setup and the car delivered 484rwhp. So it's time to back it down to a happy 12 deg where it should still make very impressive stock turbo numbers if not more power. I think with upgraded intake plumbing, upgraded HPFP, and E85 with meth we could see 500rwhp from stock turbos. Do I think it's worth the effort? Nope... RB Turbo's will be next on my list of upgrades. Stock Turbo Dynojet World Record... What's even more impressive, it was done with an automatic... Special thanks to BuraQ... Wouldn't be here today without you bro. <- LOG ->
    96 replies | 3340 view(s)
  • Sales@vargasturbotech's Avatar
    10-27-2014, 02:57 PM
    Despite our best efforts to get our shop car running properly in time for the event we decided not to run the car at all this past weekend. The #2 cylinder is leaking down over 25% and we will be putting another stock motor in shortly to continue development so we just cruised down to Coalinga to spectate. Here are some photos from the event. Hope you all have a great week! It will be a very busy and exciting one for us as we continue to assemble / ship the Stage 2+ N54 turbos and are awaiting testing of the world's first S55 turbo upgrade :music-rockout:.
    93 replies | 2990 view(s)
  • quing's Avatar
    10-31-2014, 08:59 PM
    Hello all, I rarely post on the forums but a few months ago after one of my stock turbo went dead, I decided it time to upgrade! I contacted Todd Cope at The Horsepower Barn in Washington for their AD Engineering Single PTE 6262 Turbo Kit. The price was right and it the quality of the kit looks very good so I went ahead and ordered it. It took about three months for me to get the kit but it was due to the carbon fiber intake tube that needs to be custom made from scratch so it took a while but it was well worth the wait. I had Sammy installed the kit for me since he has done a ton of turbo swaps and knows what’s he doing when it comes to BMWs and cars. Two days of hard work and he’s was done with the transplant of my motor. The turbo is in and the engine is back in its engine bay. We quickly put it on the dyno to have Jake at Motiv remote dyno tune the car. There were some issues with my spark plugs and 02 sensors so after a many pulls Jake called it a night and we ended up with 480hp/430tq on pump. Jake said the turbo is very efficient and we still have a lot of room for more power after I get all the little bugs taking care of. Overall I am very happy to get my car back and that everything went smoothly. When I got behind the steering and start driving the car for the first time, it felt really smooth until at about 4k rpm when the wastegate open, the car just screams power. It’s a blast to drive my car again now. My buddy who was driving behind me said my car sounded like a bike, it’s loud. I even let my buddy who owns a c6 Z06 drove the car and he was impress! He’s a BMW hater but after driving my car his impression was he really like it a lot and said it feels faster than when it had it FBO with E85 stack with JB4 and custom tune. He actually wants to buy a 335i now after driving my car. When you put the hood after driving the car hard the engine bay feels a lot cooler after compared to the stock twins. I am still working with Jake to dial the tune to get more power on pump so I’ll update you guys when I make more power. I managed to get a video of the dyno run but no graph :( . A lot of thanks to: Todd Cope and Andy Divers at The Horsepower Barn & AD Engineering Sammy at Sammy’s Auto Services Jake at Motiv
    68 replies | 2935 view(s)
  • Ingeniator's Avatar
    11-02-2014, 04:37 AM
    Gents, Starting to plan out the built engine I want to eventually get to 9K but would be happy to see any increase in powerband. I have read through some of the past posts but I wanted a new thread to limit the clutter. Looking for input from @alex@ABRhouston @MikeB@FFTEC @Mike@VAC. others with experience on this kind of thing. So I'm looking at perceived problems. Open DeckI know full sleeves were looked at to fix the open deck. But it is hard to justify the expense with no failures. What I want to know is has anyone looked at a block brace or pinning. Properly done with cylinder honing it may be a good interim step. We already have Iron sleeves. My concern is heat but proper scalloping and drilled holes may maintain enough coolant flow. Valve trainThis is already beat to deathI think. I mainly just want confirmation that the new valves are light weight enough to do 9K. We also need springs that can handle high backpressure but are going to handle the high rpm. Not sure how the current options compare to S54 spring options but it may be a lead. Bottom EndA Blueprinted and balanced rotating assembly will be important but we need to reduce mass but maintain strength not sure how the current parts stack up on this but I want confirmation on what you think the rpm limit will be numbers wise. If we can't get there with current parts what are you thinking we need. Also are we using gapless rings yet. The biggest thing hurting reliability right now on the high boost motors is crankcase pressure. I want to fix that with a dry sump or vacuum pump but reducing blow by is important. AccessoriesNot sure what will start failing at this engine speed. My biggest concerns would be the oil pump and HPFP. I'm planning on dry sump by the time I try and push the redline this much. The HPFP is a question mark? @Tony@VargasTurboTech do you have any input when you were shotgun testing? I think with the oil pump removed and possibly the hpfp you can improve the cam chain setup to make it a little more robust to rpm. Vacuum pump is another one but it isn't needed on a standalone boost control car with manual brakes. I think the alternator may be alright if not the pulley size can be scaled up a bit. Looking forward to what you guys have to say. Thanks
    64 replies | 1775 view(s)
  • cloakedm3's Avatar
    11-06-2014, 11:49 AM
    the old spec did not want to play with the 6766 very long we put it on the high setting so we will see how it does looks like mixed reviews on what works best
    60 replies | 1264 view(s)
  • fastgti69's Avatar
    11-10-2014, 11:36 PM
    Hey guys, sorry I haven't been on and posting much lately. Just lurking around reading posts here and there. @Terry@BMS and I hit up the dyno Couple weeks ago right before SS 1/2 Mile event. Did some pulls to see how we stand on this new turbo and how it looks. I did the usual e40 blend and 100% Meth. I really like this turbo, it's not much difference at all from the 6465 in terms of response and spool. Map 7 (23Psi) did 670whp, compared to 630whp run on same boost from the 6465 1.00ar. I was already pleased with the gains there between the two turbos. We decided to slowly turn up the boost and keep testing. At 26 Psi we made 712 whp, topping my previous record of 709whp with the 6465 1.00ar at 29 psi. We decided to turn it up some more, as usual of course ;). At 29 psi we made a solid 753 whp. :music-rockout: We decided to turn up the boost again, but this time a transistor shorted in the DME. That ended the day for testing higher psi with the 6767. Nothing new when it comes to the older DME in the 2007, I was happy to get it working though. A day before SS, I wasn't having a good time. Worked hard to find transistors from a local store, after I luckily found them. Sebastian@Specialty Z helped with the soldering on the DME board, I didn't want to do it myself as I didn't feel comfortable. Anyways, I will turn up the boost and test again soon. This time with the CPE Port Injection and full E85 to test the limits of the turbo and the port injection using high hp applications. Again, this couldn't happen without the help of Burger Motorsports and @Terry@BMS himself. Here is a comparison between my highest three WHP from different testing and turbos. 6465 .84ar @ 26 psi - 669whp 6465 1.00ar @29psi- 709whp 6767 .84ar @29psi- 753whp
    51 replies | 1344 view(s)
  • EvanL's Avatar
    11-17-2014, 06:12 PM
    Cold weather has officially set in up here in the Great White North, which is giving my car fits on cold starts with E85 blends. Following off of SAE research presented in 2009-01-0620, approximately 3x the amount of fuel injected during a cold start is necessary when using E85 versus gasoline to compensate for the vapor pressure differential in cold weather. Seeing as the Fuel Open Loop tables are not yet defined in ATR or any of the XDFs I've seen for TunerPro, it appears we're currently sitting at a dead end with respect to fixing this issue with a DME flash until Cobb or someone with major WinOLS skills can crack the table. I can't imagine I'm the only person driving a N54 in cold climates with an E85 blend so the question becomes, what other solutions have been brought to the table to fix this issue?
    48 replies | 901 view(s)
  • Sticky's Avatar
    10-26-2014, 08:42 AM
    Seeing what the big magazines pick as their favorite driver's car is always interesting. Last month MotorTrend took their shot at it with a ten car field and settled on the Chevrolet Camaro Z28 as the best driver's car in all the land. Now it is time to get a British perspective on the matter. Autocar decided on a 12 car field. They usually field 10 cars but made an exception in 2014. There are some big name omissions one of which is the Lamborghini Huracan as Lamborghini declined their invitation (the raging bull is afraid?) and the Z28 is absent. Autocar's 12 car field is as follows and ordered by laptime: 1. Ariel Atom 3.5R – 1min 10.7sec 2. Ferrari 458 Speciale – 1min 11.9sec 3. McLaren 650S – 1min 12.9sec 4. Porsche 911 GT3 – 1min 13.1sec 5. Chevrolet Corvette Stingray – 1min 14.3sec 6. Jaguar F-type R coupé – 1min 14.3sec 7. Vauxhall VXR8 GTS – 1min 14.9sec 8. BMW M4 – 1min 16.8sec 9. Porsche Cayman GTS – 1min 17.4sec 10. Alfa Romeo 4C – 1min 17.7sec 11. Renault Mégane RS 275 Trophy – 1min 19.4sec 12. BMW i8 – 1min 19.4sec This is how Autocar ended up scoring the cars as far as driving pleasure: 1. Ferrari 458 Speciale – 16 points 2. Ariel Atom 3.5R – 19 3. Porsche 911 GT3 – 27 4. Porsche Cayman GTS – 33 5. McLaren 650S – 39 6. Chevrolet Corvette Stingray – 43 7. Renault Mégane RS 275 Trophy 54 8. BMW i8 – 64 9. BMW M4 – 78 9. Vauxhall VXR8 GTS – 78 11. Jaguar F-type R coupé – 80 12. Alfa Romeo 4C – 93 The Ferrari 458 Speciale takes the victory over the Ariel Atom although the Atom is really nothing more than a street legal go-kart. The 458 reigns supreme but it is interesting to note some of the comments by Autocar on the vehicles. The M4 is said to be somewhat of a one trick pony always wanting to go sideways. Yes, the M3/M4 are more about muscle than finesse now. The i8 is said not to be a sports car and its handling changes based on the charge of the batteries. It is said to be better on the road and out of character in the competition which is a shame. The Corvette feels like it got a bit robbed here. A judge scored it as high as second yet it finishes in 6th place? Another judge stated out of all the cars the Corvette is the one he would want to race on the track. So again, what is with the sixth place finish with all the glowing praise? It is surprising the McLaren 650S gets beaten by a full second by the Ferrari. Especially considering its twin turbo V8 is boosted to 650 horsepower now. The Castle Combe track seems a bit short but Autocar feels it is a good test and a 'fast' track. The 458 Speciale is Britain's best driver's car of 2014 according to Autocar. The full video breakdown is below:
    14 replies | 4727 view(s)
  • Sticky's Avatar
    10-30-2014, 03:12 AM
    10's are just around the corner for the S55 powerlpant people and that is not surprising. This is the quickest F82 M4 and S55 powered car in the world currently thanks to its 11.18 @ 123.56 pass. TPG Tuning is claiming this is the fastest M4 in the world although an F80 M3 has gone 126 in the 1/4 mile. So, technically, it is the fastest F82 M4 for now but not the fastest S55 powered car as that belongs to an F80 M3. Additionally, TPG Tuning is taking a lot of credit for this while forgetting an F80 M3 has gone faster and I think we all know it is really the JB4 tune from BMS doing the majority of the work here. What readers really should take away is that 10's are coming for the F82 M4 and F80 M3 with the right combination of modifications, traction, conditions, and someone brave enough to use launch control to get out of the hole. The 1.6596 60 foot certainly is impressive as it is without launch control. Modifications are: BMS JB4 with a custom map Race Fuel Hoosier Drag radials
    32 replies | 1957 view(s)
  • wtfmarine's Avatar
    11-05-2014, 03:03 PM
    Well that didn't end well lol. Coolant hose popped off. Do real damage. Well I almost shit my pants. I will edit this when I get home. Just waiting for everything to cool off.
    36 replies | 1070 view(s)
  • Terry@BMS's Avatar
    11-17-2014, 10:11 PM
    Hey guys, Finally got a handle on the false knock issue and was able to strap the car down for a few higher boost dyno runs. We went with a "small" Precision 6266 G2 turbo for to keep low end response strong and I'm really happy we did. This thing drives great with instant torque almost anywhere. The little turbo puts out some decent power up top too. These runs are on 50% race gas and meth. Up next we'll be converting the car over to 100% E85 using our port injection setup and hopefully can squeeze a little more power out of it.
    26 replies | 1211 view(s)
  • boostedmaserati's Avatar
    10-26-2014, 12:56 AM
    boostedmaserati started a thread TPG goes 11.1! in S55
    Unconfirmed fastest time at 11.1. These are great guys and have done lots of work on some of my cars, they are a force to be reckoned with! m.youtube.com/watch?v=5C1hQuSpsD0&feature=youtu.be
    32 replies | 603 view(s)
  • BuraQ's Avatar
    11-10-2014, 11:35 PM
    Here are the forewarning tell tail signs of a failing driveshaft on a N54 with DCT 1) "Excessive" vibration when car begins to spool between 2500k - 4000k RPMs 2) A Clacking sound or knocking sound, on launches, or hard acceleration on turns, as though something is slipping and not gripping, coming from the passenger side rear wheel. It can easily be mistaken for a bad CV joint on the half shaft 3) Your car stops moving and you hear grinding noise underneath your car :lol: stop pressing on the gas pedal and just call a tow truck Where does it break ? Here is another view. It is severed within the shaft circular area that houses bearings How many did I break ? 3 Is it tuned related ? Not really, I have witnessed first hand it breaking on an all stock car which was a lease. Yes, the drive was an aggressive driver and loved to spin the wheel in 1st and 2 second. Gears most common for it to make it fail ? 1st and 2nd gears regardless of wheel hop or not. the more torque the quicker to fail Does wheel hop cause it ? Yes and no. Wheel hope is a contributor to it failing, it all depends oh how severe the wheel hop is. The first one I broke was on a wheel hop with no warning signs. The later driveshaft rarely to no wheel hop and it started to fail. Roll racing is perfectly fine starting from 3rd gear. Just keep away from 1st and 2nd gear WOT Solutions ? see posts below as this thread develops for more information (technically I am too tired to type solutions) All vendors can contribute their solutions. However, please respect other vendor' solutions and opinions :) . Just suggest your own products or ideas without have to directly or indirectly involve another vendor. No hitting below the belt, no ear biting, no sucker punches allowed
    29 replies | 703 view(s)
  • Tony@VargasTurboTech's Avatar
    11-05-2014, 11:22 AM
    Tony@VargasTurboTech started a thread 3's a crowd in N54
    Got a lot of construction going on right now and had to move all the motors outside for a the day, seemed like a good photo op. left to right Stage 2+, Stage 3, in house shop project..:naughty:
    25 replies | 1090 view(s)
  • Sticky's Avatar
    11-13-2014, 05:57 PM
    The BMW S1000RR is an absurdly fast bike in stock form capable of trapping in the tall 140's. Beating one is a very tall order for any street car in stock form let alone tuned. This S1000RR is tuned though by BrenTuning and also features a full Akrapovic exhaust. That should easily push it well into the 150+ trap speed range in the 1/4 mile. Procharged Vettes are of course capable of hitting those trap speeds but require a built motor and a ton of boost. We do not know the specs on this C6 only that based on the result the blower needs to move quite a bit air if the owner wants to run with this bike.
    30 replies | 845 view(s)
  • Sticky's Avatar
    10-31-2014, 07:01 PM
    Introducing the new GTRS4 BMW F82 M4 widebody kit from Vorsteiner. The kit is similar in style to their GTRS3 widebody kit most have seen for the E92 M3. Vorsteiner gives the F82 M4 very aggressive wide rear fenders as they did with the E92 M3 which certainly makes the car look much more aggressive. The photos certainly looks great and the design is solid. BimmerBoost will give impressions on how the kit looks (and the fitment) in person at the SEMA show in Las Vegas next week where the kit will makes its official debut.
    9 replies | 3384 view(s)
  • Sticky's Avatar
    11-08-2014, 10:36 PM
    GM had a great showing at SEMA with plenty of exciting cars. What stood out though was this beautiful monster. The upcoming 2015 Chevrolet Z06 convertible is a work of art. This particular example has the gorgeous Laguna Blue paint as well as the optional Z07 package. Those are carbon ceramic brakes you see as well as carbon fiber aerodynamic pieces designed for increased downforce on the track. This is one convertible that will be right at home on the roadcourse. In person the Z06 definitely looks more aggressive than the standard Stingray and the wider hips also add sexiness. The C7 design is simply beautiful and the Z06 takes it to the next level. You already know all about the 650 horsepower LT4 supercharged V8 as well as the 8L90 8-speed automatic that is available as an option. GM hit it out of the park with this car especially if the performance is as good as the styling (which it will be).
    36 replies | 285 view(s)
  • Sticky's Avatar
    10-26-2014, 07:32 AM
    Interesting tune only matchup here of the new turbocharged F80 M3 and F82 M3. Both cars of course share the same 3.0 liter direct injected S55 inline-6 turbo motor. The only modification to each car is a tune with the camera car being the F80 M3 with the BMS JB4 tune. The BMS JB4 car is running on Map 7. The ECU Tuning Group car has their tuning solution which they claim adds 89 horsepower and 96 lb-ft of torque. BimmerBoost has not seen any dyno sheets or timeslips backing up their claims as is the general trend for ECU Tuning Group products. BimmerBoost has seen dyno sheets for the BMS JB4 tuned S55 motors and they are over 500 wheel horsepower. Dynosheets are one thing and putting that power down in practice is another. In practice, the JB4 car simply pulls away (although it does start early). One sided race:
    23 replies | 1497 view(s)
  • Abacus38's Avatar
    10-30-2014, 11:31 AM
    Currently I'm running e30 on map 5 however she starting to misfire and shutter above 5k rpm. Im going to replace all the coils and spark plugs but I was wondering if its worth forking over the extra coin for the s55 coils?
    20 replies | 921 view(s)
  • Sticky's Avatar
    11-13-2014, 05:49 PM
    The BMW S1000RR is an absurdly fast bike in stock form capable of trapping in the tall 140's. Beating one is a very tall order for any street car in stock form let alone tuned. This S1000RR is tuned though by BrenTuning and also features a full Akrapovic exhaust. That should easily push it well into the 150+ trap speed range in the 1/4 mile. Procharged Vettes are of course capable of hitting those trap speeds but require a built motor and a ton of boost. We do not know the specs on this C6 only that based on the result the blower needs to move quite a bit air if the owner wants to run with this bike.
    30 replies | 294 view(s)
  • Sticky's Avatar
    11-07-2014, 09:00 PM
    At the SEMA show this year the new F82 M4 was all over the place. Two major widebody kit options made their debut with the LB Performance widebody and the Vorsteiner widebody. The LB Performance styling should be familiar to those who have seen the previous E92 M3 version. The styling is much more over the top and Asian inspired than the refined European touch one would expect on a BMW. It definitely is attention grabbing and the kit offers better fitment than several E92 M3 LB Performance kits BimmerBoost has sampled. This fits and looks better but there still are gaps and fitment issues. As far the styling is concerned it definitely is attention grabbing. The thing is, this widebody kit is all about form over function. It is not made so you can fit wider wheels and tires specifically for racing. Just based on looking at the pieces up close themselves there does not seem to be any aerodynamic testing to inspire the design based on performance. This is all about looks folks and this kit certainly is going to increase drag and maybe not even proportionally. Out of the two M4's fitted with the LB Performance kit at the SEMA show BimmerBoost found the white one to have the better execution. If one wants to hide the gaps and rivets making the kit appear to flow together better a dark color is probably the best choice. Is it attention grabbing? Yes. Is it different? Well, this style is starting to get a bit played out. Does it belong on a BMW? That is up to to you decide.
    19 replies | 1138 view(s)
  • Sticky's Avatar
    11-17-2014, 11:45 AM
    The official debut for the 2015 Shelby GT350 is tomorrow at the Los Angeles International Auto Show. Ford fortunately is giving an online sneak peak for those who will not be in attendance. The new track star of the Mustang lineup is everything is was hyped up to be and then some. The heart of the car will be a flat-plane crank V8 as rumored displacing 5.2 liters. Exact output figures will not be available until tomorrow but expect over 500 horsepower and 400 lb-ft of torque. Yes, that means this motor will be very close to 100 horsepower per liter possibly even exceeding it. A Ferrari style V8 with American displacement? Talk about a match made in heaven. This car is all about the track though and not just muscle. Ford worked on making the chassis much stiffer and they succeeded. The new chassis is over 28% stiffer than the previous model. The GT350 also offers a wider front track and a strut tower brace. Lightweight wheels are specced to reduce as much unsprung weight as possible. The lightweight 19 inch wheels are 10.5 inches wide up front and 11.0 inches wide in the rear wearing Michelin Pilot Super Sport rubber. The front rotors are huge 394mm units and 380mm are used in the rear. The dampers are continually adjustable MagneRide units. Sensors monitor each corner independently and can make adjustment every 10 milliseconds for optimum handling. More details will come tomorrow but enjoy what is the most powerful naturally aspirated V8 Ford has ever produced and the most track capable Mustang yet: SHELBY GT350 MUSTANG: THE LEGEND RETURNS All-new Shelby® GT350 Mustang is a thoroughbred capable of tackling the world’s most challenging roads and racetracks GT350 is powered by a unique, high-revving flat-plane crankshaft 5.2-liter V8 engine that will produce more than 500 horsepower – the most powerful naturally aspirated Ford production engine ever Advanced materials, MagneRide dampers, aggressive brakes and finely tuned aerodynamics push the performance of Mustang to previously unmatched levels The original Shelby GT350 introduced in 1965 established Mustang’s performance credentials. The all-new Shelby GT350 Mustang, featuring the most powerful naturally aspirated Ford production engine ever, is a world-class performance vehicle, designed to tackle the planet’s most challenging roads – an all-day track car that’s also street legal. The new GT350 builds on Carroll Shelby’s original idea – transforming a great every-day car into a dominant road racer – by taking advantage of a dramatically improved sixth-generation Mustang to create a truly special driving experience. Driving enthusiasts behind the wheel of a Shelby GT350 can expect to be treated to the most balanced, nimble and exhilarating production Mustang yet. Ford engineers took an innovative approach with GT350. Rather than develop individual systems to perform well independently, every component and shape is optimized to work in concert; balance is the key. While paying rigorous attention to detail, the team pushed the envelope with cutting-edge materials and technologies. “When we started working on this car, we wanted to build the best possible Mustang for the places we most love to drive – challenging back roads with a variety of corners and elevation changes – and the track on weekends,” said Raj Nair, Ford group vice president, Global Product Development. “Every change we made to this car was driven by the functional requirements of a powerful, responsive powerplant – nimble, precise handling and massive stopping power.” Track-tuned driveline Early in development of the GT350, it was decided a high-revving, naturally aspirated V8 engine would best suit a track-focused Mustang. “The final product is essentially an all-new powerplant unique to GT350 – and one that takes true advantage of the new chassis dynamics of the Mustang platform,” said Jamal Hameedi, chief engineer, Ford Global Performance Vehicles. The new 5.2-liter engine is the first-ever production V8 from Ford with a flat-plane crankshaft, an architecture typically found only in racing applications or exotic European sports cars. Unlike a traditional V8, where the connecting rods are attached to the crankshaft at 90-degree intervals, this design evenly spaces all crank pins at 180-degree intervals. The 180-degree, flat-plane layout permits a cylinder firing order that alternates between cylinder banks, reducing the overlap of exhaust pressure pulses. When combined with cylinder-head and valvetrain advancements, this permits better cylinder breathing, further extending the performance envelope of the V8. The result is the most powerful naturally aspirated production Ford engine ever, at more than 500 horsepower, with a torque peak above 400 lb.-ft. The track capability is enhanced by the output characteristics of the engine – the 5.2-liter V8 features an exceptionally broad torque curve. Combined with its high-revving ability, the flat-plane 5.2-liter V8 gives drivers an enormous amount of performance and flexibility within each gear of the lightweight six-speed manual transmission. A standard Ford-tuned Torsen limited-slip differential optimizes cornering grip and straight-line traction. “Make no mistake, this is an American interpretation of a flat-plane crankshaft V8, and the 5.2-liter produces a distinctive, throaty howl from its four exhaust tips,” said Hameedi. Balanced dynamics The new Mustang platform is the strongest in the history of the brand, with torsional stiffness increased 28 percent over the previous model. That stiff structure ensures the suspension geometry remains consistent, even under hard driving on back roads and tracks. Front stiffness is further improved on GT350 with a cutting-edge injection-molded carbon fiber composite grille opening and optional lightweight tower-to-tower brace. The front track has been increased while spring rates and bushings have been recalibrated all around, with ride height reduced compared to Mustang GT. For optimum handling, the wheels need to respond quickly to the contours of the road and driver input. Reducing unsprung mass is key to improving that response, but a balance must be struck between taking mass out of a suspension and delivering truly capable braking performance. Due to the significant speeds the car can develop, GT350 features the most track-credible brake system ever offered on a Ford vehicle in terms of absolute stopping power, fade resistance and brake pedal feel. The brakes are two-piece cross-drilled iron discs mounted to aluminum hats. At the front are massive 394-millimeter rotors clamped by Brembo six-piston fixed calipers with integrated caliper bridges, while 380-millimeter rotors at the rear utilize four-piston calipers. GT350 makes use of extra-stiff 19-inch aluminum-alloy wheels – 10.5 inches wide in front, 11.0 inches in the rear – clad in state-of-the-art Michelin Pilot Super Sport tires with GT350-specific sidewall construction, tread face and compound. The custom tires are designed to deliver maximum grip on the road or at the track. Ultra-quick responsiveness to changing conditions is provided by the first-ever Ford application of continuously controlled MagneRide dampers. The dampers are filled with a hydraulic fluid impregnated with iron particles; when an electric current is passed through the fluid, a near-instant adjustment of the suspension performance can be made. With wheel position sensors monitoring motion thousands of times per second combined with other vehicle data, changes can be made to each corner independently every 10 milliseconds for optimum handling performance. This is a system designed not just to make the car handle better but to instill greater confidence in even the best driver. Obsession to detail “Everything we changed on GT350 is purely functional-driven design, with the goal of improving the overall performance of the car,” said Chris Svensson, Ford design director, The Americas. “We optimized the aero shape of the car, and then fine-tuned what was left to increase downforce and cooling airflow.” All bodywork from the windshield forward is unique to this high-performance model and up to two inches lower than Mustang GT. The new aluminum hood has been lowered and sloped, compared to the base Mustang, tightly wrapped around the engine for the smallest possible aerodynamic signature. Front and rear aero elements have been balanced to work together on the track. The fascia has been resculpted to provide the aggressive lower front splitter with maximum pressure and a ducted belly pan delivers significant downforce. The hood outlet acts as a heat extractor while also reducing underhood lift at high speed. At the rear, much of the engineering was focused on creating an aggressive functional diffuser doing double duty to increase downforce and provide cooling air to the optional differential cooler, and a subtle lip spoiler across the trailing edge of the decklid increases downforce without adding excess drag. The athletic stance of the all-new Mustang is further accentuated with recontoured aluminum front fenders to accommodate the wider front track and wider wheel arches. Front fender vents work with vented inner fenders to draw out turbulent air in the wheel wells and smoothly direct it down the side of the car. The forward-angled grille is designed with individual openings to draw air through the radiator, high-pressure engine air intake, cooling ducts for the front brakes and, optional with the Track Pack, an engine oil cooler and a transmission cooler. Focus-driven cockpit changes Like everything else about GT350, the interior has been optimized for driving, beginning with the specially designed Recaro sport seats with a unique cloth. Hundreds of hours and many prototypes went into a seat that is both comfortable in daily driving and capable on the track. A flat-bottom steering wheel makes it easier for the driver to get in and out, and is more ergonomic on the racetrack. Gauges are upgraded to reflect the enormous performance capability of the car. Chrome and bright finishes have been reduced or eliminated to prevent sun glare that may distract the driver. The advanced technology inherent to Mustang has been deployed for duty in the Shelby GT350. An all-new integrated driver control system allows selection of five unique modes that tailor ABS, stability control, traction control, steering effort, throttle mapping, MagneRide tuning and exhaust settings, depending on driver preference, to achieve maximum performance. Drivers are invited to test them all. Drivers interested in comfort, convenience and entertainment upgrades may select the Tech Pack, which includes power, leather-trimmed seats; Shaker Audio; 8-inch MyFord Touch® LCD touch screen; and dual zone electronic temperature control, to name a few features. “We took the best Ford Mustang yet and massaged every aspect of the car that affects the performance driving experience,” said Hameedi. “We tested endlessly on the most challenging roads and tracks in the world, and we believe serious drivers will love the Shelby GT350 Mustang.”
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  • G0TB00ST?'s Avatar
    11-20-2014, 12:12 AM
    So this morning I was on my way to class when this kid in a scion tc past by me. He apparently hit a patch of black ice and lost control of his vehicle. I saw the whole thing coming, but there was nothing I could do to save my car, he smacked into me and sent us both flying off into a ditch on the side of the highway. I will find out for sure if the car is totaled or not in the next few days, but after talking to my body shop (whom I have a great relationship with) they are confident it will be totaled. This really sucks because my car was finally coming together I just installed bc racing coilovers a few weeks ago along with all the other mods done to the car. Thankfully I was not at fault so hopefully everything will be covered by his insurance, but this still sucks:( I really don't know what car to get next... I loved my m3, but I don't want to get another one while I am still in college, this whole thing just sucks I worked hard to get this car and get it where is was and now all of it is gone.
    21 replies | 969 view(s)
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