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  • JerryT's Avatar
    07-27-2015, 05:16 PM
    Introducing JPworks BMW n54 top mount manifolds T4 divided flange tapped, top mount, made of schedule 10 304l stainless, 1/2" flanges and twin 38mm V-band wastegate provision. Fits 135 335 I, IS and XI. Price is $1200.00 Also offering: Down pipe $250 Open dump tubes $150 Thread will updated with pictures daily.
    56 replies | 1555 view(s)
  • Tony@VargasTurboTech's Avatar
    07-27-2015, 02:08 PM
    AD intercooler showed up this morning. Thing is seriously bad ass. Looking forward to getting it on the car. Hopefully have it up and running this week. While everyone else continues to discuss magic numbers, and HPFP's. We continue pushing things forward in the background as we always do. Enjoy the pictures.
    56 replies | 1377 view(s)
  • quattr0's Avatar
    Yesterday, 03:17 PM
    Must be the lucky guy as I'm sure I'm not the few who bought VTT products. Warranty, 1 year, happened to be expired 2 months ago. Now smoke is coming out like steam engine. @ABR advises "we found bank two turbo is leaking oil internally". Ouch! My stock turbo lasted me more than 5 years. This unlucky one not even more than 3,000+ miles. :angry-banghead: I don't daily drive the e90, just bought f82 last October, and never driven it hard. Maybe I should have driven harder ;-)
    50 replies | 935 view(s)
  • jyamona's Avatar
    07-30-2015, 12:56 PM
    jyamona started a thread Load by Gear - Teaser in N54
    So, the time has come to fill you guys in on something I have been hard at work on, along w/ martial@mhd ;) Aside from defining new tables and building out the XDF's, some of you know I decompiled the BIN into assembly some time ago in IDA Pro and have been studying it, vs. the logic in "IS" car bins. Well, based closely on the "overboost" feature of the IS cars, I bring to you: Load by Gear, tested and working on my regular old IJEOS 135i! It entails custom logic implemented into my IJEOS bin. I8AOS support will come, but is much harder as it's structure is much different. The premise is simple, you set your Load Target to the lowest load you would like to run (1st gear), and then use the new "Load Target Adder by Gear" table to increase this load for subsequent gears. And unlike the "overboost" feature on 1M and IS cars, load does not decay after 1s / timer. This will allow you to put down exactly as much power per gear that your tires can handle. Here is a screenshot of how I had these two tables set up for testing purposes (intentionally slow / pointless stepped load just for demonstration): Worthless without logs, you say? http://datazap.me/u/jyamona/load-gear-testing?log=0&data=4-15-18-22 http://datazap.me/u/jyamona/load-gear-testing?log=1&data=4-15-18-22 Ignore the sloppy PID, boost, throttle closures in the tune, it is just a base map thrown together for testing purposes :) There is still more testing to take place, and getting it added to I8AOS will take some time, but I imagine porting to the 1M / IS roms should be much more trivial.
    38 replies | 897 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 | 809 view(s)
  • pobudz's Avatar
    07-30-2015, 12:20 AM
    Finally got around to going back to the dyno today. Arizona :( 109F inside the dyno room. New mods since last making 698/660 (~80*F): ADE 800whp FMIC CSF Racing radiator Back to the 3.08, quaife lsd New center support bearing MHD Tune w/ converted Cobb E50 map to get to the gas station, and baseline E85 (some back story on this one) YAY no more mixing! So... I spent the morning prepping the car. I was going to switch to heat range 8 plugs, ngk 6706's, so I put those in. Gapped them at .017. Had some issues with misfiring... car just didn't feel right on the way to the dyno. Hardly got into boost on the drive to the dyno. I get there and decide to swap back to my 5992s (brought them just in case... and I wasn't even a boyscout). I find... this: With the help of a friend, we got the porcelain cleared out with a shop vac by breaking it down using a socket. The little pieces were stuck in the gap between the spark plug base and the nut. Eventually got onto the dyno... ... which was partially broken (no torque read out). So... we focused on just getting the tune done and not on numbers. We got as high as 32psi tapering to 28psi. WGDC ended up maxed out on the 15lb wastegate spring. We ended up sticking with 25psi. I can move to a 20lb spring or get a 4 port mac solenoid according to Jake@MOTIV. I will be trying out the 4 port first. We are also toying with the possibility of a bigger exhaust housing (currently .82, moving to ~1.02) for more air. This is e85 (no mixing), at 110* ambient air: Comparison of the previous runs prior to NoFlyZone (3.46 final drive vs 3.08 final drive): Ended up making the same power, with less boost, on e85. MHD and AEM are working very well together :) The tablet I have works out nicely too... I'll update this thread with GoPro footage later on (Jake dumped some extra fuel in up top :awesome:). Martial discovered a way to convert a Cobb flash. Jake was working with him directly, I guess he ended up flashing my Cobb tune to his car and then pulled it out as a .bin using something else.. MHD maybe. I didn't get details... Talk to Jake @ MOTIV or Martial of MHD if you are curious. The car feels F'n AMAZING. Once I got on to the freeway and started having fun, I realized that EVERYTHING was just so much smoother. I don't know if it was MHD, no more 91, or finally getting retuned in general. HUGE thanks to Jake for once again mastering the art of remote tuning. Teamviewer ftw. Datazap: http://www.datazap.me/u/pobudz/mhd-1 http://www.datazap.me/u/pobudz/mhd-2 http://www.datazap.me/u/pobudz/mhd-3 Sorry... no AEM logs :)
    28 replies | 606 view(s)
  • blaster3500's Avatar
    Yesterday, 06:33 PM
    Looks like a new company based on their Facebook. Hopefully not a repost but here are some pics from their page. A nice cast manifold would be great.
    26 replies | 459 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 | 801 view(s)
  • subaru335i's Avatar
    07-29-2015, 10:41 AM
    With all of the awesome progress lately on the N54 tuning/flashing side of things I have gotten extremely jealous :). As most of us know the cobb flashing capabilities are in the stone age in comparison to even the cobb support for N54 (no vanos tables defined even, etc etc). Not to mention how handicapped we are compared to the new stuff that is being added to the N54 xdf's. Cobb has pretty clearly abandoned the BMW flashing game and are just riding on their good reputation now. jyamona suggested putting a list together of people interested in furthering the N55 tuning so someone like @martial@mhd might be interested in adding N55 support to the MHD app (or anyone else with the necessary know how and skills). I would certainly ditch my Cobb and pay for an app or whatever if I could edit and define my own tables and flash the DME over OBD and not be stuck with what cobb decided was "good enough". Chime in here if you are in the same boat and are interested in seeing this progress. Obviously the E9x N55's will be easiest (as cobb already proved they are flashable) but there are certainly a lot more F3x N55 cars out there so the ability to flash those cars at all would increase demand significantly. Thanks guys!
    23 replies | 294 view(s)
  • Sticky's Avatar
    07-28-2015, 07:18 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 | 144 view(s)
  • Jeffman's Avatar
    07-28-2015, 11:54 AM
    I've got a kid in college now so my mod budget is limited... I'm wondering what's the best bang for the buck mod upgrade for an FBO N54 to get to 500 whp/500wtq? From what I've been reading on the forums, the latest developments in inlets and Fuel-It's throttle body injectors (TBI) look to be very cost effective for substantially bumping up power for an "almost FBO" car like mine. I am currently running an E40-E50 flash only Cobb ATR tune on my "almost FBO" (sans kitty less dp) 335xi AT which Virtual Dyno says I'm achieving 400 whp/460wtq at 18 psi max boost. Do you think I can reach 500/500 with just inlets and/or TBI on E85? If so, would I need to increase my boost to over 18 psi, and could I do that flash-only, i.e., which tables in ATR should I adjust? Would I also need an N20 TMAP sensor to do this correctly? Thanks for your input.
    19 replies | 398 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)
  • Mrpikolo's Avatar
    07-29-2015, 08:53 PM
    This should go without saying: Choose your oil filter wisely. This even includes reputation name brands, such as Bosch. Today, I am going to show you why some things are not always as they appear to be. About 5 or so years ago, Bosch came into the North American market with a new line of filters. These filters quickly went into all the big box auto parts stores. Advertising as high quality aftermarket replacements. What many people may not know, is they are not manufactured by Bosch at all. Bosch filters, at least largely in the North American market, are manufactured by Purolator. I have known this since they first came out. A couple months ago, I decided to go with one. I usually use a Wix filter, but I was feeling a little adventurous. Plus, the Bosch was advertised with a synthetic media, while pretty much all Wix filters use a high quality paper media. A couple weeks later, I noticed I was leaking oil out of my filter cap. No big deal, I assumed I failed at tightening it up correctly. First I took the filter cap off to make sure I had an o-ring on it, and noticed something strange.... Wait... that top piece isn't suppose to be there.... Interesting...Looks to be like my filter likes my cage, and it's slightly distorted After a few minutes with a screw driver, and quite a bit of force I was able to separate the two pieces again. Yup, not only did my filter collapse in on itself, it also decided to get a divorce from it's base. There you have it. After about 2000 miles of driving, this BOSCH filter, which is suppose to last 15k(OE change interval), failed. Thankfully, I had no other issues result cause of this. I replaced it with a Wix filter and am having no issues. My professional opinion: Do not use ANY filter aside from an O.E. manufacture. Mahl, MANN, Wix, Fleetgaurd, ect are all O.E. manufacture lines. Stay away from Purolator, Champ(champ makes a lot of filters. K&N, Mobile, Pennzoil, most house branded, Royal Purple), and Fram.
    13 replies | 288 view(s)
  • Odan.be's Avatar
    07-26-2015, 06:48 PM
    I noticed after logging that i am pulling negative timing on all cylinders. Is this tune to agressive ? Or are my sparkplugs to old ( 31K miles) http://datazap.me/u/odanbe/mhd-stage-2-v5-test-gear-3-4-5-6?log=0&data=4-8-22 Mods : Er charge pipe w tial bov , BMS DCI , downpipes
    12 replies | 255 view(s)
  • Sticky's Avatar
    07-30-2015, 01:35 AM
    Very impressive Stage 2 M178 tuning numbers here from Renntech. As you may recall, Renntech started work on the M178 motor early this year. They showed a baseline of 531 crank horsepower and 472 wheel horsepower. They have the AMG GT S with their turbo upgrade and downpipes up to 682 crank horsepower or 625 at the wheels on their dyno now. Those are some major gains. Torque alone is up by 167 lb-ft over stock. What is also nice to see is how flat the M178 torque curve is once the motor spools and how the torque curve does not really start to drop hard until past 6500 rpm. The M178 in general is definitely breathing better up top than the M177 in the C63 especially this example. Renntech previously shared an acceleration video of their intermediate tuned AMG GT S running up to 195 miles per hour and this time they take it to 199 miles per hour with the Stage 2 setup. The car accelerates hard with the Stage 2 package and the gearshifts look to be about instant. They get to 198 miles per hour in no time. It's incredible how easily the car gets there and with no drama whatsoever. This car is fast. It will be interesting to see how much further Renntech takes it on the turbo upgrade with race gas but for now they obviously are not pushing the transmission beyond its limits.
    12 replies | 450 view(s)
  • Sticky's Avatar
    07-29-2015, 10:11 PM
    Ford held a press day for the upcoming GT350 and GT350R Mustang models at the 2.0 mile long Grattan Raceway in Michigan. Ford provided some key information on the GT350 and GT350R including that their curb weights are 3760 pounds and 3650 pounds respectively. Not light but not super heavy either. Oh, and how about the fact the GT350R beats the 911 GT3 by 1/10 of a second at this racetrack? That is the Ford press claim. Things may change on different days on different tracks but what it shows is that on the racetrack it is a driver's race between the GT350R and the 911 GT3. That is incredible considering the GT350R is less than half the price.
    13 replies | 188 view(s)
  • Mrpikolo's Avatar
    07-26-2015, 07:30 PM
    I've been playing with a few things all day, trying to get my boost to not spike and cause unneeded throttle closures. Data log is here : http://www.datazap.me/u/jboyorak/log-1437952798?log=0&data=3-22 Below is a screen shot of my boost control tables. I have lowered my WGDC Base, played around with the P and D tables, with no luck on calming it down. What am I missing? Thank you in advance!
    14 replies | 171 view(s)
  • prelude2perfect's Avatar
    07-30-2015, 03:30 PM
    I normally stick to N54tech for support with issues like these but I can't find a solution and need more experts to take a look. Here's the original thread: http://www.n54tech.com/forums/showthread.php?t=32050 Codes that are giving me trouble: 2A19 Tank ventilation valvel, input signal 2FBC Fuel pressure control valve, signal Car gets a very long crank and runs like crap, idle all over the place, HP F at 2, and now these codes won't clear. Things I've tried: Swapped with known working HPFP Swapped with known working HPF Sensor Checked JB4 connections a million times and took out completely Things I haven't tried: Flashing back to stock Car will work and then these codes come back sporadically (sp?). When I leave the car sitting for long periods of time, I come back and this happens. I keep thinking I fix it and then it comes back later. When the codes aren't present, logs look perfectly normal. What the hell could it be?
    10 replies | 200 view(s)
  • Sticky's Avatar
    Yesterday, 01:12 AM
    If this picture offends you then you somehow wandered onto the wrong website. Our regular readers will understand and even identify with this. Go ahead and laugh.
    7 replies | 587 view(s)
  • musc's Avatar
    07-30-2015, 03:27 AM
    Hey guys. I've been running an ETS 5" FMIC for awhile and have always been impressed with its performance. I have seen it on par with and even out perform friends cars with competitor 6" and 7" units running less aggressive tunes than I. I have always been a big fan of the Helix FMIC and when I went to purchase my first FMIC I was disappointed because at that time they had stopped making them. I even hunted for a few months for a used one with no luck. Helix was considered the best for IAT suppression and was the first with the stepped design for our cars. The ETS has done well even in these 100+F Carolina summer days with no meth but I couldn't pass up the chance to get the FMIC I really wanted. We see a lot of comparisons with aftermarket FMICs to stock. The results of those are going to be obvious. But how about a test vs two quality FMICs? ATM has continued to improve on the initial Helix design. Fit and finish was definitely impressive with excellent welds and a high quality core. Fit was excellent with no cutting required. The J pipe design did place the silicone elbow going to the FMIC closer to the oil heat exchanger than I'd like. I used an extra piece of silicone and wedged it in between the heat exchanger and the elbow. Not sure if any other others have experienced that. The biggest proof is in the logs. I did a 3rd-5th log on back to back nights. Weather was very similar. For the ETS pull it was 78 degrees with about 80% humidity. For the ATM pull it was 80F with about 80% humidity. Same road, same tune, fuel, etc. The ETS pull was 1st of the night. ATM pull was 3rd of the night with with no cool down other than turning around at the end of the road and driving about 1/2 mile. I did this to see how quickly temps would recover. They did nicely. ETS started about 93F or 15F over ambient. In day to day driving I saw (8-15F over ambient when cruising). The end of the pull was 124F for a 31F increase. Respectable IAT suppression. As the logs go on the temps do climb and don't recover as fast. ATM started at 87F or 7 degrees over ambient. The pulls both started within 50 RPM over each other as noted by throttle position/RPM. The end of the pull was 113F for 26F increase. The pull was about 200rpm longer. Checking the IAT at the same ending RPM as the ETS and it was 110F at the same point for a 23F increase. So overall the results were pretty close. The ATM/Helix still has the edge though the ETS 5" is a solid performer. I have noticed that the ATM seems to recover quicker and seems to hold closer to ambient for longer. I didn't log my first two pulls with the ATM/Helix so this was a third pull with little cool down. Lots of back to back roll races in Mexico and the ETS can show some heat retention quicker than I'd like. I have yet to test the ATM/Helix in this situation.
    10 replies | 231 view(s)
  • rac's Avatar
    07-30-2015, 08:23 PM
    rac started a thread TTE 550 hybrid twins N54 in N54
    Anyone know what kind of reputation the turbo engineers have in the Audi scene, or any scene? Someone mentioned them in a thread a few days back. Some of us outside the US might need to start taking more interest in European products now due to the aussie dollar going into freefall against the US... RB & VTT have become 25-30% more expensive for us over the last year or so from exchange rate. Some info i have; · Genuine IHI Housings & Components · Latest TTE Billet Compressor Geometry · Optimized Compressor Cover Machining Clearances · TTE uprated waste gate flapper and arm with improved bushing · Oversize Special Curved Clipped Turbine · Reinforced Bearings · Dynamically Balanced, supplied with VSR test report · Plug & Play Fitment · 550 PS Capable · Designed, Machined & Built by TTE in Germany Recon/Upgrade from used turbochargers RRP €1847.90 NET Apparently in early testing phase, something to watch. Pics, latter two next to stock comparison.
    10 replies | 190 view(s)
  • Sticky's Avatar
    Yesterday, 04:40 PM
    The new CTS-V is finally getting into the hands of the magazines and Car and Driver is the first to publish their test figures. Now, before we delve into them we want to raise a bit of a red flag with Car and Driver's Cadillac results considering their major disparity in ATS-V testing. Is Car and Driver in bed with Cadillac? Is Cadillac sending tweaked press cars? Are the new Cadillac V models just spectacularly quick? Is it all of the above? Is it none? In all likelihood the CTS-V performs exactly as the numbers here show. We just want to point out that magazine numbers are harder to trust these days and to get the complete picture we need to see some independent results as well as a comparison with its competition for context. With that out of the way let's look at the figures for the 8L90 8-speed automatic equipped version. 0-60 in 3.6 which is highly impressive for a car with this level of torque and a positive displacement blower. 0-100 in 7.5. The 1/4 mile comes in 11.8 seconds at 124 miles per hour. It is essentially a lighter and faster M5. The CTS-V weighs 4129 pounds which puts it at roughly 250 pounds less than the BMW F10 M5 and roughly 450 pounds less than the Mercedes-AMG E63 S and Audi RS7. How about that, the Cadillac is the lightest of the bunch. Unfortunately Car and Driver did not provide a weight distribution figure but the Cadillac is likely balanced better than the nose heavy RS7 and E63. With grip in abundance as highlighted by .98g on the skidpad this car is going to be more playful than its rivals when hitting the turns. That is kind of the point. This thing can do more than just go fast in a straightline even though it should rule the highway compared to its German competition. The Cadillac is the lightest, likely the best handling, and also likely the autobahn king. Things sure are changing. Cadillac sure is pricing themselves like the Germans. The as tested figure of $95,290 is not cheap and certainly creeping up there. The CTS-V is offering German levels of refinement though, arguably better handling and performance, and is cheaper depending on how the cars are optioned out. It certainly is fair for Cadillac to price themselves the way they are considering what the vehicle offers. We will have to wait and see how it stacks up in direct comparisons but things are looking good thus far. The CTS-V is poised to be the cream of the luxury super sedan crop offering the best all around blend of price, performance, comfort, driver involvement, and luxury. Those traits used to be BMW's recipe for success. Specifications VEHICLE TYPE:front-engine, rear-wheel-drive, 5-passenger, 4-door sedan PRICE AS TESTED:$95,290 (base price: $84,990) ENGINE TYPE:supercharged and intercooled V-8, aluminum block and heads DISPLACEMENT:376 cu in, 6162 cc Power: 640 hp @ 6400 rpm Torque: 630 lb-ft @ 3600 rpm TRANSMISSION:8-speed automatic with manual shifting mode DIMENSIONS: Wheelbase: 114.6 in Length: 197.7 in Width: 72.2 in Height:57.2 in SAE interior volume: F:61 cu ft R: 42 cu ft Trunk: 14 cu ft Curb weight: 4129 lb C/D TEST RESULTS: Zero to 60 mph: 3.6 sec Zero to 100 mph: 7.5 sec Zero to 130 mph: 13.6 sec Zero to 150 mph: 17.4 sec Zero to 170 mph: 25.8 sec Rolling start, 5-60 mph: 3.8 sec Top gear, 30-50 mph: 2.0 sec Top gear, 50-70 mph: 2.1 sec Standing ¼-mile: 11.8 sec @ 124 mph Top speed (drag ltd, mfr's claim): 200 mph Braking, 70-0 mph: 149 ft Roadholding, 300-ft-dia skidpad: 0.98 g FUEL ECONOMY: EPA city/highway (C/Dest): 14/20 mpg
    9 replies | 136 view(s)
  • Tony@VargasTurboTech's Avatar
    07-29-2015, 06:40 PM
    We get feedback like this almost daily, but people rarely post it on the forums, figured I would share a little of it. All work was done by a very high end German shop called EuroWise http://eurowise.com/ they could not have been happier with the way everything fit, and performed once installed. If you are considering going with VTT, you can do do confidently! As always thanks for the support! "Hi Tony, Just got back the car recently and took it easy for the first couple of hundred miles. I was able to log some pulls for Dzenno today and I am very happy with how the car keeps pulling up top now. I'll definitely get on a dyno for some 93oct and e50 pulls once Dzenno and I are satisfied with the tunes. I chatted with the folks over at Eurowise for a bit and they said that the inlets fit very, very well. It was a pain, but everything was just right haha. They're also shipping the cores back for me so just let me know if the box is missing any info. Thanks! Bryan"
    8 replies | 288 view(s)
  • dbarcliff's Avatar
    07-27-2015, 03:17 PM
    Curious if it possible to buy new gears for a Quaife LSD i already have? I purchased the 3.46 gears and they are great but a little more than what i am wanting at this point. I am wanting to switch to 3.15 or back to 3.08. I am having trouble finding any solutions without starting over. Any advise or ideas would be great This is for a large pumpkin 6MT135i. Thanks
    9 replies | 159 view(s)
  • Sticky's Avatar
    07-30-2015, 05:21 PM
    Improving on the factory BMW airbox design for the F80 M3 and F82 M4 is not easy. It is not like the BMW engineers do not design efficient parts themselves but they do have to work within a certain budget and with BMW suppliers as well as deal with strict regulations. As we all know there is room to improve on many BMW factory parts including something like the intake system on the S55 motor in the F80 M3 and F82 M4. Gains really show when someone is running a tune or higher boost as the factory system becomes more of a restriction at that point. Look at the dyno results on a Mustang dynamometer here from AWE-Tuning. The aftermarket part and the factory part perform about the same until the motor is past 3k rpm. At that point the S-Flo system provides greater flow on the test car which is running their piggyback tune and exhaust system. At the factory power levels gains will be minimal but this is a mod for that person trying to extract every last horse and remove restrictions. What the dyno results prove is that the factory intake can be made more efficient and this pays dividends as the motor is pushed harder. Is this system worth the $1595 they are asking for it? Well, that is up to you. For the cost conscious the recently released BMS system is quite the value alternative. The AWE piece sure is pretty though and offers OEM fit and finish.
    5 replies | 545 view(s)
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