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  • Sticky's Avatar
    08-01-2015, 09:02 PM
    This is certainly an interesting development and our users will agree that the more aftermarket options they have the better. Evolution of Speed, who we have never heard of previously and have no affiliation with, is set to release their N5X intake manifold which will gain a lot of interest from N54 and likely N55 owners as well. The obvious here is that guys would want to pair this with methanol injection or port injection for supplemental fuel. The expected price point and design makes that aspect attractive. This would not be something that N54 or N55 owners expecting big gains over the OEM manifold would benefit from but for more hardcore owners making big power with say a single turbo upgrade. Exactly the kind of power junkies who are on BimmerBoost. It will be interesting to see the results from members who buy this product and what the options will be such as the finishes, integrated port injection, etc.
    482 replies | 6747 view(s)
  • Sticky's Avatar
    08-25-2015, 11:52 AM
    It is almost unbelievable what the 'tiny' stock frame turbocharger housings that BMW equipped the N54 3.0 liter direct injected inline-6 motor with are hitting these days. Just look at the size of the stock frame and it is hard to imagine capability of over 700 wheel horsepower. But that is exactly where we are in the N54 world today. VTT (Vargas Turbocharger Technologies) came deliciously close to breaking that magical 700 wheel horsepower barrier. There is more tuning to come but it's safe to say the 700 wheel horsepower barrier will be broken shortly showing capability nobody ever imagined from the N54 turbos just a few years ago. Hell, they do not even need a full horse to get there: For an N54 that is a very nice looking curve as well. Who knew things would go this far?
    117 replies | 2438 view(s)
  • Sticky's Avatar
    08-02-2015, 09:40 PM
    Some tuners make big claims before a product is actually ready for prime time. You see it all the time on the forums and the hype builds to the point it is a runaway train. Responsible tuners temper these expectations by telling a potential customer it is not ready and some just act like it is ready to continue the illusion of product superiority. It truly is fascinating and interesting how some of these companies leverage forums to not just sell products but buy minds. The idea is controlling what people think by getting them to parrot back the same lines over and over. The danger with ESS-Tuning that a person who goes by by the name RingMeister01 found out the hard way is that they long ago bought and paid for the E9X M3 upgrade market by convincing everyone on the BMW forums they are the best based on sales volume. In turn, their fanboys outnumber the rest. This somehow has been perverted into BMW tuning superiority on every BMW platform that graces the earth. ESS-Tuning may sell a lot of superchargers (the reasons for that we will not go into here) but that does not mean they are a turbo builder. Far from it as a matter of fact. AMS found this out on their own when they dropped ESS-Tuning from their F10 M5 S63TU turbo upgrade project and ESS-Tuning was supposed to provide just the tuning there and not even the turbo hardware. AMS Performance deciding to tune on their own tells you plenty regarding ESS BMW tuning and turbo expertise. The simple fact is they don't have any and when AMS sought them out to tune they had no way to actually tune the ECU. It was BS. They source their turbo hardware from turbo builders but we do not know exactly which ones or if they are reliable. ESS-Tuning does not produce turbochargers themselves just as they do not produce superchargers themselves. They sell a complete 'kit' so to speak and this kit is what RingMeister01 thought he was getting. The problem is it was portrayed to him as ready to go and complete. Based on his experience, it was far from that. After the fact our favorite forum spinmeister Roman@ESS-Tuning stated it was not a complete product but a beta product and Mr. RingMeister01 should have known better: Clever, right? State the product is in beta and that the customer expectations are way out of proportion and he should not expect some complete product. It makes you wonder then why he was under the impression he was getting a complete product ready to go from ESS-Tuning. Is RingMeister01 just unreasonable? Perhaps he's just stupid? Or perhaps the product was misrepresented? Here is what RingMesiter01 thinks: "As if I had time for non-sense but I wouldn't want others to go through this as I did. I initially spoke to Jesse from Pure turbos on getting their kit but as he knows I didn't want to run a JB4 with boost juice to reliable make gains. I wanted a flash tune/turbo package. Jesse was very helpful in educating me on what they were offering and what to expect from their kit. I must say he is extremely knowledgeable and professional. IND working on their S63tu turbo upgrade with AMS was another option. Again this was in its early stages but I sent over a new set of turbos for them to look at for machining, etc. AMS at the time was so busy with whatever other monsters they are creating that they couldn't commit to a lead-time on developing the hardware for our cars. Ilia's plan was for AMS to upgrade the hardware and develop the tune with my turbos on IND's shop car. IMG Motorsports informs me that ESS has a kit ready to go, tune and all. He asks me to get my turbos back from AMS and send them to him for the ESS upgrade if I was interested. Like anyone else here, say ESS and its a no brainer (mainly from their success with the superchargers). The turbos are sent to IMG. I now email AJ for the upgrade details; In the email he clearly states that the kit is ready and the tune I would be getting is specific to the turbos. He also promises that they will be the best solution available. No problems at all thus far and I was really getting excited to be apart of this first kit. I offered to post a review, dyno charts and pilot runs on the forum. AJ then said "We'll give you a really good deal if you would do that for us." A few weeks pass and no word on the turbos (ecu was removed and sent within this period), so I email AJ. "Your turbos are with IMG, they were returned three weeks ago. He definitely has them." -AJ Hmm? Why wasn't I told? I send out a text message to find the turbos had arrived and that I was informed but most likely didn't receive the text from IMG because he was at Lime Rock Park and "there's no reception there, bro." Clearly that was the case as I see posts from him on Instagram all weekend from the track. Anyway... who cares, right? "AJ charged my credit card for your turbos, could you go make a cash deposit in my account for $5,000 tomorrow?" Ok now I'm a tad uncomfortable. AJ and I had spoken about pilot runs, dynos, reviews for the kit on the forum and now I'm being charged retail for the kit and I always thought I'd pay ESS directly. I ask IMG why I was being charged retail when I had already been offered a discount, "cause everything else out there is junk, bro. This is what he charged my card." Ok, I understand IMG would not be aware of my conversations with AJ, so I email AJ directly on the spot. "Your pricing is determined by the vendor, we have nothing to do with that on our end. You must go through one of our vendors." WTF. That awful feeling in my stomach comes over and I realize that this isn't going to be what I signed up for. See now Im in no control what so ever and Im at the mercy of a vendor I don't feel comfortable with and I have no choice but to pay whatever he wants me to, to get my turbos back. I emailed AJ again and bitched until IMG sent me a text "Bro, AJ refunded my card $500." Ok, lets just move forward... The ECU comes back (I must had sent 10 emails asking whether the tune was specific to these turbos and if I could please have CEL, Vmax and cold start deletes, I was assured I would. I didn't want to have the ecu removed and installed multiple times due to the process) and everything comes together at which time I get a text from IMG "car is done, get ready for 550 whp, bro" EXCITED!!! I get to the techs place (who btw is so talented and genuine). I sit in the car and say to myself (knowing how irresponsible and nonchalant this "vendor" is) I fucking bet it goes through cold start. Hit the starter button and of course, its there. I'm sure Vmax isnt deleted either. So lets just drive and see how she performs. Very smooth operation at low speed driving through a residential neighborhood, like stock. The turbos are a little loader but that is probably due to downpipes and BMC filters. I make my way to the highway and WOT. More lag and not much else. Doesn't feel fast or powerful at all. I have been in a lot of M3/4's with ecu flashes and JB4's and this just didn't impress me. I text IMG on my feed back, "Bro, put some good gas in and let it adapt. It takes 80 miles to do so. The set up is so smooth its deceiving." EEERRR....really? A day or two pass and I see this thread and comment that this kit isnt all that. I have every right to post an honest option and review, I always do and without any agenda or with any intention of hurting someone. I always valued the opinion of the members here and considered their experiences when purchasing a product. I wanted to do the same. This is when the truth unfolded. I get a message from Roman, "You aren't allowed to comment on a development project until its completed." Development project? What? Back and forth with Roman I find out that my brand new M4 with 250 miles is a guinea pig for ESS' S55 turbo upgrade. Not a fully develop system as promised but something they were trying to test out. Now I'm furious and text and email all parties. Roman says to me "IMG and Aj said you were aware of this." Motherfookers. Im texting back and forth and clearly I'm upset and Roman offers to refund me and IMG offers to remove turbos put in stock set and refresh car to stock as long as I delete all posts on this thread. I deleted what I could on the spot and emailed Jason (admin) to remove/clean up anything else. Only a few minutes turned and Roman sends me a lengthily message on how I did recieve what i payed for; upgraded ecu and turbo kit and at a significant discount... $500.. really? If I cooperate I'd get free tune upgrades and if not then ESS will sever all ties with me and stop communication. I send him a text back..."You are so fucked" I did try to suppress my disappointment and the distrust I felt and continue to just get this kit to work. IMG takes my car to the dyno and puts down what you see on the thread BUT when I asked about the dyno and a picture of the dyno, I got a half ass cell phone pic of a 1/4 of the graph and blurry to the point it was hard to make out the numbers. I asked and asked for a full picture so I could see the curves and the crossing point...ect. I just wanted to stay on top of this if I was going to use my car for development. On and on and on I get a dyno file in a format I have no idea to do with (i guess its the dynojet software) wtf am I supposed to do with that? At the end I asked about the new tune I was getting and what was different about it from the Beta file I have now. I was concerned that they were just going to crank up the boost to make numbers on the dyno. I was then insulted by IMG through texts and I just called it quits. I just don't care anymore, $4000 for new turbos, $4500 for the upgrade, $1800 for tune and priceless lies. I would had been fine with everything but just don't lie to me and twist things to make me look stupid. Judge me I don't care, I have nothing else to share here. This is for anyone as a warning- know who you are dealing with, know what you are getting into because if it goes wrong you will be left for dead." This sounds like a guy who thought he was getting a product that works. ESS stating after all of this on the forums it was a 'development project' is obviously to affect public perception of the gigantic mistake of selling a product that isn't ready. Yes, ESS never told him that and told him the exact opposite according to his own words and the e-mail records. Apparently he has the e-mails showing this and I'm sure we would all love to see them but thus far he has not published them. If it were BimmerBoost, we would and we actually have to expose deception. Hopefully ESS doesn't push him around but he seems like a guy so far that isn't responding well to ESS demands. This guy thought he would be getting turbos and a discount to post reviews, dynos, runs, etc., on the forum. A pretty standard marketing practice on forums to get supposedly 'independent' reviews. Unfortunately, a certain ESS cheerleader serving as the middle-man here decided to charge full retail. Why? To line his own pockets of course. Who cares if it works, right? Well, reputable vendors care. Nobody cared here. Get the money and oh well too bad say it's 'beta' if it doesn't work. ESS tried to keep this off the forums but it didn't work: "This is when the truth unfolded. I get a message from Roman, "You aren't allowed to comment on a development project until its completed." Development project? What? Back and forth with Roman I find out that my brand new M4 with 250 miles is a guinea pig for ESS' S55 turbo upgrade. Not a fully develop system as promised but something they were trying to test out. Now I'm furious and text and email all parties. Roman says to me "IMG and Aj said you were aware of this." Motherfookers." RingMeister01 has every reason to be angry. Not only did he not get what he paid for, not only did he pay more than he was supposed to, he is now supposed to shut up about the problems. He finally realizes he is a guinea pig. It's just that he never signed up to be one. It is somewhat interesting as well that Roman@ESS commands him not to speak. Do you see now how certain forums work now? Anything negative is kept off. If you do not shut your mouth you will not get further support. It's not about having the best products. It's about making people think that you do. That is why he was offered a refund and a return to stock if he deleted all his posts. You would think that offer would be on the table regardless as it should be instead of being conditional. This customer chose not to bend over but how many have bent over for ESS? How much has been swept under the rug? BimmerBoost is aware of much of it and some of what gets deleted is hosted here for specifically this reason. You as a potential customer deserve to know the truth, don't you? You are not a vendor's pawn, are you? Shouldn't the customers have the power in this relationship? This is the same old story with ESS-Tuning as always but trying to get it out there is the problem. They use their power to pull posts, edit threads, close threads, etc., if they are not portrayed in the best light. It's arrogance, pure and simple. What they should have done is make it a priority to fix the guys car (another tuner offered to fly out to fix it), provide what he paid for, and not charge him a dime for any of it. That would require them going out of pocket. It's simply the easier (cowardly) way out to get this all deleted, spin it, and go about business as usual. They won't be able to delete this though. If they try, the blowback will be bigger than it already is:
    55 replies | 5856 view(s)
  • Sticky's Avatar
    08-11-2015, 08:23 PM
    Well, it certainly has been a while. Gintani announced this twin turbo kit years ago but it is finally coming to fruition. The differences between a development turbo setup and a production turbo setup are obviously night and day. It looks like Gintani finally has the kit ready for primetime. Pricing and official details have yet to be released but in the video below the twin turbo setup is being applied to an M3 and a BimmerBoost member is doing a custom stoked S65 V8 a around 4.5 liters with turbos. We will not of course hold our breath until it is done. As far as power figures those were released a while ago in a comparison against their S65 V8 supercharger setup which you can view here. The moral of that story is torque. It looks like the S65 will finally take the big step forward enthusiasts have been waiting for. <blockquote class="instagram-media" data-instgrm-captioned data-instgrm-version="4" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:50% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAAGFBMVEUiIiI9PT0eHh4gIB4hIBkcHBwcHBwcHBydr+JQAAAACHRSTlMABA4YHyQsM5jtaMwAAADfSURBVDjL7ZVBEgMhCAQBAf//42xcNbpAqakcM0ftUmFAAIBE81IqBJdS3lS6zs3bIpB9WED3YYXFPmHRfT8sgyrCP1x8uEUxLMzNWElFOYCV6mHWWwMzdPEKHlhLw7NWJqkHc4uIZphavDzA2JPzUDsBZziNae2S6owH8xPmX8G7zzgKEOPUoYHvGz1TBCxMkd3kwNVbU0gKHkx+iZILf77IofhrY1nYFnB/lQPb79drWOyJVa/DAvg9B/rLB4cC+Nqgdz/TvBbBnr6GBReqn/nRmDgaQEej7WhonozjF+Y2I/fZou/qAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div> <p style=" margin:8px 0 0 0; padding:0 4px;"> <a href="https://instagram.com/p/6DctcYuqIe/" style=" color:#000; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none; word-wrap:break-word;" target="_top">Lol 2 weeks took a little over a year but o well we're there!! Second twin turbo E9X M3 ready to hit the streets.#gintani #teamgintani #bimmerpost #bmw #m3 #mpower #m #tuned #gotboost #spool #turbo #twinturbo</a></p> <p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;">A video posted by @gintani on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2015-08-06T19:36:28+00:00">Aug 6, 2015 at 12:36pm PDT</time></p></div></blockquote> <script async defer src="//platform.instagram.com/en_US/embeds.js"></script>
    83 replies | 2683 view(s)
  • Sticky's Avatar
    08-09-2015, 10:39 PM
    The Cadillac ATS-V is impressing the automotive world with its chassis dynamics, steering feedback, and driver involvement. Areas where the BMW M3 used to set the bar and all others followed. BMW did this for well over two decades and nobody was even close. Until now that is. The Cadillac ATS-V is generating praise despite not yet winning a single comparison in which it is pitted against the BMW M3 and the Mercedes-AMG C63. The closest it has come is the recent MotorTrend comparison where the ATS-V finishes ahead of the M3 but behind the C63. So why is Road and Track proclaiming the ATS-V as a better BMW M3 than the car BMW builds? They cite the the change to the turbo powerplant: "The change to turbo power resulted in a car that had the same horsepower as before, but a torque curve like the M3 had never seen. It suddenly wasn't a car that had the joy of developing its power at the top of the range, it now had thrust everywhere. Combine that with the larger F80 platform that the new M3 rides on, and it felt distinctly more like a Bavarian muscle car than a precision instrument. It's a pretty stark change for a car that had defined its segment for decades." They get this right. The M3 and BMW's in general are now about starightline muscle more than finesse and track prowess. BimmerBoost raised many concerns about the change to turbo motors for M cars specifically as M cars are supposed to be scalpels and not sledgehammers. BMW rejected forced induction for decades in M vehicles. Why? Because they preferred response and race bred motors. Engines that could and actually did lap and win in competition without any heat soak issues. You do not employ independent throttle bodies per cylinder for fun. Combining this throttle response with high revs gave you the closest thing to a race car for the street short of a Ferrari and without their price tag and with more daily usability. BMW combined these race bred high revving naturally aspirated powerplants with the best balance in the segment (the famous BMW 50/50 motto) and the lightest curb weight. They still are the lightest in the segment but the turbo motors put some more weight on the nose so they are not quite as balanced as previously. The thing is, the ATS-V is none of the things the M3 used to be. It does not feature a high revving race bred naturally aspirated powerplant. It has a larger motor than the M3 with more torque that revs lower. If anything, it has the lazier motor. The chassis dynamics and steering response may reach or perhaps even exceed the current generation M3 but the car still is nose heavy and still weighs more than the M3. How is it a better M3? Road and Track doesn't get it. Look at this: "It has a twin-turbo V6 instead of a V8, because that allows them to keep the weight down and move the engine further back." Did anyone tell Road and Track the S65 V8 from the previous generation M3 is lighter than the ATS-V LT4 and features compact cylinder spacing specifically to be mounted as far back as possible? You know, a design for racing which is why it won back to back ALMS GT championships? Road and Track can not say in one breath that the M3's downside is its powerplant and then praise a car that features a similar powerlpant that is heavier and offers worse balance in a package not as refined. The company that is really building a better M3 than BMW is Ford. Yes, Ford. Everything the M3 used to be is what the Shelby GT350/GT350R is and then some. Ford even took a page from the Ferrari playbook and offers a flat-plane crank in the 5.2 liter V8. It is more a driver's car and track weapon than the ATS-V ever can dream of being. Do not forget the M3 was bred for racing as DTM is where E30 M3 lived. The GT350R is prepared to get more hardcore than the ATS-V or M3 for that matter with options to delete the rear seats, add a roll cage, and delete the air conditioning. The question really is how hardcore do you want to get? BMW has not built a car approaching the GT350R's level since the E46 M3 CSL and to a lesser degree the E92 M3 GTS. The GT350R of course offers high revving track thrills and higher performance with more displacement and for less money. Road and Track got this wrong. It is not Cadillac doing BMW's job. It's Ford.
    82 replies | 2796 view(s)
  • Sticky's Avatar
    08-19-2015, 10:20 AM
    It's about time! Finally the M275 V12 has broken into the 9's. SpeeDriven is known in AMG tuning circles for their M275 V12 work which includes upgraded turbochargers. The M275 obviously is not hurting for displacement offering up to 6.0 liters in the 65 AMG models but development had stalled for a while. SpeeDriven made a lot of big claims regarding horsepower for their turbo upgrades and the most they have showed on a dyno was in the 8XX wheel horsepower range. We prefer timeslips over dynographs and the 9.975 @ 141.35 run certainly is impressive along with being a new quickest and fastest record. We expect more though. This is a 5.5 liter twin turbo V12 are talking about here with this R230 SL600 and SpeeDriven has claimed over 1000 horsepower on the platform. The trap speed of 141 is solid but there definitely is and should be more in it. Obviously people want details but the owner is keeping them quiet. Why? If he intends to do some serious street racing that is understandable. We certainly would like the details though. Obviously the car features upgraded turbos, race gas, and drag rubber. Even bigger turbos are on the way supposedly which should push this into far more serious territory. That widebody definitely isn't doing the car any favors as far as aerodynamic drag. Congratulations to SpeeDriven on breaking new ground. Now let's get some concrete details to go along with the record!
    78 replies | 664 view(s)
  • Sticky's Avatar
    08-11-2015, 06:25 AM
    About time Ford! Many of our readers are drooling about the new GT350 and GT350R. Who can blame them? With a 5.2 liter flat-plane crank V8 that revs out to 8250 rpm and an engine note that can make Ferrari owners turn their heads the GT350 and GT350R are going to be very popular. So what are you waiting for? Head on over to the Ford site and design your perfect GT350: http://shop.ford.com/build/en/home.html/mustang/?gnav=header-cars#/select/Config%5B%7CFord%7CMustang%7C2016%7C1%7C1.%7C900A.P8J.....COU.SLB.~YZKAA.SHB.LESS.%5D
    68 replies | 671 view(s)
  • Sticky's Avatar
    08-14-2015, 05:02 AM
    Water injection in a direct injected turbocharged BMW inline-6 street motor? Welcome to over a decade ago BMW but nice to finally see you embrace it. As expected from earlier this year the F82 M4 GTS S55 engine features a factory water injection system which helps raise octane and keep things cooler. BimmerBoost users are likely already thinking of filling the 1.3 liter reservoir with a water-methanol blend. BMW certainly is making it easier than fitting an aftermarket system and the design is integrated with the intake manifold. The other big piece of news is that the car will be sold in the USA. Many BMW enthusiasts still have not forgiven BMW for skipping over the US market with the E46 M3 CSL and the E92 M3 GTS. Americans finally will get a real special edition M car and not the garbage BMW shoveled us previously. The M4 GTS is expected to shed some weight with extensive use of CFRP (carbon fiber reinforced plastic) such as the CFRP employed in the hood. How much of a weight drop to expect is unknown at this time. Even a hundred pounds would be greatly appreciated. Expect the car to be lighter and offer more power with a track emphasis as the aerodynamic changes show. With the factory water injection system heat soak on repeated laps should no longer be a problem. Production details will come later this year. It is nice to finally see a car aimed at hardcore American enthusiasts. BMW Concept M4 GTS to be Premiered During Monterey Car Week. The First M3/ M4 Special Production Car to be Sold in the US. Woodcliff Lake, N.J. – EMBARGO: August 13, 2015 – 9:00pm EDT/6:00pm PDT...A year on from the launch of the BMW M4 Coupe, BMW M GmbH is presenting an initial preview of a high-performance model for use on the road and on the race track: the BMW Concept M4 GTS – the first M3/M4 special production vehicle to be sold in the US. The BMW M GmbH was founded in 1972 as BMW Motorsport GmbH and caused a sensation with its iconic BMW M1 racing car. As the force behind the world's most successful racing touring car, the Group A BMW M3 and the development of the first turbocharged engine to win the Formula One World Championship, the BMW M GmbH return to its racing roots with the BMW Concept M4 GTS. The BMW Concept M4 GTS continues the tradition of BMW M3 special models already illuminated by the BMW M3 Evolution (1988), BMW M3 Sport Evolution (1990), BMW M3 GT (1995), BMW M3 CSL (2003), BMW M3 GTS (2010) and BMW M3 CRT (2011). Technology honed in race competition, a hike in power, a commitment to lightweight design and limited production numbers with unbeatable performance coupled with a powerful and exclusive driving experience. "While the BMW M4 Coupe embodies the ideal combination of motor sport genes and unrestricted everyday usability, the BMW Concept M4 GTS previews an emotionally powerful and exclusive special model conceived with an eye for trailblazing technology and a keen focus on the race track," explains Frank van Meel, Chairman of the Board of Management of BMW M GmbH. "Despite its outstanding track ability, it is still fully road-legal. This is racing technology for the road in the truest sense." The BMW Concept M4 GTS showcases new technologies which will debut in production vehicles later this year. The BMW Concept M4 GTS features the innovative water injection system that has already provided a significant output and torque boost in the BMW M4 MotoGP Safety Car. In addition, the BMW Concept M4 GTS has rear lights with OLED (organic light-emitting diode) technology for an unmistakable appearance. Optimized down to the finest detail. The BMW Concept M4 GTS builds on the BMW M4 Coupe's dynamic and emotional use of forms. Yet its character as a high-performance special model, in which every detail has been developed to fulfil its purpose as a successful track machine, also comes immediately to the fore. The manually adjustable front splitter and rear wing – both in exposed carbon – ensure perfect aerodynamic balance on the race tracks and on the road. Another example of the engineers' rigorous adherence to lightweight design is the CFRP (carbon-fiber-reinforced plastic) hood which lowers the car's weight and center of gravity. A wide front air intake optimizes airflow and minimizes front axle lift. The dynamic and exclusive presence of the BMW Concept M4 GTS is accentuated by the exterior paint shade Frozen Dark Grey metallic, with the Acid Orange accent on the front splitter creating an effective contrast. The lightweight, forged and polished light-alloy wheels in 666 M styling also feature an Acid Orange accent. The 9.5 J x 19 (front) and 10.5 J x 20 (rear) wheels are fitted with Michelin Sport Cup 2 tires (265/35 R19 at the front, 285/30 R20 at the rear). The mixed-size tires provide the ideal conduit for the stand-out dynamic attributes of the BMW Concept M4 GTS. Water injection: power up, full-load fuel consumption down. The engine powering the BMW Concept M4 GTS is equipped with the same innovative water injection system that has endowed the BMW M4 MotoGP Safety Car with a noticeable increase in output and torque. The water injection system introduced by BMW M GmbH sees the engineers using the physical effect of water when vaporizing to draw the required energy from the ambient medium. The water is injected into the plenums of the intake manifold as a fine spray. When water vaporizes and goes through its phase transition absorbs heat, cooling the air intake significantly. As a result, the final compression temperature in the combustion chamber – and therefore the engine's tendency to "knock" – is reduced, enabling the turbocharged engine to use higher boost pressure and earlier injection timing. This technology ensures an increase in output and torque, while at the same time reducing the thermal stress on performance-relevant components. All of which also enhances the stability and durability of the turbocharged engine. The BMW Concept M4 GTS brings high-performance technology directly from the race track to the road. The strong performance potential of the turbocharged six-cylinder in-line engine already demands an exceptionally sophisticated thermal management system for the engine and ancillary units. To ensure optimal operating temperatures in all situations, the M GmbH engineers have developed a highly innovative and effective cooling system. It comprises a main radiator plus additional radiators for the high- and low-temperature circuits, transmission and turbocharger in order to keep temperatures stable. The turbochargers are cooled by means of an indirect intercooler, assisted by an additional electric water pump. OLED rear lights radiate ultra-high precision. The BMW Concept M4 GTS is fitted with innovative rear lights featuring OLED (organic light-emitting diodes) technology, a new type of light source producing full-surface and homogenous illumination. Their low installation height of just 1.4 millimeters and the ability to actuate individual light modules which emit light to a single point provide flexibility and allow for precision. The world premiere of the BMW Concept M4 GTS takes place at the Pebble Beach Concours D'Elegance in Monterey, California on August 13, 2015. More details on the production version will be revealed at a later date. BMW Group in America BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and Rolls-Royce Motor Cars; Designworks, a strategic design consultancy based in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group's global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 and X4 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 339 BMW passenger car and BMW Sports Activity Vehicle centers, 148 BMW motorcycle retailers, 123 MINI passenger car dealers, and 36 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group's sales headquarters for North America, is located in Woodcliff Lake, New Jersey.
    39 replies | 2215 view(s)
  • Sticky's Avatar
    08-03-2015, 11:07 PM
    The BMW F80 M3 is the worst of this trio? That is what MotorTrend thinks which is in stark contrast to Car and Driver who picks the M3 over the other two. Car and Driver also though the ATS-V belonged in last place whereas MotorTrend puts it in the middle and behind the comparison winner which is the new Mercedes-AMG C63 S. Here is how they stacked up: 3rd Place: BMW M3 It's cliché to say, but this is the best third-place finisher in Motor Trend history. C'est la vie. 2nd Place: Cadillac ATS-V
 This stud athlete is let down by its lack of powertrain refinement and sonic thrills. Cadillac has very little tweaking to do to get things right. 1st Place: Mercedes-Benz C63 S AMG 
 An iron fist in a velvet glove. Race mode transforms the beast into an iron fist in an iron glove. Lap times: Caddy ATS-V 1:31.43 C63 1:31.52 BMW M3 1:32.51 How the M3 finishes behind the other two on the track is a head scratcher. The M3 is a full second behind the other two? Huh? It is the lightest car with the best balance. At 3498 pounds it undercuts the ATS-V by 286 pounds and the C63 AMG S by 434 pounds. The C63 AMG S weight distribution is 54/46% front to back and the ATS-V is 52/48%. The M3 is stated to be 50/50 in this test. The ATS-V is not beating the M3 around the track based on power or being lighter. It is tested as the slowest of this trio which is in stark contrast to Car and Driver's absurdly fast numbers for the automatic ATS-V. MotorTrend previously tested the automatic ATS-V and got a 12.3 @ 114.6 out of in the 1/4 mile. Now in this comparison they get a 12.1 @ 116.2. Quicker and faster yet still nowhere near Car and Driver's ATS-V tester which now looks like a ringer. We can not make sense of the acceleration numbers for the ATS-V as they are all over the place but the M3 and C63 appear to be exactly where they should be. The C63 AMG S is shown to be the fastest of the trio yet it was the slowest in the Car and Driver test. Seriously, what the hell is going on? The acceleration numbers here at least do not look suspect as the C63 AMG S should be faster than the M3 which it is. The wild card is really the ATS-V but it is performing more like the early reports showing trap speeds in the 115 miles per hour range than the outlier of 122. A spread of over 7 miles per hour is at least a difference of 70 wheel horsepower. It is also interesting to note all three get to 100 in 8.8 seconds but the ATS-V seems to start to run out of steam above 100 miles per hour. Ok, enough about potential ringers and testing anomalies. The main thing here is the stunning last place finish for the M3. The ATS-V is said to feel sportier and the C63 AMG S is said to be the best all around package. How the lightest and best balanced car here loses and posts such a poor laptime we can not explain. The ATS-V posting the quickest laptime considering its figure eight advantage and best braking performance makes sense but the C63 beating the M3 here does not considering other track tests have shown the opposite. An interesting test to say the least. Let the debate over the results begin. 2015 BMW M3 2016 Cadillac ATS-V Sedan 2015 Mercedes-AMG C63 S POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, RWD Front-engine, RWD ENGINE TYPE Twin-turbo I-6 alum block/head Twin-turbo 60-deg V-6 alum block/heads Twin-turbo 90-deg V-8, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 181.8 cu in/2,979 cc 217.5 cu in/3,564 cc 243.0 cu in/3,982 cc COMPRESSION RATIO 10.2:1 10.2:1 10.5:1 POWER (SAE NET) 425 hp @ 5,500 rpm 464 hp @ 5,850 rpm* 503 hp @ 5,500 rpm TORQUE (SAE NET) 406 lb-ft @ 1,850 rpm 445 lb-ft @ 3,500 rpm* 516 lb-ft @ 1,750 rpm REDLINE 7,500 rpm 6,500 rpm 7,000 rpm WEIGHT TO POWER 8.2 lb/hp 8.2 lb/hp 7.8 lb/hp TRANSMISSION 7-speed twin-clutch auto. 8-speed automatic 7-speed automatic AXLE/FINAL-DRIVE RATIO 3.46:1/2.32:1 2.85:1/1.85:1 2.82:1/2.06:1 SUSPENSION, FRONT; REAR Struts, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar Multi-link, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar STEERING RATIO 15.0:1 15.5:1-11.1:1 14.1:1 TURNS LOCK-TO-LOCK 2.5 2.4 2.5 BRAKES, F;R 15.8-in vented carbon-ceramic disc; 15.0-in, vented carbon-ceramic disc, ABS 14.5-in vented disc; 13.3-in vented disc, ABS 15.8-in vented, drilled carbon-ceramic disc; 14.2-in vented, drilled carbon-ceramic disc, ABS WHEELS, F;R 9.0 x 19-in; 10.0 x 19, forged aluminum 9.0 x 18-in; 9.5 x 18-in, forged aluminum 8.5 x 19-in; 9.5 x 19-in, cast aluminum TIRES, F;R 255/35ZR19 92Y; 275/35ZR19 100Y Michelin Pilot Super Sport 255/35ZR18 94Y; 275/35ZR18 99Y Michelin Pilot Super Sport 245/35ZR19 93Y; 265/35ZR19 98Y Michelin Pilot Super Sport DIMENSIONS WHEELBASE 110.7 in 109.3 in 111.8 in TRACK, F/R 62.2/63.1 in 60.5/60.4 in 63.3/60.9 in LENGTH x WIDTH x HEIGHT 184.5 x 73.9 x 56.1 in 184.0 x 71.3 x 55.7 in 187.2 x 72.4 x 56.1 in TURNING CIRCLE 40.0 ft 38.4 ft 37.0 ft CURB WEIGHT 3,498 lb 3,788 lb 3,936 lb WEIGHT DIST., F/R 50/50 % 52/48 % 54/46 % SEATING CAPACITY 5 5 5 HEADROOM, F/R 40.3/37.7 in 37.6/35.1 in 37.1/37.1 in LEGROOM, F/R 42.0/35.1 in 42.3/33.5 in 41.7/35.2 in SHOULDER ROOM, F/R 55.1/55.1 in 54.1/51.1 in 54.0/50.3 in CARGO VOLUME 12.0 cu ft 10.4 cu ft 12.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.8 sec 1.5 sec 1.8 sec 0-40 2.5 2.2 2.5 0-50 3.2 2.9 3.2 0-60 4.0 3.7 4.0 0-70 5.0 4.7 5.0 0-80 6.1 5.8 6.1 0-90 7.4 7.1 7.3 0-100 8.8 8.8 8.8 PASSING, 45-65 MPH 1.7 1.7 1.6 QUARTER MILE 12.3 sec @ 118.1 mph 12.1 sec @ 116.2 mph 12.2 sec @ 119.5 mph BRAKING, 60-0 MPH 104 ft 99 ft 101 ft LATERAL ACCELERATION 1.01 g (avg) 1.03 g (avg) 1.01 g (avg) MT FIGURE EIGHT 24.1 sec @ 0.86 g (avg) 23.7 sec @ 0.88 g (avg) 24.1 sec @ 0.86 g (avg) 2.41-MI ROAD COURSE LAP 92.51 sec 91.43 sec 91.52 sec TOP-GEAR REVS @ 60 MPH 1,750 rpm 1,450 rpm 1,600 rpm CONSUMER INFO BASE PRICE $62,995 $61,460 $72,825 PRICE AS TESTED $84,370 $73,570 $89,035 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes AIRBAGS Dual front, front side, f/r curtain, driver knee Dual front, f/r side, f/r curtain, front knee Dual front, front side, front pelvic, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 6 yrs/70,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited 6 yrs/70,000 miles Unlimited FUEL CAPACITY 15.8 gal 16.0 gal 17.4 gal EPA CITY/HWY/COMB ECON 17/24/19 mpg 16/24/19 mpg 18/25/20 mpg ENERGY CONS., CITY/HWY 198/140 kW-hrs/100 miles 211/140 kW-hrs/100 miles 187/135 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.99 lb/mile 1.03 lb/mile 0.94 lb/mile REAL MPG, CITY/HWY/COMB Not available 17.6/24.2/20.1 mpg 17.6/22.8/19.6 mpg RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium *SAE Certified
    25 replies | 3846 view(s)
  • Sticky's Avatar
    08-11-2015, 09:11 PM
    Have you ever been one of those people waiting for a spot to open up in a parking lot only for some asshate to swoop in and grab it? Well, often times there is little one can do about it. Fortunately this Jeep owner was able to dispense a little vigilante justice of his own. Kind of makes you want to get a winch, doesn't it? Well done:
    13 replies | 4127 view(s)
  • Sticky's Avatar
    08-13-2015, 09:01 AM
    This is a rematch of a race from last month. In the previous race, the F80 M3 DCT came out on top on the full bolt on tuned E92 335i automatic by what looked like a couple car lengths. The E92 335i since then added the Vargas Turbo Technologies inlets and for those who wanted real proof as to their difference here it is. The cars are very evenly matched. The DCT transmission gives the F80 M3 a slight advantage down low due to the shift speed versus the 335i automatic. The 335i in the higher gears is able to mitigate the advantage and pull a bit up top. A very close race between the two. Mod list and video below: F80 M3 Mods: Eurocharged ECU flash Catless Downpipes Race gas DCT E92 335i Mods: JB4 G5 ISO with a BMS Backend Race Flash via BB App FBO VTT Inlets 100% dual nozzle meth injection 94 OCT 6AT (No Alpina Flash)
    25 replies | 2319 view(s)
  • Terry@BMS's Avatar
    08-24-2015, 09:30 AM
    Remarkable numbers here from the BMS F80 M3 which recently ran at the Famoso dragstrip in California. Keep in mind it is very hot out in California so setting records with temps in the 90 degree range is highly impressive. 135.50 miles per hour is the new record for the F80 M3 as well as the S55 engine platform. For further context, this trap speed exceeds any stock internal E9X M3 with a blower. Powerhaus Performance ran 10.46 @ 135.13 in a supercharged DCT E92 M3 but with a stripped out car in negative density altitude during the Winter on the East Coast. In other words, although the trap speeds are similar these cars are not equal and this F80 M3 is significantly faster. The F80 M3 on stock internals is simply capable of more than the E9X M3 on stock internals which should surprise nobody. Further details from Terry@BMS below: Hey guys, Famoso Raceway had a rare drag day last night that a few of us attended. The track was packed and weather horrible, around 90 degrees when they started running at 8pm and around 80 degrees at midnight when they stopped running. And traction was bad. But we all had a good time anyway. DA was around 2500' at 11pm. I raced our 2015 M3 w/ JB4, PURE S2 Turbos, BMS intake, BMS meth, Dodson clutch packs, and Nitto 555R tires. Full weight. And was able to set a new F80 trap record. It's actually probably a new F chassis trap record. Best of 3 runs was 11.4@135mph. Since traction was so bad after the first run I gave up trying to launch hard and would just floor it at the light with traction control one pushed. The car definitely has 10 second potential with a 60' in the 1.8s and better weather won't hurt. Jon was racing our 2015 M5 with JB4 & meth only. Due to trans slippage he limited boost to 22psi, and the car is stock weight with a heavier driver. He managed a best of ~11.7@126mph. It was his first time in the 11s in any car so he was happy. Ando was racing our 2015 M4 with JB4 only and really struggled with traction. Since he didn't have meth the high temperatures translated in to low timing values which hurt his power a lot more than Jon and myself. His best was ~11.9@120mph. Jason was racing our 435 with JB4, PURE S2 Turbo, BMS meth, and some other bolt ons, and really struggled to build boost off the line. 60's were in the 2.2-2.3 range brake boosting so we're going to have to work on improving that somehow. He ran a best of ~11.9@120mph. Ram with the 740whp M5 using a combination of BMS and ESS parts ran a best of ~11.4@132. With some tuning adjustments I can see him picking up another 2mph pretty easily. And he has larger turbos on the way. Eric (of MB fame) has as GTR now and I think his best was 10.4@133mph with around 640 all wheel hp. Damn those cars are fast! Worth noting we were all running unleaded racing fuel. I'll post up some better photos and videos later!
    26 replies | 1778 view(s)
  • Sticky's Avatar
    08-08-2015, 01:54 AM
    The big guns are here. This is the next level of M157 performance. Introducing the Weistec W.4 turbocharger package which is a significant step up from the standard Weistec M157 turbo package. You could potentially think of this as a Stage IV package for 63 AMG M157 based vehicles. What 'Stage' to call this is not important. What is important is that these are big ball bearing turbochargers capable of flowing 65 pounds a minute which is good for over 1000 horsepower in theory. No doubt many of you want to put that theory to the test and BenzBoost of course wants to see it as well. We can not delve too far into the expected power numbers but what we can say is significant durability testing has taken and is taking place. What we can also say is that dynos will be coming and that this package applies to stock motor setups and built M157 setups as well. This includes rear wheel drive and 4Matic all wheel drive platforms. Obviously there will be a power and torque difference between stock and built M157 engines as far as what the motors can safely and reliably produce. Also, the Weistec upgrade is developed in a comprehensive manner. Meaning you can expect OEM detail to the entire driveline. Beyond this we really can not say much only that in due time you will see it all for yourself. So what is the big deal here? Well, obviously the big ball bearing turbochargers. Read it from Weistec themselves: "The M157 W.4 Turbochargers are ball bearing turbochargers featuring CNC machined billet aluminum compressor wheels capable of flowing 65lb/min. Each turbocharger features a specifically designed compressor cover that clears all the engine accessories (AC compressor, Alternator, etc.) and makes use of the stock charge piping as well as the stock wastegate actuators. Also integral to the design is the 3 inch anti-surge inlet providing the maximum possible flow to the compressor and helping prevent compressor surge." Make sure you focus on the line that states the turbochargers clear the engine accessories. Look, a lot of people will tell you they can fit big turbos on the M157. Few people can actually make it all fit in an OEM manner. That is where the 'Engineering' portion of the Weistec Engineering name comes into play. This is work by real engineers and not some back alley tuner hack job. The stock manifold design is a bottleneck on the M157. Weistec changed the entire design as you can see to be as efficient as possible. This is important to pay attention to: "The Weistec Turbo-Folds have 50% larger port area with increased manifold cross sectional area supporting much more flow, allowing the engine to safely generate far more horsepower and torque than any other available option. Despite being a totally new and larger parts, the Weistec Turbo-Folds are designed around the use of the Weistec True Downpipes. Those that already have the Weistec True Downpipes can be assured that no extra or new exhaust components will be needed." If you already have the Weistec 'True Downpipes' you are good to go and do not need to buy more components. The logical follow up question of course is how much money for all of this? Well, that information will come in due time along with further details. For now, M157 owners should be overjoyed that the platform is taking the next step forward which you might as well call it a leap forward as that is exactly what this is. KEY FEATURES: Twin Ball Bearing Turbochargers 65 Lbs/min compressor flow Weistec M157 Compressor Covers Weistec Cast Stainless Steel M157 Turbo-Folds Custom Turbo Coolant Lines and Fittings Custom Turbo Oil Lines and Fittings Weistec Airboxes and Intake Piping Bolt on installation All hardware and gaskets are included 1000+HP Capable with supporting upgrades Designed to use Weistec True Downpipes Reuses Stock Wastegate Actuators
    23 replies | 1690 view(s)
  • Sticky's Avatar
    08-06-2015, 12:12 AM
    Pure Turbos is continuing work on their Stage 2 turbo upgrade hardware and sent Terry Burger of BMS a set of Stage 2 S55 turbochargers with larger wheels. This F80 M3 is a DCT car with Dodson clutch upgrades and BMS previously hit 615 wheel horsepower with the prior version of the Pure Turbos Stage 2 hardware. It is in the mid 650 wheel horsepower range now. Keep in mind, this turbo upgrade has cracked 700 wheel horsepower on a manual BMW F82 M4 with BMS tuning. We expect this DCT car to approach that number with further tuning: Hey guys, Got the M3 back finally and headed over to the dyno for a little tuning. Changes since last go around: Slightly larger wheels on the PURE S2 turbos BMS S55 intake Less octane this time around: ~95 octane and 50/50 boost juice, last time was ~98 octane and a higher meth mix. General thoughts: 1) The new wheels spool a touch slower than the previous ones but seem to hold boost better towards redline. All in all doing what they should be. 2) Sorry, I didn't take the time to swap back to the OEM intake. Preemptive answer: I don't know how much of the power gains if any can be contributed to the intake vs. other changes made. 3) I found this setup on the OEM timing curve is under advanced even at this lower octane level. Going from 9 degrees peak timing (normal timing target) up to say 12 degrees peak timing (JB4 adjusted target), keeping boost the same, resulted in a ~20whp swing at high rpm. This partially explains the heavy dyno variance people see testing in different ambient weather conditions. And just goes to show how easy it is to make hard parts like intakes or exhausts look like they are adding (or subtracting) a ton of power when they might not be doing anything. 4) Note the JB4 we have on ours has a special wire set that lets us adjust the timing curve above OEM values. No one else has this at least yet. 5) When the weather cools down I'll head back with straight race gas and see how far we can push it. I'm thinking it should do around 675whp @ 34psi in 50 degree ambient weather.
    19 replies | 2119 view(s)
  • Sticky's Avatar
    08-14-2015, 05:41 AM
    Renntech took their tune only W205 Mercedes-AMG C63 to the dragstrip in Germany for some 1/4 mile runs. The car features just a Stage I tune and is on street tires along with pump gas. There are no further modifications and the exhaust is stock as well with stock downpipes. What is important to note is this not a dedicated 1/4 mile strip as much as a dedicated yearly event that the car was run at. That means the organizers choose a location and that tarmac is what the cars run on. Renntech mentioned the traction was not as good as previous years. Parking in the dirt between runs instead of on asphalt no doubt contributed to poor off the line traction. You can see the C63 easily go sideways for yourself in the video below. That said, they managed an 11.947 @ 122.60 miles per hour with a 1.983 short time. A 1.7X 60 foot should be relatively easy on a prepped strip meaning this car is capable of mid 11's. Especially in the winter and not during the summer. Definitely encouraging results and we expect the W205 C63 to go deep into the 11's soon as temps start dropping. For additional context the GAD C63 AMG setup that broke into the 9's at Yas Marina ran 10.6 at this event at the Hockenheim track.
    27 replies | 851 view(s)
  • Sticky's Avatar
    08-21-2015, 07:34 AM
    A JB4 tuned F82 M4 is definitely a quick car especially with catless downpipes as a supporting mod with race gas. This BMS JB4 equipped M4 is running Map 7 so it means business. The cars it is running are two stock Hellcats with one being a Charger and the other a Challenger. Stock Hellcats are formidable and capable of running 10's at over 126 miles per hour. The 707 horsepower twin screw supercharged Hemi V8 is no joke. They are heavy boats though at ~4500 pounds so the Hellcats are carrying roughly a 900 pound weight penalty. No fancy DCT transmission for the Hellcats either like the M4 is equipped with. Shift speed and weight are on the BMW's side here but raw grunt is on the side of the Hellcats. The first run video features the Charger and there is some miscommunication on lining up the run. While the Charger is trying to count down it appears the M4 is honking and jumps. The Charger impressively is able to run the M4 down. This clearly shows it is the stronger car to make up such a deficit. The subsequent runs with a more even start illustrate this as the Charger pulls. The Challenger video below has some quick honks and some miscommunication on the starts as well but the very first run where they both get a decent start shows the Challenger able to edge the M4 out. Interestingly, the Charger based on this result seems to be the slightly faster Hellcat. It would be fun to see the Hellcats run each other. Regardless, to put this in context we are talking about a modified BMW M4 on race gas going up against stock Hellcats and losing. That shows just how potent and formidable the Hellcat is. If any F80 M3 or F82 M4 intends to play with a modded Hellcat on the highway they better be packing some heat likely in the form of upgraded turbos. DCT M4: JB4 Map 7, AR DP's, 100oct Both Hellcats are stock automatics
    10 replies | 1777 view(s)
  • Sticky's Avatar
    08-25-2015, 11:22 PM
    The newer AMG's are making a lot of torque by virtue of their turbo powerplants especially when upgraded. Weistec themselves is producing several turbo upgrades for the new AMG motors which means huge power and torque figures. Those figures are big enough to easily exceed the capacity of the stock 722.9 transmission. The solution is the Bulletproof 722.9 upgrade from Weistec. Speaking to Weistec we learned this transmission upgrade has held whatever they have thrown it. That means it will hold whatever you throw at it and then some. Here are the details on the package: Complete Package Increased Torque Capacity Weistec Performance Clutch Material Increased Number of Discs per Clutch Pack Redesigned Clutch Piston Geometry Increased Frictional Surface Area Increased Clutch Material New OEM Gaskets and Seals New OEM Fasteners and Hardware It is important to note this is a complete hardware package as stated in the very first bullet point. Why is this important? Because Weistec can ship the complete hardware to anyone and they can do the install themselves. Owners no longer need to try to figure out how to get their transmission to Southern California. No doubt AMG enthusiasts across the globe will appreciate this. More surface area and more discs means more torque capability. This is the 722.9 taken to the maximum. Fitting more discs to somehow try to get more surface area beyond this will not be possible. The clutch material itself underwent testing for the past two years. BenzBoost members such as @MR747 have gone mid 10's with this upgrade at over 130 miles per hour in the 1/4 mile. To be noted, this amounted to an improvement of 4/10's and 6 miles per hour on what he did before the transmission upgrade was installed. Weistec themselves has gone over 170 in the 1/2 mile with this upgrade in their M157 turbo upgraded W212 E63 AMG S. The torque capability is clearly there but in addition the shifts are firmed up. The new clutch material offers greater resistance to heat (less slippage when warm say after a burnout) and obviously generates greater friction than the factory material. The clutch material offering better heat resistance is one part of keeping the transmission cooler along with the new transmission pan. The new pan allows for a greater volume of fluid. Here are the specs: Fluid Capacity Increased by 2.5 Quarts Integrated Cooling Fins Internal Anti-slosh Baffling O-Ring Seal Two -8 ports for Additional Transmission Cooler Circuit (Additional Cooler not included) Drain and Fill Plugs Two Transmission Pan Magnets Mounting Hardware Included You will want to combine the Weistec clutch hardware with the upgraded pan for the ultimate 722.9 upgrade. Should one desire to go beyond this the upgraded Weistec 722.9 pan features two -8 ports for an additional transmission fluid cooler. It seems they thought of everything. Speaking with Weistec they assured BenzBoost this truly is a Bulletproof upgrade and not just in the name alone. They have tested it thoroughly, engineered it to take maximum abuse, and have yet to have the upgrade fail. It is nice to see solutions of this caliber available in the AMG world. Oh, and take note, this applies to all the new 722.9 cars as well including the W205 generation along with the past cars including the 4Matic variants. Well done yet again Weistec. 722.9 Bulletproof Package retails for $3649.99: http://weistec.com/722-9-bulletproof-build-package-mct-awd.html 722.9 Transmission Pan retails for $599.99: http://weistec.com/722-9-transmission-pan.html
    25 replies | 526 view(s)
  • Sticky's Avatar
    08-11-2015, 02:52 AM
    BMW has become fat. Say what you want about BMW focusing on weight loss the reality is that 'Efficient Dynamics' is nothing more than marketing. They are missing their weight goals with the coupes let alone the hardtop convertibles that add over 400 pounds to the cars. The hardtops add so much weight that BMW makes sure not to employ a hardtop on the F12 6-Series models which already are over 4000 pounds for the coupes. The soft top adds ~250 pounds. The hardtop on the E93 M3 convertible added 450 pounds over the coupe. The current F33 4-Series with its hardtop carries roughly 400 pounds more than the coupe. That is a massive difference. The current rumor is that BMW will switch completely to soft top convertibles to save weight. BMW is not the only one rumored to be doing this. Mercedes is expected to go to a cloth top on the next generation SL. Will it happen? Who knows. This is nothing more than a rumor circulating right now. There is no official source or anything of substance to even quote. Just news for the sake of news.
    13 replies | 1577 view(s)
  • Sticky's Avatar
    08-21-2015, 01:11 AM
    It is only a matter of time until all wheel drive M3's and M5's hit the road. BMW can not keep adding torque with turbo powerplants and still maintain good rear wheel drive traction. Mercedes-AMG simply decided to make the E63 in the United States available only as a 4Matic all wheel drive due to the twin turbo V8 easily making the rear wheels go up in smoke. The downside to this is added weight, understeer, and making the car more into a German dragster than something to hit the canyons with. The next generation M3 will go down this route. BMW will borrow hybrid technology no doubt from the 'i' brand packaging it with the 'M' brand for some nice internal cross-brand promotion. They will then adopt some lightweight carbon pieces convincing everyone the 'i' brand was worth the investment due to development paying dividends on new models. The marketing department is probably already salivating at this prospect and all they need is a nice little bow to wrap the press release in. Is an all wheel drive hybrid turbo M3 with 500 horsepower and factory water injection a bad thing necessarily? No. It just does not sound anything like an M3. It sounds like the car will be further dulled from the sharp driving tool it used to be and turned more into something with a lazier profile that does all the work for the driver. With torque expected to be boosted by at least 73 lb-ft no doubt there will be those that do not mind the added weight of the all wheel drive system in exchange for more traction off the line. E63 AMG buyers do not seem to mind but the E63 is not an M3. The car is not expected until 2020 at the earliest but with emissions standards tightening a hybrid M3 is practically a certainty especially with BMW's gigantic investment in the 'i' models. What we can be certain of is the next generation M3 will have more in common with the i8 than any M3 that preceded it. Source
    11 replies | 1573 view(s)
  • Sticky's Avatar
    08-14-2015, 06:31 AM
    Very impressive numbers here from AMS Performance who has the quickest and fastest dual clutch transmission equipped Audi R8 in the world. Earlier this year the BoostAddict network wrote an article on AMS revising their R8 5.2 V10 twin turbo system for more power on a built motor and that they would be offering dual clutch transmission upgrades for the R8 and Huracan. Their Stage I R8 and Huracan DCT transmission upgrades sure look to be solid considering the AMS Performance twin turbo Audi R8 V10 managed a 9.93 @ 157.14 in the 1/4 mile. This makes for the quickest and fastest dual clutch R8 in the world. The Stage I transmission upgrade is good for over 1200 horsepower and they claim that the torque capacity is increased by 50%. This is without any changes to the clutch basket and just changes to the discs and clutch plates themselves. Grooves in the friction plates are designed to increase fluid flow over the plates. It is safe to say there is more room in their built motor turbo setup and due to this a Stage 2 transmission upgrade is on the way which will modify the pistons and clutch basket. Exciting times for the dual clutch R8 and Huracan.
    16 replies | 788 view(s)
  • Sticky's Avatar
    08-19-2015, 10:50 AM
    You being an avid BimmerBoost reader and BMW enthusiast know that BMW's convertible models are heavier than the coupes. You also know BMW is considering going to a soft top on all of its convertible models due to how heavy convertible models such as those in the 4-Series lineup are getting. 4041 pounds is evidence of that which is what Car and Driver measured the curb weight of a manual 2015 F83 M4 at. Yes, a DCT (dual clutch transmission) version will be even heavier and closer to 4100 pounds. That is not the weight one expects for this class of car. Even with the roughly 500 pound weight penalty versus the coupe which of course depends on options the manual performs admirably. It obviously will be slightly slower than the DCT option but Car and Driver still managed a 12.4 @ 113. In other words, performance roughly on par with a previous generation E92 M3 coupe. That is the difference 500 pounds makes. The weight also takes its toll on the handling as the skidpad grip is .94g and braking suffers as well compared to the F82 M4 coupe. The best way to make a car more efficient is to make it lighter. BMW is supposed to be about Efficient Dynamics, aren't they? Despite the curb weight over 4000 pounds the M4 certainly is not a bad way to go for drop top motoring and most owners will not care about the weight. One does not choose the drop top for maximum performance. They choose it to be seen. Specifications VEHICLE TYPE:front-engine, rear-wheel-drive, 4-passenger, 2-door convertible PRICE AS TESTED:$90,670 (base price: $73,495) ENGINE TYPE:twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection DISPLACEMENT:182 cu in, 2979 cc Power: 425 hp @ 7300 rpm Torque: 406 lb-ft @ 1850 rpm TRANSMISSION:6-speed manual DIMENSIONS: Wheelbase: 110.7 in Length: 184.5 in Width: 73.6 in Height:54.6 in Passenger volume: 90 cu ft Cargo volume (top up/down): 13/8 cu ft Curb weight: 4041 lb C/D TEST RESULTS: Zero to 60 mph: 4.1 sec Zero to 100 mph: 9.5 sec Zero to 130 mph: 16.4 sec Zero to 150 mpg: 24.4 sec Rolling start, 5-60 mph: 4.8 sec Top gear, 30-50 mph: 7.1 sec Top gear, 50-70 mph: 5.3 sec Standing ¼-mile: 12.4 sec @ 113 mph Top speed (governor limited, C/D est): 163 mph Braking, 70-0 mph: 156 ft Roadholding, 300-ft-dia skidpad: 0.94 g FUEL ECONOMY: EPA city/highway: 17/26 mpg C/D observed: 19 mpg
    9 replies | 1455 view(s)
  • Sticky's Avatar
    08-11-2015, 05:23 AM
    A little over a week ago BimmerBoost posted an article regarding member @RingMeister01's problems with ESS-Tuning and one of their dealers regarding a turbo upgrade package for his F82 M4. You can read the details in that article if you like. What this raises is the question as to what recourse do you have if a tuner or one of their dealers decides to line their own pockets at your expense? This is not the first time we have seen something like this happen. Oh no, the unfortunate truth is it happens far too often. We have seen it with ASR Engineering. To this day BimmerBoost member @George Smooth is owed money by ASR Engineering. We have seen it with Discovery Automotive. You can add RSI Racing solutions to the list as well. Hennessey has quite a few horror stories that have been swept under the rug from before the big automotive forum days. The point ultimately being is it happens way too often and often the customer just takes the loss and moves on. These crooks then go on the prowl again to rinse and repeat. Fortunately @RingMeister01 is not just taking this lying down. Oh no, he contacted his attorney and is fighting back. Too many people though just eat the loss. The previously mentioned George Smooth does not live in the USA so what is he really to do? Try to fight in court from overseas over a few thousand dollars? It is a bit more than a few thousand in this instance and ESS-Tuning seems to be standing by while their dealer 'IMG' charged more than he was supposed to in order to line his own pockets. This is a guy on the forums who is an ESS cheerleader and now decides to make a few bucks on the side by slinging their parts for them. That wouldn't be a problem if it was done honestly. It wasn't: A fanboy on a forum basically decided to make some extra money by dealing ESS parts and ESS encouraged him to do so. Now that it comes to light that the dealer overcharged @rinbermeister01 to the tune of over $16k spent ESS is leaving him hanging and the 'dealer' is laughing all the way to the bank. Imagine you were out over $16k. Would you just roll over and take it? Too many people have. @RingMeister01 isn't rolling over though and we commend him for standing up for what is right. Many tuners can get away with hustling people because they are overseas or by declaring bankruptcy and starting again. Neither of those are an option here. We wish him luck and let this serve as a warning to all our enthusiasts regarding whom they do business with. It's a story that should not repeat itself but yet we see it frequently.
    4 replies | 2195 view(s)
  • Sticky's Avatar
    08-23-2015, 08:02 AM
    Whatever you may think of BMW building 'M' SUV's there is no denying they perform well. The new F85 X5M is the cream of the performance SUV crop. While very similar to the previous generation X5M it handles better and accelerates faster despite weighing roughly the exact same. 5299 pounds being that weight which is quite heavy. That makes the .96g skidpad figure stunning considering the high center of gravity and all the mass. This SUV grips like an E92 M3. Think about that for a moment. It also accelerates like one. Actually, it will win the drag race versus an E92 M3 by virtue of its all wheel drive traction. One would expect the E92 M3 to best the X5M on the highway though by virtue of its lighter weight and superior aerodynamics. Regardless, you can actually compare an M SUV to an M car performance wise and keep a straight face. It is truly remarkable. Which brings up an interesting point. Why in the world is BMW obsessed with having the highest performance SUV in the land but not the highest performance cars? Why do they take SUV performance versus the competition more seriously than they do with their vehicles? The X5M is faster and better handling than the Porsche Cayenne Turbo S, Mercedes-AMG ML63, Jeep SRT, and Range Rover Sport SVR although the Range Rover may give it a run for its money in the handling department. The nice thing one can take away from the X5M is that if BMW is going to build an M SUV they sure are making sure it is the best in its class. Now for them to put this same effort into a Z4M, i8M, M7, etc. Specifications VEHICLE TYPE:front-engine, 4-wheel-drive, 4-passenger, 5-door hatchback PRICE AS TESTED:$115,495 (base price: $99,695) ENGINE TYPE:twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection DISPLACEMENT:268 cu in, 4395 cc Power: 567 hp @ 6500 rpm Torque: 553 lb-ft @ 2200 rpm TRANSMISSION:8-speed automatic with manual shifting mode DIMENSIONS: Wheelbase: 115.5 in Length: 192.7 in Width: 78.1 in Height:67.6 in Passenger volume: 105 cu ft Cargo volume: 36 cu ft Curb weight: 5299 lb C/D TEST RESULTS: Zero to 60 mph: 3.8 sec Zero to 100 mph: 9.1 sec Zero to 130 mph: 16.4 sec Zero to 150 mph: 25.4 sec Street start, 5-60 mph: 4.6 sec Top gear, 30-50 mph: 2.6 sec Top gear, 50-70 mph: 3.0 sec Standing ¼-mile: 12.3 sec @ 115 mph Top speed (governor limited): 160 mph Braking, 70-0 mph: 152 ft Roadholding, 300-ft-dia skidpad: 0.96 g FUEL ECONOMY: EPA city/highway: 14/19 mpg C/D observed: 13 mpg Source
    11 replies | 1367 view(s)
  • Sticky's Avatar
    08-06-2015, 12:52 AM
    The previous W204 generation C-Class brought with it for the first time a C-Class AMG coupe and sedan. A coupe will once again be offered but Mercedes-AMG appears to really be trying to separate the coupe from the sedan this time around by giving it a wider stance with a more sporty emphasis. BenzBoost jokes that the C63 is just a mini-E63 due to its heavy curb weight and how it is more dragster than sport sedan but the coupe may change that. Just look at the wider tires, 255's in front and 285's in back. The sedan comes with 245's and 265's respectively. The wider stance is going to help on the track but what would really benefit the coupe would be if it offered better weight distribution and a curb weight significantly less than the sedan. Most tests peg the sedan over 3900 pounds. That is just too heavy for a true track car in this segment. The coupe may change all that. It will still of course have the MCT automatic and the M177 twin turbo 4.0 liter V8 but the real changes coming appear to be geared toward making the coupe a better track weapon. Expect an official reveal any day now.
    17 replies | 732 view(s)
  • Sticky's Avatar
    Yesterday, 03:41 PM
    The Pure Turbos Stage 2 N54 upgrade sure looks like the real deal. The turbo upgrade is not 'officially' out yet but expect it next month. For now what we have seen is numbers in the 6XX wheel range and here is a preview of the real world capability. BimmerBoost member @pr3ci5n335i in the video below runs his E90 automatic 335i against a 2014 Nissan GTR on E85 with full bolt ons. The 335i is at roughly 25 psi of boost and also has full bolt ons in addition to the Pure Turbos Stage 2 N54 turbo upgrade. He also has the TFT inlets and his fuel in the video is an E50 blend with meth injection. The 335i takes the hit here but steadily pulls the GTR until it shuts down. Definitely an impressive result considering what bolt on GTR's on E85 are capable of. 2010 E90 M 335i: Alpina AT, FBO (VRSF 5" Stepped FMIC, Catless with BMW PE, TFT upper and lower chargepipes, HKS BOV, BMS 2 gallon Meth kit, Stage 1 Walbro 255 inline LPFP, BMS low temperature thermostat bypass), JB4 map 3 80add, BMS E85 Flash using MHD, Pure S2 turbos, APEX Arc-8, no rear seats
    13 replies | 641 view(s)
  • Sticky's Avatar
    08-23-2015, 06:42 AM
    The BMW 3.0 CSL Hommage Concept tended to elicit get a negative reaction from most people. This website loves the design and felt it was a stunning tribute to the original 1970's E9 3.0 CSL which is simply a legendary car. We think maybe part of the negative reaction was due to the lime green color. How about more traditional M colors? How do you feel about it now? BimmerBoost loves it but you decide what you think. The car is more of a design exercise than anything else. 21 inch wheels are there for show and the interior is not exactly what one would expect in a race car trying to keep weight as low as possible. This is just BMW showing off in a manner that honors one of the greatest cars in their history. BMW's press release focuses on the LED's and spoilers as far as adding to the looks rather than anything designed strictly around performance. This will never see the light of day but a lightweight version of this with the 3.0 liter turbocharged S55 inline-6 from the M3/M4 would bring BMW back to focusing on track cars and power to weight. All we can do is dream. BMW 3.0 CSL Hommage R. The perfect fusion of driver and machine. Munich/Pebble Beach. In August every year car enthusiasts from all over the world gather for the Concours d'Elegance in Pebble Beach to immerse themselves in the fascination of both automotive treasures from years gone by and pioneering studies for times to come. The BMW Group has come up with something very special this year with the world premiere of the BMW 3.0 CSL Hommage R – a car that celebrates both the 40th anniversary of BMW in North America and the heady racing success of the BMW 3.0 CSL in 1975. 1975 was the year the Bavarian manufacturer founded BMW of North America, its first official sales company outside Europe. It was also the year in which BMW Motorsport made its debut in motor racing stateside – in the IMSA series – with a specially made BMW 3.0 CSL. Just a few weeks later BMW recorded its first, historic triumph at the 12 Hours of Sebring. This was followed by a succession of victories, including one at Laguna Seca, just 15 miles from Pebble Beach. BMW's rookie year duly culminated in the white BMW 3.0 CSL, decked out in eye-catching BMW Motorsport livery, winning the manufacturers' championship at the first attempt. This success, coupled with the car's striking design and the "Bavarian Motor Works" legend emblazoned across the sun protection film on the windscreen and rear window, announced the BMW brand's arrival in racing-mad North America with a bang. "Motor racing is all about the ability of cars to mesmerise, about the unbridled joy of driving," explains Adrian van Hooydonk, Senior Vice President BMW Group Design. "And as such it represents the heartbeat of BMW. Back in 1975, as today, winning races came down to how man and machine could work together. Technical innovations have taken the effectiveness of this partnership to ever great heights. And with the BMW 3.0 CSL Hommage R we're aiming to show how much closer the driver and car can grow in the future." A new level of driver focus – the interior. Given the aim of achieving the best possible fusion of driver and car, the driver was the logical starting point for the design of the BMW 3.0 CSL Hommage R. For the seamless integration of the driver into the car, the designers extrapolated the principle of driver focus beyond the geometric form of the interior. In the BMW 3.0 CSL Hommage R, the idea of centring attention on the driver begins with his immediate surroundings. This new approach led the designers first to the driver's helmet, race suit and seat before moving onto the lines and surfaces of the interior. This way of doing things changes the nature of conventional interior functions. As the layer of interaction closest to the driver, the helmet visor assumes the functions of a display and projects situation-based information such as the car's speed, gear engaged and engine revs into the driver's direct field of view. The BMW 3.0 CSL Hommage R thus enhances the driver's direct perception. The idea of the Head-Up Display, which has already proved its effectiveness in series-produced BMW models by flagging up driving-related information without distracting the driver, is therefore expressed in a whole new way. "Eyes on the road, hands on the wheel" is the name of the game – i.e. enabling the driver to concentrate fully on the job of driving the car. As well as helping him to do his job, the driver's race suit (a classical design by Puma®) visually expresses the connection between the driver and the car. If both the driver's hands are on the steering wheel, illuminated piping integrated into the sleeves of the suit shows the progress of information – from the shift impulse display, for example – out of the steering column over the driver's arms and into his visor. The side-section design of the large carbon-fibre seat shells reflects the anatomy of the seated driver, thus providing maximum support in any driving situation. At the same time, the seats ensure the driver's body has the best possible connection with the car, giving him a physical feel for it with almost his whole body, in any situation, and thus allowing him to react faster and more effectively. The seat shells follow a rising diagonal path rearwards, a line extended behind the seats into the rear by a structural carbon-fibre element that increases the torsional rigidity of the BMW 3.0 CSL Hommage R. The white seat surfaces with fanned-out quilting, integrated into the seat shell, mimic the design of the driver's race suit, while BMW Motorsport's signature stripes on the six-point safety harness add an extra splash of colour. Commitment to lightweight construction and technical refinement. In the area around the driver's seat, the designers have drawn back the covers on the lightweight design of the BMW 3.0 CSL Hommage R and lent tangible form to its racing character. A carbon-fibre roll cage integrated into the structure of the car's roof and side sections forms the basis for the interior's singularly minimalist geometry. All the elements in the interior are there out of absolute necessity; every component has been designed with a purpose, a function linked directly to the structure of the machine or the job of driving. In an interior made almost entirely from carbon fibre, the only wood-like presence is the "instrument panel" – actually a cross-member and purely structural element. This is a reference to a central element of the earlier BMW 3.0 CSL, in which even the racing version had distinctive wood trim ringing the whole of the interior. A particular highlight here is the additional information illuminated through the wood. Recalling the BMW 3.0 CSL's victory at Laguna Seca in May 1975, the BMW 3.0 CSL Hommage R displays the track layout and braking points through the instrument panel's wood strip. By using light in this way, this ultra-sophisticated, super-smooth information display removes the need for a classical display and slips perfectly into the car's minimalist interior design philosophy. Only the small central eBoost charging display interrupts the flow of the otherwise unbroken wooden surface. BMW Motorsport stripes for the instrument panel surround lend extra colour. The commitment to paring the car down to the bare essentials places particular emphasis on the steering column. As a mechanical link between the driver and car, it is home to all the operating elements and controls. The only "comfort" function are the two vents on the sides of the steering column, which supply the driver with fresh air at ambient temperature. A small display on the steering column provides the driver with secondary information such as lap times, overall race time and the car's current track position, as required. Other racing elements in the interior include red anodised safety features, such as the outlet nozzles for the fire extinguishing foam, the extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The rear only has space for two helmets integrated into the centre tunnel. These are held in place by a belt when not in use. Underneath the longitudinal braces jutting out to the rear are the covers for the eBoost energy accumulators. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. In its materials and detailed solutions, the BMW 3.0 CSL Hommage displays both technical sophistication and subtlety of form. Motor racing through and through – the exterior. "Both inside and outside, the BMW 3.0 CSL Hommage R is primarily a reflection of its function," explains Karim Habib, Head of Design BMW Automobiles. "The exterior and interior design is based around the requirements of motor sport as far as the car and driver are concerned; aerodynamics and driving dynamics on the one hand, the most direct connection between driver and machine on the other. In my view, that's something the Hommage car expresses in a very emotional way. At the same time, all the details from the BMW 3.0 CSL are present in the Hommage model. And they are all there to be discovered in their original form. It's a bow to the 1975 car." The exterior design of the BMW 3.0 CSL Hommage R is a pure expression of motor racing. The stretched body is framed by distinctive air deflectors, powerful wheel arches and a prominent rear spoiler, which likewise cite the successful IMSA racing version of the original BMW 3.0 CSL. Every detail of the Hommage car has its origins in the successful racing machine from 1975, but all have since been updated and integrated technically into a modern design language. The colours and graphics used, not to mention the addition of a number 25, reference the extraordinary record of success notched up by the works BMW 3.0 CSL in 1975. Indeed, the BMW 3.0 CSL Hommage R even revives details such as the "Bavarian Motor Works" decals on the windscreen and rear window. Swathes of exposed carbon fibre spotlight the 1975 model's commitment to lightweight construction and, as a cutting-edge material, bring it into the modern era. Power and athleticism – the front end. The front end of the BMW 3.0 CSL Hommage R, one of the broadest and lowest of any model in the BMW family, positively exudes power and athleticism. The flow of the surfaces and graphic accents in the front apron showcase the car's wheels and underline its wide, powerful impression. In the centre of the front end is a large version of the signature BMW kidney grille, which references the upright form favoured at the time. The familiar four-eyed face – with its contemporary, hexagonal interpretation – emphasises the sporting intent of the front end. Laser lighting and LED technology enable slim, modern light graphics, and the narrow contours of the headlights give the BMW the focused look typical of the brand's cars. A stylised, blue-lit "X" inside the lights separates the light functions from one another and, at the same time, recalls the X-shaped headlight taping used for endurance races. The large, black front splitter made from carbon fibre and with accents in BMW Motorsport's colours sets the seal on the front end as it plunges down to the road. Together with the kidney grille, it creates a large stylistic aperture, providing a visual hint of the engine's power and performance. From the side, the front apron and kidney grille present a modern take on the shark nose design that was already turning heads in 1975, ensuring the car would be easily recognisable. From the side – sporting flair with a touch of elegance. The long wheelbase and sweeping bonnet stretch the Hommage car's silhouette visually and lend it a touch of elegance to go with its dominant sporting brio. The familiar line graphics along the car's flanks further strengthen this impression. The exclusive exterior colour Brilliant White with its slight metallic effect adds a gleam to the surfaces and lends the powerful contours a vivid sculptural impact. The line graphics in BMW Motorsport colours pick up the surface movements in the front, rear and flanks, further emphasising the car's sinewy looks. Dark carbon-fibre surfaces round off the flanks at their lower edge and point to the commitment to lightweight design of the original BMW 3.0 CSL. The matt gold 21-inch light-alloy wheels with black inlays add a special flourish. The rear end – muscular presence. The rear of the BMW 3.0 CSL Hommage R makes a statement of maximum sporting intent. The large rear spoiler and carbon-fibre double diffuser are straight out of the racing car blueprint and brim with aerodynamic sophistication. The powerfully contoured rear apron draws the eye to the car's wheels and, in so doing, visually showcases the power of the BMW 3.0 CSL Hommage R. The BMW Motorsport line graphics reproduce this movement, further strengthening its muscular presence on the road. The rear light design is particularly distinctive, a strip of LEDs extending along the spoiler to link the two lights and providing a stylistic border for the rear end. The BMW 3.0 CSL Hommage R also cuts a dynamically imposing figure when viewed from above. The bonnet fans out in a wide "V" from kidney grille to headlights, recalling a striking and dynamic element of earlier BMW coupes. The BMW 3.0 CSL Hommage R therefore combines all the classic BMW hallmarks within a modern and emotionally rich design language, adding even greater lustre to the already glittering engineering achievement of 40 years ago. The BMW Group With its three brands BMW, MINI and Rolls-Royce, the BMW Group is the world's leading premium manufacturer of automobiles and motorcycles and also provides premium financial and mobility services. As a global company, the BMW Group operates 30 production and assembly facilities in 14 countries and has a global sales network in more than 140 countries. In 2014, the BMW Group sold approximately 2.118 million cars and 123,000 motorcycles worldwide. The profit before tax for the financial year 2014 was approximately € 8.71 billion on revenues amounting to € 80.40 billion. As of 31 December 2014, the BMW Group had a workforce of 116,324 employees. The success of the BMW Group has always been based on long-term thinking and responsible action. The company has therefore established ecological and social sustainability throughout the value chain, comprehensive product responsibility and a clear commitment to conserving resources as an integral part of its strategy.
    7 replies | 1230 view(s)
  • Sticky's Avatar
    08-13-2015, 09:34 AM
    The C7 Corvette Z06 definitely has an engine cooling problem. We have speculated for some time about this due to inconsistent Z06 performance. GM even advised owners to get an aftermarket tune to combat timing being pulled due to heat soak. The relatively small R1740 TVS is obviously being spun harder than the previous generation C6 ZR1's 2.3 liter blower used on the LS9. The benefit of the smaller blower is quicker response from the lighter rotors but the higher rpm generates more heat it seems. You can obviously surmise how this would be a problem at the track when attempting repeated laps as the Z06 is supposed to be a track car. However, the C7 Z06 overheated on MotorTrend during a summer freeway cruise. That's kind of a problem. A big one. <blockquote class="instagram-media" data-instgrm-captioned data-instgrm-version="4" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:50% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAAGFBMVEUiIiI9PT0eHh4gIB4hIBkcHBwcHBwcHBydr+JQAAAACHRSTlMABA4YHyQsM5jtaMwAAADfSURBVDjL7ZVBEgMhCAQBAf//42xcNbpAqakcM0ftUmFAAIBE81IqBJdS3lS6zs3bIpB9WED3YYXFPmHRfT8sgyrCP1x8uEUxLMzNWElFOYCV6mHWWwMzdPEKHlhLw7NWJqkHc4uIZphavDzA2JPzUDsBZziNae2S6owH8xPmX8G7zzgKEOPUoYHvGz1TBCxMkd3kwNVbU0gKHkx+iZILf77IofhrY1nYFnB/lQPb79drWOyJVa/DAvg9B/rLB4cC+Nqgdz/TvBbBnr6GBReqn/nRmDgaQEej7WhonozjF+Y2I/fZou/qAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div> <p style=" margin:8px 0 0 0; padding:0 4px;"> <a href="https://instagram.com/p/552DIdoxzD/" style=" color:#000; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none; word-wrap:break-word;" target="_top">OK Chevy, you've got a problem. This just happened to the Z06 after a 45-mile freeway cruise. We're talking 70-85 mph at about 6:00 pm. Hot, but not crazy hot. 80-85 F. The weird part is the as you can see from the temp gauge, the coolant temp is fine. What then is overheating? And why? #Chevrolet #Corvette #Z06 #BigNasty #overheat #LT4</a></p> <p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;">A photo posted by Earth's Automotive Authority (@motortrend) on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2015-08-03T02:05:29+00:00">Aug 2, 2015 at 7:05pm PDT</time></p></div></blockquote> <script async defer src="//platform.instagram.com/en_US/embeds.js"></script>
    12 replies | 521 view(s)
  • Sticky's Avatar
    08-19-2015, 12:51 PM
    The official reveal of the new 2017 C205 C63 AMG coupe will happen later today. The official page shows the countdown at 5 hours and 25 minutes as of this writing. Until then AMG uploaded a teaser video to hold us over and thanks to an internal presentation a couple undisguised photos leaked out. The C63 AMG coupe certainly looks much better than the standard C205 C-Coupe thanks to its wider stance and more aggressive bodywork. We will have more photos later today when the car officially debuts but it is shaping up very nicely going by the leaked photos. It looks like AMG has made the coupe sportier and more aggressive than the sedan.
    12 replies | 574 view(s)
  • Sticky's Avatar
    08-21-2015, 01:53 AM
    The hype train is finally over and Mercedes-AMG did their web release presentation of the new C205 Mercedes-AMG C63. As expected the drivetrain mirrors the sedan sibling with a 7-speed automatic MCT transmission and the M177 4.0 liter twin turbo V8 powerplant is available in 510 horsepower or 476 horsepower guise. Here is a quick overview of the C63 and C63 S: Mercedes-AMG C 63 S Coupé Mercedes-AMG C 63 Coupé Displacement 3982 cc 3982 cc Output 375 kW (510 hp) at 5500-6250 rpm 350 kW (476 hp) at 5500-6250 rpm Peak torque 700 Nm at 1750-4500 rpm 650 Nm at 1750-4500 rpm Fuel consumption NEDC combined 8.9-8.6 l/100 km 8.9-8.6 l/100 km CO2 emissions 209-200 g/km 209-200 g/km Efficiency class E E Kerb weight (according to DIN/EC) 1725 kg* / 1800 kg** 1710 kg* / 1785 kg** Acceleration 0-100 km/h 3.9 s 4.0 s Top speed 250 km/h*** 250 km/h*** What is interesting to note there is the weight. The C63 Coupe comes in at 3770 pounds. Mercedes missed the weight target and claims of 3615 pounds badly on the C63 sedan which comes in closer to 4000 pounds. Let's hope the coupe matches these figures provided by Mercedes as if it does the car is only carrying a roughly 200 pound penalty versus a BMW F82 M4 while offering much more power and torque with the larger 4.0 liter V8. What Mercedes did to differentiate the coupe from the sedan is indeed impressive. The coupe looks more aggressive and this is thanks to the wider stance. The car offers 255 tires up front and 285 tires in back. It simply looks much wider and more aggressive. Mercedes is taking the track performance and traction of the coupe much more seriously positioning it as the sporty option. While we feel the C63 sedan is somewhat of a mini-E63 we can not say that about the coupe which clearly is not one dimensional. Cooling upgrades abound as well as model specific features such as as the rear axle carrier. The aerodynamics are design to decrease lift and increase downforce. Suspension changes are also included. The coupe certainly will be more at home on the track than the sedan. Mercedes-AMG has a clear winner here. If they only dropped the weight a couple hundred pounds and gave it a real DCT transmission the BMW M4 would be completely overmatched. We'll have to wait and see what the Black Series has in store if one should be produced of course. Mercedes-AMG is setting a further landmark in the brand history: the new C 63 Coupé is the next step on the way to yet more technical and visual distinctiveness. The far-reaching technical modifications are evident at first sight: strikingly flared front and rear wheel arches, an increased track width and larger wheels give the Coupé a muscular look while at the same time providing a basis for the highly agile longitudinal and lateral dynamics. The brand's typical "Driving Performance" is taken to new heights also with the C 63 Coupé. The AMG 4.0-litre V8 biturbo engine with 350 kW (476 hp) or 375 kW (510 hp) is just as much a completely in-house development from Affalterbach as, for example, the sophisticated AMG RIDE CONTROL suspension with electronically controlled shock absorbers, the set-up of the AMG DYNAMIC SELECT transmission modes, the rear-axle limited-slip differential or the dynamic engine mounts. The C-Class is Mercedes-AMG's best-selling model series and forms the backbone of the company's success. Since its launch in 2011, the Coupé version has steadily gained in significance, culminating with the C 63 AMG Coupé "Black Series". "The new C 63 Coupé embodies our conception of progress: It offers impressive longitudinal and lateral dynamics at an extremely high level along with improved fuel economy," says Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH. "In addition, we are making a bold visual statement with the muscular design. Our customers can therefore experience the progress with each of their senses: seeing, hearing, feeling and, above all, driving!" The Mercedes-AMG C 63 Coupé will celebrate its world premiere on 15 September 2015 at the Frankfurt International Motor Show (IAA). The market launch will begin in March 2016. Fascinating design visualises outstanding performance The Mercedes-AMG C 63 Coupé already fascinates at first glance with its impressive proportions. The expressive exterior design differs significantly from the Mercedes-Benz model, which shares merely the same doors, roof and boot lid. The powerful 8-cylinder engine, together with the increased track width on the front and rear axles, calls for a redesigned front end and a model-specific rear assembly as well as new side walls. The flared wheel arches make the AMG Coupé 64 millimetres wider at the front and 66 millimetres wider at the rear, enabling the vehicle to hug the road better. The larger wheel arches allow the use of wider tyres (up to 255 millimetres on the front axle and up to 285 millimetres on the rear axle), contributing to improved lateral acceleration, traction and agility. Under the outer skin, the body structure has been reinforced in key areas to transfer and compensate the extreme longitudinal and lateral forces from the powertrain and suspension. There is also the model-specific rear axle carrier. The 60-millimetre-longer aluminium bonnet is adorned by two distinctive powerdomes, which are among the typical distinguishing features and underscore the muscular appearance. The extremely wide front section is characterised by large air inlets and precisely positioned flics. The low, arrow-shaped "twin blade" radiator grille with AMG lettering visually lowers the vehicle's centre of gravity. The typical AMG "A-wing" front spoiler is three-dimensional, also serving as an air deflector for the three cooling air inlets. Additional flics ensure an optimal flow of air to the cooling modules. And a front splitter at the bottom of the front apron helps to reduce front-axle lift. The side line, too, presents an entirely unique face thanks to the large wheels, which finish flush with the body on the far outside, and the special side skirts. The lateral inward step from door to sill lends additional emphasis to the wide base. Added benefit of the newly designed body elements: no compromises were required with regard to the connection of the aprons and other components: every joint and light-catching contour blends in harmoniously with the overall design. In the diagonal view from behind, the muscular line from roof to shoulder via side wall and wheel cutout looks especially impressive, lending emphasis to the impression of an intricately modelled sculpture with alternating light reflections. Fine detail: in typical sports car fashion, the exterior rear-view mirrors are mounted on the door rather than in the mirror triangle. Taking its inspiration from the S-Class Coupé, the completely redesigned rear end includes a diffuser insert that revives a typical feature from the world of motor sport. The special design of the laterally positioned, optical air outlet openings improves the rear air flow, allowing it to break away with aerodynamically advantageous precision. Features such as the narrow rear reflectors reinforce the impression of width. The two chrome-plated twin tailpipes of the AMG exhaust system are perfectly integrated into the diffuser. The boot lid includes a narrow spoiler lip in the form of a sharp blade. It not only looks elegant, but also significantly reduces the rear-axle lift. Interior with superior perceived quality Carefully selected, high-grade materials with a pleasant touch and precision workmanship produce a level of perceived quality that is rare even in higher vehicle classes. Numerous AMG-specific controls underscore the motor sport heritage. As an alternative to the standard sports seats in ARTICO/microfibre DINAMICA man-made leather, Performance seats are also available: these allow the occupants a lower seating position and are more strongly contoured for increased lateral support. Top on performance Also as regards its engine, the C 63 Coupé occupies an exceptional status among the competition, being the only vehicle in the segment to boast an 8-cylinder biturbo engine. Mercedes-AMG thus meets the wishes of those customers who desire a combination of a highly emotive, unmistakable engine sound and torquey power delivery. The driver also benefits from the unrivalled performance: the C 63 S Coupé accelerates from 0 to 100 km/h in 3.9 seconds, the C 63 Coupé in 4.0 seconds. This makes the Coupé just a fraction faster than the Saloon - thanks to the wider tyres and shorter-legged rear-axle ratios. The top speed is 250 km/h (electronically limited; 290 km/h with AMG Driver's Package). New V8 biturbo closely related to the engine in the Mercedes-AMG GT The 4.0-litre 8-cylinder biturbo engine is already used in the C 63 Saloon and the C 63 Estate. It is also installed in the GT sports car with dry sump lubrication. Characteristic feature: the two turbochargers are positioned not on the outside of the cylinder banks, but between them in the "V" – experts call this a "hot inside V". The main advantages of this design are the compact engine construction, optimal response and low exhaust gas emissions. Exhaust system with flap technology for variable engine sound The typical V8 engine sound was likewise a key development goal. It was specially tailored to the Coupé. A model-specific exhaust system with flap technology is used as standard. It is automatically map-controlled depending on the AMG DYNAMIC SELECT transmission mode, the power demanded by the driver and the engine speed. The engine sound varies between discreet/suitable for long-distance driving and robust/emotively appealing. Optionally available is the Performance exhaust system, which allows the sound to be modulated at the press of a button. In any case, the exhaust systems are so designed that all noise limits are at all times complied with irrespective of the flap position. Faster gearshifts: the AMG SPEEDSHIFT MCT 7-speed sports transmission The transmission plays a major part in the direct and sporty character of the new Mercedes-AMG C 63 Coupé. The AMG SPEEDSHIFT MCT 7-speed sports transmission impresses with its tailor-made dynamics and high variability. Whether automatic or initiated by the driver using the steering wheel shift paddles, upshifts and downshifts are executed noticeably faster than in the previous model. This increased spontaneity is made possible by an even sportier set-up of the engine and transmission parameters. Specially developed suspension for maximum lateral and longitudinal dynamics The fascinating agility and high cornering speed of the C 63 Coupé are also thanks to the completely redesigned suspension. A four-link front suspension with radial, racing-style brake connections is used. Model-specific steering knuckles and a wider track allow greater lateral acceleration. The rear axle, too, was completely newly developed for the Coupé. The multi-link concept impresses with highly precise wheel control and increased stiffness. The AMG-specific rear axle carrier makes the increased track width possible; the contact surfaces of the wheel bearings were moved a further 25 millimetres towards the outside in comparison with the Saloon. Other measures include AMG-specific wheel carriers, stiffer elastokinematic tuning and higher negative camber. The C 63 Coupé comes as standard with 10-spoke light-alloy wheels 9.0" x 18" (front) and 10.5" x 18" (rear) as well as with tyres of size 255/40 R 18" (front) and 285/35 R 18" (rear). In the case of the C 63 S Coupé, the tyre sizes are 255/35 R 19" (front) and 285/30 R 19" (rear) on 5-twin-spoke light-alloy wheels 9.0" x 19" (front) and 10.5" x 19" (rear). With the AMG RIDE CONTROL suspension with adjustable damping, the customer can choose between maximum sportiness and excellent long-distance comfort in three stages at the press of a button. The difference between the comfortable and sporty suspension settings is also subjectively perceptible - depending on the particular driving situation. Rear-axle limited-slip differential: optimal traction, including on the race track For improved traction and vehicle dynamics, the C 63 Coupé is provided with a mechanical rear-axle limited-slip differential, while the C 63 S Coupé comes with an electronic rear-axle limited-slip differential. Both differentials reduce the slip on the inside wheel when cornering, without control interventions in the braking system. This allows the driver to accelerate out of corners earlier thanks to the improved traction. The car remains more stable when braking from high speeds, and the limited-slip differential also improves traction when moving off. The model-specific, completely redesigned rear axle was specially adapted to the higher vehicle dynamics of the Coupé. The greatest benefit of the electronic rear-axle limited-slip differential - installed as standard on the C 63 S - is the even more sensitive and faster control, which further raises the critical limit of driveability. The 3-stage ESP® with "ESP ON", "ESP SPORT Handling Mode" and "ESP OFF" settings works in perfect unison with the rear-axle limited-slip differential and is optimally tuned to the outstanding dynamics. AMG DYNAMIC SELECT transmission modes The driver is able to influence the characteristics of the C 63 with four different AMG DYNAMIC SELECT transmission modes. The C 63 S has an additional "Race" transmission mode. There is therefore scope for maximum individualisation. The driver decides on the desired driving experience, from comfortable-economical to super-sporty, using a controller to the left of the touchpad. The driver can choose between various preconfigured transmission modes and an "Individual" mode that the driver can to a large extent personally configure. C 63 S with dynamic engine mounts as standard Unique in its segment, the C 63 S Coupé – like the Saloon and the Estate - is equipped with dynamic engine mounts. These help to further resolve the conflicting aims of comfort and dynamic performance. These dynamic mounts are instantly and variably able to adapt their stiffness to the driving conditions and requirements. Soft engine mounts improve comfort, as they provide more effective decoupling of noise and vibration. However, handling and agility benefit from a generally stiffer mount set-up. These measures enhance the vehicle's precision when driven dynamically. For example, the steering response and feedback are even more direct. Safety of the highest calibre The Coupé also offers a supreme level of safety. It comes as standard with the ATTENTION ASSIST drowsiness detection system and COLLISION PREVENTION ASSIST PLUS, which helps to prevent rear-end collisions. Many other optional assistance systems are available to increase both comfort and safety. The models at a glance: * Ready-to-drive condition (fuel tank 90% full, without driver and luggage); ** Ready-to-drive condition (fuel tank 90% full, with driver (68 kg) and luggage (7 kg); *** Electronically limited; 290 km/h with AMG Driver’s Package
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