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  • EvanL's Avatar
    11-17-2014, 06:12 PM
    Cold weather has officially set in up here in the Great White North, which is giving my car fits on cold starts with E85 blends. Following off of SAE research presented in 2009-01-0620, approximately 3x the amount of fuel injected during a cold start is necessary when using E85 versus gasoline to compensate for the vapor pressure differential in cold weather. Seeing as the Fuel Open Loop tables are not yet defined in ATR or any of the XDFs I've seen for TunerPro, it appears we're currently sitting at a dead end with respect to fixing this issue with a DME flash until Cobb or someone with major WinOLS skills can crack the table. I can't imagine I'm the only person driving a N54 in cold climates with an E85 blend so the question becomes, what other solutions have been brought to the table to fix this issue?
    48 replies | 880 view(s)
  • Sticky's Avatar
    11-17-2014, 11:45 AM
    The official debut for the 2015 Shelby GT350 is tomorrow at the Los Angeles International Auto Show. Ford fortunately is giving an online sneak peak for those who will not be in attendance. The new track star of the Mustang lineup is everything is was hyped up to be and then some. The heart of the car will be a flat-plane crank V8 as rumored displacing 5.2 liters. Exact output figures will not be available until tomorrow but expect over 500 horsepower and 400 lb-ft of torque. Yes, that means this motor will be very close to 100 horsepower per liter possibly even exceeding it. A Ferrari style V8 with American displacement? Talk about a match made in heaven. This car is all about the track though and not just muscle. Ford worked on making the chassis much stiffer and they succeeded. The new chassis is over 28% stiffer than the previous model. The GT350 also offers a wider front track and a strut tower brace. Lightweight wheels are specced to reduce as much unsprung weight as possible. The lightweight 19 inch wheels are 10.5 inches wide up front and 11.0 inches wide in the rear wearing Michelin Pilot Super Sport rubber. The front rotors are huge 394mm units and 380mm are used in the rear. The dampers are continually adjustable MagneRide units. Sensors monitor each corner independently and can make adjustment every 10 milliseconds for optimum handling. More details will come tomorrow but enjoy what is the most powerful naturally aspirated V8 Ford has ever produced and the most track capable Mustang yet: SHELBY GT350 MUSTANG: THE LEGEND RETURNS All-new Shelby® GT350 Mustang is a thoroughbred capable of tackling the world’s most challenging roads and racetracks GT350 is powered by a unique, high-revving flat-plane crankshaft 5.2-liter V8 engine that will produce more than 500 horsepower – the most powerful naturally aspirated Ford production engine ever Advanced materials, MagneRide dampers, aggressive brakes and finely tuned aerodynamics push the performance of Mustang to previously unmatched levels The original Shelby GT350 introduced in 1965 established Mustang’s performance credentials. The all-new Shelby GT350 Mustang, featuring the most powerful naturally aspirated Ford production engine ever, is a world-class performance vehicle, designed to tackle the planet’s most challenging roads – an all-day track car that’s also street legal. The new GT350 builds on Carroll Shelby’s original idea – transforming a great every-day car into a dominant road racer – by taking advantage of a dramatically improved sixth-generation Mustang to create a truly special driving experience. Driving enthusiasts behind the wheel of a Shelby GT350 can expect to be treated to the most balanced, nimble and exhilarating production Mustang yet. Ford engineers took an innovative approach with GT350. Rather than develop individual systems to perform well independently, every component and shape is optimized to work in concert; balance is the key. While paying rigorous attention to detail, the team pushed the envelope with cutting-edge materials and technologies. “When we started working on this car, we wanted to build the best possible Mustang for the places we most love to drive – challenging back roads with a variety of corners and elevation changes – and the track on weekends,” said Raj Nair, Ford group vice president, Global Product Development. “Every change we made to this car was driven by the functional requirements of a powerful, responsive powerplant – nimble, precise handling and massive stopping power.” Track-tuned driveline Early in development of the GT350, it was decided a high-revving, naturally aspirated V8 engine would best suit a track-focused Mustang. “The final product is essentially an all-new powerplant unique to GT350 – and one that takes true advantage of the new chassis dynamics of the Mustang platform,” said Jamal Hameedi, chief engineer, Ford Global Performance Vehicles. The new 5.2-liter engine is the first-ever production V8 from Ford with a flat-plane crankshaft, an architecture typically found only in racing applications or exotic European sports cars. Unlike a traditional V8, where the connecting rods are attached to the crankshaft at 90-degree intervals, this design evenly spaces all crank pins at 180-degree intervals. The 180-degree, flat-plane layout permits a cylinder firing order that alternates between cylinder banks, reducing the overlap of exhaust pressure pulses. When combined with cylinder-head and valvetrain advancements, this permits better cylinder breathing, further extending the performance envelope of the V8. The result is the most powerful naturally aspirated production Ford engine ever, at more than 500 horsepower, with a torque peak above 400 lb.-ft. The track capability is enhanced by the output characteristics of the engine – the 5.2-liter V8 features an exceptionally broad torque curve. Combined with its high-revving ability, the flat-plane 5.2-liter V8 gives drivers an enormous amount of performance and flexibility within each gear of the lightweight six-speed manual transmission. A standard Ford-tuned Torsen limited-slip differential optimizes cornering grip and straight-line traction. “Make no mistake, this is an American interpretation of a flat-plane crankshaft V8, and the 5.2-liter produces a distinctive, throaty howl from its four exhaust tips,” said Hameedi. Balanced dynamics The new Mustang platform is the strongest in the history of the brand, with torsional stiffness increased 28 percent over the previous model. That stiff structure ensures the suspension geometry remains consistent, even under hard driving on back roads and tracks. Front stiffness is further improved on GT350 with a cutting-edge injection-molded carbon fiber composite grille opening and optional lightweight tower-to-tower brace. The front track has been increased while spring rates and bushings have been recalibrated all around, with ride height reduced compared to Mustang GT. For optimum handling, the wheels need to respond quickly to the contours of the road and driver input. Reducing unsprung mass is key to improving that response, but a balance must be struck between taking mass out of a suspension and delivering truly capable braking performance. Due to the significant speeds the car can develop, GT350 features the most track-credible brake system ever offered on a Ford vehicle in terms of absolute stopping power, fade resistance and brake pedal feel. The brakes are two-piece cross-drilled iron discs mounted to aluminum hats. At the front are massive 394-millimeter rotors clamped by Brembo six-piston fixed calipers with integrated caliper bridges, while 380-millimeter rotors at the rear utilize four-piston calipers. GT350 makes use of extra-stiff 19-inch aluminum-alloy wheels – 10.5 inches wide in front, 11.0 inches in the rear – clad in state-of-the-art Michelin Pilot Super Sport tires with GT350-specific sidewall construction, tread face and compound. The custom tires are designed to deliver maximum grip on the road or at the track. Ultra-quick responsiveness to changing conditions is provided by the first-ever Ford application of continuously controlled MagneRide dampers. The dampers are filled with a hydraulic fluid impregnated with iron particles; when an electric current is passed through the fluid, a near-instant adjustment of the suspension performance can be made. With wheel position sensors monitoring motion thousands of times per second combined with other vehicle data, changes can be made to each corner independently every 10 milliseconds for optimum handling performance. This is a system designed not just to make the car handle better but to instill greater confidence in even the best driver. Obsession to detail “Everything we changed on GT350 is purely functional-driven design, with the goal of improving the overall performance of the car,” said Chris Svensson, Ford design director, The Americas. “We optimized the aero shape of the car, and then fine-tuned what was left to increase downforce and cooling airflow.” All bodywork from the windshield forward is unique to this high-performance model and up to two inches lower than Mustang GT. The new aluminum hood has been lowered and sloped, compared to the base Mustang, tightly wrapped around the engine for the smallest possible aerodynamic signature. Front and rear aero elements have been balanced to work together on the track. The fascia has been resculpted to provide the aggressive lower front splitter with maximum pressure and a ducted belly pan delivers significant downforce. The hood outlet acts as a heat extractor while also reducing underhood lift at high speed. At the rear, much of the engineering was focused on creating an aggressive functional diffuser doing double duty to increase downforce and provide cooling air to the optional differential cooler, and a subtle lip spoiler across the trailing edge of the decklid increases downforce without adding excess drag. The athletic stance of the all-new Mustang is further accentuated with recontoured aluminum front fenders to accommodate the wider front track and wider wheel arches. Front fender vents work with vented inner fenders to draw out turbulent air in the wheel wells and smoothly direct it down the side of the car. The forward-angled grille is designed with individual openings to draw air through the radiator, high-pressure engine air intake, cooling ducts for the front brakes and, optional with the Track Pack, an engine oil cooler and a transmission cooler. Focus-driven cockpit changes Like everything else about GT350, the interior has been optimized for driving, beginning with the specially designed Recaro sport seats with a unique cloth. Hundreds of hours and many prototypes went into a seat that is both comfortable in daily driving and capable on the track. A flat-bottom steering wheel makes it easier for the driver to get in and out, and is more ergonomic on the racetrack. Gauges are upgraded to reflect the enormous performance capability of the car. Chrome and bright finishes have been reduced or eliminated to prevent sun glare that may distract the driver. The advanced technology inherent to Mustang has been deployed for duty in the Shelby GT350. An all-new integrated driver control system allows selection of five unique modes that tailor ABS, stability control, traction control, steering effort, throttle mapping, MagneRide tuning and exhaust settings, depending on driver preference, to achieve maximum performance. Drivers are invited to test them all. Drivers interested in comfort, convenience and entertainment upgrades may select the Tech Pack, which includes power, leather-trimmed seats; Shaker Audio; 8-inch MyFord Touch® LCD touch screen; and dual zone electronic temperature control, to name a few features. “We took the best Ford Mustang yet and massaged every aspect of the car that affects the performance driving experience,” said Hameedi. “We tested endlessly on the most challenging roads and tracks in the world, and we believe serious drivers will love the Shelby GT350 Mustang.”
    27 replies | 223 view(s)
  • Terry@BMS's Avatar
    11-17-2014, 10:11 PM
    Hey guys, Finally got a handle on the false knock issue and was able to strap the car down for a few higher boost dyno runs. We went with a "small" Precision 6266 G2 turbo for to keep low end response strong and I'm really happy we did. This thing drives great with instant torque almost anywhere. The little turbo puts out some decent power up top too. These runs are on 50% race gas and meth. Up next we'll be converting the car over to 100% E85 using our port injection setup and hopefully can squeeze a little more power out of it.
    18 replies | 980 view(s)
  • G0TB00ST?'s Avatar
    11-20-2014, 12:12 AM
    So this morning I was on my way to class when this kid in a scion tc past by me. He apparently hit a patch of black ice and lost control of his vehicle. I saw the whole thing coming, but there was nothing I could do to save my car, he smacked into me and sent us both flying off into a ditch on the side of the highway. I will find out for sure if the car is totaled or not in the next few days, but after talking to my body shop (whom I have a great relationship with) they are confident it will be totaled. This really sucks because my car was finally coming together I just installed bc racing coilovers a few weeks ago along with all the other mods done to the car. Thankfully I was not at fault so hopefully everything will be covered by his insurance, but this still sucks:( I really don't know what car to get next... I loved my m3, but I don't want to get another one while I am still in college, this whole thing just sucks I worked hard to get this car and get it where is was and now all of it is gone.
    21 replies | 898 view(s)
  • Terry@BMS's Avatar
    11-19-2014, 05:41 PM
    Hey guys, As a few of you know we've been fighting a false knock issue with our FFTEC built E92. Apparently the forged pistons or something else in the build has increased the engine harmonics leading to the DME detecting false knock. Typically this would be solved by adjusting the knock sensor sensitivity tables within the flash maps but these tables are not yet defined limiting us to external solutions. We found a short term solution in adding plastic spacers between the knock sensors and the block to "dampen" their feedback. Enough to block out false noise but allow legitimate knock through. This allowed us to 1/2 mile race the car, put down some nice dyno numbers, etc. After a lot of abuse we inspected the plugs which looked perfect. While this spacer method was effective it's crude and not adjustable. Going too thick triggers a "knock sensor too quiet" plausibility code during cruising. So I removed the spacers and started working on an electronic alternative. It turns out the solution is very simple. A 100k trim pot on each sensor signal wire (spots 19 & 20 on the large black subconnector). At 0% lots of false knock. And at 65% no false knock. Use one pot on each bank so they can be independently adjusted. Going too high will also filter out real knock & trigger a knock sensor too quiet code so you'll have to use judgement and trail & error if you choose to play around with this. In a related note I've been starting to wonder if ijeos automatic timing flatline is really just false knock. We'll be doing some additional testing on that front soon and I'll keep everyone updated as to the results.
    17 replies | 437 view(s)
  • ChuckD05's Avatar
    11-19-2014, 04:41 PM
    M4 vs LongBoarders e92 SC m3
    15 replies | 729 view(s)
  • vasillalov's Avatar
    11-18-2014, 03:39 AM
    Hey guys, It's been a while since I've dug into this topic and with the N54 platform advancing so much in the recent months, I am completely overwhelmed with info. So there was a conversation a while back about the limits of the stock TMAP sensor being around 19-20 psi... Someone (I think Terry) figured out that the N20 TMAP sensor can be installed with a small connector adapter allowing for correct boost readout up to 23psi or so... Now, I know JB4 can deal with this much boost because it intercepts the sensor signals and then decided to tell different things to the ECU. I am wondering one can make a 21 psi map for Cobb via ATR and use the N20 TMAP sensor reliably. Of course, this assumes upgraded turbos and fueling. Thanks in advance.
    18 replies | 482 view(s)
  • Terry@BMS's Avatar
    11-16-2014, 09:14 PM
    Was able to line up with LongBoarder for a friendly battle of the platforms... The F80 won this round. :)
    14 replies | 294 view(s)
  • Sticky's Avatar
    11-17-2014, 10:19 AM
    Definitely nice to see more numbers for stock internal turbocharged E46 M3 S54's that are tuned on the factory computer. Maximum PSI previously showed horsepower in the high 690 wheel range with torque in the low 500 lb-ft range for the Stage II kit. This particular car is producing a bit less horsepower but a bit more torque with 676 horsepower and 532 lb-ft of torque at the wheels. The supporting mods between the cars are likely different and possibly the turbocharger as well although that is something Maximum PSI would have to clarify. The modifications to the SMG E46 M3 are: - Maximum PSI Stage 2 turbo kit - Maximum PSI 3 inch exhaust system - Stock DME tuning - MS109 Fuel For those wondering, Stage 3 ups the power figures to over 800 wheel horsepower but that requires a built motor and the Stage 3 is still being worked on as we understand it.
    13 replies | 535 view(s)
  • Sticky's Avatar
    11-17-2014, 09:51 AM
    Definitely nice to see more numbers for stock internal turbocharged E46 M3 S54's that are tuned on the factory computer. Maximum PSI previously showed horsepower in the high 690 wheel range with torque in the low 500 lb-ft range for the Stage II kit. This particular car is producing a bit less horsepower but a bit more torque with 676 horsepower and 532 lb-ft of torque at the wheels. The supporting mods between the cars are likely different and possibly the turbocharger as well although that is something Maximum PSI would have to clarify. The modifications to the SMG E46 M3 are: - Maximum PSI Stage 2 turbo kit - Maximum PSI 3 inch exhaust system - Stock DME tuning - MS109 Fuel For those wondering, Stage 3 ups the power figures to over 800 wheel horsepower but that requires a built motor and the Stage 3 is still being worked on as we understand it.
    13 replies | 151 view(s)
  • Sticky's Avatar
    11-17-2014, 12:54 PM
    Very nice results here from our Russian AudiBoost member Ghost. and his modified Audi RS7. This is the same RS7 you may have seen in action before when it ran a Renntech modified E63 AMG S 4Matic. The RS7 features upgraded turbochargers (Garrett GTX28's) and APR tuning. Seeing an RS7 in action with upgraded turbos is great but why doesn't APR offer a turbo upgrade package? Additionally, why is APR doing custom turbo tuning overseas for RS7's but not in the USA? Interesting questions that hopefully we get answers to. Regardless, this is a very fast RS7 as the 10.155 @ 135.696 1/4 mile pass shows. It is important to point out that this time is not achieved on an NHRA sanctioned drag strip or with NHRA sanctioned timing equipment meaning there will be variance when comparing it to RS7 times from a traditional drag strip. That said, there is no doubt the RS7 is capable of low 10's with upgraded turbos. Frankly, we expect 9's are around the corner as soon as some turbo upgrade packages are released to the public. Congrats to @Ghost. on the very impressive result.
    9 replies | 291 view(s)
  • omar510's Avatar
    11-21-2014, 01:45 AM
    Hey guys, I tried putting my stock .org file back on the car. Took two minutes to write the file. Car would crank but not stock after that. Now I can't connect with my BT cable to either bb flash app or bav tech software. Tried disconnecting the battery and charging the battery fully. I bought two k+dcan cables and neither show ignition in inpa. Can anyone help me get my car started please? Thanks. 2010 135i mt
    13 replies | 178 view(s)
  • BostonBeemah's Avatar
    11-16-2014, 07:32 PM
    Been trying to go back to stock from a Wedge Flash and keep getting the "Bad file: write from a known good file" error. Can flash back to the wedge with no issue but not my stock file. I have used this exact file to flash back during my inspection a year ago and it worked fine. Now this year, tried different laptops and many battery disconnects and still no luck. Can anyone shed some light on how to fix this issue?? Thanks
    9 replies | 383 view(s)
  • Sticky's Avatar
    11-17-2014, 09:30 AM
    Very interesting video here showing a pair of 991 Turbo S Porsches against a Lamborghini Aventador on the highway. The Aventador is a very fast car in stock form but has been a target for tuned German cars and obviously a vehicle like the Lamborghini makes for quite the measuring stick. Tuned M157 63 AMG's AMG's have been able to pull the Aventador on the highway. Now we have seen the Aventador run the new Porsche 991 Turbo S but it was not a highway matchup rather a standing kilometer drag race. The Turbo S by virtue of its launch wins the drag race but the Aventador has the slightly higher trap speeds at the 1/4 mile and kilometer marks. On paper, that means in a highway showdown the Aventador should beat the 991 Turbo S from a roll. In the video below you will see that is how it plays out. The white Porsche 991 Turbo S has a full Cargraphic exhaust system and the red Turbo S has a Cargraphic X-pipe. The Aventador also has an aftermarket exhaust system. The Aventador pulls up top as it should although the turbo torque of the 991 Turbo S gives it a slight edge down low also as it should. This race plays out as expected on paper and the Aventador gets a chance to show its top end strength.
    9 replies | 454 view(s)
  • litxus's Avatar
    11-20-2014, 02:16 PM
    Car is 09 335i N54 auto now about 111k miles. Walnut blast done about 35k miles ago New OEM type Bosch ZGR6STE2 about 5k miles ago New coils about 1k miles ago New injectors 1k miles ago New vacuum tubing about 5k miles ago Car has BB / Wedge flash, but saw no difference in stumble with stock (maybe slightly less). Tried swapping Diverter vales before replacing injectors to new ones and saw no change, car still stumble at low RPM, no issues on idle or at higher RPM. Stutter only when accelerating when cruising and hitting it, more so when there is no gear change (light acceleration). If I go WOT, at times it starts running like crap and starts misfiring along with check engine light. Restarting the car fixes misfiring. Sometimes codes show misfire cylinder 5, 1 and multiple misfires. At this point, I might try swapping DVs again, and next maybe replace charge pipe? It sounds very familiar as on this thread in E90post: http://www.e90post.com/forums/showthread.php?t=337084 Particularly this post: "Mine is interesting....it is not throwing any codes. From a stop, WOT no problem all the way through. However, when the car is cruising and you do the WOT it shudders/hesitates/hicups, feels thud sounds. But if you just accelerate slowly it's fine, it's when you accelerate fast it shudders again. Any ideas guys.....maybe i just need to live with this....." Any ideas / suggestions welcome.
    7 replies | 163 view(s)
  • Sticky's Avatar
    11-17-2014, 09:28 AM
    Very interesting video here showing a pair of 991 Turbo S Porsches against a Lamborghini Aventador on the highway. The Aventador is a very fast car in stock form but has been a target for tuned German cars and obviously a vehicle like the Lamborghini makes for quite the measuring stick. Tuned M157 63 AMG's AMG's have been able to pull the Aventador on the highway. Now we have seen the Aventador run the new Porsche 991 Turbo S but it was not a highway matchup rather a standing kilometer drag race. The Turbo S by virtue of its launch wins the drag race but the Aventador has the slightly higher trap speeds at the 1/4 mile and kilometer marks. On paper, that means in a highway showdown the Aventador should beat the 991 Turbo S from a roll. In the video below you will see that is how it plays out. The white Porsche 991 Turbo S has a full Cargraphic exhaust system and the red Turbo S has a Cargraphic X-pipe. The Aventador also has an aftermarket exhaust system. The Aventador pulls up top as it should although the turbo torque of the 991 Turbo S gives it a slight edge down low also as it should. This race plays out as expected on paper and the Aventador gets a chance to show its top end strength.
    9 replies | 162 view(s)
  • Imolam3louis's Avatar
    11-16-2014, 10:42 AM
    Recently installed my schrick 288/280 cams. Install was to to hard and everything went smooth besides the broken exhaust hub I found. Replaced exhaust side vanos gearbox(exhaust hub comes with everything from bmw) adjusted a few valved and put her all back together. Went down to ttfs for a re tune. I have been tuned by them twice before and have always been a amazed with the results. Get there and the car makes 361whp and 264wtq!!!! That is spectacular power and the most frank has ever seen on an otherwise stock head. My mods are euro headers, custom rasp pipe, el diablo muffler, turner pulleys, Geoff steel racing csl airbox, and 288/280 cams. The ttfs tune really brought it all together and the experience was great and couldn't be happier with the results.
    9 replies | 140 view(s)
  • Tony@VargasTurboTech's Avatar
    11-17-2014, 02:18 PM
    My old friend Ken Block is at it again, this time ripping up the streets of LA. Def worth a watch.
    6 replies | 296 view(s)
  • big_ed's Avatar
    11-16-2014, 08:28 PM
    Hello all. My car was running oft tune with catless DP. Due to upcoming inspection, I have returned the car to stock flash, and installed DP fix at 5'oClock. Now for the past two weeks I have driven and driven trying to get readiness to no avail... I’ve been using a cheap scanner to check readiness. I have been getting no CEL, but checked for codes and found the following: 2e1c, 2c7b, 2c7c. Now I know the first one has to do with a misfire of cylinder5. The next two codes are related to the two post cat o2 sensors....I have replaced the two sensors and still no luck. Codes keep coming back. I had these codes prior to the DPfix, but didn't care because it wasn't effecting me or the ride. At this point I don't know what to do and was hoping you guys could point me in the right direction. Are these codes preventing readiness? Remember I’m not getting CEL. Should I turn the DpFix a few clicks, maybe trying 4'oclock...? Or another guess was to attempt turning off those codes in tuner pro. Would turning them off, or maybe changing the number associated with them...possibly so they wont turn on...Would this work? In other words disabling the code all together or changing the variable associated with the code to a higher number(preventing the code from popping up). Help me out guys, thanks!
    7 replies | 164 view(s)
  • bigdnno98's Avatar
    11-18-2014, 12:13 AM
    Anyone looking for a big boy turbo? For sale only, no trades. Super94 1.06ar t4. No play in any direction, and no seal leaks, 600 miles, Turbo only. No lines or fittings. $1800
    7 replies | 167 view(s)
  • Sticky's Avatar
    11-17-2014, 09:13 AM
    More and more 63 AMG's are producing over 600 wheel horsepower with just a tune on the M157 5.5 liter twin turbo V8 AMG platform. Now of course we have already seen this level of power and more from AMS on the platform as they showed over 600 wheel horsepower with the new 4Matic 63 AMG models. It is always nice however to see independent results verify tuner claims. This particular owner has a rear wheel drive 2012 E63 AMG and on 93 octane pump gas with just the AMS Alpha Performance ECU Tune managed 611 horsepower a 752 lb-ft of torque at the wheels. These are gains of 127 and 257 respectively. The torque gain in particular is hugely impressive. We all know the new turbo era motors get big gains with just a tune but these are truly monster tune only gains. Owner impressions: “I sent my ECU off to AMS on my 2012 E63 this week, quick turnaround time. Got it back today and all I can say is WOW! Already put 400 miles on the car today and I am thoroughly impressed. Baseline numbers on National Speed’s Dynojet were 484whp and 495 wtq After tune, 611WHP and 752WTQ (700HP and 864 TQ). This ECU tune has made this car into an absolute monster, I cannot keep my foot out of it. Still getting 24 MPG on the highway, but she’s got so much torque in all the gears. Car is so fun to drive, more fun than my stock ’09 GT-R was. I cannot wait until you guys get these cars to take E85, it will be insane. Thank you guys for all you do, you’ll have my continued business. I’m an AMS customer for life.”
    4 replies | 327 view(s)
  • mike@n54tuning.com's Avatar
    11-16-2014, 06:14 PM
    We didn't want the low price to compromise on quality and performance so these were designed with several important features 1) Performance 2) Fitment 3) Smooth Taper from the FULL 3" design to the factory exhaust flanges. 4) OEM SPEC Turbo FLANGE for Easy to install. Closest to OEM Flange of all the downpipes on the market, ensures perfect fitment every time! These pipes come with a lifetime guarantee and lifetime warranty!! Features; - Perfect Fit - Made from mandrel bent 3" stainless steel. - Smooth taper and bends to increase airflow through the pipe - Non Ground Welds - Hardware and Gaskets Included - Gains from 25-35hp. Application: - 2007-2010 BMW 335i - 2008-2010 BMW 135i - 2011+ N54 335IS Does not fit X-Drive Vehicles / Not tested on RHD cars ORDER LINK updated with BLACK FRIDAY PRICING http://www.n54tuning.com/index.php?_a=viewProd&productId=150
    5 replies | 265 view(s)
  • AdminTeam's Avatar
    11-17-2014, 12:55 AM
    Welcome Warrant, take a look around, I think you will like what you see.
    5 replies | 211 view(s)
  • Tony@VargasTurboTech's Avatar
    11-16-2014, 06:33 PM
    Just a heads up, ITS BACK. Been getting it for the past 3 hours or so, like every 2-3 minutes.
    3 replies | 245 view(s)
  • Sticky's Avatar
    Yesterday, 09:24 AM
    Mercedes-AMG along with the entire Mercedes portfolio (Mercedes-Benz, Mercedes-Maybach) had an excellent showing at the 2014 LA Auto Show and they offered the most pleasurable experience of all the manufacturers at the show. All of the questions asked by BenzBoost were answered in a polite and professional manner. And trust me there were many questions and some of them specifically were designed to tweak AMG a bit from the enthusiast perspective. Let's start with the major debut which is the AMG GT you see pictured in yellow and grey paint colors. The styling in person of course is subjective but the vehicle is not nearly as striking as the SLS. Whereas the SLS attempted a modern take on the classic Gullwing SL the AMG GT looks like more of a mashup of the current Mercedes styling language. The front headlights obviously are influenced by the CLS and S classes and the rear lights take their cue from the S-Class coupe. It is a much safer and frankly more bland design interpretation than the SLS. That is not to say it does not look good as it does. It is just that the Mercedes designs are starting to blur together. The same could be said about the new W205 generation C63 AMG. It does look like a miniature S-Class but that is not necessarily a bad thing. The C63 AMG simply looks great in person. Excellent, muscular presence and the best C-Class styling to date. It looks incredibly modern, elegant, and strong all at the same time. Borrowing design elements works in this application. I started hammering the AMG representatives with questions and they never once ignored a question or lost their composure. Let's go over some of the questions. BenzBoost: Why no dual clutch transmission for the C63 AMG? The response I got from the Mercedes-AMG rep was that the C63 AMG is a different target audience than the AMG GT. The MCT works well in this application. That is a fine explanation and I followed up with: BenzBoost: Even though the MCT works in this application isn't the reason the AMG GT has a dual clutch transmission and the C63 AMG does not because the rear transaxle dual clutch setup from the SLS AMG could simply be borrowed for the GT whereas in the C63 AMG it would require a new design and therefore cost more money? I could see the (attractive) German female AMG rep flinch a bit after this one but her response was that cost cutting was not the reason the C63 AMG did not have a dual clutch transmission and that the MCT is better suited to the C63 character. Ok, so be it, but I was not exactly buying it and I pressed harder again stating that the dual clutch setup from the GT and the SLS would not work in the C63 meaning a new design would be necessary which another AMG representative overheard and agreed stating the additional cost was not worth it when the MCT automatic has proven to work so well. I got the answer I already knew but it was nice to have confirmation. BenzBoost: Why no 4Matic all wheel drive for the W205 C63 AMG? The answers here were all very logical. First of all, 4Matic adds considerable weight and the C63 is a sportier car than the E63 AMG as the reps stated. Additionally, they feel that overlap begins to happen in the lineup if the C63 AMG has 4Matic with the E63 as we all know is only offered in 4Matic guise in the USA. BenzBoost: Why no dry sump lubrication for the M177 V8 in the C63 AMG? The reps were not too thrilled with this question as they felt I seemed to be implying the M177 is inferior to the M178 which in a sense I was. As an enthusiast I expect the best parts available from a manufacturer in their cars and this goes for the C63 AMG as well. Even though the car comes in at a lower price point than the AMG GT we should at least have the option. Porsche offers dry sump lubrication on its SUV's and Mercedes-AMG can't on its cars when the system is already developed for the motor used? I was told the AMG GT S is more of a track car and that is absolutely true. However, it is also more than twice the price of the C63 AMG. Not everyone can get a C63 AMG can afford an AMG GT and the AMG GT will never offer seating for more than a single passenger. The option of a dry sump system would at least be nice although it was pointed out to me by the reps that I would probably be the only person ordering the option. They are right. But they would definitely show they take hardcore enthusiasts who want the most from their cars into account. BenzBoost: Are there internal differences between the M177 V8 in the C63 AMG and the standard C63? I was told there is more to it than just the motor and was shown the wheels and brakes. That is true the S adds more than power but what I wanted to know is if the difference in C63 AMG S and C63 AMG output was from software and received confirmation that it is in fact just software. BenzBoost: When will we see an AMG GT or C63 AMG Black Series model? The AMG reps clammed up on this one. This was sort of a wink wink nudge nudge type of response. We all know it is coming but the AMG representatives were not allowed to talk about an AMG GT Black Series car. I mentioned Tobias Moers already stated a more hardcore AMG GT is coming but the reps told me as he is the head of AMG he can say whatever he wants but that they could not. They had a very good point. BenzBoost: Why not unlock ECU's for guys who want to tune? Isn't the M177/M178 leaving a ton of power on the table? Now the response to this was cool to see. The AMG rep started telling me how they are aware of tuning and specifically mentioned Weistec and Renntech. The rep went on to discuss some of the Weistec cars and as being a fan of what they do. Interesting, right? The rep then stated that they have to protect their software as it will be ripped off. I mentioned that it is simply a matter of time before the software is cracked and that if OEM's wanted the info they have larger resources to get it than tuners. He agreed but said AMG has to take steps to protect itself and that if you want to tune these cars you have to work for it. He said he might not like it and some engineers may not like it but it is not their decision and there are too many concerns to factor in. Essentially, it would be like opening a pandora's box and no doubt warranty claims would skyrocket. Unfortunately, cultivating a closer relationship between the enthusiast and the factory does not seem possible due to politics. This is a shame as AMG is targeting enthusiasts and all enthusiasts want is more out of their cars. It should not be a fight between the two but that is where things are. Some companies are more friendly in this respect than others and I at least came away with the sense that AMG is not opposed to modification but only wants to protect their intellectual property. With the reps knowledge of various tuners and their builds as well as what goes on in the forums I believed him. I enjoyed my visit with Mercedes more than I did with any other manufacturer at the 2014 LA Auto Show. The reps immediately came over to answer all my questions and were very polite, informed, and professional. They managed to not get frustrated even though I tend to frustrate. No other manufacturer offered as much time to answer questions and show off the cars they had at their display. Well done Mercedes-Benz, Mercedes-Maybach, and Mercedes-AMG.
    5 replies | 135 view(s)
  • Sticky's Avatar
    11-16-2014, 01:22 AM
    Rebellion Automotive continues to make a name for itself in the Mercedes-AMG M133 2.0 liter four-cylinder tuning scene. As they are a tuner from the UK the dyno results for their products we have seen thus far have not been on the Dynojet which is the most popular dyno platform in the United States. We do finally have some Dynojet results here although unfortunately there are no baseline numbers to go off. The screenshot is also very poor quality but it is easy to see the peak horsepower reading of 372 to all four wheels. What this means is that the M133 2.0 liter four-cylinder is likely capable of getting close to or toppin the 400 all wheel horsepower mark with supporting modifications and possibly meth injection as well. Another way to look at it is 200 wheel horsepower per liter is well within the realm of possibility on the platform. Maxed out? Hardly. The M133 continues to impress and as more upgrades get out there along with turbocharger upgrades the platform will evolve into the best AMG tuning value in the lineup.
    2 replies | 419 view(s)
  • mike@n54tuning.com's Avatar
    11-17-2014, 11:12 PM
    Its that time of year again, and as many of you know ER goes out of their way to give us some crazy deals. We've worked with them this year to try and get the discounts as deep as possible and I think we've gotten them to a price that will make everybody VERY happy. Unfortunately prices are embargoed until the 24th, but we are allowed to share them individually, so please email me @ mike@n54tuning.com or PM me and I can share them with you. You won't be disappointed!! Crazy sales on ER Charge Pipe with Tial BOV ER Charge Pipe with OEM DV connections ER N55 Charge Pipe ER N54/N55 Competition FMIC ER Sport and Competition Oil Cooler Kits and many more.. We also guarantee the lowest price on these items so its really one stop shopping @ www.n54tuning.com Mike
    4 replies | 179 view(s)
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