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  • 135pats's Avatar
    01-05-2015, 02:15 PM
    Question for single turbo amigos, or anyone with more knowledge on the subject of crankcase ventilation than myself: Is it dangerous or otherwise unnecessary to have an OCC with a single turbo? The single is going in as we speak, so I’m trying to determine what I can/should get rid of. Any thoughts on how these catch cans behave once you stray from stock turbos? Everything about the stock PCV system is awful, so I’ll almost certainly continue to run Rob’s PCV valve. Just curios what you all have done with your catch cans – if it’s just adding unnecessary restriction to the system, I’ll pull it. It’s the BMS OCC, which I’ve been perfectly happy with to this point. If this question is absurd, muh bad. Thanks and Happy 2015 :greetings-waveyell:
    217 replies | 3927 view(s)
  • Sticky's Avatar
    12-26-2014, 09:59 PM
    M5board is filled with old men who think their M5's are gifts forged by the automotive gods themselves. They actually delude themselves to the point that their heads are basically stuck up their M5's exhaust pipes. Let's look at this brilliant analysis from an M5board member on the absolutely badass 2016 CTS-V. Now we do not blame their members for their feeling of M5 invincibility. The administrator Gustav has filmed races showing M5's destroying basically anything that moves (it happens when you fix races to make the cars look faster than they really are or use modified examples against stock cars) so they get an overinflated sense of self-worth. Yours truly easily beat a tuned E39 M5 on the highway in a DCT M3 only for everyone on M5board to state it could not happen due to a video Gustav posted. The mentality of perceived superiority that has nothing to do with reality is hard to break. They just do not want to hear it. So despite the E60 M5 being two generations old now we have this genius analysis of the E60 M5 compared to the new CTS-V: 1. Now you start with the first point of no V10. Well, apparently everything other than a Carrera GT, Viper, Huracan/Gallardo, and E60 M5 is a pile of crap on that basis alone. 2. Apparently this does not sound as 'good' because he says so: 3. Lower redline? Yeah... with more torque at the wheels off idle than the peak torque an E60 M5 sees at the crank. In other words, a difference of about 300 lb-ft at the wheels at only 2000 rpm which means it does not need to rev like an M5: (Note, C7 LT4 dynograph displayed) Stock 2006 E60 M5: 4. You do know the previous generation CTS-V that does not feature 3rd generation magnetic ride architecture inspired by the C7 Z06 beats the E60 M5 around the track, right? Nurburgring: 2009 CTS-V: 7:59 2005 E60 M5: 8:13 5. The age old interior argument. If you own a German luxury car this is the argument of desperation. If the numbers prove everything else as superior to the M5 always resort to the interior quality argument. The thing is, it has not held water for some time: 2016 CTS-V Interior: 2007 E60 M5 Interior: Sure, the M5 interior is very nice but the idea that it is worlds better than what Cadillac is doing today is an argument that is simply a relic. One can make the argument BMW interiors have not taken the steps forward that Cadillac's have. 6. The final argument is perhaps the most delusional. BMW's image has taken a tumble. They are now the German Toyota. Their own executives are jumping ship. If your only argument is centered around a perceived brand image rather than the actual quality of the engineering and product the argument is flawed to begin with. Sorry M5 owners, it's time to deal with reality. The M5's days of dominance are behind it. The CTS-V will chew up and spit out the F10 M5 let alone the dated E60. Come to terms with it however you need to. Perhaps by hanging out on a forum where everyone else will say the same thing preserving your fragile ego and false sense of superiority.
    79 replies | 8102 view(s)
  • Slicksilver's Avatar
    12-27-2014, 04:49 AM
    we all remember this thread, right? http://www.bimmerboost.com/showthread.php?60219-Anyone-else-seen-this-TFT-Tuned-100-unmodified-RB-equipped-N54-630rwhp ok so I have been studying this and I think it is totally possible Brian May's numbers are achievable on RB turbos according to thermodynamic equations and compressor maps for 15T turbos. by the way, all these equations are from Garrett's website, advanced expert white papers, link below http://www.turbobygarrett.com/turbobygarrett/sites/default/files/PDF/Turbo%20Tech%20103.pdf also there is an easy calculator garrett has to crunch all these formulas which I will use below. Here is the link to the calc so that you can crunch it yourself. http://www.turbobygarrett.com/turbobygarrett/webadviser So I was going to write all the equations here and show you how to solve for airflow and pressure ratio required to make 689hp with 100% E85 on our engine, but seems like a waste when we have a perfectly good Garrett calc to use above, so lets use it! So let start first with the results reported by TFT/Brian May: 600whp @ 20.5 psi with 13% drivetrain loss is 689 crank HP 100% E85 at 7.8:1 AFR/lambda .8 as shown on log so assuming the following: VE = .95 as has been shown previously for the N54 BSFC = .6, common for E85 turbo engines pressure drop across Intercooler and piping from turbo to manifold, 1psi at max power RPM intercooler effectiveness = .7 (normal for air to air cooler as reported by Garrett) Barometric pressure and temp the day of the Dyno - ok so I dont know this but lets assume it was an exceptionally high DA day so barometric pressure would be 14.94psia and ambient temp 61 deg F in the dyno bay and sucking into the intakes a few more inputs to make sure you get the same result in the calc mid range engine RPM 3500 (does not affect the answer at all) peak power engine RPM 6500 (very important and does affect the number, this is taken from Brian May's Dyno chart showing Peak Power at around 6500 rpm) plug and chug in the calculator and we get the following From this result we get that required air flow is 26.26 lb/min (or 380 CFM) @ PR of 2.44 which gives 20.5 psi boost gauge pressure Now lets take a look at the MHI published 15T compressor map and see where this point lands on the map. It lands in the 70% efficiency island at an optimal point in the map and at a PR of 2.44 the turbos are not being worked overly hard, everything checks out and the reported Dyno results looks credible according to the laws of physics and thermodynamics for turbo chargers. Not only that, the compressor map shows us that there is still more room for more HP which is why Brian was able to get up to 640 whp without running the turbos off the map at high inefficiencies. *ignore the rpm lines, VEs and boost pressures on the graph in colors, they are for a twin turbo dodge stealth, sorry it was the only map I could find quickly with google. So now some people may be scratching their heads and saying, "F*** that Garrett Calc, it dont know sh*t, I know RBs and the N54 cant do that sh*t bc no one else has done it with that same boost and timing curve" Well if someone could provide me a dyno with a complete log for the 530 whp run that is the supposed limit of RBs, I would be happy to crunch and compare those numbers. Until someone posts that, I will make some assumptions about the 530whp Dyno run and why it was perceived to be the limit of Rb turbos. So let begin with the assumed 530 whp run 530whp with 13% drivetrain loss is 609 crank HP now lets assume this run was done on 93 octane pump gas so assuming the following: VE = .95 as has been shown previously for the N54 BSFC = .46, common gas turbo engines pressure drop across Intercooler and piping from turbo to manifold, 1psi at max power RPM intercooler effectiveness = .7 (normal for air to air cooler as reported by Garrett) Barometric pressure and temp the day of the Dyno -assume the same 14.94psia and 61F as above (pretty high DA but common for high dyno numbers) a few more inputs to make sure you get the same result in the calc mid range engine RPM 3500 (does not affect the answer at all) peak power engine RPM 5400 rpm plug and chug and we get the following result: WOW! this result says 28.46 lb/min (or 411 CFM) @ PR of 3.29 with boost pressure of 33.25 psi! not only that, we need to adjust for the highly restrictive intake tubes as mentioned in Garretts white paper factored into P2c in the pressure ratio calc. If we assume a 2 psi loss in the pressure intake tubes vs the optimized TFT intakes Brian May used, than the adjustment to the pressure ratio is as follows: PR = P2c / P1c P2c = 33.25 + 14.7 = 47.95 psia P1c = 14.7 - 2 = 12.7 PR = 47.95/12.7 = 3.78 !! so lets see above on the compressor map where 411 CFM @ 3.78 PR falls...yeah, way off the map. Now more than likely the 530whp run was done with E50 and some meth for cooling which would bring it closer to the lowest efficiency circle on the compressor map but probably still pretty far outside and at the max of the turbos. So what did we learn from all this: 1) Tuning with 100% E85 is awesome because it lowers required turbo air flow rate significantly for more HP 2) Improving the turbo intakes has a significant effect on the pressure ratio the turbo needs to run at and addressing the issue with the intakes (and any other restrictive part of the pipework) pays huge dividends at higher horsepower levels/PRs Some other great features of 100% E85 tuning that contributed to Brian May's Dyno result: 1) Lowers EGT's. E85 will typically see EGT's 200c below pump gas at the same relative AFR (for instance 12.5:1 pump, 8.33:1 E85) 2) Octane rating of 105 with class 1 e85(raises detonation threshold significantly) 3) Very high vaporization cooling, much more than gasoline, which lowers mixture temps, thus increasing detonation threshold, along with increasing VE 4) Peak cylinder pressure are lower while maintaining a higher and longer overall cylinder pressure, thus raising detonation threshold and making more power due to increase in crank angle 5) E85 burns much more efficiently than gasoline, 27% more efficient 6) despite lower EGT's, E85 creates more exhaust gas volume, which helps with spool without added EGTs 7) E85 can take timing increases for days after max torque (peak VE). Lets say it takes 10* at max torque, after that it can ramp up to say 20* to redline and handle without a problem. On our engines it may not be so high due to CR and backpressure but I think somewhere between 17-20* at max rpm is very achievable with 100% E85. I got this from evolutionm forum which has many tuners with many years of experience tuning their Evos to 100% E85 and getting awesome results sorry for any Typos, It 2:41 in the morning! By the way, in case anyone is wondering, I am a mechanical engineer so these equations and thermodynamic principals are all stuff I learned in school that Garrett reminded me of :) I probably made some mistakes and or bad assumptions, so please I welcome any corrections or discussions regarding this post.
    95 replies | 3591 view(s)
  • Vertigo's Avatar
    01-07-2015, 11:50 AM
    I wanted to start a thread where all those of us who have decided to go with a single turbo kit can share their experiences be it positive or negative. This includes tuning as well. For example, I am currently running lean everywhere except 100% throttle. I don't believe it to be any fuel system issue as much as I believe it to be a tuning issue as this is occurring at low boost under low load conditions. I want to keep an open dialogue of the speed bumps and how I manage to overcome them. (If I can) :)
    88 replies | 2227 view(s)
  • SCGT's Avatar
    01-15-2015, 03:55 PM
    The car: 2007 E90, full weight with a 15" subwoofer in the trunk. 105k miles! 6MT, Spec SMFW, BMW 550i clutch BMS DCI CP-e charge pipe with Tial BOV VRSF 7" FMIC 1 step colder plugs Riss Racing downpipes Corsa exhaust Fuel-it Stage 2 LPFP Fuel-it Protoype Supplemental Fueling System (stage 1) Vargas Stage 2+ Turbos (19t/unclipped) E60 fuel First, Tony was awesome to deal with. I ordered some stage 2's back long before they would be ready, and I knew this. Tony kept in contact with me and when the delays came, he with no questions asked if I wanted a refund. He was courteous, no BS, and extremely knowledgeable on the turbo side of things. My background is most recently as a test engineer working on turbine engines; Tony clearly knows his stuff. I will say that I had no issue with the delays as I ordered turbos before mine were completely dead. When the 2+'s were offered as an upgrade, I couldn't say no. Since I like ripping around and am not super concerned with 1/4 mile or trap speed, we decided on 19t compressor and unclipped turbines. If I were to do it again I might go clipped, because spool on these things is fantastic. Second, in full disclosure, I've been working as part of the Fuel-it! team for upwards of a year on the engineering side of things. The car has the Fuel-it! prototype supplemental fueling system on it. I'm sure you guys are going to have some questions on this, as you should. I'm going to be light on details, but on E60 and a solid HPFP (which has over 40k miles on it) we were able to run up to 25 psi while targetting upper 11's A/F ratio. An actual sample from in-tank measured at E62. As far as the tune goes, I went to my standby, Bren of Brentuning. He's been involved in tuning N54's since 2008 (DIMSPort open source back then). He really does have a ton of experience and he's been my go-to since my Subaru days. I told him I wanted something that was fast, fun, but kept in mind my car has over 100k miles on it, and I do like thrashing the car somewhat severely. Using a Cobb V3 and some wizardry, he ended up giving me a map that's running 25 psi tapering down to 16-17 at redline. Timing ramps to 13.5 degrees. The DME is not blind to the boost, but it is tricked -DME won't read above 22.5 psi (although I have one unicorn log that it read 22.6). As far as power output goes, I don't have the holy grail of N54 dynos (dynojet), I use Virtual Dyno. I will say, that I use the same stretch of track, with the same start point, and the same weight for the car (and even endeavor to have the tank within 1/4 tank each time). I did do a 60-130 using Steve's VBOX and with very little idea of what I'm doing (i.e. no FFS, no tailwinds/max acceptable downslope) ran 8.96s. I am 300 lbs. On a stock timing/boost target map, but running all of my mods, I put down 302/292. On my best FBO stock turbo E50 map I was 407/450. My most recent map revision on the VTT 2+'s is 500/555. Anyway, looks like I'm at about 500 whp with lots of torque. When Tony sends the upgraded turbo inlets, we're revisit this and see if we can open up a little more on the top end. I'm sure Bren could have gotten more out of them on a more aggressive map, but that was not my goal. Of course I want it all, but it's gotta be sane and handle daily driving thrashing. Log (I added "actual boost" based on testing): http://www.datazap.me/u/scgt/bretuning-vargas-2-19t-fuel-it-prototype-e60-log?log=0&data=3-10-16&solo=3&mark=75 Overall I'm very happy with the results. The car sounds and feels awesome, it's very fast, and it's very responsive -I'm nomally pretty sensitive to turbo lag and really don't like the feel of the average big-turbo car. These spool super quick, so much so that were I to do it again I'd really consider going clipped. The few people that I've had ride with me have normally commented on how different the engine sounds (Bren's VANOS magic) and then that's usually followed by "holy s&%$!" I love it. The next progression of things will be to add inlets, then change to 100% E85 and see where we're at. Thanks! Chris
    84 replies | 2415 view(s)
  • Sticky's Avatar
    12-26-2014, 09:44 PM
    M5board is filled with old men who think their M5's are gifts forged by the automotive gods themselves. They actually delude themselves to the point that their heads are basically stuck up their M5's exhaust pipes. Let's look at this brilliant analysis from an M5board member on the absolutely badass 2016 CTS-V. Now we do not blame their members for their feeling of M5 invincibility. The administrator Gustav has filmed races showing M5's destroying basically anything that moves (it happens when you fix races to make the cars look faster than they really are or used modified examples against stock cars) so they get an overinflated sense of self-worth. Yours truly easily beat a tuned E39 M5 on the highway in a DCT M3 only for everyone on M5board to state it could not happen due to a video Gustav posted. The mentality of perceived superiority that has nothing to do with reality is hard to break. They just do not want to hear it. So despite the E60 M5 being two generations old now we have this genius analysis of the E60 M5 compared to the new CTS-V: 1. Now you start with the first point of no V10. Well, apparently everything other than a Carrera GT, Viper, Huracan/Gallardo, and E60 M5 is a pile of crap on that basis alone. 2. Apparently this does not sound as 'good' because he says so: 3. Lower redline? Yeah... with more torque at the wheels off idle than the peak torque an E60 M5 sees at the crank. In other words, a difference of about 300 lb-ft at the wheels at only 2000 rpm which means it does not need to rev like an M5: (Note, C7 LT4 dynograph displayed) Stock 2006 E60 M5: 4. You do know the previous generation CTS-V that does not feature 3rd generation magnetic ride architecture inspired by the C7 Z06 beats the E60 M5 around the track, right? Nurburgring: 2009 CTS-V: 7:59 2005 E60 M5: 8:13 5. The age old interior argument. If you own a German luxury car this is the argument of desperation. If the numbers prove everything else as superior to the M5 always resort to the interior quality argument. The thing is, it has not held water for some time: 2016 CTS-V Interior: 2007 E60 M5 Interior: Sure, the M5 interior is very nice but the idea that it is worlds better than what Cadillac is doing today is an argument that is simply a relic. One can make the argument BMW interiors have not taken the steps forward that Cadillac's have. 6. The final argument is perhaps the most delusional. BMW's image has taken a tumble. They are now the German Toyota. Their own executives are jumping ship. If your only argument is centered around a perceived brand image rather than the actual quality of the engineering and product the argument is flawed to begin with. Sorry M5 owners, it's time to deal with reality. The M5's days of dominance are behind it. The CTS-V will chew up and spit out the F10 M5 let alone the dated E60. Come to terms with it however you need to. Perhaps by hanging out on a forum where everyone else will say the same thing preserving your fragile ego and false sense of superiority.
    79 replies | 1024 view(s)
  • Sticky's Avatar
    01-17-2015, 12:48 AM
    You may be noticing several S63TU flash tunes hitting the market this month. What will separate them is the quality of the tune, features, and of course the pricing. Eurocharged in addition to the horsepower and torque gains offers CEL (check engine light) deletion, a 300 rpm raised limited, and speed limiter removal. The horsepower and torque gains though are really where it is at and they are massive. On 93 octane pump gas the F10 M5 gains 120 wheel horsepower and 137 lb-ft of torque at the wheels with the Eurocharged tune and downpipes. That makes for a total of 650 wheel horsepower and 608 lb-ft of torque at the wheels on the Eurocharged Dyno Dynamics and that is a night and day difference over stock. A Stage II tune is on the way but the turbos are about reaching the end here. Race gas will allow timing advances but keep in mind the S63TU already pushes 22 psi of boost on higher compression than the S63 on which it is based. The tune retails for $1999 (tell them BimmerBoost sent you, I hear they love that) and the ECU must be sent in if you are not close to a Eurocharged location. Eventually OBD-II flash tuning will come but let's be happy we have flash tuning solutions for the F10 M5 and F13 M6. Further details on the Eurocharged downpipes will come later, contact @Jake@Eurocharged.com for any additional inquiries.
    80 replies | 1160 view(s)
  • Sticky's Avatar
    01-17-2015, 12:44 AM
    You may be noticing several S63TU flash tunes hitting the market this month. What will separate them is the quality of the tune, features, and of course the pricing. Eurocharged in addition to the horsepower and torque gains offers CEL (check engine light) deletion, a 300 rpm raised limited, and speed limiter removal. The horsepower and torque gains though are really where it is at and they are massive. On 93 octane pump gas the F10 M5 gains 120 wheel horsepower and 137 lb-ft of torque at the wheels with the Eurocharged tune and downpipes. That makes for a total of 650 wheel horsepower and 608 lb-ft of torque at the wheels on the Eurocharged Dyno Dynamics and that is a night and day difference over stock. A Stage II tune is on the way but the turbos are about reaching the end here. Race gas will allow timing advances but keep in mind the S63TU already pushes 22 psi of boost on higher compression than the S63 on which it is based. The tune retails for $1999 (tell them BimmerBoost sent you, I hear they love that) and the ECU must be sent in if you are not close to a Eurocharged location. Eventually OBD-II flash tuning will come but let's be happy we have flash tuning solutions for the F10 M5 and F13 M6. Further details on the Eurocharged downpipes will come later, contact @Jake@Eurocharged.com for any additional inquiries.
    80 replies | 527 view(s)
  • Sticky's Avatar
    01-04-2015, 10:08 PM
    You do not need a ton of torque to lose control of your car. We all like to think of ourselves as badass drivers who can never have too much power but you do not need to have 1000 wheel horsepower or be going hundreds of miles per hour to lose control. This F82 M4 driver illustrates the point perfectly. While leaving Car and Coffee which is a popular Southern California Sunday morning car show where you can see everything from a BMW to a Bugatti this M4 driver quickly manages to lose control when trying to get on it apparently to impress some people who want to see exactly this sort of thing happen. There is a reason they have people hold up signs while you leave saying no burnouts to make sure that testosterone does not overwhelm common sense and lead to events such as this. We do not know what settings the driver had enabled on his M4 but speaking from experience when MDM is enabled it does a hell of a job helping keep the car straight. You can definitely see why manufacturers include traction control these days and why you will not see cars without some form of it despite the idea that people should supposedly be smart of to not need to be protected from themselves. So this guy gets on it, quickly loses control, and instead of staying in it and using the throttle to correct hits the brakes meaning physics being physics the car continues to carry toward the median which he promptly hits and crosses flying into the air. Fortunately he avoided the trees and any oncoming traffic which would have made this much messier. An onlooker exclaims, 'Got that on camera!' rather than 'Is he ok?' as is the social protocol today. Worry more about whether you captured the event than any potential harm to those who participated in it. Likes and views from strangers on the internet matter more, right?
    38 replies | 3660 view(s)
  • Sticky's Avatar
    01-05-2015, 03:00 AM
    This list from Autobild features stock and modified cars making it not exactly uniform but certainly interesting. You get a little of bit of everything in here. For those of us who do not use kilometers per hour 200 kph is 124 miles per hour and 300 kph is 186 miles per hour. Not every car that was tested to 200 kph was tested to 300 kph (or could make it there) which is why the 300 list is smaller. Also, do not be surprised a German car is on the top of both lists. The Germans like to feel superior but we all know there are much faster cars than what Autobild tested. 0-200 kph: 1. 6.52 s - 9ff G-Tronic 1200 (997) 2. 7.82 s - Heffner TT Ford GT 3. 8.21 s - McLaren 650S 4. 8,49 s - MTB GT-R Mission 1000 5. 8,62 s - Brömmler GT-R Alpha 9 6. 8.82 s - McLaren 12C Coupé 6. 8.82 s - 9ff GTurbo 1000 (997.2 GT3 RS) 8. 8.83 s - Lingenfelter C6 Corvette Z06 TT 9. 8.85 s - Bugatti Veyron 16.4 10. 8.86 s - Hennessey Viper 1000 TT 11. 8.91 s - HGP Golf VI R DSG 3.6 Bi-Turbo 11. 8.91 s - Lamborghini Aventador LP700-4 13. 8.92 s - GAD C63 AMG Black Series 4matic 14. 9.03 s - TechArt 911 Turbo S (991) 15. 9.30 s - Lamborghini Huracán LP610-4 16. 9.31 s - Ferrari 458 Speciale 16. 9.31 s - Manthey 996 Turbo GT-MR 18. 9.33 s - MTM MP4-12C 19. 9.36 s - Wimmer 997 GT2 RS 19. 9.36 s - GAD CLS63 AMG 4matic 21. 9.39 s - Porsche 911 GT2 RS 21. 9.39 s - TechArt 911 Turbo PDK (997) 23. 9.40 s - Sportec 997 GT2 SP 750 24. 9.42 s - McLaren 12C Spider 25. 9.44 s - Ruf 911 Turbo PDK (997) 26. 9.53 s - Heffner TT Gallardo 27. 9.60 s - Porsche 911 Turbo S (991) 28. 9.65 s - Novitec Rosso 430 Scuderia 29. 9.70 s - 9ff GT2 BT2-800 (997) 30. 9.71 s - Edo 911 Turbo S (991) 31. 9.79 s - SKN Audi R8 V10 X-Treme2 32. 9.80 s - Ruf Rt12 (997) 33. 9.82 s - Hohenester A4 HS 650 RR 34. 9.90 s - Ruf CTR3 Clubsport 34. 9.90 s - Brabus E850 T (E63 AMG S) 34. 9.90 s - HGP Golf V R36 Bi-Turbo 37. 9.92 s - Brabus SL850 (SL65 AMG '14) 37. 9.92 s - Saleen S7 Twin Turbo 39. 10.00 s - TechArt GTstreet RS (997) 40. 10.03 s - Porsche 911 Turbo S (997) 41. 10.07 s - Ruf Rt35 Roadster (991 PDK) 42. 10.09 s - Brabus Bullit by GAD Motorsport 43. 10.14 s - Wimmer 911 GT2 (997) 44. 10.23 s - Geiger Corvette ZR1 45. 10.23 s - MTM Audi R8 LMS 46. 10.24 s - Importracing GT-R 47. 10.25 s - 9ff 911 Turbo TR-63 (997) 48. 10.28 s - Lamborghini Gallardo LP570-4 Superleggera 49. 10.28 s - Sportec 911 Turbo SP580 (997) 0-300 kph: 1. 14.2 s - 9ff G-Tronic 1200 (997) 2. 15.9 s - Heffner TT Ford GT 3. 16.3 s - Lingenfelter C6 Corvette Z06 TT 4. 17.9 s - Hennessey Viper 1000 TT 5. 18.6 s - Wimmer 997 GT2 RS 6. 19.8 s - Bugatti Veyron 16.4 7. 21.1 s - 9ff GT2 BT2-800 (997) 8. 21.2 s - Sportec 997 GT2 SP 750 9. 21.3 s - Heffner TT Gallardo 10. 21.7 s - Brömmler GT-R Alpha 9 11. 22.0 s - HGP Golf VI R36 DSG 3.6 Bi-Turbo 12. 22.5 s - MTB GT-R Mission 1000 13. 23.1 s - Ruf CTR3 Clubsport 14. 23.5 s - Brabus Bullit by GAD Motorsport 15. 23.7 s - GAD CLS63 AMG 4matic 16. 23.7 s - McLaren 650S 17. 23.8 s - Brabus SL850 (SL65 AMG '14) 17. 23.8 s - Novitec Rosso 430 Scuderia 17. 23.8 s - GAD C63 AMG Black Series 4matic 20. 23.9 s - Lamborghini Aventador LP700-4 21. 24.9 s - Ruf Rt12 (997) 22. 25.1 s - Brabus E850 T (E63 AMG S) 23. 25.4 s - SKN Audi R8 V10 X-Treme2 23. 25.4 s - TechArt 911 Turbo PDK (997) 25. 25.5 s - TechArt 911 Turbo S (991) 26. 25.6 s - Saleen S7 Twin Turbo 27. 26.5 s - Wimmer 911 GT2 (997) 28. 26.7 s - Geiger Corvette ZR1 29. 26.7 s - Porsche 911 GT2 RS 30. 26.9 s - TechArt GTstreet RS (997) 31. 28.3 s - HGP Golf V R36 Bi-Turbo 31. 28.3 s - Edo 911 Turbo S (991) 33. 28.8 s - Lamborghini Gallardo LP570-4 Superleggera 33. 28.8 s - Ruf 911 Turbo PDK (997) 35. 29.6 s - Lamborghini Huracán LP610-4 36. 29.7 s - Porsche 911 Turbo S (991) 37. 30.0 s - Importracing GT-R 38. 32.9 s - Ferrari 458 Speciale Source
    2 replies | 8648 view(s)
  • Tony@VargasTurboTech's Avatar
    01-13-2015, 09:54 PM
    Second round of fitment samples came back today. Changes to the front intake were perfect, they are both approved for production, and will be done in the next few weeks. We also got our second sample of the charge pipe and this one is what we wanted the first time, extremely free flowing Y merge, 1.5" ID the entire pipe, zero heat transfer. We still have to make a couple changes and get one more sample, but its getting there. You may ask how does it fit, we had custom CNC bungs made that will connect to the turbo outlets using the factory clamps, but we did them differently so they get rid of the neck down inside. All in all, these intakes, and this charge pipe will give the most flow your stock frames can put out, and get it into the motor as efficiently as possibly. Also the shotguns are basically done. We got our custom packaging in, all parts are completed, they have not shipped yet because our harness manfacture put the wrong pins in the male side of the harness extender and they all had to be sent back. Once those are fixed and we receive them, these will begin leaving. As always we appreciate the patience, and support.
    55 replies | 1706 view(s)
  • Tony@VargasTurboTech's Avatar
    12-31-2014, 11:07 PM
    We are pleased to announce the charge pipe, and intake fitment samples for Stage 3 came into and we are extremely happy with them. They are 100% 4 ply silicone 6mm thick, the intakes are of course wire reinforced and the charge pipe is rated at over 100 psi. With these parts out of the way and the water block final sample to arrive next week, we are finally nearing the finish line. We appreciate all who have remained patient, you will not be disappointed, we are confident this kit will set the bar for N54 performance. Happy New Year!
    51 replies | 1761 view(s)
  • Sticky's Avatar
    12-27-2014, 11:00 PM
    Ok no 2JZ w/ Nas swap jokes here please. BimmerBoost is not usually a fan swapping non-BMW motors into a BMW chassis but at times we make exceptions for when it is simply well executed. Much like the 1987 BMW posted earlier this month with an RB26DETT swap this 2002 is very well executed. This 2002 is built as a drift car and with 700 horsepower on E85 from the 2JZ-GTE motor combined with a 2605 pound curb weight it will not be hard to get the tail end out on this car. The custom body work looks absolutely great and as does the job fitting the motor under the bonnet with the turbocharger which is done cleanly and makes the motor look right at home. Check out out the full mod list, pictures, and video below. If you have a spare 21,000 Euros sitting around it can also be yours. Specs: ’73 BMW 2002 - 1,182 kg full race weight - 700hp and 900nm from engine - Fuel E85 Engine: 2JZ-GTE custom swap, Holset HX40 Super turbo, Brian Crower stage 2 camshafts, Brian Crower valve springs, Electric water pump, Custom intake manifold, Zerial Modified custom exhaust manifold, Zerial Modified custom intercooler, Zerial Modified aluminum intake piping, Custom exhaust 3.5″, 1400cc injectors, Custom fuel rail, Vems engine management, Cometic headgasket, ARP head studs, ATL fuel cell, Surge tank, 4 x MSD fuel pumps Gearbox: Gearbox R154, ACT clutch, ACT pressure plate, Suspension & Brakes: MX5 Tein Flex rear coilovers, Bilstein front coilovers, E30 rear suspension, E36 front suspension, Wisefab, BMW Brembo 4-pot front calipers, Porsche 4-pot rear calipers Exterior & Wheels: Custom GTR Bodykit, FRP bonnet, FRP front fenders, Lexan rear window. Interior: Full custom rollcage, Sabelt bucket seats, Sabelt harnesses, OMP steering wheel, custom alcantara-clad original dashboard, Auto Gauge gauges, Hydraulic handbrake, Tilton pedal box.
    3 replies | 8144 view(s)
  • Sticky's Avatar
    01-08-2015, 01:03 AM
    The BMW S1000RR is a great measuring stick for a fast street car. If you can beat one of these bikes, congratulations, you have a fast automobile. Beating a modified S1000RR? Well now you are getting into that upper echelon territory and this 1200+ wheel horsepower Nissan GTR certainly fits the bill. The GTR is said to trap in the 160 mile per hour range. A stock S1000RR will trap just under 150. We have seen tuning results for full bolt ons get them around ~200 whp (depending on fuel, exhaust, etc.) so they certainly are capable of that 160 range as well when modified. This GTR owner may be sandbagging just a bit based on AAM's own performance ranges: The races start at the ~75 mile per hour mark. The first run they get an even start and the GTR walks the S1000RR. In the second run the S1000RR gets a nice jump as you can see even with a very fast car running one down is no small feat. It takes a ton of power to close that gap and a bit of time as the speedo on the GTR shows 186 once he passes and lets off. Per the GTR owner: "Both race were starting at about 70-75mph.. One was a even start which i walked him pretty bad so second race i gave him the hit.. He took off when i wasn't so ready and wasn't in my prime spot but i said $#@! it chase is a a race right?"
    30 replies | 4413 view(s)
  • Sticky's Avatar
    01-03-2015, 04:23 AM
    Underground Racing has a bit of an ace up its sleeve. Most people are aware of an 'X' package above the 2R but little is known about its power output or components. BoostAddict was tipped off from a source that will remain anonymous as to the power capability of the 'X' cars. A minor debate raged on the forums as to who has more power Heffner or UGR and the peak number on the dyno pull below show it is not even close. It takes well over 2000 wheel horsepower to play with the big boys these days. We just recently saw the GTR crack 2,000 wheel horsepower although it maxed out the dyno so its actual peak horsepower number is higher. How much higher? Well, likely not this high. It is safe to say UGR is the power king and getting ready to lay waste to the opposition. 2015 is going to be a lot of fun in the high performance realm.
    45 replies | 1874 view(s)
  • BostonBeemah's Avatar
    01-06-2015, 05:13 PM
    Has anyone heard of this new fuel FTW Purple that people are using as an alternative to race fuel or e85? The power people are making is pretty ridiculous over their counterparts.. https://ftwfuels.wordpress.com/ I am also not associated with this site in any way but was just wondering if anyone has run this in their car and what their impressions of it were. Here's the fastest 5.0 NA which was tuned on this fuel. Just sounds too crazy to believe. http://www.svtperformance.com/forums/showthread.php?1051730-Went-10-47-133-today-NA Btw Sticky don't know if I'm not supposed to link to these sites so feel free to remove if necessary.
    49 replies | 1675 view(s)
  • Sticky's Avatar
    12-27-2014, 08:52 PM
    It seems like every week another tuner launches an E63 AMG tune. Many of these tuners are not doing any real flash tuning like the big boys (you know who they are) but instead launching piggyback boxes. At this point in the M157 tuning game flash tuning has evolved so far in conjunction with turbo upgrade options we do not know why anyone would consider a piggyback. The obvious benefits to a piggyback tune are that it is easily installed and removed. Not to mention it should be cheaper than a custom flash dyno tune. The downside is that it does not actually change the software files the ECU is using but influences them. Piggybacks often do not offer the same consistency or ability to alter parameters as a flash tune. Usually you see piggyback tuning early on in a platform when the ECU is not cracked. The M157 ECU is cracked though so we attribute this Rebellion Automotive offering in the same manner as the G-Power M157 offering which is that it is a quick cash grab. That is not to say it is not a good product as Rebellion has proved competency with the M133 turbo 2.0 liter four-cylinder in the 45 AMG models. You will notice however that no major tuner is flash tuning the 45 AMG's so that is why the piggybacks dominate that market. The dyno results show 618 wheel horsepower which on a Dyno Dynamics in what should be shootout mode is way too high. This dyno is being adjusted to read closer to a Dynojet so therefore it is difficult to put these results in context. Does this box have a place? Sure. Whether it's the best choice depends on your goals.
    0 replies | 7624 view(s)
  • Sticky's Avatar
    12-27-2014, 01:05 AM
    G-Power is well known in the BMW tuning scene but is now trying to break into the Mercedes arena. G-Power's claim to fame is essentially top speed records and for the most part their stuff is overpriced for what you get. To put it bluntly there are much better options providing more horsepower for far less money in the BMW world. It is expected that their Mercedes-AMG offering will be basically the same. Overpriced hardware banking on name brand recognition. G-Power does have access to some excellent European tuning sources so it is possible they might bring something noteworthy to the table. For now, they are just doing piggyback tuning and likely just rebranding someone else's box as a cheap cash grab. They are claiming a 705 horsepower and 737 lb-ft of torque upgrade for the M157 5.5 liter AMG V8 in the W222 S63 AMG 4Matic coupe. They are just doing basic bolt on tuning and frankly this output level is old news on the platform. If they are making these claims though where is the dyno? None to be found, we have to take their word for it. What about some performance numbers? None to be found although they make some estimates. It's typical G-Power arrogance. Hopefully G-Power will do something noteworthy but for now this is basic stuff without anything to even back up it up. They are years behind in the M157 bolt on tuning game. The G-POWER S63 AMG Coupé - Key Facts - 705 PS / 518 kW at 5.250 rpm (+120 hp / 88 kW) - 1.000 Nm at 2.250 rpm (+100 Nm) - V-max > 330 km/h - 0-100 km/h in 3,8s (4MATIC Version) G-POWER S63 Coupe: 705 hp and 1,000 Nm of torque - Challenging the sports car competition G-POWER, for years, the specialist for charging technology, has expanded its product range to include models from AMG. The increase in performance of the supercharged AMG models is for G-POWER by far not new. Since several years, for loyal customers, in addition to a high-performance BMW also have an AMG in the garage, the cars from Affalterbach upgraded Leistungstechnisch.As the number of these modifications grew steadily, it was only logical to put this expertise to a wider audience. The focus of G-POWER, as with the BMW models, the sportiest versions with the star remains - the vehicles of AMG. We start with now the AMG models with the immensely powerful 5.5-liter V8 biturbo engine that will be in the future care of the G-POWER AMG division. As a result, there is so for the 5.5-liter V8 biturbo engine of the S63 AMG Coupe a performance increase of 585 hp (430 kW) / 900 Nm to 705 hp (518 kW) / 1000 Nm, which helps the S63 AMG Coupe to a noticeably more powerful performance characteristics. After the power boost is 100 kph just 3.8 seconds, the acceleration orgy ends only beyond the 330 km / h mark. Of course, the G-POWER engineers considered in their power upgrade, the compatibility of the motor Hardware: At external power module G-POWER Bi-Tronik 5 V1 all engine protection and diagnostic functions are retained. For example, the performance improvement is only after reaching the prescribed cooling water temperature activated, and upon reaching a maximum oil temperature - eg disabled -vorübergehen when driving with Dauervollast in midsummer. On the suspension side falls to the viewer the ultra-light 21-inch G-POWER HURRICANE RR forged wheel from high -Tech aircraft aluminum in the eye, which is fitted with tires of the G-POWER technology partner Michelin in the dimensions 265 / 30ZR21 and 295 / 30ZR21. Through its twin-spoke design, set the G-POWER wheels individual accents on the body of the S63 AMG and lift it so out from the crowd.
    0 replies | 7493 view(s)
  • Sticky's Avatar
    01-20-2015, 02:07 AM
    Surprised we haven't seen more talk about this:
    40 replies | 1286 view(s)
  • Sticky's Avatar
    01-17-2015, 07:33 AM
    What is the worst car you ever had? Well, chances are it probably was not as bad as the rides some of these people have had. We spend a ton of time talking about what the best car is, what the most powerful car is, and what the fastest car is. Rarely do we talk about the pieces of crap we have driven along the way. So take a look, take a laugh, and remind yourself how fortunate you are to be modifying whatever it is you are modifying for more power while some people are sticking their head out their sunroof to get a cheeseburger.
    21 replies | 3772 view(s)
  • Vertigo's Avatar
    01-01-2015, 03:43 PM
    I picked up where he left off! http://www.bimmerboost.com/showthread.php?52278-mjmarovi-s-Single-Turbo-build-at-Proven-Power-Tampa I purchased my 2008 E92 335i about two years ago now with 60k on it. At 66k I installed the JB4. Then ISO and went FBO w/ E85 minus meth until 140k. Being very happy with the car and knowing that I will keep it for the long run I decided to jump all in after my SPEC 2+ clutch gave out in only 7 months! I scored a good deal on a used N54 head that I decided to clean up and send of to get the works done to, full p/p and radius'd, values cut and lapped, balanced new springs, new seals,etc ...(minus larger valves and lighter springs/retainers). Once I got the head back I cleaned up the combustion chambers and sent them off to get ceramic coated along with my pistons. Dirty vs cleaned up combustion chambers: Ceramic: Now began the real work! BMW TIS was used and printed out for all procedures and torque/fastening values (nm/in/lbs/ft/lbs). All Torque to Yield bolts were ordered new and the old TTY fasteners thrown out. I managed to get the car as high as possible on jack stands and get the transmission pulled out. At this point I was torn between going with upgraded twins or an appropriately sized single and wouldn't you know mjmarovi just so happened to be selling his Proven Power Single kit with the Forced Performance HTA3586r Tubro! We worked out a deal and I began pulling my stock parts send his way in the exchange. Just a quick aside... I wanted to give Matt a big thumbs up here as he was extremely professional to work with and I had absolutely no issues staying in communication with him at all with every txt msg, email, phone call. He was 100% honest with me the entire time and I would do business with him again in a heart beat, no hesitation! He even helped me troubleshoot a few issues along the way! Removing the stock turbos: Look at all that space! Valve cover removal: Time to pull the head. Having most of my experience on the Chevy LSX platform I decided to do due diligence on marking the way everything was positioned prior to removal. I love white out :) Notice the special BMW Timing tool used to TIME the cams later on. (Note: This tool will only TIME the cams, you will need an additional special tool that is impossible to find and costs about 1k to INSTALL the cams). I found this out much too late and wanted to bring it to your attention. Heads off! With 140k on the clock the cylinder walls look amazing considering what I've put it through. Look at that cross hatching! Cleaned up head gasket surface: Ceramic Pistons Installed!! Time to re-install the head! Remember that Cam Install Tool I mentioned earlier? Well it allows you to pre-tension the Exhaust Valve on Cylinder #2 and Intake Valves on Cylinder #3 along with aligning the cam bearing shells properly: When installing the cams make sure your rockers are sitting on the valve stems properly: Lets protect the VC from the new single manifold heat: REMEMBER to CLEAN OUT ALL THE HEAD BOLT HOLES prior to installing the new head bolts!!! They must be free of debris and liquid or you could crack you block in half!!! Finally Lets Get some Turbo Pics! HTA3586r!!! Continued...........
    38 replies | 1598 view(s)
  • Sticky's Avatar
    01-03-2015, 12:22 AM
    The BMW i8 performs well for what it is. It is designed with efficiency in mind hence the 1.5 liter three-cylinder gasoline motor. Supplemented by an electric drivetrain the i8 output is 357 horsepower and 420 lb-ft of torque. It moves a fairly lightweight (for BMW anyway) 3380 pounds. The F82 M4 is heavier than the i8 and does not have all wheel drive. It sends an underrated 425 horsepower to the rear wheels. It has more power than the i8 and despite being rated at 409 lb-ft of torque this figure is also underrated. Raw grunt is in the M4's court. The disadvantage for the M4 is that it is carrying just under 200 more pounds and that it does not get the instant electric torque benefit or all wheel drive traction benefit. On paper the way this should go is the i8 opens a slight lead only for the M4 to easily pull past it. Test figures have shown the i8 go 12.3 @ 114 in the 1/4 mile and independent drag strip results from owners for the M4 show times in the 12.1 @ 116 range. So what happens? Well the geniuses at Auto Bild in Germany use some crappy damp road for the comparison. They actually do a slow motion capture of the M4's tires going up in smoke off the launch. That doesn't look cool guys, it make you look like you don't know what the hell you are doing. The i8 wins although we get no data to go with it. It really is a victory by default as if one car is sitting there spinning its tires and the other hooks up and goes it is no surprise it wins even if it is less powerful. What should be a cool comparison turns into a joke. The M4 has nothing to fear from an i8 in a drag race. Especially considering they have already gone low 11's.
    25 replies | 3679 view(s)
  • Sticky's Avatar
    01-15-2015, 06:22 PM
    The S63TU flash tuning era is in full swing. As BimmerBoost first reported last year 'real' F10 M5 / F13 M6 ECU tuning was on the way and here is further proof. AMS Performance tuned the F10 M5 of an IND-Distribution customer equipped with an Eisenmann exhaust system, GruppeM airbox, and AMS downpipes. The result? 643 horsepower at the wheels and 606 lb-ft of torque at the wheels. This is over 100 wheel horsepower over the green graph which represents the F10 M5 baseline. With just the bolt on modifications the car made 550 wheel horsepower and 505 lb-ft of torque on the stock tune. Clearly to get the most out of exhaust and intake modifications a tune is necessary as AMS added 97 wheel horsepower and 101 lb-ft of torque on top of the bolt on numbers. Additional noteworthy details This is a true ECU reflash and not a piggyback tuner The speed limiter is removed. We can remove CEL’s. We should see things move forward rapidly now with the ECU's cracked. What is interesting is that AMS said two years ago they were going to use ESS for tuning on the F10 M5 platform as they worked on a turbo upgrade yet now AMS is doing their own tuning. Come to whatever conclusion from that which you want to but BimmerBoost believes ESS claimed to be able to tune the F10 M5 simply for publicity as nothing ever came of the claim and furthermore nothing could have as that ability was not yet available until last year. Now we should see things progress beyond the bolt on level. 700+ wheel horsepower here we come.
    30 replies | 2526 view(s)
  • DavidV's Avatar
    01-08-2015, 03:15 AM
    Presented at 2015 CES (Consumer Electronic Show) in Las Vegas, BMW showed their LED light and OLED rear light concept for the F82 M4. The front lights are similar to the i8 LED lights with a reach of 600 meters and a 'Selective Beam' function. The rear lights are OLEDs in a 3D configuration. BMW considers itself a leader in lighting technology and plans to implement the Laserlight system already used in the i8 in future BMW M cars. The F82 M4 certainly appears to be a candidate and no doubt the lighting system is striking. It looks very modern and, well, just plain cool. The lights of course have safety aspects as they are designed to help peek around corners to eliminate blind spots traditional lights do not reach. An infrared camera also helps the lights pick out and spot animals or people so they can be avoided. Munich/Las Vegas. At the Consumer Electronics Show (CES ) 2015 in Las Vegas, BMW is providing further evidence that it is a world leader in the development of Laserlight. Having already supplied its first models with Laserlight to customers, it is now presenting further laser functions for vehicles of the future. Laserlight is now able to offer its impressively long beam range of up to 600 metres in combination with the BMW Selective Beam function (anti-dazzle High-Beam Assistant). At CES, BMW is unveiling ways in which Laserlight, extensively integrated with assistance systems and vehicle sensors, can be used to implement new intelligent lighting functions for enhanced safety and comfort. For example, it can work with the navigation system to illuminate corners well in advance, while a laser-based Dynamic Light Spot can provide early warning of people or animals at night from a distance of up to 100 metres. New lighting technology opens up design scope. The BMW M4 Concept Iconic Lights model, with exterior paintwork in Cool White metallic, features a new interpretation of the typical BMW twin round headlights. On the move, the laser technology can be identified by the fine blue strips inside the lights. Meanwhile, the rear light clusters of the BMW M4 Concept Iconic Lights model are based on OLEDs (organic light-emitting diodes), which produce light from wafer-thin semiconducting layers of organic material. For the first time, both the tail lights and rear direction indicators feature OLED technology. The illuminated surfaces are positioned to produce a three-dimensional effect. OLEDs also take up less room on account of their thin size. Shining example of innovative technology: anti-dazzle Laserlight and laser projection. BMW Laserlight sets new standards in terms of beam range and brightness. Inside the laser headlights, the “coherent” monochromatic blue laser light is converted into harmless white light. A special optical system directs the rays from the high-performance diodes onto a phosphor plate inside the light, which converts the beam into a very bright white light that is similar to natural daylight and pleasant to the eye. Despite consuming 30 percent less energy, the parallel light beam is ten times more intense than that produced by halogen, xenon or LED light sources. BMW Laserlight also has a beam range of up to 600 metres, more than twice that of conventional headlights, for increased safety in the dark. The camera-based BMW Selective Beam system, which is controlled by dynamic actuators, prevents oncoming or preceding vehicles being dazzled and allows the laser high beam to be left on at all times. Enhanced safety through connectivity. Extensive integration of the innovative Laserlight with other vehicle systems allows a variety of intelligent lighting functions to be implemented. Integration with the navigation system, for example, allows the proactive Adaptive Headlight control system to illuminate corners even before the steering wheel is turned. Laserlight also adds a new dimension to the Night Vision system’s Dynamic Light Spot function. In pitch-dark conditions, people and animals can be detected from a distance of up to 100 metres, by infrared camera, and “spotlighted” by the laser-based Dynamic Light Spot. This is a longer range than that of any other system. Also, if the vehicle detects reduced clear road width ahead, the laser headlights can be used to provide “narrow clearance” lighting. A laser projection function indicates the exact width of the vehicle in relation to the road to allow safe passage through the narrow space. BMW M4 Concept Iconic Lights also showcases a further “visionary” system: “High Power Laser” diodes. This system projects driver information directly onto the road in front of the vehicle, allowing drivers to concentrate optimally on the traffic even in pitch darkness. OLED rear light cluster with three-dimensional effect. Organic light-emitting diodes – OLEDs – are an innovative, efficient, sustainable light source that form the basis for the BMW Organic Light system. OLEDs have a low power consumption, which helps to further reduce vehicle CO2 emissions. Another sustainable feature of this technology is the fact that no expensive rare earth metals are required in the production process. Unlike ordinary LEDs, which are a point light source, OLEDs produce light uniformly over their entire surface. The OLED elements are very thin, with a thickness of just 1.4 millimetres. Also, the individual modules can be activated separately, generating new possibilities for creating different lighting effects at the rear light clusters. Different lighting effects in different driving modes. In the past, rigorous legal requirements regulating the brightness of vehicle lighting have limited the number of lighting functions that it was possible to implement with OLED technology. On the BMW M4 Concept Iconic Lights model, BMW Organic Light is used in the tail lights and rear direction indicators. By activating the OLED segments individually, it is possible to create different rear lighting effects in different driving modes. Whereas normally the L-shape is wide and uniformly illuminated, in Sport mode a different-shaped light pattern can be used by activating only some of the OLED segments. The rear light then appears as a narrow, focused and sharply defined “strip” of light. New technologies create new design options. Lighting is an important design element in modern vehicles. From the front, all vehicles of the BMW core brand are instantly identifiable by the combination of their twin round headlights and the hallmark kidney grille. At night, the four glowing corona rings form a distinctive signature. The BMW M4 Concept Iconic Lights model presents a new interpretation of the twin circular headlight theme. The headlights feature laser technology which is attractively highlighted by fine blue LED strips when the vehicle is on the move. Thanks to the new laser technology it was also possible to give the headlights a flat and sharply sculpted design. The L-shaped rear light clusters are just as distinctive in terms of styling as the front lights. The “L” shape is a typical design hallmark that accentuates the width of the rear and gives the vehicle a striking and powerful look that always stands out from the crowd, whether at night or during the daytime. On current models, LED-powered light strips and other light elements emphasise the L-shape at night and make the brand identity more easily recognisable in the dark. BMW first presented a rear light cluster with OLED elements on the BMW Vision Future Luxury concept model, which made its world debut in Beijing in April 2014. BMW M4 Concept Iconic Lights displays its own version of this design. Its M-style OLED rear light cluster marks a new evolution of the typical BMW L-shaped lighting design which, with the BMW 7 Series launch, was reinforced with a distinctive “glowing” effect. OLED technology makes it possible to create a new, more three-dimensional and at the same time very sharply defined appearance. BMW M GmbH will be launching a production model featuring OLED technology in the near future. Source
    16 replies | 4177 view(s)
  • Sticky's Avatar
    01-02-2015, 12:14 AM
    It certainly is hard to keep a secret in this day and age isn't it? Somehow someone got a hold of this 2016 BMW G11 7-Series test mule and uncovered it showing it to the world completely undisguised. We have no idea who the man is or how he did it but we thank him for doing so. The styling is evolutionary rather than revolutionary. The current BMW styling language is featured everywhere and it is immediately recognizable as a BMW. The interior is what we have come to expect. The front features the new BMW Laserlight system. The big changes are really under the skin. All wheel drive 'xDrive' is expected as standard. BMW is also trying to shave a good amount of weight off the car although we will have to see just how successful they are in this attempt. The initial reports of a 500 pound weight loss target sure seem optimistic especially if xDrive is standard. Whatever the weight loss may be the new 7 is expected to be much more nimble. The return of a driver friendly 7-Series? Perhaps. We will know more when the car makes its official debut late this year likely at the Frankfurt Auto Show in September although due to this leak it could be bumped up significantly.
    7 replies | 5020 view(s)
  • Sticky's Avatar
    12-31-2014, 01:41 AM
    Nice video here from BenzBoost member JonsC63AMG showing off his W204 C63 AMG against an Audi R8 5.2 V10 coupe. The W204 C63 AMG features an OE Tuning M156 tune and other than that it is stock. The Audi R8 V10 we assume is stock and it looks to be the pre-facelift model. That means the R8 V10 has 525 horsepower and it is sent through either a 6-speed manual or an S-Tronic sequential manual gearbox. The R8 also is all wheel drive compared to the C63 rear wheel drive but despite the Quattro weight penalty it is still roughly 400 pounds lighter than the C63. The run is fairly close between the two but the R8 takes it up top opening a small lead by the finish line. The R8 would definitely benefit from a tune and the C63 would benefit from additional mods as well of course. Regardless, a nice run between the two. @JonsC63AMG
    9 replies | 4612 view(s)
  • Sticky's Avatar
    01-01-2015, 09:55 PM
    Great tun here by a bolt on modified Porsche 991 Turbo S at the Palm Beach International Raceway in Florida. The car features a GIAC Stage 2 ECU tune as well as a Tubi race exhaust system. It lines up against a stock 2013 BMW 335is that obviously has no chance. The 991 Turbo S goes 10.460 @ 132.41 making for the fastest 991 Turbo S in the United States. We have repeatedly seen low 10's out of the 991 Turbo / S now but the question is when will we see a 9 second bolt on pass? It is going to be difficult or at least more difficult than the 997.2 platform due to having smaller turbochargers. As you may recall, bolt on GIAC tuned 997.2 Turbos have run 9's. Certainly interesting that the 997.2 Turbo at least with bolt on modifications has an advantage over the 991 Turbo. Once the turbos change on either motor they are basically even and it comes down to who fits the bigger turbos and upgrades the PDK transmission to handle them.
    26 replies | 2839 view(s)
  • Sticky's Avatar
    01-07-2015, 06:35 PM
    There you have it, the first 9 second Porsche 991 Turbo and what is currently the quickest and fastest 991 Turbo / S in the world. A back and forth in 991 Turbo tuning started with Simon Motorsport going 10.31 in the 1/4 mile only for PP-Performance to respond with a 10.003 run. The car was on the verge of 9's and now it is officially there with the latest 9.896 @ 137.783 mile per hour run. The modifications are as follows: Modifications: PP-Performance Software IPD Plenum X-Pipe | Downpipes | Headers 3in1 BMC Racing Filter Toyo R888 (Rear Tires) No word on the fuel used but one can assume race gas. No word on if any weight was stripped out either. The Toyo R888's in back help achieve a 1.412 60 foot. The 991 Turbo joins the 997.2 Turbo as far as get getting into the 9's with bolt ons. The 991 Turbo and Turbo S have the same size turbochargers but tuners tell us they are smaller than the 997.2 Turbo S units. Is there more in the 991 Turbo without upgraded the turbochargers? We will have to see.
    29 replies | 2584 view(s)
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