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  • Terry@BMS's Avatar
    10-30-2017, 09:34 PM
    Phoenix just sent us a batch of their new N54 race intercoolers. These things are huge, stepped core, with a flow diverter on the hot side to improve distribution across the core. Weigh 38# and include silicon couplers and tbolt clamps. Intro price $499. ICs are all solid but a few have minor paint overspray. We told them to paint the tanks black and the core unpainted for optimal heat transfer. And for the most part they did. Anyway a few photos attached. They are available for purchase on our site.
    78 replies | 1785 view(s)
  • Dave@Fuel-It!'s Avatar
    10-30-2017, 12:52 AM
    With only a small window of time left to get to the dragstrip, I figured it was now or never to take a crack at 10s. This has been something I’ve been chasing for about 3 years now. As I watched a few of my friends & their n54s break into the 10s (@turbocripple, Dorsey and Terry) it motivates me, made me extremely jealous, and really made me question if I should ditch xi. I started building my current 335xi roughly about a year ago, it was a slow process, being pulled in a hundred different directions, it always seemed that my car got put on the back burner. We (Steve & I) decided to take a more simplistic approach to this build, kind of a “less is more” attitude, but also something customers and fellow enthusiasts could replicate and not “break the bank.” For that very reason we opted to stick with the stage 2 Bucketless & our DIY PI kit. The car as it sits now: 2010 e92 335xi (daily driven for most part) - Pure Stage 2 High Flow Turbos - Fuel-It! DIY Platinum Port Injection w. Line upgrade & BT sensor/analyzer - Fuel-It! Stage 2 Bucketless LPFP - Burger Motorsports JB4 w. BT + OTS Hybrid PI BEF - TFT Inlet/Outlets -AR downpipes + AD-E 650 FMIC -APEX Arc-8 17x9 + Hankook Ventus v2 The car has a bit more in it, and the 60ft can still use some work. All in all, I am extremely happy with the results, and look forward to pushing the car a bit more. Big thank you to: @Steve@Fuel-It! @PureTurbos @Terry@BMS for all the help & Support along the way.
    57 replies | 1162 view(s)
  • Terry@BMS's Avatar
    10-19-2017, 06:28 PM
    Hey guys, Had a chance to see how our E92 is running in its latest incarnation as a mild hybrid turbo setup. Setup: JB4, off the shelf E85 hybrid back end flash map Manual trans w/ steel flywheel and 335is/550 clutch Pure Stage2 turbos w/ silicon inlets Fuel-IT port injection rail and low pressure system BMS DCI, OCC, and other little bolt on modifications CPE intercooler Phoenix chargepipe w/ Tial valve Factory catback Factory motor Running ~E80 At 20psi (map7) it made ~530whp, ~24psi 600whp, ~25psi 615whp. And the best part is the car runs and drives like stock. We appreciate not everyone is looking to build a 700whp or 800whp setup. I can't think of a better way to run 600whp than what we've done with this setup.
    53 replies | 1183 view(s)
  • cloud9blue's Avatar
    10-18-2017, 03:25 AM
    Car is relative stock when it comes to engine mods, just the standard FBO setup with JB4 and MHD backend flash. Tried running full e85 for a while with fuel-it stage 2 lpfp and TPI, but partial throttle response was a bit of hit of miss on with that setup. It was kind of annoying for the road course events I like to do with this car, so I went back to pump gas again. I am seriously thinking of getting a decent ST kit to replace the aging stock twins and have been reading quite a bit on forums to catch on the recent ST development. My goal is to be around a conservative 500-550whp on pump gas with DI only and quick spool and good transient response. So probably a 6062 or even a 5862 turbo is enough for me. Anyway, I just want to use this thread to compare notes with the rest of you and gather information that might be helpful for other members down the line. - ST Kit At the moment, it seems like Doc Race and Motiv are probably the best complete kits available on the market. And I am still kind of deciding between the two. Not really considering the VM/ACF and ADE kits since they have long lead time and questionable availability. Not gonna bother with the low end offers like On3 and etc. Nothing wrong with saving some money, but I just don't have the energy to deal with potential issues of those kits. If I gonna do this, I would rather get it right the first time. Btw does FFTEC still make N54 kit? Motiv Pros: - Durable manifold design, whole kit seems very well put together and reliable; these kits have been around for a few years now without any hardware failure. I know quite a few track cars (road course) run Motiv kits. - Clean bottom mount design and less heat related issues down the road because of that - Well executed pre turbo O2 bungs, with long heat sink so your O2 will last longer - Short runner length, faster spool (for mid size turbos) and better transient response? I know these are somewhat debatable depending on the actual execution. - Recirculated wastegate dumps is an option, less noise and less smell during stop and go traffic? Cons: - Log style manifold is more restrictive? Again, debatable. But Motiv's manifold definitly have sharper bends and smaller OD that the other high quality ST kits. - Have to replace the stock style passenger side engine mount with a custom one made of PU. Not a fan of PU mount, especially that close to the hot parts. The last PU mount I had from Black Forest Industry started to deform just after two months of winter driving... - Turbo is hard to reach, more of hassle to replace and perform checks on it. Bottom mount just don't have the same visual impact as a nice top mount lol - Probably the most expensive ST kit out there DOC Race Pros: - Equal length runner, good for top end power I suppose, which is what this engine needs - Twin scroll manifold! Good for quick spool. - Get to keep your stock style motor mount, don't have use a custom PU mount - Easier to access and replace turbos and stuff - Top mounts just look so damn cool! - More affordable comparing to the Motiv offerings Cons: - Much longer runner length, bad for spool and transient response maybe? Again, my turbo size will be pretty moderate comparing to those +600whp builds, so not sure how big of issue would that be. - Top mount brings hot parts closer to some of the plastic engine parts (VC, WW tube). But probably manageable with the heat shield, ceramic coat, turbo blanket, and heat wrap/tapes. - Have to relocate coolant reservoir, not a big deal, just a bit of extra work - O2 heat sink is bit undersized according to Chris post on the ADV sensors, so your O2 will die faster maybe? Would like to hear more on this. PCV Currently, the only PCV mod I have is the RB PCV valve and cap on the low pressure side, which actually solved the smoking idle that I experienced after I went full catless. The car desperately need an OCC on the high pressure side though. Car spend a lot of time in boost because of all the track days I do. I can tell from the sparkplugs after a few days on the road course, that the engine is burning through some oil from the intake side. Since my goal is a moderate 500whp on pump gas, the engine probably won't be seeing any boost higher than 20psi. So aside from installing a BMS OCC on the high pressure side and vent the line coming out of the OCC to the intake filter (keeping the flapper valve), I don't see the need for any other mods. Tapping the ports on the intake side and bypassing the low pressure PCV system with an external one like the stuff RB is selling is a bit overkill for my goal IMO (feel free to argue with me on that!). But they do seem like a good solution for those running high boost and chasing big powder. Ignition At my power level, I probably would be ok with the stock coils and just run some colder plugs and gap them closer than stock, but for piece of mind, it might be best just get the upgraded coil kit from Bimmerlife or Precision. It looks like both kits perform the same, despite the different approach each took (dumb vs. smart coil, etc.). I am personally leaning toward the Bimmerlife kit, since it comes with 3d printed connectors that requires less work to install. I am running stock plugs still btw. Seems to doing alright all these years, so other than replacing them after each track season, I didn't bother to experiment with colder plugs. The only time I had problem with it is when I spilled oil on the VC during oil change and didn't bother to clean it up, which caused misfires at WOT because of the oil pooled in the spark plug wells. O2 This is the part I would really like to discuss more with you guys. What's the verdict on the choice of O2 for ST right now? Are stock ones bound to die quick as a pre-turbo sensor? Is ADV sensor a must for ST? Any other equivalent or better alternatives? Fueling Not really interested in PI until someone figure out a properly integration controller that can actually control individual injectors for our engines. The current spray and pray, all or none solution is just not my cup of tea. It only takes a split second to grenade an engine at high rev with lean detonation, and IMO the current solutions out there are just not fast enough to get things under control if one of your DI injectors decided to crap out at WOT. The stage 2 lpfp should be plenty for my pump gas power goal. I am still on original factor injectors (no idea what the index number is, but the car was a MY09 made in late 08), which has been trouble free so far (knock on wood). Did have to replace the stock hpfp myself two years ago, as the pump was starting to die on track and cold start after running full e85 for a few months. It probably was just old and the lower lubricity of e85 and the stress from all the track days I did during those month just finally killed it. Cooling The car has a 7" VRSF FMIC (the old non-HD version). Seems to be doing a good job. But after I switched to DCI intake (had to ditch the stock airbox since it doesn't fit with TBI), I did notice the IAT tends to climb and stabilize at 140F during a 20 mins session. Not sure it is worth the trouble and the potential loss in transient response of a larger FMIC like the 7.5" stepped core that VRSF now sells. Would rather say the $700 for other stuff if the benefits of a larger core is not great for my power level. I am currently running CSF radiator, PPK aux rad and Dinan OC (single core at the passenger side). My current setup should be more enough for street use, since a lot guys are just fine running big ST setup on stock oil cooler Might have to loop in an extra OC for track use though, considering I can still hit 260-270F with the stock twins when pushing hard on a hot day (I do hear ST engines do run cooler oil temp than twins because of less heat buildup at the CHRAs and better turbo efficiency). Drivetrain My car is an 6at. Personally, I never understood the need for trans cooler, since our trans don't really run that hot from the data I gather on track. The highest trans temp I have seen is 105C (which isn't all that hot IMO), and that's after 20mins on hot lapping on road courses. And my trans still shift as smooth as the day I picked this car up brand new from the dealership almost 7 years ago. I have been replacing my trans fluid pretty frequently though (twice now at 58k miles), using Redline D4. Already got LSD, diff brace, subframe bushings, and M3 arms front and back, toe arms, coildovers and all that on the car. The only weak points I can think are the half shafts and gearbox itself. But for the power level I am aiming and for my intended use (not gonna do any hard standing launch), I don't think upgrades on those are necessary (not like there is any good AT upgrades anyway). Installation As much as I would do the install myself, I just don't have the time nor the space to do a project as extensive as this. So this will be done by a shop. Both kits have pretty good fitment that I think any competent person can put together with the right tools, so I don't think this will be a problem. But do let me know any issues you have run into though! Tuning I have been running different versions of JB from BMS since 2010. Great stuff and very happy with the products and the support BMS gave to this platform over the years. Probably just gonna stay with the JB4 and get a custom backend tune. But I am interested in hearing some actual experiences from those who jumped ship to the Motiv boostbox.
    54 replies | 1300 view(s)
  • TwistedTuning's Avatar
    10-25-2017, 10:23 PM
    Delete thread
    49 replies | 1338 view(s)
  • Ericbh77's Avatar
    11-11-2017, 01:05 AM
    Ericbh77 started a thread ERIC'S E92 BUILD in N54
    Well I'm finally getting my car back together so I figured I'd start a build thread. I have a 2007 335i E92 that I started modding and ended up upgrading almost everything. My motor just arrived after a 2 year build by VAC. I know, 2 years WTF? Anyways I had some block work done, head work and new high lift cams and balancer installed. Here are some pics of the process..
    55 replies | 501 view(s)
  • Sticky2's Avatar
    11-10-2017, 12:56 PM
    Discussion in another thread about who has tried what turbo got me wondering as to what the largest turbo or pair of turbos has been fit to the N54? EMP said they were going Precision 7675. Is that the largest attempted? Anyone know?
    42 replies | 572 view(s)
  • Sticky's Avatar
    11-07-2017, 10:12 AM
    You might be saying to yourself, hold on, there are turbo upgrades out there for the BMW S55 engine. That is true but the upgrades are hybrid units which means they utilize the factory BMW S55 turbo housings. This upgrade from Kratos is a true full twin turbo upgrade. This turbo upgrade was hiding in the Motul booth at SEMA and it seems many people glossed over it as well as the implication for the platform. Currently, top S55's are pushing hybrids to the maximum. The truth that several tuners are not sharing is that the hybrids are pushed well out of their efficiency range to hit 7XX peak numbers. Some are even using nitrous to hit those figures. Pushing turbos out of their efficiency range may be fine for a glory pull or a couple passes but it is useless for someone on a roadcourse. Speaking of which, this upgrade has spent considerable time on the track for over a year on M4's that are raced professionally. You will not find any other turbo upgrade with that type of rigorous testing. There are some key points to focus on to truly understand the Kratos upgrade and how it differs: No core exchange required. You do not need to send in your factory S55 turbochargers. Keep them, sell them, etc. There is no wait time required as the turbochargers are in stock. Order, receive. That simple. Hybrid upgrades utilize stock journal bearing cartridges. The Kratos upgrade has a proprietary ball bearing design. Stainless investment castings are used from the CHRA bearing housings to the manifolds as opposed to cheaper sand castings. Inducer matched inlet piping for both turbochargers is included. If you are unfamiliar with the Kratos name do not worry as you will be hearing it a lot over the next few months. The brand will offer turbo upgrades engineered by ASR Engineering for a variety of platforms. This is just a teaser from SEMA but expect pricing information, dyno graphs, and further details to come shortly. The era of properly engineered true big twin upgrades for the S55 motor is finally here.
    45 replies | 374 view(s)
  • Sticky's Avatar
    11-06-2017, 06:10 PM
    Huge numbers here out of a BMW F10 550i with the Pure Turbos Stage 1 N63TU turbocharger upgrade. Keep in mind the graph you are about to see is from a Mustang dyno meaning this is easily a 700+ rwhp car on a Dynojet. That also means it will eat a stock F10 M5 for lunch. Compare the stock output to upgraded turbo and meth tuned numbers: It's a night and day difference. The N63TU is an awesome value with a turbo upgrade. Keep in mind this is just scratching the surface. A Pure Stage II or larger turbo upgrade should produce much more power but the transmission will no doubt become a concern and upgrades for the automatic are much harder to come by than the M5 DCT. Awesome numbers.
    35 replies | 190 view(s)
  • Newguy123's Avatar
    10-23-2017, 10:19 AM
    Had a great day today at No fly zone AZ. The N55 ran awesome, had some minor fueling issues on a few runs but ended up getting them worked out for the most part. It was really hot out all day, my intake air temps were 120-130* all day long in every log at the top of 6th gear. (ambient temps were mid-high 90’s for the better part of the day.) all of the numbers I use in my video is what I was told or saw written on their window. I was trapping 157-159.xx mph on pretty much every run and the only car that really spanked me was Pure turbos built civic. All in all great meeting/seeing everyone I did today out there, can’t wait till the next one! 🍻
    31 replies | 438 view(s)
  • Sticky's Avatar
    10-25-2017, 01:20 AM
    They have five complete kits for those who want to upgrade their autos. Obviously, they aren't producing any more. Something to consider for those with AT's contemplating upgrades or trans swaps.
    27 replies | 731 view(s)
  • Sticky's Avatar
    11-09-2017, 04:03 AM
    So this looks pretty serious:
    27 replies | 596 view(s)
  • Sticky's Avatar
    10-20-2017, 06:27 PM
    If you pay attention to the world of high performance cars you know there are spectacularly fast twin turbo Lamborghini Huracans and Nissan GT-R's. Tuners pushing the limits in competition is great for enthusiasts and potential customers alike. Underground Racing is known for their absurdly quick Stage X twin turbo Huracans. They do not play second fiddle to anyone. Just look at how hard they went at Heffner until they basically forced him to concede to UGR being the top dog on the Huracan platform. UGR's push to hold all the records and beat all challengers leads to them being a bit too sensitive and perhaps going overboard while at the same time constantly pushing the platform. Remember when they tried to scrub the internet from all details of one of their cars going up in flames? They take things so far as to not even want to admit sometimes things can go wrong. That mentality is in play here with Ross Fowler's UGR Stage X Huracan going up against Tony Palo and his T1 Racing Development GT-R. The GT-R is making well over 2500 horsepower. They had this car over 2200 to the wheels back in 2015. They are doing well over 2300 now and this is just what they choose to show: Ok, so both cars are freaking fast and both tuners are at the top of their game. So what happened? Well, the cars ran and made it to the finals of the King of the Streets at the Texas Invitational. When they ran, T1 got up to speed and the video evidence speaks for itself. UGR slingshotted past which is essentially cheating: It's a bullshit move. UGR got a running start while T1 was trying to match and sitting at speed before the start. Everyone seems to agree on this and even the event organizers agreed that a re-run was necessary. That was fine until UGR took their trophy and went home rather than race again: UGR gets the win but a lot of people lost a lot of respect for this type of behavior. We all have egos but at the end of the day this is not Formula 1. Just run the cars in the spirit of the competition. There is no shame in losing in this environment and certainly not in the finals. T1's feelings on the subject: This is UGR's response: Trying to line up cars fairly like this from a roll is not easy. It takes some work from both parties. If the GT-R needs to be at a higher speed initially to build boost the Huracan should work with it to get an even start and fair race rather than manipulate circumstances into its favor. This is systemic of a larger problem at events like this where people will inflate their start speed or start early to get a jump. The proper solution is to remove the variables causing the issue and take it out of the driver's hands as an even start is simply impossible. Especially when someone else will do whatever is necessary to win even if that means cheating. The fact remains UGR did not do a re-run and went home because they knew they had the slower car according to trap speeds from the event. There is no excuse in the world that will change that fact. * reached out for comment from Underground Racing and Tony Palo with no response from either. It seems this is a sore subject.
    26 replies | 278 view(s)
  • Sticky's Avatar
    11-02-2017, 08:09 PM
    Road and Track gets this right although there are some surprising results in the 2018 Performance Car of the Year competition. Giving the crown to the 720S despite it being bested on the track by not one but two cheaper cars will make this controversial. The damn thing is so fast though. Road and Track tested the 1/4 mile time for the 720S at 9.9 @ 148.2. This is another example of magazines showing numbers that are faster than reality. They get a 10.2 @ 134.6 for the Lamborghini Huracan Performante. What is amusing is that BoostAddict put up an article on both of these cars testing on the same dragstrip at the same time last month. The times? 9.98 @ 141.1 for the McLaren 720S and 10.78 @ 129.78 for the Lamborghini Huracan Performante. Something is off here especially when you look over the entire field and their acceleration results: 1. McLaren 720S - 9.9 @ 148.2 2. Lamborghini Huracan Performante - 10.2 @ 134.6 3. Mercedes-AMG GT R - 11.2 @ 128.9 4. Camaro ZL1 1LE - 11.7 @ 124.0 5. Bentley Continental Supersports - 11.7 @ 119.6 6. Alfa Romeo Giulia Quadrifoglio - 11.9 @ 119.7 7. Audi TT-RS - 11.9 @ 115.7 8. Lexus LC500 - 13.0 @ 111.8 9. Civic Type-R - 13.7 @ 106.3 10. 991.2 GT3 - NOT TESTED You have some times that are fast like for the McLaren and Lamborghini but then the new TT-RS only get a 115.7 trap speed. Iroz Motorsport got a 119 mile per hour trap speed out of the new TT-RS (with a downpipe) and an 11.4 elapsed time in Vegas heat. European magazines got a 121 trap speed stock. What is going on here? Do not take magazine times as gospel although forum racers will no doubt cite these numbers even especially blatantly obvious outliers like the Huran Performante. Acceleration is only one part of performance. What about the laptimes? Here you are, tested at NCM Motorsports Park: A 1:28.25 for the AMG GT R! The 720S despite being lighter and more powerful than either the AMG GT-R or Lamborghini Huracan Performante is bested by them. The AMG GT R is well over a full second quicker around the than the Huracan or 720S. That's huge! The AMG GT R is doing more with less. Mercedes-AMG deserves tremendous credit for what they achieved. A heavier front engine car is beating two lighter mid-engined exotics around the track that are almost twice its price. Remarkable! So why does the McLaren win? This: It seems to just be the best all around performance car in the world. You will not get an argument from BoostAddict. It is the best all around performance car in the world at any price. Source
    25 replies | 192 view(s)
  • SalM's Avatar
    10-29-2017, 02:16 AM
    SalM started a thread New E9X N/A M3 World Record ! in S65
    SalM 2012/E92 M3/NY - 1.736 - 119.07 MPH - 11.59 ET World Record Alert ! We were able to set the record on Thursday, October 26th at AtcoDragway during our Freak Racing Track Rental. The previous world record held by my boy Andrei Spirin was 11.86 with a Speed of 118.7x Set by another individual. Thanks to Andrei for being a skinny guy and having a driver mod, he took the M3 right into the mid 11s. We pulled an 11.84 beating the ET on PUMP GAS 93 OCTANE ! First Run with E85 in the car we managed to get the M3 to go 11.7x's right off the bat . We managed to beat our own records 6 times and ended up with our World Record Pass of 11.59 @119.07 mph and cut a 1.7 60 FT !! Enjoy the video of the world record pass for the Fastest & Quickest Naturally Aspirated E9X M3 in the world and the Time Slips follow Thanks again to everyone who made this possible ! And a big thank you to my tuner Jordan RK-Tunes for the countless hours he put into testing and tuning my setup to make this record possible !! For Anyone interested in any parts or tuning for any BMW platform. Please contact me for some great discounts ! Onto the fun stuff! The M3 is a DCT car Carbon Roof with just rear seats and passenger seat removed. Oem driver seat remained in the car. RK-Tunes E85 Tune Macht Schnell Pulleys Macht Schnell Stg 2 Intake Gintani X-Pipe Akrapovic Exhaust 19" Volk TE-37's W/ R888R
    24 replies | 273 view(s)
  • Proflyer's Avatar
    11-03-2017, 05:06 PM
    Proflyer started a thread Empty Oil Catch Can in N54
    Searched, can't find anything (oil + catch + can yields 98% of the forum). I've had the Burger oil catch can on my 08 N54 335xi since 60k miles. Just rolled 100k. I open it up from time to time, and always when I do an oil change, and it is always empty. Nothing. Tiny bit of residue but nothing ever fills up. Running a RB PCV valve as well since install. Yes the connections are all good, I check them each time too thinking maybe one came off. Anyone else? Seems odd, maybe I got a good motor (blackstone oil analysis just came back saying the motor is in line with a 30k motor not a 100k motor). I'm stumped. Maybe it's fine but it's been long enough I figured I'd ask.
    25 replies | 326 view(s)
  • Sticky's Avatar
    11-13-2017, 05:07 PM
    Not sure what changes DOCRace needed to make for these but looks like they have several in stock and they look quite nice:
    24 replies | 278 view(s)
  • Sticky's Avatar
    10-20-2017, 08:00 PM
    The BMW F82 M4 CS is essentially a model that sits between the M4 Competition Package and the hardcore M4 GTS. The limited edition model gets a bump to 460 horsepower from its S55 inline-6 motor along with some lightweight pieces. The 9A2B6 engine in the 911 GTS is rated at 450 horsepower. This is essentially the same 3.0 liter flat-6 as the Carrera and Carrera S but with larger turbochargers and different software. Which of these two is really making more power? Well, we would need to dyno both of them to know for sure. The best we can provide is a 991.2 Carrera and standard F82 M4 overlay. What we do know for sure is the 991.2 GTS is roughly 200 pounds lighter and it has the majority of that weight over the rear tires. Despite these two cars both being rear wheel drive the GTS simply puts its power down far more easily. This race is not even a contest. Showing them going from a roll or trap speeds is necessary here and MotorSport Magazine does not provide either because they're either lazy or incompetent. If you have an F80 M3 or F82 M4 and think you will have an easy time with a 991.2 at a light, think again.
    21 replies | 203 view(s)
  • AWSAWS's Avatar
    11-03-2017, 09:01 AM
    AWSAWS started a thread Ignition system upgrades in N54
    Hi, do we have some forum members with the Precision Raceworks coils upgrade and the Bimmer Life coils upgrade to compare the results of each option? I'm doing around 26 to 27 psi of boost on GC turbos with port meth injection. Around 11 or 12 degrees of advance up top. Sometimes getting timing drops in 5th gear and misfires. I'm DCT so 5th is between 4th and 5th in terms of gear ratio on an automatic 335i I believe. By 5th my trims are dropping and dropping as my meth system is at full speed but the revs rising takes longer. I'm planning to try lowering the duty cycle on the meth pump to lower the flow a little but I think with water and meth being much more difficult to ignite than gasoline that an ignition upgrade is a good idea. Trebila who does my tune as said that this could also be flywheel related. I was trapping around 128 and 129mph even with 5th gear misfiring. Often it's cylinder 5 and 6 that are misfiring. I thought I had resolved that issue.
    16 replies | 398 view(s)
  • Sticky's Avatar
    11-15-2017, 11:55 AM
    MotorTrend got their hands on these two German hot rods featuring 3.0 liter twin turbo powerplants. The engine design is quite different however with the 911 GTS 9A2B6 featuring an oversquare flat-6 and the M4 S55 featuring an undersquare inline-6 which BoostAddict previously covered in an engine design comparison article. That said on paper these cars match up well. The M4 obviously offers greater value but it is heavier and seats four adults. The 911 does not seat four adults but is roughly 200 pounds lighter and of course more expensive. Power is essentially a wash on paper but we really need to see them both on the dyno to know the truth regarding torque curves, spool, and output. Unlike BMW who just changes software for the output gain, Porsche gives you larger turbos with the GTS. This GTS is rear wheel drive just like the M4 and both have dual clutch transmissions so this is as apples to apples as we are going to get. Ok, let's get to the actual performance comparison! They get the cars out on the Nurburgring and how can you not love that? Well, they ruin the whole thing by not providing laptimes. WTF is the point here guys? You attend a track day, talk about factory laptimes, and provide no actual performance measures. MotorTrend should never be allowed to take cars on the 'Ring again. What happens after the big Nurburgring buildup that ends in a whimper? They go on some damp and foggy mountain road and continue to yammer on about their feelings. Where is the Head 2 Head performance comparison gentlemen? You might as well have grandmothers compare these cars. What a waste of time MotorTrend. Don't call it a Head 2 Head comparison when really it is just story time with Jonny Lieberman and some guy who has an English accent which obviously means he has to know cars. You guys are a joke.
    21 replies | 57 view(s)
  • Bimmer5454's Avatar
    11-01-2017, 08:51 PM
    Hello I would like to install n2mb woot box on my bmw 335i auto just to mess around with friends and people sometimes I am stage 2 mhd with catless down pipes or could i get a tune to do this instead of splicing into wires I saw a thread how to install on a manual but no sure if auto is the same seem how it doesn't have a clutch
    15 replies | 282 view(s)
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