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So the "successor" to the E82 1-Series in the USA will be the F22 2-Series. Yes, the new 1-Series hatback will not be coming over to the USA so the 2-Series coupe will fill that void as the spiritual successor. This car will compete with the Mercedes-Benz CLA as well as the Audi A3 sedan. The M235i version you see here will likely share the exact same drivetrain as the F10 M135i which means a 320 horsepower N55 3.0 liter turbocharged and direct injected inline-6. The styling of the car looks to be a bit of a blend of F30 3-Series and F32 4-Series although smaller. The headlights takes F30 inspiration but do not go all the way to the grille giving an edgy look to the corners that is aggressive. This will be a pretty good looking car and a great entry level BMW especially if the weight is kept fairly low. It may end up being the most fun car to drive in the BMW lineup. Photos below.

The last time we saw these two cars do battle it almost caused a world forum war. Nissan GT-R fanboys could not believe their precious robot (excuse me, "Godzilla") got beat down hard and BMW fanboys rejoiced that the M6 was seemingly much stronger than the F10 M5. BS flags were thrown around, Nissan guys said it wasn't possible, and BimmerBoost took the stance that the race should be much closer. Something was fishy with that previous video and this new video answers some questions. The very first race shows that from a slow roll, the GT-R will have the advantage. Although the M6 does make up ground showing it pulls harder up top the race is very close with the GT-R edging the M6 which is forced to try to run it down. From a stop, this would have been ugly. The other two races are higher speed rolls and these favor the M6. The M6 does not run away easily as previously seen but in one of the runs where it gets a jump it continues to increase its distance. The GT-R is simply not able to catch or close distance against the car up top. So, this is a better video that better shows the cars respective strengths. The M6 is a highway monster whereas the GT-R excels more from lower speed situations where its all wheel drive and short gearing pay dividends. It would be interesting to see how a 2013 GTR which traps a little bit more mile per hour in the 1/4 mile than the 2012 model would fair against the M6. A wash? Maybe. This certainly isn't the end of the debate.

This is a bit of a perplexing run video. What we have here is two cars claimed to be stock, A C6 Z06 and the new F10 M5. The two cars do several runs from a roll on the highway from speeds of 80 kilometers per hour (50 miles per hour). The Z06 is just over 1000 pounds lighter than the F10 M5. It does not give up a ton horsepower wise showing around ~450 wheel horsepower stock versus the F10 M5 which sits at about ~60 wheel horsepower more. So the F10 M5 makes more power but has another 1000 pounds to carry around. The F10 M5 has also lost to a stock P31 C63 AMG in a roll on race which weighs 700-800 pounds more than the Z06 and makes roughly 35 less horsepower at the wheels than the Z06. So, BimmerBoost is left scratching its head on this one. Even magazines routinely get ~125 miles per hour of the C6 Z06 in the 1/4 mile whereas the the M5 is in the ~120 range trap speed range meaning the C6 Z06 is favored from a roll, favored from a stop due to its weight, favored basically everywhere. The fastest 1/4 mile trap speed recorded for a stock F10 M5 is Car and Driver with a 122 mile per hour trap but Car and Driver got 126 for the Z06 so... these races make no sense. The Z06 simply has a much better power to weight ratio so why the result is what it is I have no clue. The M5 clearly pulls up top in multiple runs whether it gets the jump or not. Let's just hope F10 M5 owners don't start thinking their car is now a Z06 beater as this will no doubt inflate some egos. From the looks of things though the M6 may have a shot to at least make it a race against the C6 Z06 with how it has shown against the Nissan GTR recently. Video is below, you make sense of it.

Nice dyno results here showing how potent a tuned N63 V8 can be with just bolt on modifications. The car has Dinan Stage 3 software which although more aggressive than the standard Dinan software is not the most aggressive software available for the platform. Still, the software alone versus the baseline provides 45 horsepower at the wheels which for conservative Dinan is definitely a solid gain. This is then combined with the Active Autowerke exhaust and downpipes. The final result is 406 horsepower at the wheels for a gain of 81 horsepower at the wheels on the more conservative reading Mustang dyno. Solid power and gains. Those with N63 V8's have a lot of power sitting there just waiting to be unleashed. Graph, pictures, and acceleration videos below.

After what seemed like years upon years of teasers and spyphotos Mercedes-Benz finally officially revealed the new W222 generation S-Class sedan. Was the car worth the wait? Definitely, an absolutely beautiful modern design that remains elegant and is not overdone. Inside, outside, the styling is just about perfect and is modern while at the same time reminding us it is a Mercedes-Benz. Great work Mercedes and you certainly are justified in showing pride calling this, "the best automobile in the world." The best or nothing? Yep, that's what the chairman of the Daimler board says, ""Rather than being about safety or aesthetics, power or efficiency, comfort or dynamism, our aspirations were 'the best or nothing' in every respect. No other car stands for the Mercedes-Benz brand promise more than the S-Class." The S550 model which will launch this fall will feature a 455 horsepower M278 4.6 liter twin turbo direct injected V8. This will be followed by the 4Matic version. The S63 AMG will then come after this featuring a ~550 horsepower M157 V8. It is unknown if all wheel drive will be an option on the AMG. The S600 and S65 AMG models with twin turbo V12's will then follow the S63 AMG. There are a ton of new features including safety firsts such as the seatbelts which feature airbags. The press release below delves into all the new features. Job well done Mercedes-Benz. The aspiration: the best automobile in the worldMay 15, 2013 - Stuttgart/Hamburg With the three engineering priorities "Intelligent Drive", "Efficient Technology" and "Essence of Luxury", the new S-Class extends the boundaries of technology on many levels. The S-Class is not just a technological spearhead for Mercedes-Benz but for automotive development as a whole. As with every generation before it, the customers expect the new S-Class to set standards across the board to retain its accolade as "the best automobile in the world". Dr Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars: "Rather than being about safety or aesthetics, power or efficiency, comfort or dynamism, our aspirations were 'the best or nothing' in every respect. No other car stands for the Mercedes-Benz brand promise more than the S-Class." Perfection to the last detail results in "The Essence of Luxury". This pursuit of the best is particularly noticeable in the interior: whether it is the seats or the air conditioning, the controls or the design, the infotainment or the comfort and safety in the rear – new ideas, their painstaking realization, and highest perceived quality underpin the high standards that the engineers have set for the Mercedes-Benz flagship model – and for themselves. The same applies to safety. What started with PRE-SAFE® ten years ago and continued with DISTRONIC PLUS has now resulted in a new dimension of motoring: comfort and safety are merged into one. Mercedes-Benz refers to this as "Intelligent Drive". A whole host of new systems makes the new S-Class even more comfortable and even safer. Design: a modern sense of status and sensual shapes People all over the world can recognize a Mercedes-Benz straight away. The classic Mercedes face runs like a golden thread through the brand's history. "The sophisticated design of the S-Class has always been an expression of luxury and automotive grandeur of its era. And our new S-Class continues this tradition. With its classic architecture and flowing silhouette, it is a modern embodiment of sensual clarity. The design draws a line from the sophisticated, progressive design idiom to the classic elegance of our 1930s cars – intelligence that speaks to the emotions. Stylish sportiness and sensual forms in synthesis with timeless clarity and effortless superiority make the S-Class a true design icon," says design chief Gorden Wagener. To underline the effortless superiority of the new S-Class, and its ambition to lead, the radiator grille is now larger, upright and distinctly three-dimensional in design. With its long hood, the flowing, domed roof line and the gently slanting rear end, the new S-Class has classic sedan proportions. The size and space have been fashioned in such a way that the S-Class appears prestigious, and the powerful roof line is also in keeping with the car's sporty coupé-style intentions. A character line descending discreetly from front to rear – the brand's hallmark "Dropping Line" – elegantly structures the side wall and generates additional dynamism even when the car is at a standstill. The subtly created convexconcave effect of the entire flank gives rise to an extremely powerful and elongated car body that demonstrates both excitement and calm. The pronounced shoulder above the rear wheel adds further emphasis to the car's athletic character. The positively exaggerated surfaces and lines of the side wall on the new S-Class generate excitement as they flow into the rear end. As well as being elegant, the slightly slanting form has aerodynamic advantages. Horizontal lines running from the trunk lid to the bumper emphasize the car's width when viewed from the rear. The hallmark signature of the Mercedes-Benz designers can also be seen in the rear windscreen, which cuts into the C-pillars. The upper area of the glass is rounded, lending it a coupé-like character. The real highlights are the new-style tail lights which are completely encased by the car body and, thanks to this solitarily integrated styling and meticulously crafted inner workings, complete the design right down to the last detail. LED technology: the first ever car without a single light bulb 100 years or so after the introduction of electric lighting in motor vehicles, Mercedes-Benz is now making a complete switch to LED technology – the new SClass is the first vehicle in the world whose interior and exterior do without a single light bulb, and sees Mercedes-Benz building on its pioneering role in the lighting sector. The lighting's multi-level functionality is another world first: out of consideration for any road users behind, the intensity of the brake lights is reduced at night or while waiting at traffic lights, for example. Almost 500 LEDs illuminate the road, the vehicle, the interior and the trunk. Depending on equipment, these include: Headlamps: each with up to 56 LEDs Tail lights: each with up to 35 LEDs (plus 4 for the rear fog lamp) Interior (including ambient lighting): approx. 300 LEDs Visibility is enhanced by two assistance systems that have undergone some key improvements – Adaptive Highbeam Assist Plus and Night View Assist Plus. Thanks to a new stereo camera and multistage radar sensors, the S-Class has 360-degree all-round vision and detects potential dangers on the road better. Suspension: the world's first suspension with "eyes" The new S-Class is the world's first car to be able to detect bumps on the road ahead. If ROAD SURFACE SCAN detects such unevenness by means of the stereo camera, MAGIC BODY CONTROL instantaneously sets up the suspension to deal with the new situation. This innovative suspension system is available as an option for the eight-cylinder models. Standard equipment for the new S-Class includes the continuously operating Adaptive Damping System ADS PLUS and an enhanced version of the full air suspension system AIRMATIC. Interior: visual breadth and calm solidity With its clear architecture, the interior design of the S-Class embodies a classic, superior, cutting-edge saloon. The interior's expressive character derives from a uniquely fluid, sensuously elegant style. Horizontal elements and lines create a setting characterized by visual breadth and calm solidity. High quality and elegance harmonize with clarity and functionality: the interior design of the SClass combines ride comfort, spaciousness and user-friendliness to the very highest standard. The perfectly coordinated use of materials and colours produces an exclusive interior seemingly cast from a single mould. There is generous use of wood trim, especially in the dashboard and centre console. Metallized switch surfaces with pearl-effect paint finishes in three colour shades to suit the interior colour particularly highlight the outstanding quality. Passengers in the rear are also seated in first-class – the design and exclusivity of the seats, door panels and all controls are to the same, high standard as the front. As an additional individualization feature, there are rear seat packages available in the Special Order Program which incorporate a Business center console combining personal comfort with practical convenience (additional storage compartments, folding table, two-place seating in the rear, etc.). Concept: the best for both worlds For the first time in the history of the S-Class, the development focus was on the long-wheelbase Sedan. Unlike before, the short-wheelbase version was derived from this. This is because the S-Class is not only firmly positioned as a prestige sedan in the large overseas markets such as the USA, China or Japan. Whereas in Europe and North America owners of an S-Class are frequently behind the wheel themselves, the flagship model in the Mercedes-Benz passenger-car portfolio is very definitely a chauffeur-driven vehicle in Asia. The logical consequence is the number of new features specifically related to comfort and safety in the rear – in the S-Class, there is no doubt that passengers in the rear are also seated in first class. Control and display concept: elegant new command centre Two high-resolution TFT colour displays in 8:3 format with a screen diagonal of 12.3 inches form the new information center in the S-Class. The left-hand display performs the functions of the previous instrument cluster, providing the driver with all relevant information. The right-hand display allows the convenient control of infotainment and comfort functions. For the new S-Class, the constantly increasing need to integrate additional functions into the vehicle led to a further development of the entire operating logic. Here ergonomics, operating convenience and safety along with attractiveness and aesthetics were the main considerations. The aim in designing the control and display features was to group controls and display functions together in a coherent manner in terms of both design and functionality. Apart from the new displays, the metallized switch surfaces and solid aluminium controls are visual highlights of particularly high quality. Thanks to the fine structuring on the metal surfaces, each individual control has the sound, feel and attention to detail that makes a Mercedes-Benz so special. The new control features include a touch-sensitive telephone keypad and an extended favourites function with twelve freely selectable memory places. The principal control element is the rotary pushbutton, with the usual direct access keys in the center console for the most important functions and a toolbar for the driving assistance systems. Voice entry with the Enhanced Voice Control System allows complete addresses to be spoken in one go, for example (one-shot input). The telephone and audio systems can also be voice-controlled. The option of having text messages (SMS) or emails read out is a new feature. Climate control: a wealth of new features for a pleasant atmosphere During the systematic further development of the entire climate control system, a particular focus was placed on the development goals of performance, air quality, precise regulation, noise level and efficiency. As a new feature, the AIRBALANCE package comprises perfume atomisation, ionisation and even more efficient filtration compared with the standard model. The automatic climate control in the rear has two additional zones to improve thermal comfort. Electric heating of the armrests is a completely new feature. As a world first, the new S-Class Sedan has an "active perfuming system" as part of the AIR-BALANCE package. 'Active' means that the perfuming system is switched on and off manually, with manual adjustment of the intensity. The perfume atomization system individualizes the smell of the vehicle interior. It neither changes the interior smell permanently, nor are perfume molecules deposited on fabric surfaces or clothing. The fragrance is discreet and mild, and dissipates rapidly. Seats: mobile office and centre of wellbeing With numerous world firsts such as the ENERGIZING massage function based on the hot-stone principle or active seat ventilation with reversing fans, Mercedes- Benz has raised seating and climatic comfort in the S-Class to a new level. The seat developers have paid particular attention to the rear seats. There is a choice of four different rear seat variants including an Executive seat with a backrest angle adjustable by up to 43.5 degrees, allowing occupants in the rear to concentrate on work or relax in comfort. These additional rear seat packages can be ordered through the Special Order Program. The ENERGIZING massage function on the hot-stone principle is a world first. The seat specialists at Mercedes-Benz have developed a unique massage function with 14 separately actuated air cushions in the backrest, as well as an integrated warming function. There is a choice of six massage programs, two of them using the warming function. The function is also available for the rear seats. For the first time, so-called reversing fans are used in the active seat ventilation system. When the ventilation function starts, cooler surrounding air is first drawn onto the seat surface. This enables the surface temperature of a heated-up seat to be reduced much faster than with the previous active cooling systems. After four minutes the fans are automatically switched to blower mode to reduce draughts. Four seat variants are available for the long-wheelbase S-Class and can ordered through the Special Order Program. The adjustment kinematics have been changed in the luxury and reclining seat variants. Unlike the conventional trailing backrest design, the backrest is adjusted separately so that the legroom and seat reference point remain unchanged. The cushion can be separately adjusted for angle and horizontal position. The maximum backrest angle of the Executive seat (reclining seat) behind the front passenger seat is increased from 37 to 43.5 degrees, giving it the largest backrest inclination in the luxury segment. The reclining seat features a calf support which is freely adjustable for length and angle. In combination with the heel rest on the folding chauffeur seat at the front and an additional comfort cushion, this allows a reclined position that sets new standards in the automotive sector with respect to sleeping and resting comfort. If the "First Class Rear" is selected (with rear center console), the front console on the transmission tunnel is visually continued to the rear. It is equipped with innovative thermo-cup holders which use Peltier technology to cool or warm drinks over a longer period of time. Like an aircraft seat, the centre console is available with two tables which can be easily folded in or out using one hand. Multimedia features: mobile concert hall A completely new multimedia generation with intuitive operation and particularly tangible functions thanks to visualization and animations celebrates its debut in the S-Class. Other innovations include the multi-user system, which allows independent access to the media sources of the entertainment system from any seat. The innovative Frontbass system developed by Mercedes-Benz-and used for the first time in a sedan car is a feature common to all the audio systems: the woofers are housed in the firewall, and use the almost 40-liter space in the crossmember and side member as a resonance chamber. Conventional woofers in the doors are therefore unnecessary. The mid-range speakers in the doors are relocated upwards. This improves the soundscape and allows additional stowage space in the doors. As alternatives to the standard sound system with ten loudspeakers, two very high-quality audio systems are available which were developed together with the high-end audio specialist Burmester: the Burmester® Surround Sound system and the Burmester® High-End 3D-Surround Sound system. The interactive presentation of content is a prominent new feature of the navigation function. The new navitainment functions include an animated compass, the "Driveshow" for passenger information as in an aircraft, and the display of Google Maps on the head unit and in the rear. Information on the traffic situation is shown with hatched lines (rather than with vehicle silhouettes as before). With the new Live Traffic Information service, traffic data is transmitted in real time. As a result, the navigation system is better informed about the situation on the roads. Body: maximum stability and high-quality lightweight design A high level of crash safety, outstanding rigidity for excellent handling with extremely low levels of noise and vibration. These were the aims when developing the bodyshell for the new S-Class – a third-generation aluminium hybrid bodyshell. The lightweight index – the torsional stiffness in relation to weight and vehicle size – has been improved by 50 percent compared to the predecessor model. Since the 220 model series was developed in the 1990s, with an optimally coordinated materials mix the hybrid lightweight construction has been further developed into an aluminium hybrid bodyshell. During this period the share of aluminium has increased to more than 50 percent. It has therefore been possible to maintain practically the same body weight for 20 years and even slightly reduce it, despite far more stringent comfort and safety requirements and additional functions. In addition to this, structural foams are used at specific points in node areas in the new model series. The entire outer skin of the S-Class, including the roof and the front section of the body, consists of aluminium. The high percentage of aluminium is possible thanks to the use of a complete range of semi-finished products (casting, extrusion, sheet metal). The safety passenger cell is made using an extremely high percentage of high-strength steel. This lightweight design by material and geometrical optimisation coupled with highly complex joining technology allows the new S-Class to further raise the bar in the demanding luxury sedan segment – without adding weight. With a torsional stiffness of 40.5 kN/degree (predecessor: 27.5 kN/degree), the S-Class achieves a new record in its segment. Extended PRE-SAFE® protection: prevention is better than cure Ten years ago, Mercedes-Benz unveiled a groundbreaking safety concept in the S-Class in the form of the PRE-SAFE® anticipatory occupant protection system, which has been undergoing continuous refinement ever since. Now, the safety pioneer is increasing protection levels once again. The new PRE-SAFE® functions can help to prevent collisions with pedestrians and vehicles in front in city traffic, defuse dangerous situations caused by traffic behind and enhance the protection offered by the seat belts. The PRE-SAFE® Brake can also detect pedestrians and initiate autonomous braking to avoid a collision at speeds up to 31 mph. PRE-SAFE® PLUS can recognize an imminent rear-end collision and warn the following traffic by activating the rear hazard warning lights at a high frequency. If the danger of a collision persists, the system can also firmly apply the stationary vehicle's brakes and thus minimize the risk of whiplash injuries by reducing the forward jolt caused by the impact. This additionally can reduce the risk of secondary accidents. Immediately before impact, the PRE-SAFE® anticipatory occupant protection measures, especially the reversible belt tensioners, are deployed. With PRE-SAFE® Impulse, the driver and front passenger are pulled away from the direction of impact by their seat belts at an early phase of the crash before the resulting occupant deceleration sets in. This can substantially reduce the risk and severity of injuries in a frontal collision. Setting the standard for safety in the rear: new features in the S-Class Mercedes-Benz has extended the safety system for rear seat passengers further with the seat belt buckle extender, the beltbag and the cushionbag. The first two of these developments are included in the “Rearseat Package”. With the illuminated seat belt buckle extender, an electric motor extends and retracts the belt buckle automatically. In this way, any belt slack in the area of the pelvis and thorax can be reduced so that passengers are secured more firmly in both the sideways and the lengthways direction. The beltbag is an inflatable seat-belt strap that is able to reduce the risk of injury to passengers in the rear in a head-on collision by lessening the strain placed on the ribcage. The reclining seat is equipped with a cushionbag under the seat cushion upholstery as standard. When the seat is reclined, it prevents the occupant from sliding beneath the seat belt (so-called submarining) in an accident. This has enabled Mercedes-Benz to design a comfortable reclining seat which provides a higher level of accident safety than a seat with a trailing backrest. Intelligent Drive: networked with all senses Avoid accidents and mitigate their consequences – this is the integrated approach adopted by Mercedes-Benz Accident Research under the heading "Real Life Safety". Mercedes-Benz is systematically pursuing this strategy in the SClass with numerous new assistance systems and greatly enhanced functions. Comfort and safety are enhanced at the same time. Mercedes-Benz calls this "Intelligent Drive". The new functions all rely on the same sensor system, comprising a new stereo camera together with multistage radar sensors. "Intelligent assistance systems analyse complex situations and better recognise potential dangers out on the road with the aid of improved environment sensor systems," explains Prof. Thomas Weber, Member of the Daimler Board of Management responsible for Group Research and Head of Mercedes-Benz Cars Development. "Figuratively speaking, the new S-Class doesn't just have eyes at the front, it has 360-degree all-round vision." A key factor is the networking of all systems, which safety experts call "sensor fusion". The aim is to ensure comprehensive protection, not just for the occupants of a Mercedes-Benz, but for all other road users, too. The support functions range from relieving the burden on the driver and therefore increasing comfort, to issuing visual, acoustic and/or tactile warning signals, to boosting the driver's reactions. Some systems are even able to take corrective action in an emergency, such as autonomous application of the brakes to prevent an accident or lessen its severity. Here is a summary of the new assistance systems and those with notably enhanced functionality: DISTRONIC PLUS with Steering Assist and Stop&Go Pilot takes the burden off the driver when it comes to lane guidance and is also able to follow vehicles in traffic jams automatically. For the first time, thanks to the stereo camera the Brake Assist system BAS PLUS with Cross-Traffic Assist is able to detect crossing traffic and pedestrians too, and to boost the braking power applied by the driver accordingly. If the lane markings are broken lines, Active Lane Keeping Assist can detect when the adjacent lane is occupied, especially by oncoming traffic, and reduce the risk of the vehicle leaving its lane unintentionally by applying the brakes on one side. Adaptive Highbeam Assist Plus allows the high-beam headlamps to be kept on permanently without dazzling traffic by masking out other vehicles in the beams' cone of light. Night View Assist Plus was further improved and supplemented by a thermal imaging camera. Night View Assist Plus can alert the driver to the potential danger posed by pedestrians or animals in unlit areas in front of the vehicle by automatically switching from the speedometer to a crystal-sharp night view image and highlighting the sources of danger. A spotlight function is furthermore able to flash any pedestrians detected ahead. This attracts the driver's attention to the source of the danger at the same time as warning the person on the side of the road. ATTENTION ASSIST can warn of inattentiveness and drowsiness in an extended speed range and notify the driver of their current state of fatigue and the driving time since the last break, offers an adjustable sensitivity setting and, if a warning is emitted, indicates nearby service areas in the COMAND navigation system.

The damn Japanese wonder robot does it again in a comparison against the new facelifted R8 but at least this time it's a fair comparison done by MotorTrend with a stock R8 versus a stock GTR unlike what Chris Harris recently did. Ok, so no tuner special GTR upsetting the balance but that does not matter as the GTR still comes out on top. It manages to do so not only in the 1/4 mile sprint but also around the roadcourse with quite the margin of victory. The acceleration between the two cars is close but the GTR simply gets to 60 miles per hour faster which gives it an edge in the 1/4 mile with an 11.0@125.1 versus the R8 11.3@125.8. The R8 is pulling slightly harder at the 1/4 mile mark but the GTR gets there first. The disparity in handling surprisingly is greater than the disparity in acceleration. The R8 is an excellent handling car posting a .99g skidpad number but the GTR pulls a 1.04g. On the MotorTrend figure eight the GTR again bests the R8 with a 23.0 @ .93g versus 23.5 @ .90g. Skidpad and figure eight numbers are decisively in the GTR Track Pack's corner. This translates on the track where at the Streets of Willow Springs the GTR laptime is over 2 seconds faster than the R8. 2 seconds on that tight course? Despite a 200 pounds weight penalty? And the R8 being quicker around the track than a 458 Italia? Wow. Full results are below. The R8 V10 Plus is incredible and an improvement but the GTR certainly is amazing especially considering the value versus the R8.

Another Mercedes Pole Position and another Mercedes letdown. That's the story of the season so far in 2013 for the Mercedes Formula 1 Effort. For the third straight race Mercedes held the pole position. At the Spanish Grand Prix this was even sweeter as Mercedes qualified 1-2 meaning this is as good as it gets folks. So why are things going so poorly on race day after such strong showings in qualifying? The team said they had it figured it out buy they clearly do not. Nico Rosberg finished in 6th place and Lewis Hamilton finished in 12th. That is hardly figuring it out. The reality seems to be Mercedes simply does not know how to fix the problem. There is plenty of blame to go around from the tires to the strategy but there is no excuse for 12th place for Hamilton after starting on the front row. The race results are below. The Mercedes team has 9 days to figure out what's wrong before the Monaco GP.

Say hello to the future, officially introducing the Porsche 918 Spyder. There has been speculation on the final output and exactly what Porsche would get out of the 4.6 liter V8 engine but that has now all been put to rest. Porsche managed to squeeze an incredible 133 horsepower per liter out of the 4.6 liter V8 (the highest per liter output of any Porsche production naturally aspirated motor) for a total of 608 horsepower spinning to an incredible 9,150 rpm. There are two electric motors that up the output to 887 combined horsepower. The front motor has an output of 154 horsepower and the rear motor 127 horsepower. Yes, the car is all wheel drive thanks to the electric motor up front. The car can drive up to 18 miles in purely electric mode. The exhaust system is designed to exit up top to limit heat to the batteries under the car for a very trick looking setup. So how well does it perform? Incredibly well, thanks to keeping curb weight at a relatively low 3,715 pounds which drops to a further 3,616 pounds with the optional Wiessach package. The current Nurburgring laptimes for the car is 7:14 which is simply incredibly fast. 0-60 is said to take 2.8 seconds and the top speed is 211 mph (93 miles per hour in pure electric form). Full press release with specifications and pictures below. Porsche has pulled off an incredible feat with this car showing hybrids can be taken quite seriously from a performance standpoint. This is a green beast. A unique combination of performance and efficiency Atlanta. The 918 Spyder embodies the essence of the Porsche idea: it combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future. The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fiber reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles. Hybrid drive brings advantages in terms of driving dynamics A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost" strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics. The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with low fuel consumption. To sum it up: maximum driving fun with minimal fuel consumption. Carbon monocoque guarantees lightweight design with a low center of gravity The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fiber reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 3,715 lbs. (3,616 lbs. with “Weissach" package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept. The drivetrain components and all components weighing over 110 lbs. are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 percent on the rear axle and 43 percent on the front axle, combined with an extremely low center of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the center of gravity; it also provides the best temperature conditions for optimum battery power capacity. Chassis with race car genes and rear-axle steering The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling. Porsche Active Aerodynamic (PAA) for different driving modes Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race" mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect" at the front axle. In “Sport" mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E" mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed. Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race" and “Sport" mode, they are opened for maximum cooling air intake. In “E-Power" and “Hybrid" modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 81 mph or when cooling requirements are higher. From comfortable to race-ready: five modes for three motors The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch" on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road. Quiet and elegant: “E-Power" When the vehicle is started up, the “E-Power" mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover approximately 18 miles on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 62 mph in seven seconds and can reach speeds of up to 93 mph. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode. Efficient and comfortable: “Hybrid" In “Hybrid" mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style. Sporty and dynamic: “Sport Hybrid" In more dynamic situations, the 918 Spyder selects the “Sport Hybrid" mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimized for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed. For fast laps: “Race Hybrid" “Race Hybrid" is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilizing its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting program of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps. For pole position: “Hot Lap" The “Hot Lap" button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid" mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery. Main propulsion: the race car’s eight cylinder engine The main source of propulsion is the 4.6-liter, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fiber reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimizations achieve a power output per liter of approx. 133 hp/l – the highest power output per liter of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine. Unique race car design heritage: top pipes It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channeling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 68 and 104 degrees Fahrenheit. Consequently, less energy needs to be used for active cooling of the battery. In parallel in the drivetrain: hybrid module The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle. Upside-down for a low center of gravity: Doppelkupplung A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimized for high performance. To ensure a low mounting position for a low center of gravity of the entire vehicle, the gear unit was turned “upside down" by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting" with the combustion engine switched off. Independent all-wheel drive: front axle with electric motor On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics. Lithium-ion battery with plug-in charging system The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfill the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years. To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-pillar on the front passenger side lets users connect the storage battery to an electrical supply at home to charge it. The charge port is standardized for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the household electric supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged with a conventional wall plug in seven hours from a ten ampere rated, fused power socket a US 110 Volt household electrical supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes. Pioneering control concept: clear organization of the cockpit The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted center console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology. For even higher performance: the Weissach package For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach" package. These modified super sports cars can be recognized at first glance by special colors and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminum. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 77 lbs. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon. Porsche redefined: a new super sports car for a new decade The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before. Technical Specifications – Porsche 918 Spyder Body: Two-seat Spyder; carbon fiber reinforced plastics (CFRP) monocoque interlocked with CFRP unit carrier; two-piece Targa roof; fixed roll-over protection system. Drivetrain: Parallel full hybrid; 4.6-liter V8 mid-engine with dry-sump lubrication; hybrid module with electric motor and decoupler; electric motor with decoupler and gear unit on front axle; auto start/stop function; electrical system recuperation; four cooling circuits for motors, transmission and battery; thermal management. Engine power: 608 hp at 8,600/min (V8 engine) 154 hp (hybrid module on rear axle) 127 hp (electric motor on front axle) 887 hp (combined) Max. torque: 390 lb.-ft. at 6,600/min (V8 engine) 940 lb.-ft. (equivalent torque calculated on the crankshaft, complete system in 7th gear) 787 lb.-ft. (complete system, 3rd gear) > 590 lb.-ft. (800/min – 5,000/min) Maximum Revs: 9,150 rpm Power output per l: 133 hp/l (V8 engine) Power transmission: Combustion engine with hybrid module and transmission bolted together to form a single drive unit; seven-speed Doppelkupplungsgetriebe (PDK); rear-wheel drive; front electric motor with gearbox for driving the front wheels (decoupled from 146 mph); five pre-selectable operating modes for optimum coordination of all drive units. Gear ratios PDK 1st gear 3.91 2nd gear 2.29 3rd gear 1.58 4th gear 1.19 5th gear 0.97 6th gear 0.83 7th gear 0.67 R gear 3.55 Final drive ratio 3.09 Clutch diameter 8.7 in. / 6.5 in Chassis and Suspension: Double-wishbone front axle; optional electro-pneumatic lift system on front axle; electro-mechanical power steering; multilink rear axle with adaptive electro-mechanical system for individual rear wheel steering; electronically controlled twin-tube gas-pressure dampers in the front and rear with Porsche Active Suspension Management (PASM). Brake system: High-performance hybrid brake system with adaptive recuperation; internally ventilated and perforated front ceramic brake discs (PCCB), 16 in. in diameter and 1.4 in. thick; rear discs 15.4 in diameter and 1.3 in. thick. Wheels and tires: 918 Spyder wheels (Weissach package: 918 Spyder magnesium wheels) front 9.5 J x 20 with 265/35 ZR 20 rear 12.5 J x 21 with 325/30 ZR 21 Weights: Curb weight 3,715 lbs. 3,616 lbs. (Weissach package) Dimensions: Length 182.8 in. Width 76.4 in. Height 45.9 in. Wheelbase 107.5 in. Track width front 65.5 in. rear 63.5 in. Luggage compartment capacity, VDA ~ 110 l Fuel tank capacity 18.5 gal Energy supply: Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 220 kW maximum power and mains-compatible plug-in charger. Performance: Top speed > 211 mph purely electric 93 mph Acceleration: 0-62 mph 2.8 s 0-60 mph less than 2.8 s 0-62 mph (in electric mode) 7.0 s 0-124 mph (0-200 km/h) 7.9 s 0-186 mph (0-300 km/h) 23.0 s Range: Purely electric approx. 18 mi. Warranty: Vehicle (Battery) 4 years (7 years) Charging times: AC charging on a household socket (110 V, 10 A): less than 7 hours AC charging on an industrial socket (240 V, 30 A): less than 2 hours DC charging on an industrial socket (400 V, 32 A): less than 0.5 hours.

Well the BMW supercar rumor is swirling around again this time being perpetuated by Car and Driver who apparently is bored. People love this topic though so it will be addressed but it is kind of lame to see Car and Driver report an M8 supercar is coming for 2016 without any official confirmation. They even state in their own report it might not show up at all, "BMW boss Norbert Reithofer is not a fan of this car, but the head of BMW M GmbH, Friedrich Nitschke, is. The top boss could cancel the project at the last minute." Well that's some strong automotive journalism there Car and Driver. So the head of M wants a supercar based on the i8 and the head of BMW does not think it fits the direction of the company (electrics, hybrids, hippie green marketing crap) showing just how far off course the company is now from building drivers cars. If BMW needs to be talked into building a successor to the M1 there is no hope. If the head of M can't even get a successor built to the very first production M car (and that's with BMW's 100 year anniversary is coming up in 2016) yet a $150+k hybrid gets the green light there is something seriously wrong at BMW these days. If it does come, expect it to have a modified 4.4 liter S63 V8 motor with an output of 650 horsepower and a hefty price tag. That's absolutely fine with us but somebody please find out what happened to BMW's balls. Build the damn thing and show a little backbone, what the hell is wrong you BMW? Source

This is some incredible impressive work by APR and the numbers are almost hard to believe. Introducing APR's 2.0T FSI Performance Cylinder Head. What kind of gains does this head provide? Well, on the Stage 3 kits on just 93 octane the head provides over 70 horsepower. On 100+ octane this rises to over 120 horsepower. The CFM (cubic feet per minute) intake and exhaust air flow gains are simply huge especially on the intake portion. When seeing the air flow numbers it is not hard to believe why on race gas with the Stage III+ GTX2867R turbo gains are +123 horsepower at 5250 rpm. Clearly APR did their homework on this head and the results speak for themselves: Dyno numbers are provided at the wheels (very nicely APR) for the various fuel and Stage 3 turbo options. With race gas and the GTX turbo a peak of 483 wheel horsepower was achieved which is 81 more horsepower at the wheels than with the stock head: This type of result reminds us why APR basically sets the standard namely in the VW scene. Pricing is set at $1,999. Photos and video below, job well done yet again APR.

I attended Bimmerfest 2013 and this was my first time at Bimmerfest. Why you ask? Well, because Tim who owns BimmerFest banned me from the BimmerFest forum once I started BimmerBoost. Well, bygones are bygones (plus BimmerBoost is too big to try to freeze out now) and this year BimmerFest invited BimmerBoost to attend as a VIP Media Sponsor. I accepted the invitation and drove down to the Rose Bowl to check it out. I am glad I did and I simply have to admit the event is phenomenal. The sheer size of the event is difficult to capture. It's big, much bigger than I expected. It's bigger than any other BMW event I have ever been to. Honestly, it dwarfs them in the amount of cars, vendors, people, you name it. I was told to go to a special side media only entrance but since I showed up at around 11:30 AM due to all the traffic that entrance was closed by that point. So, I squeezed my way in the side of the general entrance and was told to pay $20 for parking. Tim told me my entrance was free so I promptly told the guy at the gate I'm Sticky from BimmerBoost.com. After signing a few autographs I was in. The event was packed. I mean packed. People everywhere. Cars everywhere. Vendors everywhere. It was an awesome sight to behold. I was impressed and almost a bit jealous. I would be quite satisfied if BimmerBoost or a BimmerBoost event got this big one day. I will be going again but there are some things that can definitely be improved. $5 for a soda? Really? And cash only? That means I had to use the ATM which then on top of that charged me $3.50 to get my own money. So I paid $8.50 for a soda. It's definitely a blatant cash grab which somewhat hurts the grassroots community feel it should have. Perhaps getting a bit too commercial for its good? Then there was the guy on the loudspeaker reminding everyone to buy T-Shirts every 5 seconds. RELAX. How about talking more about the cars? Instead of informing the crowd what cars were where and what to see we were constantly being told to buy merchandise at every second. Gintani and I waited for hours for him to announce that a new E92 M3 horsepower record was achieved which he promised to do but instead all we kept hearing was where the ATM's were. I thought this was a car show? Additionally, the awards were a bit of a farce. The winning modern BMW was, surprise surprise, ESS-Tuning supercharged. Not that there is anything wrong with that but a bit suspect with ESS-Tuning being the headline sponsor. Especially when the BimmerBoost.com M3 which set a new horsepower world record that has been three years in the making does not even get a mention? Or any kind of award? But a dime a dozen ESS supercharged car is rated the best? What kind of judges are these and what do they really know about BMW's, tuning, or the aftermarket? These are my only complaints. Other than that, a fantastic show and I look forward to attending next year with BimmerBoost hopefully playing a bigger role. Thanks for the invite Tim, Bimmerfest has come a long way. Congratulations! Pictures and further details below. Additional articles regarding products and vendors at Bimmerfest will follow. When I say huge I mean huge, tons of cars and people: The classics were representing. The silver E9 is just jaw dropping: I have dreamt about a swap like this and it seems someone had the same idea and beat me to it. A Honda F20 motor with displacement increased to 2.3 liters with a 9500 rpm redline swapped into a 2002 BMW. Props to you good sir. And check out that plate! This guy has a point... Of course 1M's were everywhere: Very impressive matte paint job on this F10: Dakar yellow is a great vintage color but sadly in person on the E92 it is a bit dull. It is just one of those colors that perhaps should stay retired. Still, definitely different and definitely nice to see: An awesome E90 M3 until you see the neon green trim that sticks out like a sore thumb. What was this guy thinking? A tastefully modded car that is then marred with a few elements of poor taste: The red accents are a bit much on a white car. When it starts to look clownish you took it too far: Now this is a beautiful E92 M3 showing sometimes less is more. Ericsson trunk, BBS LM-R's, good looking carbon accents under the sideskirts, well done. The German flag colors on the grille may be a bit much for some people though: A pristine 2002 turbo and a posing "M2" : Lot's of E30 M3's: Self explanatory: The widebody work on this E60 M5 was the best at the show in my opinion. Clean, perfectly fitting, just absolutely gorgeous. The shop that did this body work deserves major respect: This blue foil style wrap was very, very eye catching. Definitely not for someone who does not like attention: Reminded me somewhat of an M3 GTS: Remus was there with an F10 M5 rear section exhaust: Not only BMW's attended: BimmerBoost vendor ModBargains in attendance: Completely original BMW 2002. Flawless: Akrapovic showed off their titanium F10 M5 exhaust which is a beauty to behold: Matte X6: BimmerBoost vendor Vorsteiner in attendance showing off their BMW body pieces available for the F30, F10 M5, and F13 M6: BimmerBoost vendor HRE Wheels in attendance. This car just flat out popped, hard to explain but the effect in person was awesome: Dinan was showing off their N63 intake which seems to be a ram air style for the N63 funneling air in from the grille. Looked great: Never seen fully carbon headlight covers before. Only works on a track car obviously: BimmerBoost vendor IND-Distribution in attendance. You know it's IND from far away when you see the most colorful BMW's. The attention to detail on the yellow M3 is amazing. Tasteful yellow accents everywhere from the stitching to seatbelts. This is why IND is who IND is: Of course there were Active Autowerke blowers representing: N55 and S63 motors on display but somebody switched the labels. The people at the booth were surprised when I pointed it out. Was a rather obvious mistake: Hey! Cameo by BenzBoost vendor Weistec Engineering: This Hamann widebody X5 simply is overdone: Beautiful weather and yes, tons of BMW's: The prices are a bit ridiculous and the show is cash only. Come on now, be reasonable: You look fine sweetheart: Ariel Atom cameo. Need to get me one of these: Cash only food stands and $9.50 hotdogs. Quite the racket: Techno Violet. Quite simply one of the most beautiful colors BMW has ever put on a car: Cameo by my future ex-wife: Interesting E92 M3 widebody: Whatever the hell this is, it's cool: That's all folks:

Interesting drag race here with opponents that do not usually square off against one another. It's basically bike versus go-kart versus rally car. The bike being the S1000RR HP4 version which is 31 pounds lighter than the standard S1000RR. The Ariel Atom 500 V8 has a 500 horsepower 3.0 liter V8 engine which makes for an insane power to weight ratio in the 1213 pound car. Last but not least is a 600 horsepower all wheel drive Citroen Rallycross car. Since this comparison is done by Autocar it takes place in Britain. Since it is taking place in Britain the track is wet since it is raining pretty much as usual. That makes it difficult for something like the Atom to get traction considering it is rear wheel drive. The race video is below. No need to spoil the result, but drag racing in the wet does not offer the best comparison between these cars. Why the thought did not cross anyone's mind at Autocar to go from a roll and eliminate the launch beats me.

This is an interesting development and one that really makes one scratch their head. Porsche obviously has demonstrated hybrid technology can work and work extremely well in sports cars with their 918 Spyder hybrid supercar. A company spokesperson at the recent Panamera Hybrid technology workshop stated Porsche developed a new hybrid module that combines the electric motor and clutches in one unit is capable of fitting in all Porsche models including the 911. Does this mean the race bred GT3 will go hybrid? The GT2? Even the lightweight RS models? It's understandable Porsche wants to push for greater efficiency but the downside here is that it essentially means all future Porsche models will gain weight. The GT3 simply won't be as tossable with electric motors and batteries in it. It's great Porsche is pushing the technology but is it really necessary to put it in every car in the lineup? That just does not make sense for a sports car manufacturer trying to build the best drivers car possible where weight is one of the major enemies. Porsche even complained about the weight a dual clutch transmission would add to the GT3 so it seems odd they would now be willing to put heavy electric drivetrain components in it. Regardless, expect to see a lot more hybrid Porsches. Source

Here is the 'M-Sport' edition of the new F12/F13 6-Series which serves to further dilute the M brand name. What this 6-Series vehicle edition consists of is a car equipped with the already optional M-Sport package which offers M designed body pieces, 19 inch wheels, black painted calipers, black 'Shadow Line' gloss trim, and LED foglamps. Inside the car gets a bunch of M badges including on the steering wheel and door sills. All M-Sport edition models have the choice of unique Sakhir Orange paint. So, basically, this car is just a 6-Series with the M-Sport package standard and a new paint choice. You get all this for the price of $80,625 in the 640i coupe and a whopping $91,925 in the 650i coupe. Considering the 640i starts at $74,900 and the already available M-Sport package is $4,400 there isn't really any advantage to getting the M-Sport Edition other than saying one has the M-Sport Edition. Considering BMW Individual will allow for far more unique options and the M-Sport package is already an available option this M-Sport edition seems rather pointless. Pictures and press release below. Elegant and athletic design provides a perfect setting for the added functionality and value of the M Sport Edition in the BMW 6 Series. Woodcliff Lake, NJ May 16, 2013… Sumptuous flair and alluring athleticism come together in the BMW 6 Series models to invest these premium luxury-class vehicles with hallmark driving fun. The new M Sport edition offers a particularly exclusive opportunity to highlight the dynamic attributes of the BMW 6 Series Coupe, BMW 6 Series Convertible and BMW 6 Series Gran Coupe. With their harmoniously coordinated design details and ultra-high-quality range of features, the BMW 6 Series models in M Sport Edition guise deliver a driving experience that assuages the most discerning requirements while also offering an attractive price advantage. The M Sport edition package can be combined with all the models and engine variants of the BMW 6 Series range and will be available from June 2013. The M Sport edition models of the BMW 6 Series include the M Sport package, comprising among other features a model-specific M aerodynamics package, 19-inch M light-alloy wheels in double-spoke design, LED foglamps, the BMW Individual High-gloss Shadow Line, black-painted brake callipers and exhaust tail pipes in dark chrome. The exterior specifications are further complemented by Adaptive LED Headlights. The characteristic interior design – likewise entirely geared to the active driving experience – features an M leather steering wheel, M door sill finishers and sports seats in Alcantara/leather nappa, coupled with other high-grade applications that add a further boost to driving pleasure and convenience, as well as enhancing the exclusive ambience of the BMW 6 Series. They include the BMW Head-Up Display, the multifunction instrument display, a dashboard covered in exclusive nappa leather, and the Professional Hi-Fi system with 12 speakers in the BMW 6 Series Convertible and 16 in the BMW 6 Series Coupe and BMW 6 Series Gran Coupe. Included in the range of equipment is also the ConnectedDrive Navigation package comprising, among other features, a freestanding 10.2-inch Control Display, voice control, extended hands-free telephone system, BMW ConnectedDrive Services for the use of apps and BMW Online, BMW Concierge Services telephone information service, Remote Services and Real Time Traffic Information. In addition to this, the M Sport edition models of the BMW 6 Series come with Park Distance Control and a rear-view camera, as well as a ski bag for the through-loading facility from the luggage compartment to the rear of the cabin. 650i and 650 xi M Sport Edition models lnclude Active Driving Assistance / Lane Departure Warning, Active Blind Spot Detection, Side and Top View Cameras and Speed Limit Info. All M Sport edition models of the BMW 6 Series also have the option of the Sakhir Orange metallic M paintwork. This colour was previously the preserve of the BMW M6 Coupe, BMW M6 Convertible and BMW M6 Gran Coupe. Another added option available exclusively to the BMW 6 Series M Sport edition models is interior upholstery in BMW Individual leather Merino fine grain Opal white with contrast seams in Sakhir Orange. This is offered in conjunction with the Comfort Seats and serves to accentuate not only the sporty attributes of the relevant model but also its luxurious character. The 2014 BMW 640i Coupe M Sport Edition starts at $80,625 the 2014 BMW 640i Convertible M Sport Edition starts at $87,925 and the 2014 BMW 640i Gran Coupe M Sport Edition starts at $83,325. The 2014 BMW 650i Coupe M Sport Edition starts at $91,925, the 2014 BMW 650i Convertible M Sport Edition starts at $99,225 and the 2014 BMW 650i Gran Coupe M Sport Edition starts at $94,625. All prices include $925 Destination&Handling.

APR announced back in February they would be upgrading their 4.2 FSI supercharger kits to a Stage III offering which would feature the Eaton TVS 1740 blower. This is a seemingly larger supercharger than what they were previously using although still a roots setup. APR previously did not have a supercharger application for the R8 4.2 V8 but with their development on the RS4 and RS5 4.2 V8's they seem to want to tackle the R8 as well. The question is, will this be worth it? There are a couple turbo options for the R8 which put out good power and likely much more than this blower will be capable of. VF-Engineering also already has an Eaton based supercharger for the R8 V8 using the larger Eaton TVS 1900. It seems APR's offering will be weaker than all other force induction options on the market. Still, this is APR and if the product is priced well and undercuts the absurdly priced VF-Engineering supercharger ($25k) then this may have room on the market as offering good value. <iframe src="https://www.facebook.com/video/embed?video_id=693629095004" width="1280" height="720" frameborder="0"></iframe>

The CLA-Class is going to be a very hot modification platform considering its positioning in the lineup will endear it to a younger clientele. If the Piecha Design take is anything to go by we are going to see some very hot CLA's. It really did not take much to give the car a much more aggressive look and this is based on the standard CLA 250. They gave the car a new front bumper, lip spoiler, rear spoilers, rear diffuser, and quad-pipe exhaust to fill it out for a meaner look. The car was then lowered on what appear to be 20 inch rims. The result? Sexiness.

Here is a graph from Eurocharged showing three different dyno runs from a 2005 Mercedes-Benz R230 SL65 AMG. The runs show stock, then flashed with the Eurocharged Stage 1 software, and then flashed with the more aggressive Eurocharged Stage 2 software. The baseline for the SL65 shows 374 wheel horsepower meaning this is a very, very conservative reading Mustang dyno. On a Dynojet the car shows about 520 rear wheel horsepower stock so this is a heartbreaker dyno. Regardless, the Stage I software adds about 100 horsepower at the wheels on this dyno over stock. Torque jumps up 106 lb-ft at the wheels to an eye opening 628 lb-ft. Bringing up the Dynojet again that would be close to 900 lb-ft at the wheels. Yes, an insane amount of torque. The Stage II software is able to further improve on the Stage I with gains of 33 wheel horsepower and 87 lb-ft of torque at the wheels for a total of 715 lb-ft. Yes, the torque falls off hard. This is not a motor that likes to rev or that has a flat curve. It's a stump puller and all about big, big torque down low. Great comparison illustrating just how much power can be pulled out of the SL65 AMG M275 twin turbo V12.

The Porsche failed takeover bid of Volkswagen continues to have more negative ramifications. Porsche already was facing lawsuits of over $3 billion but now that number is rising to over $5 billion as an additional 25 hedge funds in Germany have brought suits against Porsche. As word of this got out, Porsche stock fell 3.7% and is likely to tumble more. Suits were originally brought against Porsche in the USA but the hedge funds agreed to pursue this in Germany instead. Porsche has no comment as they have not received the suit yet. Basically, the suit claims that Porsche misled investors about its takeover plans of VW which failed costing those investors a lot of money. What will happen? We will have to wait and see. Source

Tuners are pushing a lot of power out of the twin turbo M157 AMG V8. When launching AMG cars equipped with this motor on the strip all that torque has to go somewhere and it can overwhelm the stock driveline namely the OEM axles when some sticky rubber is used. Weistec fortunately has W212 E63 AMG and C218 CLS63 AMG owners covered with their upgraded axles which are capable of handling over 1000+ horsepower and repeated drag strip launches. Let's assume one has the Weistec upgraded turbo kit for their E63/CLS63 AMG and wants to take that car to the drag strip. These axles should certainly be on the car to prevent a situation which could result in the car being towed home and a ruined day at the track. Pricing is $1999.95

McLaren is expanding as a sports car manufacturer and seemingly plans to add a third model. McLaren currently builds the MP4-12C which is slotted against the 458 Italia and has a ballistic hybrid supercar called the P1 coming that will compete in the highest end of the supercar sectors likely directly rivaling the Porsche 918 Spyder hybrid supercar. It seems McLaren is not done going to head to head with Porsche and plans to take the battle to the "entry level" realm with a car to rival the Porsche 911. The MP4-12C is in the $250k and up range and the P1 will be over a million dollars. Clearly there is room in the lineup for a car to slot in beneath these. The 911 has no true rival and if anyone can take beat it at its own game that would be McLaren. The P13 would be priced slightly above a Carrera S at $120k. The motor would be a detuned version of the MP4-12C 3.8 liter V8 with approximately 450 horsepower. That would make for a very appealing car with that motor and a mid-engine layout at this price point. Source

The current Audi Q7 is a solid SUV but also pretty heavy with the diesel and V8 (which has now been replaced with a lighter 3.0 TFSI) versions coming in at about 5500 pounds. Audi has shown a lot of emphasis on as of late on lightweight materials showing they are very aware their vehicles used to be the heaviest in the segment. That is changing and Audi is quite serious about it going so far as to shave 800 pound from the Q7 for the next generation Q7 model. That means a curb weight somewhere around the 4700 pound range. That would undercut the current BMW X5, Mercedes ML, and Porsche Cayenne. It definitely is nice to see Audi put an emphasis on making its models lighter and not just adding power to mask it (like BMW as of late). Expect the new Q7 in 2015. Source