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  • Sticky's Avatar
    06-27-2016, 10:52 PM
    You will find that after a certain point the majority of high power N54 builds utilize supplemental injection. In the early days it was methanol and these days a port fuel injection system is more common. Either way, it is easy to max out the factory direct injection fuel system at higher power levels especially if running E85. The details from VPG on their 654 whp run using the direct injection system are below: Hey everyone! Extremely excited to post a little more data on what we're doing over at Vargas Performance Group. We're testing a prototype hpfp system, and simultaneously testing control over it. Our testing started with normal E85, then Tony switched to E98 to really put the fueling system through its paces. Disclaimers/Info: -"proof of concept" prototype hpfp system -prototype is called "the prototype" because it's not ready for production, meaning we have significant work to do in order to turn this into a product ready to sell, if ever -indicates that DI only 600+ whp is possible on stock injectors -stopped log at 6300 due to auto transmission (have other logs revving higher, fuel pressure & A/F is still good but those weren't the glorious dyno this is) -Rail pressure was much smoother when we used higher targets, there is some control system learning that occurs -this dyno was done with no learning Run Data: Boost: ~28 psi Timing: ~9* Fuel: E98 Low Pressure Fuel Pump: Fuel-it! Stg 3 High Pressure Fuel System: Prototype Port Injection: None Methanol Injection: None Future Plans: -More DI only testing and prototype development -Examination of feasibility for production type configuration/implementation Take Home: -There is room to run over 600 whp direct injection only -Injectors and injector window is not an issue yet -Vargas continues to innovate and push hard
    216 replies | 1829 view(s)
  • Sticky's Avatar
    07-07-2016, 06:51 AM
    Well, the 7XX horsepower range has gotten boring. Here is another 8XX wheel horsepower N54 from BimmerBoost member @The Ghost. He detailed his engine rebuild and went with a PTE 6466 Gen 2 turbocharger as well as port fuel injection. Here are the specs: Setup: N54, FBO, 6MT (Spec 3+) VM single turbo kit, PTE 6466 G2 JB4 G5, back-end flash (MHD) BMS/CPE Port Injection kit JB4 controlled Split Second injector controller Fuel-it Stage 3 dual LPFPs Fuel-it FPR, -6AN feed/return lines e85 Engine: JE pistons (1 overbore, standard compression) CP/Carillo rods All else stock Good stuff there. He is going to post more details in his forum thread but here are some graphs and pictures to look at for now: Very impressive and great to see a BimmerBoost member yet again pushing the N54 envelope. Be sure to check out the video below.
    103 replies | 1573 view(s)
  • Sticky's Avatar
    07-15-2016, 01:01 AM
    The big thing as far as turbochargers in the stock location for the N54 platform this year is new cast options. Vargas Turbocharger Technologies has their 'GC' cast N54 twin turbo option which is generating buzz on the forums. What many wanted to see were pump gas dyno numbers. These are real world figures without ethanol or methanol to boost octane. Ideal for those who just daily drive their cars and do not dyno race, right? Enjoy the results below. We finally got around to doing what we promised we would do -test the GC's on good old pump gas. We tested on 93; if you have 91 expect numbers a little lower, if you have ACN91, weep and gnash your teeth and expect significantly less to be safe (we aren't doing max effort ACN91 testing anymore). If you are missing one spark plug, run 86 octane and have a turbonator installed, please stop emailing me questions. This is good 'ole 93 octane pump fuel. Temperature was 95*, timing target was 4.5 degrees up top, AFR was 11.5 or so up top. Our first run was 16 psi. Our final run targeted 30 psi, but made 32 psi and tapered down to 28 psi. Note; this is admittedly a lot of boost, however, we did the testing to show what was possible at/near the limit. I have a few pics for you all to check out; First, all of the runs. Everything from 16 psi through our 30 target. You can easily see the upward progression. A few points of interest; 16 psi: 449 whp 427 wtq 20 psi: 482 whp 460 wtq 22 psi: 509 whp 478 wtq 25 psi: 543 whp 519 wtq Keep in mind these runs are all the same a/f target, same timing target, same vanos, just increasing boost. There is room to adjust the tune to make more power at most of these boost levels, especially the lower ones. While the top runs were aggressive on the boost profile, this wasn't a glory pull; Tony did 5 back to back runs, all over 550 whp. Finally, this is a comparison of the first and last runs. Again, boost is the only change here.
    52 replies | 1245 view(s)
  • Sticky's Avatar
    06-30-2016, 05:52 AM
    Our Australian friends at Nizpro were nice enough to answer some questions for the BimmerBoost N54 community which is hungry for automatic transmission upgrade options. Nizpro recently demonstrated their upgraded ZF 6HP21 capability with hard launches on the drag strip. That is obviously just the beginning and development continues. BimmerBoost wanted to know when they were planning to release their transmission upgrade, what the upgrades entails, if the TCU software can be purchased separately, etc. These questions and answers below should provided some much needed details. BB: What is the expected cost? Nizpro: A fully internal Nizpro transmission upgrade will be approximately $ 7900 Australian dollars. BB: How close is it to release? Nizpro: We would like to be able offer full upgrades by Christmas . BB: Who is doing the TCU software tuning? Nizpro: Software calibrations are being done in house at Nizpro. BB: Does the $7900 AUD include software? Nizpro: Yes the calibration will be included as a complete package, however various calibration will be needed for various power levels. BB: Is it possible to purchase the software separately from the hardware? Nizpro: Absolutely, our plan is to offer calibrations totally separately. There will be a number of different calibration we will make available, for customers seeking different requirements. All will be based on standard transmissions, or of course our own upgraded transmission, if you have an upgraded transmission from another workshop you can certain use an off the shelf calibration but how it will behave I have no control over. BB: What is the expected torque capacity? Nizpro: Actual maximum torque numbers are a little hard to say, simply because there are many parameter that come into it. There is also a direct relationship with maximum torque numbers vs durability. In other words we could claim the transmission is capable of 1000 ft lbs of torque and in the fine print disclose it will last for half a mile at the torque figure. Customers need to be aware that the standard HP21 is rated at 450 nm, however this has a durability of 60,000 miles. It is clear that the stock transmission will cope with double its factory rating although its life expectancy is more like 20,000 miles those torque numbers. BB: How soon will Nizpro be testing the software as thus far the 335i with Nizpro upgrades did not utilize the software in its 1/4 mile runs? Nizpro: We actually have. We have track tested the car twice. Once using our upgraded transmission with Alpina for a base test data. 4 runs were recorded. We are not concerned with overall quarter mile times simply gear shift times for comparison, between calibrations. The second lot of testing using software changes were done the following weekend at a different track. The track had little grip on the day so the results were not really useful in terms of quarter times. This is all good news. Nizpro is on schedule to release their product this year and they will not force you to bundle their hardware and software together. Here are some additional details which should help get a better idea of what is involved. Things are looking up for the N54 automatic scene.
    31 replies | 3232 view(s)
  • Sticky's Avatar
    07-02-2016, 02:42 AM
    Many readers are familiar with twin scroll turbocharger systems but it never hurts to in basic terms explain turbocharger technology which can seem like witchcraft to the casual car fans. In the most basic of terms, a twin scroll turbocharger is like having two turbos in one. How is that possible you say? Well, just think of your classic V6 or V8. There are two exhaust banks. Traditionally, an efficient turbocharger setup would mean two turbos hanging off the manifolds at the bottom of the car. Each is fed by that set of cylinder banks which it is connected to. It looks like this: Such a setup can make a ton of power, no doubt about it. A good twin set of modern single scroll turbochargers on a V8 or V6 can produce quadruple digit horsepower. However, look at all that piping. Look at the distance the exhaust gases have to travel. Can a single twin scroll turbo do the job of these twins more efficiently? Absolutely. Imagine if the exhaust gases traveled to the turbocharger right from the cylinder head. That poses a packaging problem but one that a twin scroll turbo helps alleviate. The new B9 Audi S4/S5 3.0 TFSI turbo motor is a great example of this: Audi placed a twin scroll turbo in the V at the top of the motor and with a very trick manifold feeds a single turbo with both banks of exhaust pulses. It is like having two in one yet also with the benefit of less piping, less travel distance, and quite simply greater efficiency. BMW started the trend with a pair of twin scroll turbochargers mounted in the valley of their S63 V8. It is the same principle except they are feeding two turbochargers with a cross engine manifold: BMW has two V8 twin turbo motors, the N63 and the S63, but the S63 outpaces the N63 considerably. Why? Because of the twin scroll cross manifold design. The N63 can essentially be turned into an S63 by changing the manifold and turbos and that is basically what an S63 is. Imagine turbochargers being fed by pulses from both banks instead of just one bank. That is exactly what a twin scroll setup does with the turbocharger taking in exhaust gases from both banks. This pays dividends in many areas. Spool is said to be increased which leads to low end torque gains as well as an improvement in throttle response. The turbos in theory will make more power through the rev range as they are continuously fed with exhaust pulses through the curve. One should also see a decrease in intake charge dilution during valve overlap along with lower exhaust gas temperatures. You also have reduced pumping losses and better fuel consumption. What are the disadvantages? There really aren't any other than more manufacturing and tuning complexity. In theory a good sized single twin scroll turbo will cost you less than a pair of high end traditional turbos. The main thing to get right is the firing order feeding the twin scroll turbo. For example a four-cylinder motor usually fires 1-3-4-2. You would want one exhaust passage to get gases from the number 1 and 4 cylinders and the other from the 3 and 2 cylinders. This may all sound too good to be true but the principle has been tested and a twin scroll setup is simply more efficient: More power through the curve? Yep: You also get the benefit of greater boost at lower engine speeds which is that low end torque and response benefit discussed earlier. You are going to see more and more twin scroll turbocharger applications in production cars. Expect variable geometry twin scroll turbochargers as well which means the turbocharger has vanes that can adjust. This way the turbocharger can adjust itself to maintain the speed of gas flow based on how much exhaust gas it is being fed. Turbo lag will never be eliminated but with twin scroll and variable vane turbo technology manufacturers are getting so close it may no longer matter. The modern turbo era is providing excellent response, efficiency, and power with fuel economy nobody would have thought possible not too long ago. Much respect to twin scroll technology!
    31 replies | 3331 view(s)
  • Sticky's Avatar
    07-12-2016, 06:14 AM
    Nurburgring laptimes are basically a big dick measuring contest. That is fine of course as most things associated with automotive performance can be boiled down as such. The problem is everyone is not playing with the same sized ruler. What does this mean? Well, take Porsche's recent claim of a world record on the Nurburgring with the new Panamera Turbo. This tops the record set by the Alfa Romeo Giulia Quadrifoglio's 7:39 laptime. Alfa Romeo never proved they set a 7:39 time by providing a video as proof. Did they do it? Maybe, maybe not, but who knows at this point if it wasn't just a marketing ploy. The issue is Porsche did not provide a full laptime video now either. They simply wrote '7:38' and claimed a world record in their video and that is supposed to be good enough. It isn't good enough. The gold standard for proving a laptime is what Dodge did with the Viper ACR. They claimed thirteen track records and provided thirteen timed videos of the car lapping the tracks as proof. Lamborghini did a beautiful job showcasing their 6:59.72 Nurburgring lap from the Aventador Superveloce. A video of the whole run with timing included is exactly how to display the result. So why are we taking Alfa Romeo and Porsche's word for it? How do we even know if the cars are running factory tunes? Nissan started this whole mess when they would claim lap records with the R34 GT-R but everyone knew they were upping the boost. Part of the problem Nissan had was that old (and stupid) Japanese horsepower cap. Porsche accused Nissan of cheating with the GT-R on the Nurburgring back in 2008: Was Nissan using ringers? Nobody else was able to match Nissan's own GTR laptimes. Nissan provided videos as proof but the problem is a video doesn't tell us what software the car is running or what tires. Nissan's response to Porsche was to post a video of a 7:29 GTR lap and to tell Porsche they would offer Porsche test drivers training. They essentially mocked Porsche as beating them in their own backyard was unacceptable to the Germans. Complicating matters beyond manufacturers playing games with software, tires, or just making claims without proof is that the Nurburgring imposed a testing ban recently. Sections of the track were repaved, changed, and additional safety precautions were put in place. The Nurburgring tested on now is not the same Nurburgring and this is a large factor when even fast laps are over 7 minutes long. Minor changes will add up. Add into this that differing weather conditions will change laps considerably as will traffic on the track. BMW rented out the track specifically for their F82 M4 GTS test which of course gives them an advantage over times set with traffic to avoid. The result was a 7:28 time which tops the Porsche Carrera GT and Koenigsegg CCX. Does anyone really believe the M4 GTS laps a track quicker than those two lighter cars with mid-engine layouts that are far more aerodynamic and more powerful? Porsche and Alfa Romeo proved people will believe whatever they say. At least BMW posted a video of the M4 GTS making its run even though we do not know what software they used (and BMW does use special press software for marketing). Porsche just decided to put the Panamera Turbo ahead of the Alfa Romeo Giulia Quadrifoglio as Alfa Romeo never backed up their time with anything of substance and Porsche wanted big press for the new Panamera. You can not trust manufacturers to play this game honestly when the general public will not take any factors into account other than time X is less than time Y. If the Nurburgring is to be taken seriously as an automotive testing ground a standard must be created where production cars are brought in to set the records and more than one driver not on the manufacturer payroll get a crack at setting a time. Until then, you can not trust anyone because there is simply too much BS being thrown around. That is unfortunate for those competing honestly. Enough of the bullshit. If we are going to use the Nurburgring for comparisons then testing for timed and record laps must be standardized.
    32 replies | 2135 view(s)
  • Sticky's Avatar
    06-28-2016, 06:00 PM
    Well, it seems the Nizpro upgrade is real although this is still early. There is a competitive offering based in the US and Nizpro of course is in Australia. They took their E92 335i with factory N54 turbos to the strip and ran an impressive 11.2 @ 120 in the 1/4 mile. That elapsed time for the trap speed speed is very good. This is indicated by the 1.57 60 foot: Make no mistake about it there is room to improve but their transmission is holding together thus far. It would instill confidence to see higher torque launches. At this point, who cares about stock turbo N54 performance? The best test for the trans would be a high load launch with upgraded twins at the very least. More runs and details will come with time as Nizpro ran this car without any corresponding transmission software upgrades. They are clearly doing shakedown runs before going further. So far, so good.
    26 replies | 1413 view(s)
  • Sticky's Avatar
    06-28-2016, 03:30 PM
    Whoa! These pictures will definitely get you rethinking the W205 generation Mercedes design. Although the cars are blending together that is not to say the modern Mercedes styling language is bad. Just look at this black Mercedes-AMG C63 Coupe for proof of that. The car is lowered with dark window tint and tinted lights. Vossen wheels in a matte bronze finish round it out but a gloss black finish would look even meaner. Either way, this is a badass C63 Coupe.
    39 replies | 1109 view(s)
  • Sticky's Avatar
    07-11-2016, 02:12 AM
    The Doc Race N54 single turbo kit is getting pretty popular in the BMW N54 world. Why shouldn't it be? It is a quality upgrade with the performance to back up the looks. This is Doc Race's own N54 project car in action which is a 6-speed manual. It also is in street trim which is stated to be 20 psi. The Yamaha R6 is not a liter bike but it is no joke. That the N54 pulls considering it is a manual and not running 30+ psi as it could is incredible. Maybe a liter bike should be up next? R1 matchup anyone? Happy Independence Day fellas!! Well here's how it starts out. A group of us were down an abandoned road (in Mexico of course) and I let a buddy of mine take a rip in my car. He takes off through the top of forth and it just sounded bananas. Never heard my car from the outside, from the driver's seat it always sounded very mild. Anyways this guy comes up with an R6 and ask who owns that car, he wants to race it. So it took us a minute to set it up because he wanted to start from a dig. I didn't want to break axles so I say we go from a roll starting at 30. Well here was the first race. The shift bog just kills me and I end up chasing him the rest if the way. Guy pulls up to me after and say he let off at the end lol. Maybe he did but I was going to pass him either way. He wanted to go again so we go again. This time I was a bit faster on my shifting. No chance on this one. BTW guys I was on 20psi.
    30 replies | 985 view(s)
  • Sticky's Avatar
    07-20-2016, 03:41 PM
    The BMW M badge really doesn't mean much any longer. It's been diluted to the point that when you see it on a car and often on a non-M car it hardly even gets your attention. I mean, they put M decals and badges all over the 2-Series Active Tourer so BMW doesn't give a crap at this point. If you're going to sell out, sell out harder BMW. Make an M version of your new FWD 1-Series sedan. Let's just take a big piss on the M badge while lighting hundred bills on fire? Who cares? While you're at it, put M badges on some Mini Coopers too. Maybe a Rolls Royce M? Maybe start selling M badged toilet paper? That way we can truly wipe our ass with the badge just as you have.
    34 replies | 626 view(s)
  • Sticky's Avatar
    07-18-2016, 09:01 AM
    While direct fuel injection brings with it certain upsides such as greater fuel economy and higher compression ratios on pump fuel there are downsides to the technology as well. One such downside is carbon buildup which you see on the intake valves. This is why walnut blasting to clear out carbon deposits is popular maintenance especially considering buildup can and will reduce engine output. Not to mention if it gets severe enough it will cause other problems. Newer motors are better about this (especially engines with dual injection systems where fuel sprayed on the backside of intake valves helps keep them clean) but anyone with a direct fuel injected motor would be wise to monitor their carbon buildup situation. You don't want that much gunk just sitting in your motor, do you? The photo is from carbon deposits removed from a VW TSI engine with 78k miles.
    22 replies | 1172 view(s)
  • Sticky's Avatar
    07-03-2016, 05:51 PM
    If you are squeamish don't watch this. Many people write that before videos but this is a very disturbing video that captures someone in China using their car as a weapon. There are stories and rumors from China that killing an injured pedestrian is preferred than paying out a lifetime of restitution but this is on a whole different level. What takes place is the white car aims for two people next to a taxi. One gets in and the other gets run over by the taxi the white car hits. That right there should stop everything but it is just the beginning. Those in the taxi get out and the white vehicle backs up and begins another assault. The passenger from the taxi is run over. The car backs up and then runs over the other person who was under the taxi. Absolutely insane. This road rage continues as the white vehicle circles the injured as if it is stalking more prey. Another taxi comes into the picture and is rammed. The taxi driver gets out and attempts to get into the white car which backs away. Eventually the car just leaves the scene but this is shocking, disturbing, and just psychotic behavior that can not be explained.
    10 replies | 2433 view(s)
  • Sticky's Avatar
    07-18-2016, 10:14 AM
    Many in the Gen V Viper world would have you believe this is impossible. One such group is Calvo Motorsports and their tuner Collin Murphy who states a Motec is the only possible way to tune a Gen V Viper twin turbo. Is that because their Motec based twin turbo kit costs $55k and he makes more money tuning a Motec? The Stage 6 Motorsports Stock ECU tuned kit retails for $19,999.99. In other words, less than half the price of the Calvo Motorsports setup. Is a Motec worth another $35k? It certainly isn't providing double the horsepower: Stage 6 Motorsports hit 1002 wheel horsepower on 93 octane pump gas at only 9 psi of boost. This is tuned using HP Tuners which Calvo Motorsports and their tuner claim can not properly be done: Keep in mind many early on, especially those who were selling Arrow heads/cam kits, stated HP Tuners and the stock ecu would not be able to properly tune a Viper with an aftermarket cam. A&C performance proved that wrong by producing the world's most powerful naturally aspirated Viper and it is tuned through the factory ECU. Pretty much all Viper twin turbo kits use a standalone ECU but this pushes the turbo kit price of entry well over $40k. At less than half that price and with quadruple digit power with stock ECU tuning suddenly the Viper becomes a tuning bargain. Keep in mind HP Tuners is continually evolving as will stock ECU tuning on the platform (just like any platform) which is a good thing. Well, a good thing for consumers and not necessarily the bottom line of certain tuners such a Calvo Motorsports' Collin Murphy. When searching for aftermarket products it is often difficult to separate what is the truth from what is best for a tuner's pockets. In this case, it is definitely possible to produce forced induction setups on the stock ECU as D3PE's supercharger system already demonstrates. It's up to the consumer to decide if a standalone ECU and the features/benefits that come with it are worth the additional cost. Don't let a tuner mislead you into spending more than you need to. Don't dismiss the ingenuity and capability of tuners who tune on the stock ecu either.
    4 replies | 3154 view(s)
  • Sticky's Avatar
    07-19-2016, 09:31 AM
    Running 10's in the 1/4 mile by the F80 M3 and F82 M4 platforms has been done over and over. The thing is, the cars doing it are all DCT (dual clutch transmission) models. There is only one exception and that would be this 6-speed manual F80 M3 from TPG Tuning. The car is tuned by Jordan of @RK-Tunes and runs a flash tune along with a BMS JB4 piggyback. The turbos are upgraded to Xona Rotor Green Turbochargers. Fuel is MS109 race gas. The result? Here: For some reason someone thought it would be a good idea to upload a slip at such a low resolution as to be unreadable but here are the numbers: 60 FT - 1.5399 330 FT - 4.5682 1/8th ET - 7.0202 1/8th MPH - 102.23 1000 ET - 9.1173 1000 MPH - 116.52 1/4 ET - 10.8695 1/4 MPH - 129.42 Excellent numbers and some great driving as evidence by the 60 foot, 1/8 mile, and 1/4 mile marks. Will this car be pushed further? Apparently E85 may be up next but with crank hub issues on the motor scaring everyone maybe they stop here.
    22 replies | 747 view(s)
  • Sticky's Avatar
    06-27-2016, 10:33 PM
    This is incredible considering that AMR Performance already showed a gain of 63 horsepower and 100 lb-ft of torque at the wheels on the 2016 W205 C450 model. That was with their 1.01c tune revision and now with their 1.02b tune revision they take things considerably further. How about 371 at the wheels or in other words another 53 whp from where they already were? That is more than 100 horsepower at the wheels over stock: Utilizing this tune and no other modifications a C450 went 12.3 @ 112 in the 1/4 mile in 98 degree weather. We expect easy 11's in winter conditions or just cooler weather: We are waiting on the slip but AMR is pushing the C450/C43 models harder than anyone else along with the M276 DEL30 engine. #AMR #amrperformance
    19 replies | 701 view(s)
  • Sticky's Avatar
    07-18-2016, 08:50 AM
    This is a bolt on E82 135i from EMP Tuning. Just a full bolt on N54 running E40 ethanol and 17 psi. It goes up against some interesting cars including a supercharged E39 M5 S62 V8 with the ESS-Tuning kit, a bolt on Mustang GT, APR tuned MKVII Golf R, and the new Red Sport Q50 from Infiniti. Let's start with the first run in the first video. The M5 is said to make 500 wheel horsepower which is about the range for a higher boost (9 psi) supercharged E39 M5 with meth. The S62 engine is pretty darn old and outdated at this point and it isn't a powerhouse. Still, a 5.0 liter V8 with boost shouldn't have too much trouble with a bolt on 135i. The M5 gets crushed. Next up is a bolt on 2015 Mustang GT which like the M5 also has a 5.0 liter V8. Unlike the M5 it is not boosted and is running in naturally aspirated form. It does have an E85 ethanol tune. The Mustang does much better than the M5 and it is a close race. Basically, this goes to show that the Coyote engine is superior to the old S62 V8 in the M5. E39 M5 owners will remain delusional and sit on M5board thinking their cars are stronger than they really are. Next up is an APR bolt on tuned MKVII Golf R DSG. The Golf R has a smaller 2.0 liter four-cylinder compared to the 135i and the all wheel drive adds weight. In a roll race like this the 135i has the advantage. It shows. The final run features the new Infiniti Red Sport with its 400 horsepower VR30DDTT turbocharged V6. It's pretty stout as in stock form it puts down 374 horsepower to the wheels which means it is underrated. That is not enough power in stock form to beat a tuned N54 in a lighter E82 135i chassis. The Infiniti is going to need some upgrades and it will be interesting to see how the aftermarket for it takes shape.
    19 replies | 538 view(s)
  • Sticky's Avatar
    06-25-2016, 09:01 PM
    More runs here from BimmerBoost member @TZ04XJR and his Active Autowerke Level II supercharged E92 M3 DCT. Last month this M3 impressively beat up on a Ferrari 458 Italia. Now he decided to take on a variety of cars ranging from those mildly modded with bolt ons to 600+ whp beasts. Keep in mind he is still running the Level II Active Autowerke S65 supercharger and still has yet to install his Level III components. The Active Autowerke supercharger kit continues to impress. Cars and specs: M3- AA Gen 2 Level 2 S/C (553whp) C7- Procharged (575whp) 15' 5.0- Bolt Ons & Nitrous Z32 300ZX TT- Upgraded Turbos (600+whp) EVO 9- FBO, Stock Turbo (440whp) vs C7 Run 1 vs C7 Run 1, C7 View vs C7 Run 2 vs 15' 5.0 vs 300ZX TT vs EVO 8
    13 replies | 1023 view(s)
  • Sticky's Avatar
    07-01-2016, 02:00 AM
    Potentially an interesting drag race here as it pits three very fast cars each representing their nation against each other but Autocar screws the whole thing up. The Nissan GTR and the Porsche 911 Turbo S are not all that different from each other. Both feature twin turbo six-cylinder powerplants, both have all wheel drive, and both have dual clutch transmissions. The GTR is heavier however with less torque on paper. No direct fuel injection for the VR38DETT motor and of course a front engine layout. It's also quite a bit cheaper than the Porsche. The best horsepower per dollar value of the trio is the Hellcat but you already knew that. Just as you likely knew it is the heaviest car of the trio. We're talking 400 kg more than the 911 Turbo S or in other words more than 800 pounds. As this is Autocar they have no clue how to launch the Hellcat. The car is still spinning its tires when they go green. Why? What's the point of the drag race if the Hellcat never even gets a chance to hook up? Of course they also provide no data because it's Autocar and we should all just be happy they aren't doing this in the rain while sipping tea. They try again and the Hellcat again does its stupid spin until the tires go green routine. At no point do they think of going from a roll because producing quality performance comparisons escapes the people at Autocar. Essentially we get a frustrating and pointless drag race video. Someone tell these idiots at Autocar THIS is how you drag race a Hellcat.
    14 replies | 1093 view(s)
  • Sticky's Avatar
    07-04-2016, 03:03 AM
    Considering the absolutely atrocious Hellcat drag race video posted the other day it only seemed fair to post a video showing what a Hellcat can actually do when it puts the power down. One way to get the Hellcat to put the power down properly is to go from a roll. That is what they do in this video after their incessant babbling. Skip to the 4 minute mark for the action. They screw up the first run with the M4 getting a major jump. It doesn't matter though as the Hellcat reels it in and pulls past the M4 as if it is standing still. The second run has an even start and the M4 gets demolished. Ok, they state in the video the M4 gets its ass handed to it but what are they racing a stock M4 against a tuned Hellcat for anyway? We know the Hellcat is quicker and faster stock for stock and when tuned of course it has a huge power advantage. Beating up on a stock M4 is nothing to proud of especially when the race has to be tailored to the Hellcat. The main point here is Hellcats are stupid fast and they struggle with traction. If you want to show what they are capable of either run drag rubber on the track or go from a roll. Don't do what Autocar did.
    9 replies | 1306 view(s)
  • Sticky's Avatar
    07-16-2016, 11:51 PM
    Congrats to BimmerBoost member @allmotor_2000 for continuing to push the F10 M5 and S63TU V8 platform. As a quick reminder, this is the quickest and fastest F10 M5 in the world running 9.9 @ 140 in the 1/4 mile. Previously on Pure Stage 2 turbochargers he made 847 wheel horsepower and 862 lb-ft of torque at the wheels. Well, now he has another 10 (11 if you round 857.99 up) horsepower and 14 lb-ft of torque at the wheels. He's not done yet either. 28 psi is a lot of boost but somebody has to be the one to crack that 9XX wheel horsepower barrier. This still is a 1000+ horsepower M5 at the crank which is incredible. Looks like he'll be breaking his own 1/4 mile record soon and it will be interesting to see if any more power can be squeezed out or if Pure Turbos has something else up their sleeves for the S63TU.
    14 replies | 698 view(s)
  • DOCRace's Avatar
    07-21-2016, 03:40 PM
    Well this is as big as we can go with the current manifold design and location. Took the tapped out Comp 6465BB and installed the PTE6870 which is their newest bad boy turbo packed in a small frame turbo. I got the 1.15A/R which I planned on using with a built motor. Since that might not all be together for a while I was just itching to install it so I did yesterday. Note to anyone wanting to run this exact turbo (1.15A/R) with our manifold: It fits but you might have to trim the engine cover, bend the heat shield, remove some of the factory chassis glue. The housing is huge compared to the standard **66 1.00A/R. I made it all fit without cutting the engine cover and also installed the new DOC Race lava turbo blanket. First off I just want to say there have been a lot of horror stories about Comp turbos. I may have just gotten a lucky one but this turbo has been super reliable. The only thing that did annoy me was there was oil coming out of the compressor housing and made it look bad when I showed people the car. Other than that it made 750whp on race gas. I put a good 10K miles, some race but mostly pump and never had an issue with it other than the oil in the compressor. First impressions after install: At first start up it was a lot louder so I can definitely tell the exhaust is now really moving. Took it out for a spin to burn off all the oil left from handling the exhaust parts and yes, it has quite a bit more lag which is what I was expecting. Got it back to the shop, checked everything again. Also noticed that once I turned the engine off the turbo spun for much longer than the Comp. I would say it spun for almost a good minute. Took it out for another spin. This time took it up higher in rpm and boost logging everything this time. Again, this thing sounds like a different car. Much louder and again more lag. Was able to log a couple runs. A/F was spot on still so I feel safe enough to at least drive around town low boost. 4th gear I was about to reach 20psi at 3850rpm. I wouldn't say that's too bad. With the Comp 6465 I was able to get 20psi by 3300rpm. So forget about all this low boost talk, what does this really mean? I talked to Andy at AD-Engineering and he's going to try to squeeze me in for a tune also adding a couple other things that I will mention later :naughty: AD-Engineering and Horsepower Barn have a few cars going to Shift Sector 1/2mi race in Oregon in Spet. 10-11 which I will be attending as well so we will be seeing some fast BMW's out there. I will keep everyone updated on the tune.
    12 replies | 667 view(s)
  • Sticky's Avatar
    07-08-2016, 03:12 AM
    Turbochargers dominate the Lamborghini Huracan and second generation Audi R8 market as they quite simply make the most power. That power comes with quite a price tag starting at $49k. Supercharger systems in theory should be cheaper although they do not offer the same headroom for power. Earlier this year VF-Engineering released their Eaton TVS2300 based supercharger kit for the Huracan V10 which costs $33k. ESS-Tuning utilizes a 2.9 liter whipple twin screw supercharger which has more power capability and also undercuts VF-Engineering at $24,995. That is quite the price difference and at roughly $25k the supercharger makes sense. Here are the specs: -Rated power 800chp -Installation time 45-50 hrs -Powered by Whipple 2.9L twin screw -Boost 7-8 psi -Air/water intercooled -No SC maintenance required -Stock air boxes used with K&N insert filter assemblies. -Includes ECU software and full step-by-step installation manual -OBD emissions compliant -Designed for manual and dual clutch transmission -2-year, unlimited mileage warranty They claim 800 horsepower but offer no dyno to support it. Also, this same exact hardware costs $19995 on the previous generation R8 V10 engine. Why does the same hardware cost more on the second gen car? Well, you could argue the software development is more difficult but there certainly is room to drop the price as they did with kit for the previous gen car. Either way a $25k point of entry is the cheapest for forced induction on the platform. Now when do we actually see a graph or what it supposedly can do?
    18 replies | 516 view(s)
  • Sticky's Avatar
    07-08-2016, 06:00 AM
    Now this is a BMW engine swap done right. Take an E30 3-Series and swap in the 5.0 liter S62 V8 from the E39 M5. Then go ahead and give it a nice big top mount single turbocharger. Considering the E30 Chassis is roughly 1000 pounds less than the E39 this is a recipe for an insane boosted BMW. Just how much power is it making? What are the specs? We don't know. Those details will come in part two which we hope is uploaded soon. For now, just bask in the awesomeness that is this swap and turbo setup. A bit more interesting and appealing than just another LS V8 under the hood of a BMW, eh? Leave it to the Scandinavians to again show us how to properly do boosted BMW swaps.
    12 replies | 900 view(s)
  • Sticky's Avatar
    07-22-2016, 11:31 AM
    Anyone remember when some people said you can't boost the Voodoo V8 because it's compression ratio is too high? Yep, those people are dumb. Not only does the Voodoo V8 make insane numbers when boosted it doesn't take a lot of pressure to get great output. 4.5 psi is barely any boost at all. They could easily crank this up even on 93 octane pump gas. With meth injection double digit boost could be hit but we're getting ahead of ourselves. Procharger PS1SC, 4.5 PSI, and 93 octane: They state they will turn up the boost and see what it can really do. Expect an easy 700+ to the wheels. <iframe src="" width="560" height="315" style="border:none;overflow:hidden" scrolling="no" frameborder="0" allowTransparency="true" allowFullScreen="true"></iframe>
    18 replies | 185 view(s)
  • Sticky's Avatar
    06-29-2016, 08:07 PM
    Speedriven continues to push the Mercedes M275 twin turbo V12 into territory nobody else has even approached. Last month they announced their standalone engine managment system for the platform. Well, now we have a video of it in action and some dyno results. Let's start with the dyno. The reason you are seeing gains here is not due to raised boost. Actually, they are running .9 BAR for just a baseline tune which is less than stock: More power even at less boost? More control? Impressive. Those are exactly the kind of advantages a standalone ECU provides and it shows: As you can see in the video it is plug and play. No wiring issues, all the gauges work, ABC works, no warning lights, no CEL, it just works like stock with more capability. They can alter the transmission parameters as well such as the shift points. The car drives just like stock as well without issue. Keep in mind this is just the beginning. As detailed in a previous article, the big guns that will really tax this new engine management system are coming. Much respect to Speedriven for continuing to push the M275 engine platform forward.
    13 replies | 833 view(s)
  • Sticky's Avatar
    07-22-2016, 12:30 PM
    A 600 horsepower F10 M5 sounds pretty nice, doesn't it? Well, that is what this Competition M5 happens to be with its 600 horsepower and 516 lb-ft of torque S63TU engine. Is that worth the $142,696 asking price? No way in hell. First of all, the F10 M5 is underrated to begin with and already makes 600 horsepower although this version is slightly stronger. If a few more horsepower matters to you why not just get an aftermarket tune and considerably exceed this output anyway? The F10 M5 does not exactly hold its value once you drive it off the lot. All this Competition Edition happens to be is an M5 equipped with the Competition Package and a different tune for a premium. They might as well call it the Sucker Edition. Arbitrarily limiting this car to 200 units for Europe and offering a couple new paint colors is not how you make a special edition special. Yes, the US does not get this car but gets it own special edition that is basically the exact same thing showing this recipe is not unique at all. BMWUSA will offer 50 Pure Metal Silver M5's. This version also has 600 horsepower and and 516 lb-ft of torque which is an increase of 25 horsepower and 15 lb-ft of torque over the Competition Package. How does BMW arrive at this increase? New software. Why in the world would anyone overpay for BMW software they can flash into any M5? In the old days a special edition from BMW M required new pistons, new rods, a stroker crank, weight being stripped out, fancy air intakes, revised suspension components, new aerodynamics, etc. Now it's just new software with the same old hardware and people eat it up. They'll find 200 idiots in Europe. They'll find another 50 idiots in the US. You can't blame BMW for taking advantage of people willing to piss away over $131k. Munich. The BMW M Division has developed an exclusive special edition of the world’s most successful high-performance business sedan, setting yet another highlight in the current BMW M5 model range. With power output increased to 441 kW/600 hp and a maximum torque of 700 Newton metres, the BMW M5 “Competition Edition” ranks among the most powerful automobiles in the model history of the BMW brand (combined fuel consumption: 9.9 l/100 km; combined CO2 emissions: 231 g/km)*. The BMW M5 “Competition Edition”, which comes as standard with an M dual clutch transmission featuring Drivelogic, sprints from 0 to 100km/h in just 3.9 seconds. A distinctive personalised look, the standard Competition Package and a comprehensive range of optional features render the BMW M5 “Competition Edition”, the production of which is limited to 200, an automobile of exceptionally high value. More power and further enhanced handling characteristics. The familiar 4.4‑litre, high-revving V8 engine featuring path-breaking BMW M TwinPower Turbo technology is the powerful heart of the BMW M5 “Competition Edition”. An increase in boost pressure as well as targeted modifications to the engine management raise the car’s performance vs. the production model by 29 kW/40 hp to 441 kW/600 hp. At the same time, maximum torque has increased by 20 Newton metres to 700 Newton metres. The increase in power output harmonises perfectly with the Competition Package, which is supplied as standard on the BMW M5 “Competition Edition” and noticeably enhances the car’s handling characteristics even further. The Competition Package includes, inter alia, a lowering of the vehicle by 10 millimetres and a firmer setup of spring and damper systems and stabilizers. In conjunction with this modified setup, the specific control setting for the Active M differential fitted as standard on all BMW M5 models ensures further optimized traction. Furthermore, the steering system with an M specific Servotronic function comes with a more direct control map, providing the driver with more precise response and further enhancing the car’s agility in bends. In addition, the M Dynamic Mode of the stability control system DSC (Dynamic Stability Control) has been further aligned to sporty handling characteristics. As a result, the BMW M5 “Competition Edition” guarantees typical M driving dynamics at the highest level both in everyday traffic and on the racetrack, especially when combined with the optional M carbon-ceramic brake system. Exclusive sporty and dynamic look. The BMW M5 “Competition Edition” signalises its extraordinary potential even when at a standstill. The exclusive body colours –100 vehicles in Carbon Black metallic and 100 in Mineral White metallic respectively – strongly emphasise the BMW M5’s sporty, elegant lines. And the 20-inch, forged and polished, double-spoke M light alloy wheels in a Jet Black finish and with mixed tyres (265/35 ZR20 at the front, 295/30 ZR20 at the rear) underscore the car’s outstanding handling characteristics. M Performance parts in carbon such as the rear diffuser, the gurney on the boot lid and the mirror caps set further dynamic accents. The high gloss black kidney grilles and side gills bearing the lettering ”M5 Competition” add the finishing touches to the car's premium appearance. High-quality ambience with sporty accents in the interior. The interior also underscores the uniqueness of the BMW M5 “Competition Edition”. For example, carbon interior trim strips bearing the logo “M5 Competition 1/200” indicate the model’s high-performance qualities and the fact that the BMW M5 “Competition Edition” is just one of the 200 that have been built. The sophisticated interior ambience is strongly characterised by the full leather trim Merino Black with contrast stitching in Opal White and floor mats in Anthracite with leather Merino Opal White bordering. Inside the BMW M5 “Competition Edition”, both driver and front passenger sit in M multifunctional seats, the comprehensive electric adjustment options of which guarantee a perfect balance between comfort and sporty lateral support. Here too, the white lettering “///M5” embroidered on the headrests emphasises the car’s exclusiveness. Further equipment highlights round off the impressive appearance of the ultimate high-performance business sedan: These include the 1,200 watt Bang & Olufsen High End Surround Sound System, BMW Head-Up Display, Comfort Access, Lane Departure Warning or the optional BMW Driving Assistant, heated seats at the front or the through-loading system. The BMW M5 “Competition Edition” is available from 129,500 Euros
    15 replies | 471 view(s)
  • Sticky's Avatar
    07-18-2016, 11:27 AM
    Well, this is big news in the M156 V8 scene! To be honest, the M156 V8 aftermarket became somewhat boring with no new developments and only superchargers available. That is all about to change with Eurocharged bringing a W204 C63 AMG twin turbo kit to market. You might be saying, didn't someone else try to turbocharge the M156/M159 platform? Yes, back in 2012 World Motorsports talked a bit of trash on the forums about their SLS AMG M159 turbo kit but that project ended with a whimper and has not been heard from since. Eurocharged's twin turbo kit will fit the W204 C63 AMG and they also started to work on an M156 E63 AMG. What are the specs on their C63? As follows: The engine is a built M156 (6.2L). - Custom CP Pistons (lower compression than stock) - Carrillo Rods - Custom ARP Head Studs - SLS Black Series Valve Buckets - CNC Ported Race Heads - 650cc Injectors The turbos are Precision GEN2 PT6062 CEA - Dual Ceramic Ball Bearing - 60mm Compressor Wheel - 66mm Wastegate Outlet - T3 V-BAND Flange - 3" Turbine Inlet Housing Their project car is a built motor W204 C63 M156 making over 700 wheel horsepower on 93 octane pump gas at 8 psi of boost. Impressive considering it is also lower compression than stock. In addition it has the following modifications: Tial WasteGates Tial Blow Off Valves Quaife LSD Custom Intercooler and custom fabricated piping Custom 7 gallon Intercooler Tank that is mounted in the trunk Built transmission rated at 1000 ft-lb. Yes, this kit will be available for stock motor cars although you can not expect built motor numbers. This kit is going to make over 800 wheel horsepower on the Eurocharged C63 but they simply ran out of fuel: They will add two additional injectors and go for 800+ soon. We do not have the dyno graphs yet as they are obviously still working on it and making changes: Regarding other M156 platforms an E63 is being built but a CLS63 will likely work as well. In theory the cars with larger engine bays than the C63 will work. An ML63 for example would be quite interesting to see. More details to come but this certainly adds excitement to the M156 forced induction scene. We should have dyno graphs to share soon.
    12 replies | 747 view(s)
  • Sticky's Avatar
    06-30-2016, 12:08 AM
    Just in time for July 4th, right? If American automotive culture can be represented by any one thing it is definitely V8 horsepower. The Americans simply make the most. Disagree? Well, you can talk to Steve Morris Engines about some of their builds like this absolutely absurd twin turbo big block. Absurd in a good way of course with 4000 horsepower on race gas and how about 3000 on pump? That 3000 figure comes at only 20 psi by the way. Who knows what it really does cranked up. Here are the specs: Cast BRODIX 5" bore-space block with in-house custom machining Premium SME piston package for big boost Billet crankshaft and aluminum connecting rods Custom cam profile Jesel belt-drive and MOROSO dry-sump oiling system INNOVATORS WEST balancer with integrated crank trigger Cast BRODIX cylinder heads with SME port program and modifications JESEL custom shaft-mouted rocker system Custom billet valve covers Fabricated (optional billet) intake manifold Competition machining and assembly Yes, this is street legal and goes into a street legal car. You might balk at the $63,999 price but the horsepower per dollar is unbeatable if you consider that 2000+ horsepower Underground Racing builds are six figures and that they will only make half the power. This is street legal performance on a whole different level. The video below covers the details directly from Steve Morris. Well worth a watch for any enthusiast. 'Merica!
    13 replies | 524 view(s)
  • Sticky's Avatar
    07-01-2016, 06:07 PM
    Road and Track decided a comparison between the 2016 BMW F22 228i, 2015 F22 M235i, and 2016 F87 M2 was necessary. You already know which is the highest performance model of the trio but it is nice to see a full test of the cars together including roadcourse times. Let's start with the incorrect perception that the 2-Series and namely the M2 is some kind of E30 successor. The E30 never weighed 3506 pounds as the M235i does and that is with a manual transmission. With the automatic the M235i is even heavier. Interestingly, they include E30 M3 test figures and although the S14 naturally aspirated four-cylinder clearly shows its age the E30 chassis shows how BMW's weight is ballooning. There is a massive difference between a 28XX pound car like the E30 M3 and a 35XX car like the M235i. The F22 and F87 are not E30 spiritual successors so get that nonsense out of your head. These cars are heavier than E46 3-Series models. The 228i actually makes the best case for a light and fun driver's BMW (aren't all BMW's supposed to be driving machines?) as its N20 four-cylinder provides the best weight distribution and lightest curb weight at 3341 pounds. Not light, but lighter than any other BMW coupe in production and that even includes the Z4. The thing is, the 228i N20 is being replaced by the B48 engine. The M235i is getting the B58 which will replace the N55 in the 2015 model used in this test. If R&T waited a bit to do this comparison we would have a much better idea of how the non-M 2-Series models stack up as the new engines offer superior performance. Especially the B58 engine. That means the acceleration gap between these cars should get closer: Each of the trio utilizes the 6-speed manual option. That means the M2 would be significantly quicker with the DCT transmission option that the M235i does not have and likely does not have to prevent the M235i stepping on the M2's toes. It is clear that with the new B58 engine and the automatic transmission option the M235i and manual M2 will be too close for comfort. Acceleration stacks up as you expect based on the pricing and power figures. How about the track performance? Well, let's take a look: The numbers are as they should be with the 228i in the rear, the M235i in the middle, and the M2 up front. What else do you expect to happen? What is interesting here to note is that the E82 1M and F87 M2 are virtually identical. Yes, the M2 has a slight and almost insignificant edge. Around the track. it's a driver's race between the two. Unless you have a DCT transmission in the M2 which the 1M did not have as an option. Still, manual to manual is almost a dead heat. What is interesting to note is that the 228i in the tight transitions outpaces the other two. Yes, less weight and better balance account for that. If BMW truly wanted to make an E30 M3 successor they should have built an M version of the N20 or B48 engine for the 228i and stripped out 200 pounds. A 3100 pound M car with 50/50 weight distribution and a high revving turbo four-cylinder actually would be something to take seriously as an E30 M3 spiritual successor. BMW missed the target. More importantly, they didn't care to hit it. The M2 with its superior differential and power of course wins all the performance metrics. So what though? It's not as good as it could be and it is not what it should be. The N55B30T0 engine is just an N55 with the S55 closed deck block. It's not a revver and certainly not a Motorsport engine. Sure, it's a good car. It's just not a great car. Nobody seems to mind or complain though and BMW will sell plenty of them. Being good enough to keep the sales figures increasing is all that matters today. It's too bad. The M2 could (and should) have been something special.
    11 replies | 779 view(s)
  • Sticky's Avatar
    06-27-2016, 07:52 PM
    Interesting run here as two tuners put forth S63TU's they tuned against each other with the winner taking $10k. Evotech apparently has a reputation in Europe as not wanting to race unless it is for money otherwise it is a waste of their time. The funny thing is they were not willing to race for $10k but instead agreed to a $1500 run. What happened to the confidence Evotech? Frankly, BimmerBoost does not have too much faith in Evotech's claims as they seem to be exaggerated anyway. The F10 M5 camera car is tuned by BimmerBoost member @lfelunden who has not yet decided on a name for his new tuning company. The M6 Gran Coupe is heavier than the standard M6 so weights are pretty even here. It is surprising how easily the M5 pulls considering both cars are bolt on tuned and if racing for money one would assume at their best. No comment from Oliver Neumann the owner at Evotech at this time although we are told the race loser paid up. BMW M5 F10 HCP mods: Stage 3 software by HCP, catless downpipes and K&N drop-in filters M6 F06 Evotech: Stage 2+ software (Evotechs most powerful), akrapovic exhaust, catless downpipes and intake
    9 replies | 955 view(s)
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