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  • dzenno@PTF's Avatar
    09-19-2014, 11:37 AM
    Finally – a real announcement from proTUNING Freaks about the turbo kit and fueling solutions that our own brand MOTIV Motorsport has been working so feverishly on for the last year. In the aftermarket performance world it is often a race to be the first out with a product. While we would like to be able to do that as well as keep focus on our core ideals of quality and race proven power/reliability – we simply could not do so without extensive testing on and off the track. Over the last year we have put over 10,000 miles of daily driven duty as well as multiple practice and national level competition NASA road course events and abuse on the MOTIV Single Turbo Kit. We are not simply a shop that made a one off kit for a customer and decided to put it into production. We have gone through multiple manifold designs and fabrication types, as well as multiple revisions on our final manifold design. Now that we are satisfied with the durability of the kit after being put through its paces we can announce the details and preliminary results as we continue to test the final “all out” performance and stages of power based on fuel setup (OEM, OEM+, and “ALL OUT”). At Bimmerfest East 2014 we put on display some parts from the turbo kit and fuel system. Our goal was to provide staged power in a modular form that allows the consumer to purchase the kits all together or piece by piece. So without further ado – product pictures and results from OEM and OEM+ testing. The “ALL OUT” numbers will be soon to come as we need something to keep us occupied while we finish the final stages of production on 20+ single turbo kits and fuel setups to support your power goals up to and beyond 1000hp. Disclaimer – all dynos read differently – even from one dyno jet to another. Our testing was done on a DynoJet 424x. The month we took delivery of the shop car we through the car on the dyno to get baseline numbers. This specific DynoJet apparently reads a bit lower than the typical one people have been posting up. Bone stock the car produced 257whp and 260wtq. Testing and Results – OEM Fueling – 93 Octane ONLY The OEM fuel system leaves a lot of power out of reach. There are many options when it comes to achieving power beyond what the OEM system can do but many of these are not all that reliable and fall in the category of “but they work”. We feel that things shouldn’t just “work” – they should be designed, tested, and implemented. For those of you who want to make at and above the modified stock turbo housing power – and all on pump gas and stock fuel system – NO PROBLEM. The first set of testing we did was simply using a stock LPFP with a 255 inline pump. The MOTIV 750 kit is capable of running much more boost and can make far more power on 93 octane alone due to the decrease in pumping losses and efficiency. However, the HPFP began dropping fuel pressure drastically as it could not keep up with the demand (in part because the LPFP system was struggling as well). As such – this is where we felt we would stop in an effort to display a conservative showing of what the MOTIV 750 kit could do on a stock LPFP and only 93 octane. Testing and Results – OEM+ Fueling – 93 Octane ONLY After seeing just an in line pump to help the LPFP supply the HPFP we stepped up to the next level of fuel supply using a 455 in tank. The goal of this was to figure out how much further we could push the system before the HPFP showed signs of it not being able to keep up. With the aftermarket low pressure Walbro unit we were able to squeeze a bit more fuel out of the OEM HPFP allowing us to push just a little further. It's always fun to play around and see how the dynamic of the tables in the dme of the car can change with more boost less timing, less boost more timing, different cam tuning, etc. So here is a quick preview of a different profile of the map. Testing and Results – “All Out” Fueling We designed the MOTIV Single Turbo kits to be extremely efficient, powerful, consistent, and reliable. We were quick to learn that the stock HPFP (no matter what LPFP supplied it fuel) would not be enough to even find the limits of our turbo systems on regular 93 octane alone. As such we began integrating our supplemental MOTIV Port Injection fuel system. After enough testing over the previous months we can finally begin to share these results with you as well. The goal of this setup (which we have used on other platforms with great success as well) is to supply the engine fuel while taking the stress off of the HPFP and keeping it within range where the HPFP never drops fuel pressure throughout the RPM range - no matter how much power the car is making. The following were still at low boost but with the MOTIV Fuel System there is plenty of fuel for up to and over 1000hp. We are only just starting to display how much power this kit can make as this is still only on 93 octane and nothing else. The above graphs and comments have left out one major component of tuning so far. SPOOL!! Naturally, larger turbochargers require a greater amount of time to spool up and reach their respective optimal operating range. However, through tuning and an excellent VANOS system that is employed on the BMW N54 Engine, we’ve been able to alter both intake and exhaust camshaft phasing to provide more exhaust gasses into the turbine housing in order to bring the compressor up to speed faster. By increasing dynamic compression and effectively create more exhaust gas volume to enter the turbine housing we are able to speed up the spool. This comparison between an OEM and PTF calibrated VANOS system and its effects on turbocharger spool can be seen progressively in the graph below. At this point we are only starting to come into the MOTIV 750’s turbo efficiency range. The 3586 does not even wake up until approximately 24+psi and LOVES to flow upper 20s and lower 30s. So in two weeks we will be unveiling all of the results. “All Out” on race gas and e85. All out on 93 as far as we can comfortably push it. And even running a JB4 as we have been in communication with Terry for those of you would prefer to run the kit with a JB4 and his back end flash. Just for fun…here is a higher boost pull where I let off at about 4700RPM... We can’t give out too much information in one night!! Stay tuned for the remainder of that dyno pull and many more like it. In the next week or so we will begin taking pre-orders to gauge interest in how many kits we need to keep on the shelves and which turbos will be in demand. While we love people wanting to push the limits and go with bigger turbos, we do recommend sizing the turbo appropriately for your goals. Having a 900hp turbo is not fun if you only run it at 500-600hp. You will spool slower and have less power under the curve. As of now we are finishing production on approximately 20 kits. We will be offering a slightly smaller option in our 600 kit and two larger options in our 900 kit. The 900 kit can be paired with either a Forced Performance HTA3794 or a PTE6466. The 900 kit will have a little bit of lag but allow for more power on pump gas and even more when pushed all out with our full line of MOTIV horsepower solutions. The kits will retail starting at 7749 and come with all the necessary hardware needed for install. We will be doing an intro special on the first production run of 7600$ SHIPPED in the US. For shipping outside of the US please contact us. Detailed pictures to follow. The kits come with some of the most reliable and reputable turbos on the market. These are not discount turbos. They start at 2249 direct from the retailer. Forced Performance / HTA turbos are world renowned for their quality. In the meantime – enjoy this video and some pictures of the kit in the process of being made. We will begin shipping orders the first week of November. VIDEO:
    53 replies | 1615 view(s)
  • Terry@BMS's Avatar
    09-19-2014, 03:30 PM
    Thought you guys might find this interesting. I'll let Payam fill in all the details but he swapped over to a little larger AR with his VM single kit and somehow picked up not only 30whp up top but also improved spool! This is running a basic E40 mix with meth, and our conservative ST back end flash map. Impressive stuff. :eusa-clap:
    41 replies | 1152 view(s)
  • 654's Avatar
    09-16-2014, 03:09 PM
    Josh, New stock frame turbo upgrades and actually all new turbo upgrades that are popping up tend to be tuned to around 20psi if not even 30psi. Are you still developing N54 ATR further? What boost can we get to with N54 ATR? I know JB is able to handle the increased boost, but it would be nice to know if ATR will be another option in the future or not. How high boost do you expect ATR to be able to manage? Thanks
    30 replies | 927 view(s)
  • Sticky's Avatar
    09-16-2014, 12:36 PM
    Dinan continues to roll out more of their piggyback tunes for the newer turbo M cars. Their latest Dinantronics tune tackles the new F80 M3 and F82 M4 equipped with the S55 inline-6. The $2499.00 Dinan box raises output on 93 octane from the factory 425 horsepower to a Dinan claimed crank output of 516 horsepower. Torque goes up from 406 lb-ft at the crank to 489 lb-ft for a gain of 83 lb-ft as measured at the crank. Now, we know the M3 and M4 are very underrated from the factory to begin with. How is Dinan measuring the horsepower here? We do not doubt the power and torque gains whatsoever but the M3 and M4 are making close to 500 horsepower off the showroom floor. This is why we want to see output at the wheels, not at the crank. Quoting crank figures with modern turbo cars is a tuner relic. Obviously, the main competition here is going to come from BMS. The BMS M3/M4 JB4 box costs $799.00. BMS has shown over 500 horsepower at the wheels already with this tune. Frankly, BimmerBoost believes BMS prices the F80 M3 and F82 M4 JB4 at $799.00 because if it was any more of a value M owners would probably consider it a 'cheap' piece of a equipment. BMS has room to drop the price but Dinan's pricing means they do not have to. It certainly will be interesting to see some real dyno results as well as real world performance numbers. People buy tunes to be faster. Which piggyback tune is the fastest? Well, we all already know the most expensive tune is not necessarily the fastest tune. Product Description Stage 1 (DINANTRONICS™ Performance Tuner ONLY) Maximum Power: 516 HP, 489 lb-ft of torque. The DINANTRONICS™ Performance Tuner is a highly engineered and sophisticated piece of computer hardware and software that enhances engine performance, without negating or voiding your new car warranty coverage and without affecting long term reliability or the functionality of on-board diagnostic systems. It was also designed to be emissions legal in 50 states (E.O. Pending). The ultimate objective of developing this piece of technology was to provide the ability to control every signal entering and exiting the BMW factory Engine Control Unit. These items are unique to Dinan and together they embody the apex of performance engineering in a powerful, reliable, and warrantied package. The Dinan® Difference The biggest benefit of the DINANTRONICS™ Performance Tuner is our ECU has the… "…capability of setting an optimum target lambda (fuel mixture) as well as correcting short term trim which is the difference between target and scheduled fuel mixture. By matching these two correctly we can reduce knock sensor activity which will make smoother performance, protect the catalyst, increase power and allow us to make it emissions legal."- Steve Dinan The Dinan® Difference is possible by employing a full staff of talented engineers that are well rounded in all aspects of their job. Manipulating these signals with an adept hand all the while keeping an engine running at its best and with the most reliable power is what Dinan is all about. Well Engineered Plug-in tuning devices all have one thing in common, they send a modified signal to the factory ECU, telling it the boost pressure is below target values. This then causes the factory ECU to raise the boost pressure to what it thinks is the correct value. This modified boost pressure signal causes errors in fuel mixture and ignition timing. These errors can cause the on-board diagnostics systems to set faults, but they can also cause exceedingly high catalyst temperatures and a loss of power. In addition, when power is increased, exhaust gas temperature will increase as well and this must be countered with a slightly richer air/fuel mixture. The DINANTRONICS™ Performance Tuner uniquely has the capability to adjust target Lambda, correct short term trim as well as ignition timing errors induced by raising boost pressure. This enables Dinan calibration engineers to optimize air/fuel mixture and ignition timing at elevated boost pressure throughout the entire gamut of engine RPM and engine load. Additionally, the ability to correct short term trim corrections (the difference between target and scheduled fuel mixture) remain within OEM specifications. This minimizes knock sensor activity, which in turn means smooth engine performance, catalyst protection and power increase, while this is also required to make the car emissions legal. Dinan engineers have worked for two years on the DINANTRONICS™ Performance Tuner in efforts to provide BMW enthusiasts with Performance without Sacrifice. State-of-the-Art Hardware The DINANTRONICS™ Performance Tuner is engineered using the best possible components and advanced hardware. The most obvious and visible component is the elaborate wiring harness. Using OE connectors and an expandable braided wiring sleeves ensures that all visible components appear as if they come straight from the factory. More importantly however it guarantees long lasting and dependable performance due to the use of high heat, moisture and abrasion resistant materials and design. The other hardware element involved is the Dinan electronic control unit (ECU) itself. While its outward appearance may seem tame, the processing power and sophistication held within its internal circuitry is anything but. Capable of delivering signals to various systems at an astonishing 4000 times per second the DINANTRONICS™ Performance Tuner yields the power to control all current signals delivered to the ECU as well as those developed in the future without a hiccup in performance or reliability. This immense processing power equates to a high degree of engine control resulting in a much lower likelihood of setting a fault. In addition smoother running conditions and superior drivability are achieved, all of which are Dinan hallmarks. Unmatched Warranty Dinan's comprehensive warranty program, introduced in 1997, provides superior warranty coverage to that which you would find elsewhere. If your vehicle is currently covered by the vehicle manufacturer's new car limited warranty, Dinan® products are warranted for the remaining term of the vehicle manufacturer's new car limited warranty. The manufacturer's new car warranty is limited to 4 years or 50,000 miles (80,000 kilometers in Canada), commencing on the date of first retail sale or the date the vehicle is first placed in-service as a demonstrator or company vehicle, whichever is earlier. Dinan's warranties are transferable when ownership of the vehicle into which the Dinan® products were originally installed is sold. BMW automobiles can now be performance-tuned without the associated concern of negatively affecting the new car warranty coverage. Designed to be Emissions Legal The DINANTRONICS™ Performance Tuner was designed and built to be the only tuning box on the market that is emissions legal in all 50 states. At the moment this product is emissions legal in most states – the product is in compliance with US Federal EPA Memorandum 1A, or this product has not been found, nor is believed to be, unlawful for use under the provisions of the Clean Air Act. Currently this product is not legal for sale or use in California, and states that have adopted California emissions standards, on any pollution controlled motor vehicles. We are however in the E.O. process with the ARB and are confident that the DINANTRONICS™ Performance Tuner will be emissions legal in all states in the near future. Drivability There is more to a tune than just cranking up the boost. Power needs to come on smoothly and in a predictable way to make the car as fun to drive at wide open throttle as cruising around town. It is your BMW, but reborn with new found acceleration and speed. Installation Plug-and-Play installation in two hours or less at any of the 180+ Dinan® Dealers. While firmware is loaded directly on the ECU the model specific software will need to be downloaded into the ECU by an authorized Dinan dealer after installation. Log on to to find your nearest dealer or contact Dinan to make an appointment. Easy To Use Dinan's ECU is Bluetooth® Smart meaning that you can change maps simply via a Bluetooth connection. Just install and you are done! Designed for the Future The DINANTRONICS™ Performance Tuner was engineered with future expansion of functionality in mind. Boasting the most powerful processing power on the market the DINANTRONICS™ Performance Tuner can handle more functions and processes than any of its contemporaries. To that end the Dinan performance tuner is capable of interfacing with the CAN and FlexRay communication systems which allow for controlling powertrain functions, among others. This means that when new functions are developed there will be no need for a new box, just a short software update at your local Dinan dealer. Satisfaction Guaranteed Dinan guarantees you will be impressed by the DINANTRONICS™ Performance Tuner and the performance it provides that we offer a 3-Day return policy. If you aren't satisfied with what the Dinan solution brings to the table within 3 days of install you can go back to your dealer for a full refund (installation labor costs still apply).
    29 replies | 329 view(s)
  • VargasTurboTech's Avatar
    Yesterday, 04:38 PM
    Barely anymore WHP than we are making and FWD, yet they are running 9's, we can barely break into the 10's. God we need a tranny update, good news is, I have a guy with an 335is DCT that looks like he will prob buy Stage2+ and we are almost finalized to become Dodson dealers. Lets get a DCT putting down 650/650 and go to work at the track!
    29 replies | 561 view(s)
  • Sticky's Avatar
    09-20-2014, 10:06 PM
    Another member joins the BMW N54 700 wheel horsepower club. The Ventura Motorsports top mount single turbo N54 kit powered by a Comp Turbo 6465 turbocharger went over the 700 wheel horsepower mark with a 709.56 peak power Dynojet pull. The peak torque figure achieved is 659.26 pound-feet at the wheels. This was done on a Dynojet in STD correct in relatively warm California weather. Complimentary modifications are a VRSF charge pipe, Tial BOV (blow off valve), VRSF 7" intercooler, Walbro 255 inline fuel pump, BMS methanol kit with two CM10 nozzles, Spec Stage 3+ clutch with single mass steel flywheel. Tuning is courtesy of a JB4 with complimentary custom software flashed courtesy of the software. Peak boost achieved is 30 psi and it tapers to roughly 27 psi toward redline. The fuel is an E40 blend and 100% methanol is being injected. Great results and there are now a small handful of N54's crossing the 700 wheel plateau with this being the latest car to do so.
    25 replies | 560 view(s)
  • Snertz's Avatar
    09-19-2014, 10:54 AM
    Anyone getting in on this? opinions? :matrix:
    21 replies | 885 view(s)
  • M177's Avatar
    09-17-2014, 06:24 AM
    here is two video's race with avantador Lp700 cls63 stage2 pp-performance 720 HP ( i dont think its 720 hp only ) and here is E63 RS800+ Hp vs the same avantador Lp700 " i think this E63 has an upgraded turbo's. I'm not sure about the race fuel but i think yes both of them ran it with mixed fuel race.
    21 replies | 435 view(s)
  • Sticky's Avatar
    09-18-2014, 08:56 PM
    If you are looking for a sporty German drop top capable of seating four people here are three very good choices. The Audi S5, BMW 435i, and Mercedes E400 are all worthy choices. The question is, which is the best of the group? Well, Sport Auto fortunately decided to do a comparison with data and even took the cars out of on the Hockenheim course. So how do they stack up to each other? Well, the S5 blows the other two cars away especially the BMW 435i which gets stomped by both the Audi S5 and the Mercedes E400. Keep in mind the E400 is sporting the new Mercedes M276 DELA 35 3.5 liter turbocharged V6 powerplant. This engine offers 333 horsepower and 354 lb-ft of torque. The E400 offers the most torque out of the group with the S5 at 325 lb-ft and the 435i at 300 lb-ft. The 435i trails both the S5 and the E400 by 33 horsepower. What the 435i has going for it is the lightest curb weight but it doesn't matter on the track. It has the slowest laptime of the group. It lags behind the S5 by 3.6 seconds around the Hockenheim which is an eternity. It is also 2.2 seconds behind the E400, ouch. What happened to BMW's sporty character? The S5 is chosen as the best of the three cars and Sport Auto states it isn't even close. The E400 is chosen second and the 435i takes last place. Have Audi and Mercedes really improved that much or has BMW become far too complacent? You be the judge.
    18 replies | 232 view(s)
  • manbeer's Avatar
    09-17-2014, 11:44 AM
    Was out and about this morning and came across a stock looking s5 cruising pretty quick. As luck would have it we ended up at a red light and both took off kind of quick so once we saw that the other was pushing we both hit it. Basically from 50 or 60 until about 120 we were trading places. I would run out of steam at 6k and have him at my back door, then he would nose ahead of me, then i would shift and pull, then he would creep up at the end of my gear. It was pretty even, with him definitely having a bit more upper end pull. I know if we held out he would have eventually pulled on me but we let out around 120-130ish Afterwards we were at another light and he was asking what i had done, he mentioned that he had the s5 with a V8 and had an APR supercharger, which makes sense because i heard the whine. He was like "this kit puts me right around 560hp, so you're not doing bad"! All in all i was surprised by the run, and wishing i had my 135 and not the mrs 93 octane grocery getter Mods are V8baits street eco map, and nothing else
    11 replies | 610 view(s)
  • Xearom3's Avatar
    09-16-2014, 10:12 AM
    Xearom3 started a thread For Sale: '08 135i - Salvage Part-Out in Buy/Sell - Parts
    As some of you may already know my '08 135i single turbo was wreaked/total'd by a rear-end collision. Since I had just finished my ST build, I really didn't want to let go of it just yet, so I decided to buy the car back so I could pull all my performance parts, and pull the motor/drivetrain for spare parts. Pretty much the rest of the car is for sale. Anything you need, please post or PM and I am sure we can come to an agreement. I really just need to get this car gone. :( Here are the pics.
    12 replies | 309 view(s)
  • aflatau's Avatar
    09-21-2014, 11:42 PM
    aflatau started a thread Me vs 6466 Evo in N54
    11 replies | 308 view(s)
  • froop's Avatar
    09-19-2014, 11:16 AM
    Hi, Just wondering if I could get a little feedback/insight into a couple issues I'm having with tuning. I'm self tuning my N54 (FBO with RBs) using a Cobb and Procede but I'm a very amateur tuner. Therefore I'm only really adjusting a few of the tables within the Cobb and Procede, mainly boost/load, timing, fuel, fuel scalar, OL fueling, methanol, etc. Not really touching much else and have left them on whatever the Cobb OTS E30 race map settings were. I just recently did a map revision after finally fixing my AFR issue. I was getting consistently richer (by 1 point) AFRs in bank 2 even after replacing all 4 O2 sensors. I needed to get a workshop to reset my fuel trim adaptations using Autologic as neither the Cobb or Procede was able to do it. Here's a link to the logs. Logs were done in 3rd gear. I'm targeting 21psi on the Procede between 4000 to 6000 RPMs, tapering to 18 at 7000 but I'm not taking the logs all the way to redline due to SMFW related misfires past 6200 RPMs. For timing on the Cobb, I'm targeting 14.5 degrees at redline, ramping up gradually from 10 at around 2000RPMs. There are a few things to note/issues that I can see on the logs and I could use a little feedback/help for some of them with figuring out the causes and possible actions to rectify them. 1. I'm losing traction in the middle of the pull each time which unfortunately I can't do much about and doesn't help with getting a clean log. 2. I'm not always hitting the targeted boost. It doesn't stay at 21 when it should. I'm assuming for this I'll need to start fiddling with the WGDC map on the Procede and can probably leave the Cobb tables alone? 3. There is a fuel trim disparity which I can only assume is to do with uneven methanol flow however AFRs are quite even so I'm not too worried about it. The AFRs are a bit richer than I am targeting (e.g. 12.2 when they should be 12.5) which I think is because I'm flowing too much fuel before the OL fueling gets a chance to pull it. I plan on reducing the OL Fueling value in the Procede to compensate for this. 4. Whenever I begin a pull the car appears to run lean (16-17:1) before there is a sharp spike in the fuel trims to compensate and bring this back in line. What could be the cause of this? 5. I'm not meeting my timing targets, despite having no throttle closures and no ignition corrections (other than the drop on the 2nd pull which I think is due to loss of traction). They're about 0.5 to 1 degree lower than my target. What could be the cause and what can I change to help the car meet targets? Although I haven't logged IATs I am quite certain that this wouldn't be one of the causes as I flow quite a significant amount of meth and IATs typically drop from 70-90 degrees at the beginning of a pull to 40-50 degrees during the course of a normal pull. Thank you in advance for any help :) Alex
    12 replies | 208 view(s)
  • Torgus's Avatar
    09-19-2014, 09:22 AM
    What is the best place to buy an axle for my E92 MT?
    11 replies | 235 view(s)
  • BigHoncho's Avatar
    09-20-2014, 02:11 PM
    Since Vargas und Rob are comming up with new hybrids that have larger compressors, that yield to more power and torque, but also cost spool up and response. I wonder which configuration of turbine (stock, TD4 9 or 11 blades, clipped or not) and compressor (billet, 14, 15, 19 or 20T) yields to the best spool up and response (on pumpe gas)?
    8 replies | 257 view(s)
  • 135pats's Avatar
    09-21-2014, 05:18 PM
    Emissions is coming up this week so I put the DPfix in and in the 6PM position when the wires are facing away from you. Install went fine. I've driven around for probably 50 miles at this point and have straight pump gas in the tank. I've done a reset via Cobb and could do more specific resets with the BT cable if that's going to be helpful. Anyways, today the car decided to throw an SES light along with 4 secondary O2 related codes P0161 P0141 P2CA9 P2CA8 Believe the first two are heater circuit related (bank 1 and 2). All are related to the secondary O2s so far as I can tell. The car drives fine but it won't pass with all this SES. I haven't completed a full drive cycle yet but the codes re-appear within about 3 minutes of driving. Any thoughts on this? Before reflashing to STG0 there weren't any codes of any type. Obviously I need to get this taken care of before I go in. Thanks!
    10 replies | 131 view(s)
  • lfelunden's Avatar
    09-19-2014, 02:33 PM
    File Request for WinKFP - Software number 7609274
    6 replies | 136 view(s)
  • alex@ABRhouston's Avatar
    Yesterday, 10:08 PM Things fixin' to get nuts. I'll be tossing a JB4 on this to play around with it too :)
    4 replies | 182 view(s)
  • I6+TT=FTW's Avatar
    Yesterday, 02:45 PM
    Keep in mind, this is the highest race track in the country at over 6000ft. And this was my very first time at the track. Got a screw in my summer wheels the night before, so I ended up running on my old snow tires. Sticky, no clue how to imbed this. And the file is too big to download directly to bimmerboost.
    5 replies | 260 view(s)
  • triggz's Avatar
    Yesterday, 10:00 AM
    What's with the pictures on the top and bottom of each page?
    4 replies | 199 view(s)
  • Sticky's Avatar
    09-18-2014, 07:51 PM
    The more things change, the more seem to stay the same. Well, at least in respect to the battle between the Corvette and 911 that has raged for decades. The 1999 model year brought some pretty big changes with Porsche going to water cooled motors and ditching the classic round 911 headlights for a more modern look. The 996 generation upset Porsche 911 purists yet it forced very necessary evolution onto the 911 model line. The current 991 of course is the epitome of this evolution and if it was not for the 996 Porsche may not have even survived. The 991 now is a technologically advanced piece of equipment featuring direct injection, PDK transmissions, water cooled motors, and adjustable suspension. These are things the 993 purists could have never dreamed of the 911 having. The Corvette has also advanced quite a bit. The C7 also has direct injection and offers an advanced 8-speed automatic. It also has stunning good looks and much improved ergonomics. The quality of the materials is also uprated as the C5 in the 1999 did not exactly represent the best effort from GM regarding material quality which was especially evident in the interior. That all said, some things have remained the same and likely always will. The Corvette in 1999 had a larger motor than the Carrera just as it does today. It also is an exceptional value when compared to the Porsche. In 1999 the Corvette cost $38,204.00 making it just over half the price of the Porsche 911 Carrera coming in at $67,881.00. It is this value that put it over the top in this 1999 comparison. The Vette is the faster car even though the 1/4 mile elapsed time is a tenth behind the 911 (due to Car and Driver likely having trouble hooking up off the line). It gets to 100 quicker, 130 quicker, and 150 quicker. The higher the speed the more it favors the 5.7 liter LS1 V8 under the C5's hood. The 3.4 liter flat-6 the 911 Carrera uses it not Porsche's best work although 296 horsepower and 258 lb-ft of torque is respectable. It would get replaced by a 3.6 liter variant though after a couple years. The full comparison article from Car and Driver is below. The Corvette is still faster than the Carrera today. It still has the larger and more powerful motor than the Carrera. It still is a value compared to the Carrera. Yet the Porsche 911 still remains unmatched in the driving experience it offers.
    5 replies | 153 view(s)
  • b00st3d's Avatar
    09-17-2014, 11:27 PM
    My brother decided to get some forged 18x8 CSLs. They weigh 19.5lbs. He gave me the rims since they are getting rid of the bmw. This i like. The 8" wide I do not. So I'm hoping at minimum I can still keep my staggered stock setup and use the light weight wheels? 225s up front and 255s on back. Current have the stock M sports. What i dont want is a bulging tire. I don't want the bead busting. I see noes. I see yes's. Dunno if anyone has pics of a 255 on 8" wide rim?
    3 replies | 225 view(s)
  • Legionofboom's Avatar
    09-17-2014, 02:45 PM
    Anyone in Orlando have a couch that I could crash on? Im selling my car in the morning and don't want to drive 5+Hours at 4am in the morning. shoot me a text 239 // 940 // 2101
    3 replies | 181 view(s)
  • BlownE92M3's Avatar
    09-20-2014, 04:53 PM
    Video is filmed by passenger in Aventador. Was a fun run. He trapped 152 IIRC vs my 184.
    2 replies | 161 view(s)
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