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  • Sticky's Avatar
    07-15-2015, 05:21 PM
    N54 turbo inlets. This topic has caused a civil war on the BimmerBoost forums. TFT (Trueform Technologies) weighed in on the controversial topic and posted results with their inlet and charge systems. The numbers they are showing certainly are impressive. How does 670 horsepower to the wheels on an E70 blend with an FFtec inline LPFP pump upgrade sound? No port injection here: Original RB Turbos (cast wheels) TFT Inlet System and Charge System AMS Intercooler, AR Downpipes Tuned by Brian@TFT, via MHD Flasher Regarding the inlets, TFT stated the following: "With the rapid roll-out of these cheap inlet systems put together as afterthoughts hitting the market soon, one can't help but reference the timeless phrase: "You get what you pay for", and while some replica inlet systems might appear similar to the TFT Inlet Systems from afar, the important value is in the details. With that in mind, here is the latest from the TFT 335i - showing how effective, powerful, and issue-free the right parts (and the right combination of parts) can truly become. Next up: custom billet compressor wheels (properly sized of course) and 700whp!" This car is clearly capable of much more. We will see what they hit as the N54 inlet war rages on.
    338 replies | 2093 view(s)
  • Sticky's Avatar
    07-08-2015, 09:03 PM
    A lot of great action in this video here! It starts out with a three-way race between E60 M5's with different modifications but all naturally aspirated. The camera car is the blue E60 M5 in lane three that features an Evolve Automotive tune along with the Evolve tubular headers. It is the headers that make the biggest difference here and it shows as the two black E60 M5's get a large jump but the blue E60 M5 camera car is able to run them down pulling harder up top. The basic mods between all three are the same with each featuring intake scoops, an underdrive pulley, cats deleted, and a tune. If anyone was wondering if headers make a large difference wonder no more. The second run between the trio features a far more even start. The blue E60 M5 again demonstrates its top end power superiority pulling past the other two. The other two M5's are basically neck and neck as they should be. The amount of weight in the car is enough to separate them. The third run again has the blue M5 pulling decisively and at this point it is well established it is the fastest out of trio. The fourth race is the one that is most interesting putting things in context as the fastest E60 M5 takes on a Stage I BMS tuned F10 M5 that is tune only. The S85 V10 top end shows well here against the F10 M5 which gets pulled. They run again and the race is closer but the E60 M5 again pulls up top. The F10 M5 looks to be running a very mild map based on the result but the S85 V10 strength is top end highway runs and it shows. A great video with great races.
    101 replies | 2408 view(s)
  • Sticky's Avatar
    07-14-2015, 03:22 PM
    Impressive power here numbers from the upcoming FSR Motorsport E46 M3 turbo kit. This kit is not yet released and BimmerBoost explored this turbo option last week. BimmerBoost member @6spd_legend has the pre-production kit and his car showed an impressive 720 horsepower to the wheels at 19 psi. Torque is at 538 lb-ft at the wheels and yes this on a completely stock E46 M3 S54 motor: Tuning is done through the AEM Infinity standalone engine management unit. As far as pricing, the kit is expected to come in at $9k and goes up from there with additional options such as larger injectors and upgraded fuel pumps. Further details: We're selling our Pre-Production S54 turbo kit. This kit is dyno proven to make 650whp in current setup. You can add larger injectors, additional fuel pumps or a larger turbocharger to make even more power. The kit contains the following used components: Precision 6466 dual ball bearing turbocharger, Turbosmart Hypergate45, FSR stainless steel tubular manifold, stainless steel dump tube, FSR stainless steel downpipe/midpipe combo that mates to OE exhaust, 6061 AL hot and cold side intercooler piping, Precision 31 1/2"L X 8.0"H X 3 1/2"D Intercooler with mounting brackets, turbosmart Raceport blow off valve, FSR fabricated intake manifold, intake with filter, oil feed and return lines with fittings, black couplers, SS clamps, FSR motor mount w/ bushing, hardware to mount turbo/manifold/intercooler, boost actuated exhaust cutout. You also get the following NEW items: AEM Infinity pkg for E46 M3 (includes AEM Infinity ECU, adapter harness, 5 bar SS map sensor, 150psi fuel pressure sensor, intake air temp sensor, wideband adapter harness, wideband sensor, boost control solenoid), Fuel Injector Clinic (FIC) 1100cc Hi Impedance fuel injectors, Walbro E85 compatible 400lph fuel pump (also called the 460/465/485) and Radium Engineering E46 M3 fuel pump install kit. It has been used on our shop car for dyno and road testing so it does show a little wear.
    82 replies | 1871 view(s)
  • Sticky's Avatar
    07-09-2015, 07:43 PM
    This certainly was unexpected but also shows just how large and powerful ECS Tuning has become. Turner Motorsport is a BMW aftermarket mainstay with far reaches throughout the community for several generations of BMW models now. ECS Tuning somehow was able to come to terms on acquiring Turner. Turner Motorsport has increasingly focused on racing and owner Will Turner likely intends to continue his racing programs and even expand them. A giant cash influx certainly won't hurt in that regard and word on the street is he will continue to be involved in day to day operation and his position will be president of the Turner Motorsport division. ECS has expanded its reach and much respect to them in regards to their success and acquisition. ECS Tuning Announces Acquisition of Turner Motorsport Wadsworth, Ohio, July 6, 2015 – ECS Tuning, LLC (“ECS”), a leading global engineering and ecommerce retailer of European automotive performance parts and accessories, announced today the acquisition of Turner Motorsport LLC (“Turner Motorsport”), an industry leading ecommerce retailer for BMW performance parts and accessories. ECS is one of the web’s most popular destinations for European car enthusiasts ( The company is distinguished by its highly engineered proprietary products and ever-expanding parts catalog featuring more than 1.4 million SKUs for BMW, Audi, Mercedes-Benz, Mini, Porsche and Volkswagen. The addition of Turner Motorsport will make ECS a premier destination for BMW parts online and will enable both companies to offer a broader selection of high quality engineered solutions and enhancements for the BMW marketplace. “Turner Motorsport has always been dedicated to providing customers with the highest quality performance parts and accessories for BMWs,” said Will Turner, founder of Turner Motorsport. “I have a lot of ideas for new products and I’m excited that as part of the ECS family, we can bring those to life more quickly and offer an even broader selection of products to BMW owners, enthusiasts and racers.” Turner confirmed that the Turner Motorsport Racing team will remain unchanged, with ECS and Turner Motorsport continuing as primary sponsors. Turner founded Turner Motorsport in 1993 to provide enthusiasts with high performance products and accessories for their BMW. With its focus on customer service, leading performance products, and in-house R&D, the company has developed a noteworthy reputation in the marketplace for high quality products, many of which are featured on the championship-winning Turner Motorsport Racing team vehicles. Will Turner will remain with the company as president of the Turner Motorsport Division. “ECS is thrilled to partner with Will Turner,” said Tom Demrovsky, co-CEO of ECS. “Will shares our passion for European cars and Turner Motorsport is an excellent addition to the ECS family that allows us to better serve our customers. In addition, we look forward to leveraging our combined R&D efforts to introduce more industry-leading products across all of our vehicle makes.” “Will is widely respected in the BMW enthusiast and racing circles, and we’re excited that he’ll be part of the combined ECS and Turner Motorsport team. We also look forward to welcoming the additional expertise of the broader Turner Motorsport team to the ECS family,” added Brian Demrovsky, co-CEO of ECS. Based in Wadsworth, Ohio, ECS is owned by Bertram Capital, the company founders, and management. About ECS Headquartered in Wadsworth, Ohio, ECS is a leading global e-commerce platform for Audi, BMW, Mercedes-Benz, Mini, Porsche and Volkswagen automotive parts. The company offers a diversified product portfolio covering the full spectrum of genuine, aftermarket, and performance parts. ECS has a content-rich catalogue of more than 1.4 million parts from leading automotive brands, including its owned brands: ECS Tuning, Ziza, Alzor, Bremmen, and Schwaben. Visit for more information. About Turner Motorsport Founded in 1993 in Amesbury, Massachusetts with a deep heritage in performance racing, Turner Motorsport is dedicated to developing, manufacturing and retailing high performance BMW parts and accessories. Visit for more information.
    41 replies | 2133 view(s)
  • Sticky's Avatar
    07-23-2015, 10:00 PM
    This is definitely going to upset the AMG fanboys as the M157 5.5 liter twin turbo V8 motor in the E63 AMG has enjoyed an advantage over the M5 S63TU 4.4 liter twin turbo V8 for some time in the aftermarket. F10 M5 S63TU tuning evolved considerably since flash tuning solutions were released this year and it shows. In the left lane you have a pre-facelift E63 AMG model which means it is rear wheel drive and does not have 4Matic all wheel drive. The F10 M5 in the right lane is also rear wheel drive of course. Both cars have flash tunes from Eurocharged and both cars have catless downpipes. This is as close to apples to apples as you will get. The cars go at it from a low speed roll and the E63 has a slight jump. The F10 M5 on the gearshifts catches up and it certainly looks like the DCT transmission in the M5 is providing an advantage compared to the E63 AMG MCT automatic. The M5 ends up pulling past the E63 and up top despite starting behind it. Certainly an impressive display by the M5.
    42 replies | 1299 view(s)
  • Sticky's Avatar
    07-03-2015, 03:07 PM
    This picture says quite a lot. Namely that the oem BMW 335i N54 turbos are tiny. Fortunately there are two of them but when seeing the size of the turbo compared next to a GTX30R the N54 oem turbocharger looks like a little itty bitty baby turbocharger does it not? That is what makes the fact these OEM housings are hitting almost 700 wheel horsepower all that more impressive. It truly is remarkable when put in this type of context. It also shows just how good of a job the turbo vendors are doing on the platform.
    21 replies | 2994 view(s)
  • Sticky's Avatar
    07-21-2015, 03:02 AM
    This era of engine efficiency is bringing with it turbochargers and smaller motors. With naturally aspirated high revving motors being slowly phased out (with exceptions) redlines have dropped a bit. This affects even lofty producers such as Ferrari who historically managed to offer some of the highest revving motors seen in production cars. You will notice however that naturally aspirated motors still dominate when it comes to high revs. This list is in order of highest to lowest redline. It also favors new motors and not motors being phased out. That means we did not omit the M159 V8 of the Mercedes SLS Black Series we simply realize it has reached the end of its lifespan and the M178 twin turbo V8 is replacing it. The same reasoning is why we do not list the Ferrari 458 naturally aspirated V8 but instead the 488 GTB turbocharged successor taking its place. Enjoy the 2015 list. 1. Ferrari LaFerrari - 9250 rpm 6.3 liter V12 Horsepower: 789 Torque: 663 lb-ft Bore x Stroke (mm): 94.0 x 75.2 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4564.304 2. Porsche 918 Spyder - 9150 rpm 4.6 liter V8 Horsepower: 608 Torque: 398 lb-ft Bore x Stroke (mm): 95.0 x 81.0 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4863.189 3. 2015 Porsche 911 (991) GT3 - 9000 rpm 3.8 liter flat-6 Horsepower: 475 Torque: 324 lb-ft Bore x Stroke (mm): 102.0 x 77.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4576.772 4. 2015 Porsche 911 (991) GT3 RS - 8800 rpm 4.0 liter flat-6 Horsepower: 500 Torque: 338 lb-ft Bore x Stroke (mm): 102.0 x 81.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4706.037 5. Audi R8 - 8700 rpm 5.2 liter V10 Horsepower: 540/602 Torque: 398/413 lb-ft Bore x Stroke (mm): 84.5 x 92.8 Fuel Injection: Dual direct and port Aspiration: Natural Piston Speed FPM: 5297.638 6. McLaren 650S/675LT - 8500 rpm 3.8 liter V8 Horsepower: 641/666 Torque: 500/515 lb-ft Bore x Stroke (mm): 93.0 x 69.9 Fuel Injection: Port Aspiration: Turbo Piston Speed FPM: 3898.622 6. Ferrari F12 - 8500 rpm 6.3 liter V12 Horsepower: 731 Torque: 508 lb-ft Bore x Stroke (mm): 94.0 x 75.2 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4194.226 6. Audi RS5 - 8500 rpm 4.2 liter V8 Horsepower: 450 Torque: 317 lb-ft Bore x Stroke (mm): 84.5 x 92.8 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 5175.853 6. Lamborghini Huracan - 8500 rpm 5.2 liter V10 Horsepower: 602 Torque: 412 lb-ft Bore x Stroke (mm): 84.5 x 92.8 Fuel Injection: Dual direct and port Aspiration: Natural Piston Speed FPM: 5175.853 10. McLaren P1 - 8300 rpm 3.8 liter V8 Horsepower: 727 Torque: 537 lb-ft Bore x Stroke (mm): 93.0 x 69.9 Fuel Injection: Port Aspiration: Turbo Piston Speed FPM: 3806.89 11. Lamborghini Aventador 8250 rpm 6.5 liter V12 Horsepower: 691 Torque: 508 lb-ft Bore x Stroke (mm): 95.0 x 76.4 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4135.827 12. Ford Shelby GT350 - 8200 rpm 5.2 liter V8 Horsepower: 526 Torque: 429 lb-ft Bore x Stroke (mm): 94.0 x 93.0 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4950.131 13. Ferrari 488 GTB - 8000 rpm 3.9 liter V8 Horsepower: 661 Torque: 561 lb-ft Bore x Stroke (mm): 86.5 x 83.0 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4356.955 14. Porsche Boxster and Cayman, S, and GTS - 7800 rpm 2.7/3.4 liter flat-6 Horsepower: 275/325/340 Torque: 213/272/280 lb-ft Bore x Stroke (mm): 89.0 x 72.5 / 97.0 x 77.5 / 97.0 x 77.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 3710.63 / 3966.535 14. Porsche 911 Carrera, Carrera S, and GTS - 7800 rpm Horsepower: 350 / 400 / 430 Torque: 287 / 325 / 325 lb-ft Bore x Stroke (mm): 97.0 x 77.5 / 102.0 x 77.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 3710.63 / 3966.535 16. Ferrari California T - 7500 rpm 3.85 liter V8 Horsepower: 552 Torque: 557 lb-ft Bore x Stroke (mm): 86.5 x 82.0 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4035.433 16. Nissan 370Z Nismo - 7500 rpm 3.7 liter V6 Horsepower: 350 Torque: 276 lb-ft Bore x Stroke (mm): 95.5 x 88.4 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4350.394 16. BMW F80 M3 / F82 M4 - 7500 rpm 3.0 liter inline-6 Horsepower: 425 Torque: 406 lb-ft Bore x Stroke (mm): 84.0 x 89.6 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4409.449 19. Subaru BRZ / Scion FR-S - 7400 rpm 2.0 liter boxer four Horsepower: 200 Torque: 151 lb-ft Bore x Stroke (mm): 86.0 x 86.0 Fuel Injection: Dual direct and port Aspiration: Natural Piston Speed FPM: 4175.853 20. Aston Martin V8 Vantage - 7300 rpm 4.7 liter V8 Horsepower: 430 Torque: 346 lb-ft Bore x Stroke (mm): 91.0 x 91.0 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4358.924 21. Maserati GranTurismo - 7250 rpm 4.7 liter V8 Horsepower: 444 Torque: 376 lb-ft Bore x Stroke (mm): 94.0 x 84.5 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4019.849 22. AMG GT S 7200 rpm 4.0 liter V8 Horsepower: 503 Torque: 479 lb-ft Bore x Stroke (mm): 83.0 x 92.0 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4346.457 22. Porsche 911 Turbo S 7200 rpm 3.8 liter flat-6 Horsepower: 560 Torque: 516 lb-ft Bore x Stroke (mm): 102.0 x 77.5 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 3661.417 22. BMW F10 M5 / F13 M6 - 7200 rpm 4.4 liter V8 Horsepower: 560/575 Torque: 500 lb-ft Bore x Stroke (mm): 89.0 x 88.3 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4171.654 25. Porsche Panamera GTS 7100 rpm 4.8 liter V8 Horsepower: 440 Torque: 384 lb-ft Bore x Stroke (mm): 96.0 x 83.0 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 3866.798 Complete list: 1. Ferrari LaFerrari - 9250 rpm 2. Porsche 918 Spyder - 9150 rpm 3. 2015 Porsche 911 (991) GT3 - 9000 rpm 4. 2015 Porsche 911 (991) GT3 RS - 8800 rpm 5. Audi R8 - 8700 rpm 6. McLaren 650S/675LT - 8500 rpm 6. Ferrari F12 - 8500 rpm 6. Audi RS5 - 8500 rpm 6. Lamborghini Huracan - 8500 rpm 10. McLaren P1 - 8300 rpm 11. Lamborghini Aventador 8250 rpm 12. Ford Shelby GT350 - 8200 rpm 13. Ferrari 488 GTB - 8000 rpm 14. Porsche Boxster and Cayman, S, and GTS - 7800 rpm 14. Porsche 911 Carrera, Carrera S, and GTS - 7800 rpm 16. Ferrari California T - 7500 rpm 16. Nissan 370Z - 7500 rpm 16. BMW F80 M3 / F82 M4 - 7500 rpm 19. Subaru BRZ / Scion FR-S - 7400 rpm 20. Aston Martin V8 Vantage - 7300 rpm 21. Maserati GranTurismo - 7250 rpm 22. AMG GT S 7200 rpm 22. Porsche 911 Turbo S 22. BMW F10 M5 / F13 M6 - 7200 rpm 25. Porsche Panamera GTS 7100 rpm
    26 replies | 2110 view(s)
  • Sticky's Avatar
    07-29-2015, 09:51 PM
    This is something we are going to see more of as the new M3 and M4 battle with the 335i and 135i models equipped with the N54 (with N55's more and more getting into the mix as well). This goes down about as one would expect with the F80 M3 pulling up top. The M3 has the advantage of the DCT transmission. The Eurocharged ECU flash tune with downpipes as this M3 has boosts things considerably. Basically, a bolt on F80 M3 should make a bit more power than a bolt on E9X 335i N54 but the N54 has some additional tricks up its sleeve that this particular example is not running including inlets and E85. This particular N54 is running meth injection though and the F80 M3 S55 is not which is a factor although it is on race gas. Ultimately, these are both 3.0 liter twin turbo direct injected BMW inline-6 motors and which is faster comes down to the amount of mods and really money spent. The M3 will ultimately have the advantages of the DCT transmission and the higher redline. It also is the more complete package to begin with. It's a bit of a shame these are chase view runs on the video (it should be a crime really) but it goes to show how quick a tune and downpipes M3/M4 is and how it stacks up to a bolt on N54.
    25 replies | 799 view(s)
  • Sticky's Avatar
    07-10-2015, 08:36 PM
    The demise of HPF (Horsepower Freaks) left somewhat of a void in the BMW E46 M3 turbo scene. Legitimate BMW forced induction specialists stepped in to fill that void and there are options from Maximum PSI on the factory ECU and Saad Racing using aftermarket ECU's. FSR Motorsport in California is preparing a turbo kit based around the AEM Infinity engine management system. So what else can we tell you about their offering? Not much other than they will use a Precision turbocharger. There is literally nothing else to share except a video of the FSR development car on the dyno but a dyno video without a graph or details is rather pointless. Will this be a solid option on the platform? Maybe. They have been working on this since 2012 and we are deep into 2015 now. Without solid details, specifications, and results it will continue to bask in obscurity. <blockquote class="instagram-media" data-instgrm-version="4" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:50% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAAGFBMVEUiIiI9PT0eHh4gIB4hIBkcHBwcHBwcHBydr+JQAAAACHRSTlMABA4YHyQsM5jtaMwAAADfSURBVDjL7ZVBEgMhCAQBAf//42xcNbpAqakcM0ftUmFAAIBE81IqBJdS3lS6zs3bIpB9WED3YYXFPmHRfT8sgyrCP1x8uEUxLMzNWElFOYCV6mHWWwMzdPEKHlhLw7NWJqkHc4uIZphavDzA2JPzUDsBZziNae2S6owH8xPmX8G7zzgKEOPUoYHvGz1TBCxMkd3kwNVbU0gKHkx+iZILf77IofhrY1nYFnB/lQPb79drWOyJVa/DAvg9B/rLB4cC+Nqgdz/TvBbBnr6GBReqn/nRmDgaQEej7WhonozjF+Y2I/fZou/qAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div><p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;"><a href="" style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none;" target="_top">A video posted by FSR Motorsport Creations (@fsr_motorsport_creations)</a> on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2015-07-02T17:00:30+00:00">Jul 2, 2015 at 10:00am PDT</time></p></div></blockquote> <script async defer src="//"></script>
    23 replies | 1785 view(s)
  • Sticky's Avatar
    07-18-2015, 12:01 AM
    Always good to get more dyno numbers for the new M177 twin turbo 4.0 liter V8 motor under the hood of the W205 Mercedes-AMG C63 and S models. The C63 AMG S 503 horsepower of course being higher than the 469 horsepower in the standard C63 AMG model. This output difference is due to software only so owners of the base C63 AMG should not fret as they can easily match and exceed the C63 AMG S. Speaking of which, 503 horsepower using 17% drivetrain losses for an automatic on a Dynojet which is the traditional figure results in 417 horsepower to the wheels. The C63 AMG S is not losing only 24 horses or 4.8%. The car is underrated quite a bit in power and is producing closer to ~565 horsepower at the crank. The torque figure is really underrated at 495 lb-ft at the wheels which is more like ~585 lb-ft of torque at the crank. It is interesting to note that the C63 AMG S M177 and the AMG GT S M178 both have similar peak wheel horsepower figures however the M177 is producing more peak torque at the wheels by roughly 40 lb-ft. That is a sizeable difference. Thank you to BenzBoost user @CarlBENZ for this graph. We will soon have tuned figures from him as he intends to purchase a Rebellion piggyback box and dyno the results afterwards.
    33 replies | 666 view(s)
  • Sticky's Avatar
    07-28-2015, 07:22 PM
    An interesting photo was posted from a BMW technical document on the BimmerBoost forums that gives a quick and easy overlay of the BMW N54 and N55 valvetrains including their VANOS camshaft adjustment ranges. The N54 and N55 of course are similar turbocharged and direct injected inline-6 motors sharing the same bore and stroke. They clearly are tuned a bit differently (due to the N55 being single turbo for one) and the N55's addition of Valvetronic plays a role. The N55 has a wider range of intake and exhaust VANOS adjustment as well as larger intake valve lift and cam duration compared to the N54 as the tech document highlights. Potentially the N55 can breathe better up top namely with a large turbo upgrade although tuning VANOS as well as Valvetronic is complicated. VANOS alone is a difficult system to tune and we have yet to see aftermarket VANOS cams working for the N54 or N55 motors. An interesting comparison nonetheless.
    27 replies | 792 view(s)
  • Sticky's Avatar
    07-06-2015, 05:55 PM
    Fluid MotorUnion does some outside the box thinking and quirky things although many of them are form over function. We would like to reference their BMW E9X M3 S65 V8 velocity stack system as support for this as an example. They may be onto something here though. The McLaren F1 uses gold foil in the engine bay as a heat reflector. It looks like Fluid MotorUnion is trying to take the same approach here to prevent heat soak and keep the M5 air boxes cooler by applying gold foil wrap to them. In theory this of course should work as gold is an excellent heat reflector. We would like to see some data in support of the function though rather than pictures of how cool it looks under the hood.
    13 replies | 1871 view(s)
  • Sticky's Avatar
    07-16-2015, 08:10 PM
    Positive displacement versus centrifugal superchargers. An age old argument in automotive performance circles and one that will likely never end. The vast majority of E9X M3 S65 V8 supercharger kits use centrifugal blowers such as the Vortech unit employed by this ESS kit. There is a reason for this. They are easier to tune for on the factory computer especially early on in the case of the E9X M3. BMW DME's are not easy to figure out which is why the Harrop kit has taken a few years to come to market. BimmerBoost first encountered it back in early 2013. There were already five (and counting) centrifugal based supercharger kits available for the M3 at that time but zero positive displacement solutions. Part of this is due to the S65 V8 independent throttle bodies. As a positive displacement unit such as the Harrop with its Eaton TVS 1740 roots blower always makes boost this poses a bit of a problem. Usually a roots or twin screw blower will pull air through a throttle body and not blow air into it or into eigh in this case. A bypass valve designed to bleed excess pressure is Harrop's solution and really is the only solution but getting the DME to play nicely with this setup is tough work. The benefit though is torque down low and better throttle response. A centrifugal kit like the ESS unit is peaky and offers poor throttle response in comparison. As the Vortech blower needs to be spun to make boost the power comes up top and takes a while to build. The higher you rev it, the more air it will move. The Eaton unit on the other hand provides roughly the same boost from idle to redline. There is also the difficulty of packaging a positive displacement unit so the Harrop kit is limited to an Eaton TVS 1740. This is not going to make as much power as the centrifugal kits up top but it will provide more torque down low and do so consistently through the curve. What it really comes down to is, do you want throttle response and torque or do you want top end horsepower? A centrifugal kit should pull up top and a TVS based kit should pull off the line and initially in a race. That is exactly what you see in this race below. What would BimmerBoost's choice be? The best of both worlds, turbos.
    20 replies | 1101 view(s)
  • Sticky's Avatar
    07-17-2015, 06:59 PM
    BimmerBoost previously wrote about this car earlier in the year and back then it was putting out 680 horsepower and 656 lb-ft of torque at the wheels. With some minor changes and further tuning the car hit a peak of 718.9 wheel horsepower and 754.1 lb-ft of wheel torque. The mod list is as follows: JB4 BETA + BCM ESS DME Flash Map ESS prototype turbos SSP upgraded DCT clutch packs BMS meth running boost juice (49%) High flow catted dps & exhaust MSR intake & inlet tubes to mount the meth ~94 octane (tank of 91 + 4 gallons of race gas mixed in) Much like in the N54 world BMS is utilizing flash tuning combined with their JB4 piggyback. This way one gets the best of both approaches with consistent tuning as well as the features a piggyback can provide that a flash tune can not. As to the turbochargers themselves these are just upgraded OEM housings and ESS is not a turbo producer so it will be interesting to find out who they are sourcing these from and relabeling them so to speak. Basically, what you see here are upgraded impellers and this is just the beginning of upgraded OEM housings on the S63TU platform. 750+ wheel horsepower should come soon. It also makes you wonder how some tuners are claiming 700+ whp on 91 octane with a flash tune only on the stock turbos. Further details from @Terry@BMS below along with an interesting JB4 F82 M4 dyno overlay: Met up with @allmotor_2000 today at SpecialtyZ for a little dyno tuning session. He's running a 2014 M5 DCT with the following. Overall pretty happy with the results and consistency of the setup. Since they are new evaluation turbos we didn't want to push them too hard. So I kept boost around 28psi peak. Looking at the logs I think we could push them up to around 30psi and make a little more power. But I understand a revision is coming down the pipe so we'll wait for that. The JB4 worked perfectly in allowing us to tune around the flash limitations on duty cycle and its 22psi boost cap. The BCM which allows it to directly drive the wastegates did most of the heavy lifting on boost targeting and the integrated methanol control improves safety and allows methanol to be map specific. As I understand it previously flash only tuning was a struggle at these higher boost levels. With the JB4 in the mix now it's easy. He keeps all the benefits of his flash map (speed limit removal, higher fuel trim ceiling, ign advance mapped 2 degrees lower, etc), and in addition he can now change maps on the fly from pump only, to meth, to meth+race gas. Also can monitor boost in dash, limit boost in 1st and 2nd gear for launching at the track, easily log all the pertinent parameters on a windows laptop, iPhone, or android device, and much more.. Just for discussions sake I threw in a dyno comparison chart of this car vs. our stock+JB4+meth M5. Note there is no speed delimiter on ours so we can't pull over 6200rpm in 5th. And also a dyno comparison of PURE TURBO's M3 running a BETA version of our JB4_S55 large turbo tune. Getting back to the test car I think the combination of the exhaust work and turbos shined most at lower RPM when compared to our stock M5. Hopefully the next turbo set opens up the top end! This thing at 750whp would be a total beast.
    18 replies | 1030 view(s)
  • Sticky's Avatar
    07-18-2015, 01:12 AM
    Elon Musk must be a fan of Spaceballs and he is taking the Tesla Model S to ludicrous speed. The Model S P85D is quite quick as we have seen it run 11.6 @ 114 in the 1/4 mile when racing a Ferrari F12 (and losing) but with their new 'Ludicrous Mode' Tesla says the new P90D will break into the 10's. They have yet to show a 10 second timeslip but we believe them. Why? Because the optional mode offers battery and electronics improvements. These improvements let them run the battery up to 1500 amps up which is an increase from the previous 1300 amps limit. The result is now a combined 762 horsepower in the P90D with 259 horsepower going to the front wheels and 503 to the rear wheels. This is up from 'only' 691 horsepower in the P85D. Ludicrous speed will cost you an additional $10,000 on top of the $3,000 for the new 90kWh battery pack. The Model S lineup now looks like this: Model S 70: 230 mile range, rear wheel drive, $70,000 Model S 70D: 240 mile range, all wheel drive, $75,000 Model S 85: 265 mile range, rear wheel drive, $80,000 Model S 85D: 270 mile range, all wheel drive, $85,000 Model S P85D: 253 mile range, all wheel drive, $105,000 Model S P90D: 265 mile range (est.), all wheel drive, $108,000 Model S P90D with Ludicrous Speed Upgrade: 265 mile range (est.), all wheel drive, $118,000 Tesla is not messing around and we are very impressed with how they continue to improve the performance of the Model S. Electric performance is the future and already here.
    26 replies | 330 view(s)
  •'s Avatar
    07-24-2015, 07:31 PM
    BMS released their intake for the S55 engine in the BMW F80 M3 and F82 M4. The intake shows gains of roughly 10 peak horsepower at the wheels. This is not gigantic mind you but keep in mind the intake will only provide better and better gains as boost is increased. To really see how restriction is mitigated one would need to be running bolt ons with high boost or even upgraded turbos to see the full benefit. Either way, it is more efficient than the factory system and a great upgrade for the money. ORDER LINK Finally, an affordable intake system worthy of your S55 M3/M4! The BMS S55 Performance Intake retains everything that is good about the OEM intake including the cold air ducting and light weight heat shielding airbox bottom, but replaces the top end of the intake with higher flow ducting and quality inverted cone air filters to match. During our dyno testing the BMS S55 Performance Intake performed the same or better than other S55 intakes tested posting gains of up to 10+ horsepower to the wheels at 25psi+ boost levels. Note the OEM S55 air intake flows very well from the factory so gains are mostly present at higher boost levels and higher RPM where airflow requirements are highest. In addition to freeing up some power turbo spool speed was improved, and there is an incredible sound improvement. You'll finally be able to hear your turbo spooling! Installation is easy and fully reversible. Our proprietary high flow filters can be cleaned every 15-20k miles using a S&B cleaning kit and will last the life of the car. Our intake temperature testing found no significant difference from the factory intake during both sustained cruise and full throttle operation. BMS S55 //M Performance Intake • Adds up to 10+ Horsepower • Dramatic sound improvement • Super fast install and removal • Improves throttle response • Retains OEM airbox base as a heat shield • Retains OEM cold air ducting • Looks great under the hood • Cleanable and reusable filter • Made in the USA Applications: BMW M3/M4 • 2015+ F8X M3/M4
    17 replies | 1016 view(s)
  • Sticky's Avatar
    07-13-2015, 08:34 PM
    These pictures come courtesy of BimmerBoost member @Ging who works at an automotive shop and has seen his fair share of BMW S65 engines. This particular engine has gone to the big scrap heap in the sky and many of you are no doubt asking what happened. Now if this was any other BMW forum the first thing the members would do is blame the supercharger kit and then proclaim the kit on the car inferior to whatever they may be running. As this is BimmerBoost we do not engage in rudimentary fanboy analysis designed to fuel egos. What happened here could have happened with any supercharger kit and frankly in naturally aspirated form although obviously a supercharger puts more stress on the factory rods. The blame really lies with BMW as it appears bad casting is at fault. The car ran for over a year with the supercharger and this just was bad luck. It is not rod bearing clearance or any other nonsense designed to scare people into buying certain products. More details from @Ging: Hey quick story on the car: First off not my car it's a clients car. 2008 with 23,xxx km has a S/C kit with 7psi. Client was doing a hwy pull and went to shift 4-5 gear and boom..... heres what was found and open to questions Custom hole it made Damage to the oil pan and oil pick up tubes Rod journal luckily not damaged and failed cylinder with piston and small end stuck in bore. The valley took a big hit from the rod and even the starter got bit Both banks You can see the start of the fracture on the top right of the rod. The piston spilt from the taper on the small end. After the rod fractured the tapered small end rotated and acted like a wedge and split it like a log Rod bearing wear:
    15 replies | 1223 view(s)
  • Sticky's Avatar
    07-02-2015, 06:03 PM
    More and more flash tunes continue to come out for the S63TU engine platform which is used in the BMW F10 M5 and F13 M6. BrenTuning's approach is not just one of an ECU (engine control unit) tune but also addresses the DCT transmission with TCU (transmission control unit) adjustments. The TCU settings are modified to give full torque delivery and lock up on peak boost. BMW likely tunes the transmission the way they do from the factory to protect it for longevity as they do not exactly replace the clutch discs but say they are 'lifetime' units which is really just a cost cutting and warranty measure. That said, by modifying the torque delivery profile one can improve the performance even without increasing boost pressure by unleashing what is already there. Do not expect lifetime clutch life though. As far as the power and torque gains from the ECU tuning BrenTuning on 93 octane pump gas managed to gain on a Mustang Dyno an additional 31 horsepower and 106 lb-ft of torque at the wheels. This is tune only with the only difference from stock being a Magnaflow rear section which does not do much for power output. The gains are seen down low with a massive increase in torque that starts to taper toward redline explaining why the peak torque gain is so much larger than the peak horsepower gain. This is not a motor designed for big top end power but sees massive gains down low in torque. This tune should provide a massive kick in the pants you can feel. As far as pricing, BrenTuning is asking a very reasonable $995. For now it seems they are flashing only in house but mobile flash kits are supposed to come soon. Great stuff as usual from BrenTuning.
    11 replies | 1813 view(s)
  • Sticky's Avatar
    07-15-2015, 06:41 PM
    It is not every day you can get four cars of this caliber side by side and going at it at the same time. The camera car is a stock Lamborghini Huracan which captures the action. The big brother Lamborghini Aventador is also stock. The Germans are not as they feature tunes. The 991 Turbo (standard model) has a GIAC tune with a full exhaust. The SL63 has an unnamed tune and aftermarket downpipes which may or may not have cats and also are unnamed. What is interesting is that the 991 Turbo performs very consistently and is clearly the quickest out of the four cars. The Huracan is either trying to hang out back to film or the slowest as it should not be getting beaten by all four as badly as it is in the first run. The SL hangs in well but it is really the 991 Turbo and Aventador going at it up top with the Turbo clearly pulling away. The second run has the Huracan do much better passing the SL63 but again the 991 Turbo wins with the Aventador coming up second. The third run is just the Aventador and the 991 Turbo and the 911 Turbo impressively pulls away from the Huracan. The fourth run has them going four-wide again but the Huracan again appears to hang back filming. The SL63 just can't keep pace with the 911 Turbo and the Aventador and yet again the 911 Turbo wins. It clearly is the fastest car of the group. The final run has a botched start but again the 911 Turbo comes out on top. Very interesting to see these four run together.
    21 replies | 769 view(s)
  • Sticky's Avatar
    07-06-2015, 05:30 PM
    Trying to interpret foreign dynos and converting their units to provide meaningful data is somewhat of a headache. For Americans, putting it on a good old Dynojet produces numbers that provide the greatest context. Still, what we can see here is that Porsche is providing exactly what they said they would and maybe a couple extra horses. The Maha dyno reads out at the crank but still has to somehow convert the output it measures to derive the crank figures as it is not an engine stand dyno but using the moving wheels to derive the graph. 391.6 PS is 386.24 horsepower at the crank. The GT4 is rated by Porsche at 385 horsepower. Pretty much right on the dot as it should be considering Porsche is artificially limiting the car to not step on the toes of its big brother 991 Carrera S with which it shares the same 3.8 liter flat-6 engine. Torque is at 304.72 lb-ft and Porsche rates the car at 309 lb-ft so it's basically a wash and this could be influenced by the fuel quality and air temperature. What we learn is that the GT4 is positioned specifically and deliberately to deliver less output than the Carrera S with the same motor which means you can expect nice tune only gains on the motor to bring it up to where it should be. We are looking forward to seeing what the Dynojet tells us.
    19 replies | 712 view(s)
  • Sticky's Avatar
    07-20-2015, 05:30 PM
    Huge numbers here from the appropriately named 'Mammoth' Kenne Bell GT500 twin screw supercharger upgrade. The blower displaces 4.7 liters which is simply gigantic. The numbers produced are as impressive as the size with 1200 horsepower to the wheels and 1019 lb-ft of torque to the wheels. Before the heads and cams upgrade the car showed 1014 horsepower and 965 lb-ft of torque to the wheels. The HPP Racing cams and ported heads are making a substantial difference at this power level. This car is not done either. They plan to add a billet crank and up the boost which should push them over 1400 wheel horsepower. The highest number we have seen with the 4.7 liter Kenne Bell on the GT500 platform is 1258 at the wheels thus far. Talk about a ton of torque down low, right? How anyone maintains traction with this monster blower is the real question.
    21 replies | 317 view(s)
  • Sticky's Avatar
    07-19-2015, 06:20 PM
    The AMG GT S comes in a bit heavier than one would expect in independent testing but considering the twin turbo M178 V8 and dual clutch transmission we can live with that. Especially since it results in excellent 47% front to 53% back weight distribution thanks partially due to the dual clutch transaxle design. 3691 pounds is also lighter than the ~4000 pounds the W205 C63 AMG S is pushing although that is partially due to the panoramic roof option. Still, the AMG GT S offers excellent balance considering the twin turbo V8 front engine layout. This balance pays dividends on skidpad where the car records an spectacular 1.09g. The 60-0 braking figure is also impressive taking only 100 feet. Simply outstanding handling and braking figures. Now to the acceleration numbers. 0-60 comes is done in 3.5 seconds. The 1/4 mile takes 11.6 seconds and the trap speed is 124.2 miles per hour. Realistic figures considering the summer testing. Compare them to the 11.4 @ 126 Weistec achieved on a California dragstrip. What these numbers show is that the AMG GT S is a very well rounded high performance sports car. AMG did an excellent job with this platform and the best is yet to come in the form of a Black Series or GT3 model. 2016 Mercedes-AMG GT S BASE PRICE $130,825 PRICE AS TESTED $154,420 VEHICLE LAYOUT Front-engine, RWD, 2-pass, 2-door coupe ENGINE 4.0L/503-hp/479-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 7-speed twin-clutch auto. CURB WEIGHT (F/R DIST) 3,691 lb (47/53%) WHEELBASE 103.5 in LENGTH x WIDTH x HEIGHT 179.0 x 76.3 x 50.7 in 0-60 MPH 3.5 sec QUARTER MILE 11.6 sec @ 124.2 mph BRAKING, 60-0 MPH 100 ft LATERAL ACCELERATION 1.09 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.95 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/22/18 mpg ENERGY CONS., CITY/HWY 211/153 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.06 lb/mile
    20 replies | 489 view(s)
  • Sticky's Avatar
    07-25-2015, 03:36 AM
    As you likely know the 2015 BMW X5M and X6M are second generation models. Although they still have a 4.4 liter twin turbo V8 and automatic transmission the vehicles were updated to the S63TU 4.4 liter V8 that features the Valvetronic system and they also feature new BMW programming. This necessitates new software for aftermarket tuning and Velos has such aftermarket software for the new M SUV's. The X5M and X6M in stock form are rated by BMW at 567 horsepower and 553 lb-ft of torque. On the Dynojet this translates to 493 wheel horsepower and 499 lb-ft of torque at the wheels. This is less wheel horsepower but more torque than an F10 M5 S63TU. BimmerBoost hates to toot its own horn but sometimes we have to remind people just how good a of a job we do: 'If BimmerBoost were to speculate BMW likely upped the boost a bit with the addition of Valvetronic and tuned the motor for more of a low end torque profile than the F10 M5' That speculation from last year proved accurate. The X5M and X6M are not revving out past 7k rpm and are tuned for more torque down low as these SUV's are expected to actually tow. With the addition of a Stage I pump gas tune peak horsepower goes up to 544 to the wheels and peak torque to 577 lb-ft at the wheels. Gains of 63 horsepower and 78 lb-ft of torque respectively. The X5M and X6M obviously suffer higher drivetrain losses than the F10 M5 or F13 M6 with the automatic transmission and all wheel drive. Tuners will not hit the same peak numbers with the S63TU equipped SUV's as they do with their rear wheel drive DCT M6 coupe and M5 sedan counterparts. It will be interesting to see who gets the X5M and X6M over 600 wheel horsepower first.
    15 replies | 1037 view(s)
  • Sticky's Avatar
    07-10-2015, 04:01 PM
    We are trying to figure out why these 1000+ horsepower Audi 4.0 TFSI's are coming from overseas and exactly what they are doing differently. Total Race in Russia showed 942 horsepower at the wheels recently with the claim of it coming on the stock engine and the stock transmission as well which we find a bit hard to believe. This 1001 horsepower is at the crank and is measured by a Maha dyno. 1001 horsepower is stated as normal output, 970.9 is engine output, and 751.9 is wheel output. 'Straty' on the graph refers to losses as 218.9 horsepower. The torque figure is an impressive 850 lb-ft . Make of the data what you will. APR tuned the Total Race car in Russia and MRC Tuning tuned this car in Poland. MRC Tuning is an award winning tuner that does a variety of incredible projects so we do not doubt their tuning ability at all. If anyone can make this happen, it's them. Specs on this custom built 4.0 TFSI V8 have not been shared but what we do know is the dyno run took place on Sunoco 260 GT Plus Race Fuel. Beyond that, there are no further details. With all these high powered 4.0 TFSI dyno runs you would think we would see some real world results supporting the output. Either way it bodes well for the future of 4.0 TFSI V8 tuning.
    9 replies | 1719 view(s)
  • Sticky's Avatar
    07-06-2015, 11:38 PM
    Be forewarned, there is a bit of tuner politics going on here. That said, recently something caught our eye and also caught a few tuners eyes. BenzBoost received an e-mail from MTB Germany regarding their Stage I tuned for the Mercedes W205 C63 AMG M177 engine. A day later, Rebellion Automotive sent us a very similar graph offering a similar product with the dyno graph in German. To us, it looked like MTB and Rebellion releasing their products at the same was more than a coincidence as was the same style of dyno graph betwen the two with both being in German. This is the not the first time we have seen this. Why would a UK tuner be promoting with German graphs unless their source was German? This type of thing happens often where tuners who are not vendors send us products hoping we feature them. Usually we dismiss these but BenzBoost is interested in making friends and promoting products so our users are aware of their options even if they are from non-supporting vendors. This is why you read articles on products and achievements not just from the people who pay to advertise. It is also why we were glad to show more options on a new platform like the AMG M177 motor. Something interesting happened after the articles went up. More than once source saw these MTB and Rebellion articles and mentioned Rebellion was sourcing from MTB Germany. BenzBoost asked Rebellion about this and they said they do all their work in house. BenzBoost also asked Rebellion if their tune was a piggyback like the MTB tune but was told it is a flash. BenzBoost asked for a flash vs. piggyback overlay from Rebellion but did not receive it. One of the tuners to notice all this was Renntech who said they prefer to stay out of these things but since Rebellion was implying behind the scenes to supply their M133 piggyback box (Renntech since released a flash tune) that they had to set the record straight. Interesting, especially considering you can see Rebellion marketing the MTB dyno bay under their name: Renntech definitely did not like the implication that Rebellion is supplying them especially when Rebellion is the one that looks to be supplied and is reselling: Striking similarity between those boxes and graphs that MTB and Rebellion post. We asked MTB directly if they supply Rebellion. They did not confirm it but they did not deny it: Rebellion denied it: "The reason the dyno is in german is because our physical delivery vehicle isnt arriving until first week in July. We had to go to Germany to work on a Clients vehicle which was one of the first delivered. ... In the UK there is only around 10cars total so far! I have a team of coders on my payroll experts in various fields.. Not other companies.." Now, Renntech alleges the V2 Rebellion box released in April 2014 copies the Renntech design: "Again: they just found out where we got our wiring and hardware from… Still these are NOT the same boxes, even if they use the same connectors. We have a different hardware + a different program that we have programmed by ourselves. In the end we will not get future units from the same supplier to avoid these problems in the future." So Renntech is changing suppliers to avoid potential copy cats naturally. Renntech is using TTE for their M133 turbo upgrade because TTE already began doing the work so it is logical to use them as a supplier. Rebellion also uses TTE as do many other companies. Building turbos is what TTE (The Turbo Engineers) in Germany does. Renntech waited until they had full control of the ECU before venturing into the turbo upgrade. Rebellion automotive did not. Renntech Regarding the M133 Turbo: "We played with an upgraded turbo from the beginning (September 2013) but since the results were not better to start with compared to Stock turbo and Box, we decided to wait until we have full ECU access. Meanwhile MTB sent a unit over to TTE (the turbo engineers) They also didn’t get much better results but still… The TTE unit was “born” and available from then on, this is why we decided NOT to go our own way with the Turbo upgrade but just to buy the TTE unit as well. The truth is as well, that Rebellion never had whatsoever “development” work on anything. I am sure TTE will confirm that the even didn’t know a firm called Rebellion existed until February/March 2014." Now of course there are politics at work here. Rebellion did not directly state they supply Renntech but implied it: "2015 22:00:46: Matt - Rebellion: You know where the renntech turbo comes from right? 07/06/2015 22:01:16: LondonViking: Same as where you got yours TTE 07/06/2015 22:02:57: Matt - Rebellion: You know who developed the turbo for the A45 with TTE back in October 2013? 07/06/2015 22:03:11: Matt - Rebellion: And has been updating the range with TTE 07/06/2015 22:04:00: LondonViking: I know what your answer will be but and ? 07/06/2015 22:04:21: Matt - Rebellion: Yes it was us 07/06/2015 22:04:43: Matt - Rebellion: And the question why the renntech box is very very similar to ours.. 07/06/2015 22:04:55: Matt - Rebellion: I promise you we are not a guess work company 07/06/2015 22:05:20: Matt - Rebellion: We are a development company and we push the boundaries to a brief 07/06/2015 22:05:36: Matt - Rebellion: Fir most of our customers they want fast road cars 07/06/2015 22:05:53: Matt - Rebellion: For* 07/06/2015 22:24:29: LondonViking: Sorry for the late reply but if you claim their box is a replicate of yours that's interesting 07/06/2015 22:27:49: Matt - Rebellion: I'm not claiming anything �� 07/06/2015 22:28:56: LondonViking: Aren't you saying between the lines they've copied your stage I box ? 07/06/2015 22:31:34: Matt - Rebellion: Not at all. I'm still slightly confused as to why the group insist we have not provide info when we have provided more than anyone else" This certainly is interesting. The truth is probably that Rebellion has a German source and the logical conclusion is that the source is MTB based on the evidence provided although we can not say this with 100% certainty as neither MTB or Rebellion will confirm it. Renntech does not like the implication that the Rebellion box and the Renntech box are similar due to Rebellion's work and is switching suppliers as they believe Rebellion sourced the same supplier as Renntech in a move to copy. You can decide on your own what the truth is.
    15 replies | 1099 view(s)
  • Sticky's Avatar
    07-21-2015, 05:51 PM
    Pure Turbos N55 upgrades just continues to impress. Over 500 wheel horsepower for the Pure Turbos Stage 2 upgrade is essentially the norm now. This comes with ~500 lb-ft of torque at the wheels as well. It shows with how easily this M135i dispatches this stock BMW F82 M4 on the highway. The video quality is not the best but as the race takes place in the daytime it is easy to see what happens. As you are an astute reader you of course realize the M135i hatchback was never sold in the United States. This race comes to us from our friends in Brazil. There are shift paddles on the steering wheel of the M4 camera car so it is a DCT model making just how effortlessly the M135i pulls all that more impressive. The N55 is a serious tuning option.
    10 replies | 1026 view(s)
  • Sticky's Avatar
    07-21-2015, 07:23 PM
    The comparison everyone has been waiting to see with laptimes included. Car and Driver compared the AMG GT S to the Porsche 911 GTS and Jaguar F-Type R but what everyone really wants to see is the AMG GT S squaring off against the 911 Turbo and Nissan GTR. Well, here you have it. MotorTrend chose the 911 Turbo S which is the most powerful 911 model available for sale. The 2016 Nissan GTR 45th anniversary edition is likewise the top of the line GTR on the market. As far as power is concerned the AMG GT S trails the other two at least on paper. It is rated at 503 horsepower and 479 lb-ft of torque although dyno results show it is slightly underrated. The Nissan GTR offers more crank horsepower at 545 but less peak torque with 463 lb-ft. The 911 Turbo S is rated the highest with 560 horsepower and 516 lb-ft of torque. It is important to understand that the AMG GT S sends power to the rear wheels while the GTR and Turbo S send power to all four wheels. This means higher drivetrain losses for the all wheel drive cars. As they all use dual clutch transmissions they are efficient for their power levels but the AMG GT S gets an efficiency bump from only powering the rear tires. The GTR is the heaviest of the trio at 3911 and offers the most weight on the nose with a 55% to 45% front to rear balance. The AMG GT S weighs less at 3691 pounds but it is no lightweight. It does have exceptional balance with 47/53% front to rear. The rear engine 911 Turbo S of course has most of its weight on the rear with 61% of its 3563 pounds in back and 39% up front. The quickest and fastest car acceleration wise is the 911 Turbo S. The 11.0 elapsed time in the 1/4 mile is impressive but the 124.6 miles per hour trap speed belies its 6.9 second 0-100 sprint. The AMG GT S manages a similar trap speed at 124.2 miles per hour but its 0-100 time takes 7.6 seconds. This sure looks like Porsche 911 Turbo heat soak rearing its ugly head and the ECU pulling timing as well as boost yet again. The Nissan GTR gets the second quickest 1/4 mile time at 11.2 seconds but the slowest trap speed of 122.0. It looks like at speed where the all wheel drive is not providing a traction advantage of the line the AMG GT S should be faster. The truth is all of the trap speeds are rather slow for these cars and it looks like that is due to California heat. Speaking as someone in California who just recently had their air conditioning system give out, it's hot. That will impact times but also provide realistic numbers one can hope to reproduce themselves. We know all three cars are fast and powerful. What about how they go around the track? What is interesting to note is the AMG GT S pulls the most on the skidpad at 1.09g followed by the 911 Turbo S at 1.07g and the Nissan GTR at 1.00g. The figure eight test has the 911 Turbo S come out on top at 22.9 seconds at .95g followed by the AMG GT S with 23.2 seconds at .95g and the Nissan GTR again taking the last spot with 23.5 seconds at .90g. On the actual roadcourse the AMG GT S leads the entire way at Big Willow until the final turn. What happens on the final turn? The Porsche 911 Turbo S is able to put its power down quicker and use its acceleration to come out on top. The Porsche wins based on muscle, not finesse. Speaking of which the Nissan GTR's heavier chassis and weight on the nose is finally starting to show signs of age as it should. Putting down torque early thanks to all wheel drive to mask these deficiencies can not defy the laws of physics. The GTR trails the other two cars by over two seconds. A lifetime on the roadcourse. On a longer 2.42 mile course like Big Willow the AMG GT S is able to truly excel showing off its grip and ability to transition. This is much more telling than the comparison the Brits at EVO did between the AMG GT S and the 991 Turbo where the Turbo dominated the AMG on a tiny and tight course simply due to putting its power down earlier. The car MotorTrend ultimately picks is the AMG GT S. Why? Because it is the best blend of performance and passion. It is the car you want to drive. People joke the GTR is a Japanese robot without emotion and that actually hits home here. The 911 Turbo S is slowly becoming a German robot as well and MotorTrend states it is simply all about business. The AMG GT S is the car you pick when you want to do the driving and connect with the car. It is the driving enthusiast's choice and a hell of an achievement. 2016 Mercedes-AMG GT S 2016 Nissan GT-R 45th Anniversary 2015 Porsche 911 Turbo S POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, AWD Rear-engine, AWD ENGINE TYPE Twin-turbo 90-deg V-8, alum block/heads Twin-turbo 60-deg V-6, alum block/heads Twin-turbo, flat-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 243.0 cu in/3,982 cc 231.8 cu in/3,799 cc 231.9 cu in/3,800 cc COMPRESSION RATIO 10.5:1 9.0:1 9.8:1 POWER (SAE NET) 503 hp @ 6,250 rpm 545 hp @ 6,400 rpm 560 hp @ 6,500 rpm TORQUE (SAE NET) 479 lb-ft @ 1,750 rpm 463 lb-ft @ 3,200 rpm 516 lb-ft @ 2,100 rpm REDLINE 7,000 rpm 7,000 rpm 7,200 rpm WEIGHT TO POWER 7.3 lb/hp 7.2 lb/hp 6.4 lb/hp TRANSMISSION 7-speed twin-clutch auto. 6-speed twin-clutch auto. 7-speed twin-clutch auto. AXLE/FINAL-DRIVE RATIO 3.67:1/2.31:1 3.70:1/2.95:1 3.44:1/2.13:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, adj anti-roll bar; multi-link, coil springs, adj shocks adj anti-roll bar STEERING RATIO 14.3:1 15.0:1 15.0:1 TURNS LOCK-TO-LOCK 2.3 2.5 2.6 BRAKES, F;R 15.8-in vented, drilled carbon ceramic disc; 14.2-in vented, drilled carbon ceramic disc, ABS 15.4-in vented, drilled disc; 15.0-in vented, drilled disc, ABS 16.1-in vented, drilled carbon ceramic disc; 15.4-in vented, drilled carbon ceramic disc, ABS WHEELS, F;R 9.0 x 19-in; 11.0 x 20-in, forged aluminum 9.5 x 20 in; 10.5 x 20 in, forged aluminum 9.0 x 20-in, 11.5 x 20-in forged aluminum TIRES, F;R 265/35ZR19 98Y; 295/30ZR20 101Y Michelin Pilot Sport Cup 2 255/40ZRF20 97Y; 285/35ZRF20 100Y Dunlop SP Sport Maxx GT 600 245/35ZR20 91Y; 305/30ZR20 103 Dunlop Sport Maxx Race DIMENSIONS WHEELBASE 103.5 in 109.4 in 96.5 in TRACK, F/R 66.1/65.0 in 62.6/63.0 in 60.6/62.6 in LENGTH x WIDTH x HEIGHT 179.0 x 76.3 x 50.7 in 183.8 x 74.6 x 53.9 in 177.4 x 74.0 x 51.0 in TURNING CIRCLE 37.7 ft 36.6 ft 34.8 ft CURB WEIGHT 3,691 lb 3,911 lb 3,563 lb WEIGHT DIST., F/R 47/53 % 55/45 % 39/61 % SEATING CAPACITY 2 4 4 HEADROOM, F/R 39.5/- in 38.1 in 37.8/26.0 in LEGROOM, F/R 43.5/- in 44.6 in 66.7/26.0 in (est) SHOULDER ROOM, F/R 58.3/- in 54.3 in 53.4/47.3 in CARGO VOLUME 12.4 cu ft 8.8 cu ft 4.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.1 sec 1.0 sec 0-40 2.2 1.6 1.5 0-50 2.8 2.1 2.0 0-60 3.5 2.9 2.7 0-70 4.3 3.7 3.4 0-80 5.3 4.8 4.5 0-90 6.3 6.0 5.6 0-100 7.6 7.3 6.9 PASSING, 45-65 MPH 1.4 1.5 1.3 QUARTER MILE 11.6 sec @ 124.2 mph 11.2 sec @ 122.0 mph 11.0 sec @ 124.6 mph BRAKING, 60-0 MPH 100 ft 103 ft 98 ft LATERAL ACCELERATION 1.09 g (avg) 1.00 g (avg) 1.07 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.95 g (avg) 23.5 sec @ 0.90 g (avg) 22.9 sec @ 0.95 g (avg) 2.42-MI ROAD COURSE LAP 88.12 sec 90.48 sec 87.81 sec TOP-GEAR REVS @ 60 MPH 1,700 rpm 2,200 rpm 1,650 rpm CONSUMER INFO BASE PRICE $130,825 $103,365 $183,695 PRICE AS TESTED $154,420 $104,660 $187,430 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/yes AIRBAGS Dual front, side, head, and knee Dual front, front side, front curtain Dual front, front side, front curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 3 yrs/36,000 mi 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 mi 4 yrs/50,000 miles ROADSIDE ASSISTANCE Unlimited 3 yrs/36,000 mi 4 yrs/50,000 miles FUEL CAPACITY 19.8 gal 19.5 gal 18.0 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 16/22/19 mpg 17/24/20 mpg ENERGY CONS., CITY/HWY 211/153 kW-hrs/100 miles 211/153 kW-hrs/100 miles 198/140 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.06 lb/mile 1.06 lb/mile 0.99 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium
    13 replies | 730 view(s)
  • COBB Tuning's Avatar
    07-29-2015, 07:57 PM
    Cobb's Porsche 991 Turbo tuning development continues and they are moving rapidly. Below are results for Cobb Stage I and Stage II OTS (off the shelf) tuning. These numbers are results anyone can expect with the OTS tunes and of course they can be further customized if one wishes. The torque gains massive with just the Stage I OTS tune on pump gas. They were able to pick up an additional 107 lb-ft of torque at the wheels. Stage II on pump gas takes this to 652 lb-ft of torque at the wheels for a gain of 120 lb-ft. The biggest horsepower gains come on race gas but that raises the question of diminishing returns due to cooling issues. PorscheBoost of course already explored 991 Turbo and Turbo S heat soak issues and Cobb is well aware of cooling limitations especially when tuning. Cobb is working on intercooler upgrades to overcome any limitations and push things forward. Impressive work thus far. Our Porsche Experts have been hard at work making sure we’re all set for the Porsche 991 Turbo Accessport release which is getting closer by the day! The most fun part of that process is strapping the cars down to the dyno and seeing just how much power they make after a bit of tuning. We were extremely lucky to be able to work with Porsche of Colorado Springs for the Pikes Peak International Hill Climb. That experience enabled us to learn a TON about these cars and how they react to different tuning strategies, aftermarket bolt-on parts, or differences in fuel quality. Below, we’ll take a look at some of the power gains we’ve seen. First, on an otherwise stock car followed by gains associated with an upgraded exhaust and appropriate tuning. As a note, the data in the graphs was recorded on two separate days however the delta from the baseline pulls remains accurate. Seen here is our initial Stock Baseline pull on 91 octane fuel along with a Stage 1 OTS map using 93 octane fuel. A Stage 1 map would be used on an otherwise completely stock vehicle. Power under the curve is significantly increased throughout the low and mid range. Maximum gains of around 60whp are seen between 3000-4000 RPM. Most impressive is the increase in low-end torque, with gains of over 100 ft/lbs! Next up, Stage 2. A Stage 2 map is calibrated to be used on a car with upgraded exhaust. As is evident with the power gains, the motor is able to flow a significantly greater amount of air with the freer flowing exhaust. With gains of 120 ft/lbs down low and nearly 100 hp at peak, the cars become a whole new animal. We are able to be a touch more aggressive utilizing 100 octane fuel, this will be a great option for customers interested in tracking their car where detonation resistance is key. Stay tuned as we continue development on this platform. At this point, the cars will really need an improved cooling system to make any additional power. We’re already in contact with top intercooler providers in the industry with intentions of overcoming the next bottleneck in power.
    18 replies | 303 view(s)
  • Sticky's Avatar
    07-07-2015, 12:40 AM
    The internet is clearly bored when this garbage is getting front page press on every automotive website. Autocar is generating hits the best way they know how which is by click baiting with speculation. It's based on comments from BMW M head Frank Van Meel so at least they didn't just make it all up. The Japanese once tried a horsepower cap. It didn't work. What it did was hold them back. We can guarantee if Mercedes and Audi are stomping BMW in output then BMW is going to lose their enthusiast core and M cars will no longer be viable. This is more true now than ever with M cars basically becoming dragsters. A 600 horsepower cap is just as meaningless as Van Meel's statement, “For now, 600bhp is the most you can get in an M car." BMW is already offering over 600 horsepower anyway if you go by the real output at the wheels. His statement seems to be saying 600 horsepower is the most you can get right now, as in today, which is true. If BMW only offers 600 horsepower for the next generation M5 that likely means closer to 600 at the wheels. The new BMW M3/M4 are rated at 425 horsepower which on paper is very close to the 414 the E9X M3 offered. The reality is that the new M3 and M4 are much more powerful than implied. This manual transmission being eliminated statement at least has some basis in reality but it's a topic that comes up every year. The F10 M5 was reported to ditch the manual and it didn't. The F80 M3 was supposed to ditch the manual and it didn't. Van Meel has a point that the DCT outsells the manual and Porsche of course learned this lesson and only offers the driver oriented GT3 in PDK for this reason. BMW M's head of engineering stated the M3 would always have a manual. The manual is definitely dying but do not write it off completely just yet. We would expect the next generation M5 to likely not have a manual but there is room for a manual transmission in the BMW lineup as long as enthusiasts continue to demand one. Let us all not forget how badly Autoblog messed this up. Van Meel understands this, "It’s difficult to say we’ll stick to the manual, but we still have a big fan community for manuals and we are not going to take away something the customer wants to have.” The main conclusion is that Autocar's article is garbage. BMW will offer more than 600 horsepower as they already do. The limit is not in the motor but in putting that power to the ground. Expect all wheel drive on the next generation M5 for this reason. Great click baiting by Autocar. Well done. Now if they could only put as much effort into real news and reporting. Source
    6 replies | 1677 view(s)
  • Sticky's Avatar
    07-20-2015, 06:46 PM
    Naturally aspirated 5.0 liter M V10 versus a twin turbo 5.5 liter AMG V8? Sounds like a mismatch on paper, right? The thing is, the M157 engine has evolved quite a bit in output since its inception and the CLS63 AMG in the video is the rear wheel drive pre-facelift model. To get an idea of the CLS63 AMG M157 output with the performance package versus standard take a look at this BenzBoost dyno comparison. The CLS63 has output roughly in the low 500 wheel range for horsepower and its torque is ~540 lb-ft at the wheels. Much more torque than the S85 V10 in the E60 M5 however the E60 M5 with bolt on tuning should be close to the ~500 whp and it is carrying roughly 300 pounds less. Except that in this instance it has a passenger which significantly negates the weight advantage. This yet another video of the naturally aspirated S85 V10 beating a modern boosted German V8. The M5 definitely gets a jump but it impressively pulls away. The S85 V10 top end continues to impress after all these years.
    11 replies | 838 view(s)
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