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  • dzenno@PTF's Avatar
    01-26-2015, 11:03 PM
    Given recent developments in flash based tuning we wanted to offer our insight into the inner workings of the N54 DME when it comes to boost control tuning or more specifically, PID based boost control. Boost control in the N54 OEM DME as well as most modern electronic boost controllers out there is based on what is called a PID algorithm. PID algorithms aren't exclusive to boost control and are applied to various systems where correction to a signal can be applied by feeding the actual value of the signal through the algorithm and adjusting control for it automatically by comparing setpoint/requested to actual and adjusting the controlling device which in the case of boost control is pulse to a boost control solenoid. Concept of a PID algorithm is quite simple. It is based around knowing two values: 1) Setpoint - in the case of boost control this is requested boost pressure that the DME is targeting for a given Load 2) Actual Value fed into the PID algorithm - in the case of N54 boost control this is the signal coming from the OEM TMAP sensor feeding back a 0-5V value representing absolute pressure DME converts the analog 0-5V signal coming off of the TMAP sensor into engineering units based on the Map Conversion table you can find in your maps. OEM TMAP sensor is a 2.5bar sensor. That means it can read 2.5bar of absolute pressure. This means your actual boost will vary based on your atmospheric/barometric pressure which needs to be subtracted from 2.5bar to understand how much readable range you've got out of your MAP sensor. This readable range above your barometric is what is referred typically as the word we all love and we're here for, "BOOST" (i.e. positive pressure or pressure above barometric). The OEM N54 DME works on the principle of Load based tuning and PID based boost control. Load is a calculation based on various parameters primarily around "boost" (i.e. pressure at the MAP sensor - barometric presure) and charge air temp which in turn calculate into Mass Air Flow (MAF). N54 doesn't use a MAF sensor to meter airflow on the intake side. It calculates/infers it based on other values mentioned. In order to make boost from the turbos the DME regulates boost control solenoids via a PWM (pulse-width modulated) signal pulsing them and allowing vacuum to hit the wastegate actuator. The frequency of that pulse/signal is what is typically referred to as wastegate duty cycle (WGDC). This is where PID based boost control comes in and helps the DME regulate the amount of WGDC applied to the solenoids so that Target Load is hit as required. Very few of us speak about our tunes in terms of target load and it makes sense as most are used to talking about "Boost". While the DME targets a given load and given that Load is defined based on primarily boost+IAT+compressor maps and airflow modelling around stock turbos/intakes/intake pipes it ends up calculating a Requested Boost level. In your Cobb datalogs you can monitor this value by looking at the Req. Boost Abs. channel. You can refer to the Req. Boost Abs. as the DME's Setpoint for the PID based algorithm. When using Cobb's ATR software there is a hard limit at 1.28bar in terms of maximum Requestable boost. If for any reason your car boosts past this level the DME's safety mechanism will kick in to prevent motor damage due to what it perceives as an uncontrollable boost condition for its settings. For a tuner using ATR to get around this issue and provide a smooth tune they need to effectively remove this first DME safety by calibrating tables related to boost control and throttle management. In other words, if at any point in time the turbos were to spike boost and cause it to overshoot target to say 35psi instead of where they've set/expect your tune to be, given how they've set the DME tables up to get that extra 2-5psi out of your car, it ends up being quite unsafe and won't have the DME intervene as it normally should/would. With appropriate PID control and DME failsafes in place the signal to the solenoids is taken way, DME closes throttle causing DVs/BOV to open and vent boost and the DME goes into limp mode. If you've been around the N54 scene long enough or even owned an N54 for while, especially a tuned one, you know that there are countless N54s out there that have had an experience with either overboost (30FE) or underboost (30FF) induced limp mode issues that otherwise could've ended up in a tune that knocked damaging the motor potentially ending in a really unnecessary and expensive repair. Some N54 ROMs, such as the I8A0S and IJE0S, have had support added by Cobb (i.e. race code) so that the full range of the OEM TMAP sensor can be tuned with PID based boost control and the DME safety net entirely in place. It is only available with AccessTuner Pro (ATP) software and only by request to Cobb from a licensed protuner shop. Even with the above race code in place going past the limits of the OEM TMAP sensor with flash only tuning carries an extreme level of risk for a motor. N54 is a stout motor that we all know can take quite a beating but that hasn't prevented engine failures in the past due to various reasons but also due to poor and unsafe tuning. If you're running a flash-only tune on your N54 today, with or without the N20 3.5bar capable TMAP sensor, the hard limit is in place for the readable boost range of 2.5bar absolute (~21.5-22psi at sea level) inside which the DME's boost safety mechanism works. This is also the range in which PID based boost control has authority to adjust your boost. If your tune is pushing past 22psi rest assured that even though some tuners love throwing the word PID in their descriptions that PID simply doesn't exist and is virtually eliminated. Why? As mentioned before, PID based boost control revolves around knowing the actual boost. If you're seeing boost flatline in your logs at ~21psi it is at that point that PID based boost control and safety has basically gone out the window for your car/DME and all you're left with basically is the wastegate duty cycle which is mapped based on what is now a really skewed MAF calculation. Can you make power in this way? You sure can, but so could the old versions of popular piggybacks before CANBus days. There will always be multiple ways of making power on any given motor. We've also shown that pushing past the TMAP sensor limit is quite doable setting a former N54 HP/TQ record on a beta Stage 3 VTT twin setup. However, the difference at least with us is that we explicitly stated that such tuning is not recommended and WILL NOT be provided for any customer car given boost control safety mechanisms aren't in place. We are not ones to hand responsibility of appropriate tuning and throw risk into customer hands or make them stare at a boost gauge in hopes that they'll react in time to save their motor from uncontrollable boost spikes. It is also why we recommend going with an external form of boost control when tuning any car past its OEM TMAP sensor as there simply isn't any other proper way of doing it and certainly no way of using PID based boost control. Dyno glory numbers and tinkering are always fun and certainly help marketing buzz but its one thing to make power and another to do it with appropriate safety and control in mind. Bottom line is, if you see anyone claiming PID based boost control while going past the TMAP limit you can refer them to this thread and let them know they're missing a key piece of information to claim effective PID based control. You can also ask them what happens if your wastegate actuator sticks (not uncommon especially with wear on the turbos) or a boost control solenoid fails in the open position or when the car is already tuned to the edge at altitude and you drive down to sea level with the same map and heavily overboost. Not pretty, potentially very costly, irresponsible and just plain unnecessary given how far the N54 has come.
    162 replies | 4055 view(s)
  • GiveEmTheDD's Avatar
    01-25-2015, 04:40 PM
    Hi everyone, The last 24 hours has been crazy, but the results speak for themself. Yes, you read correctly, my car just made 607awhp/618AWTQ. Background: Over the last year or so, I have been fortunate enough to dedicate some much needed wrench time to my e92 n54 AT 335XI. Back in Nov, I was finally able to get my car to the track, and cut the XI record, running an 11.363 1/4 mile. My mods at the time were: FBO, e40 fuel, RB Turbos and some outstanding flash tuning my BQ and WedgePerformance. At the time, Rob@RB, BQ/wedge, and myself were thrilled with the results, but in all honesty I wanted to hit 10s. Since November, I was searching for more ways to get more EFFICIENT power. I happened to stumble across a post in a 335 facebook group, someone had posted a dyno graph showing standard RB turbos making over 600whp, what made it even more astounding was the power was all the way to redline. After doing some research, and poking around some other boards, I found a few threads talking about the results. Honestly, I was shocked with the comments from board members and a few vendors. I saw words and phrases that essentially were calling the dyno and owner a fraud, fake, "we tried that already it didn't net much" and standard RBs can't make that power. Nevertheless, I was still curious, so I found Brian May's # and left him a voicemail. He gave me a call back about a day later, most of the stuff he was going over, honestly was way too advanced for me to fully understand, but after we spoke, I did some math on my own and it made sense. I had stayed in contact with Brian over the next few months, and we finally nailed down a shipping date to get me the 1st set of inlets. In anticipation for the new inlets, I figured my RB turbos, although nothing wrong with them, could use a "refresh." I was hearing exceptional feedback on Robs VSR balancing, and after speaking with a few board members who were using some of his billet wheel options, I contacted Rob about giving my RBs a refresh. I let Rob know I was planning on running Brian's inlets, and was very anxious to see what a fresh, updated (15T billet wheel, Vsr balanced, clipped, thrust upgrsded) RB could do. Fast forward to last weekend- Both Brian, and Rob delivered ahead of schedule and I was able to get the entire new setup installed in about 20 hours over the weekend, and the rest is pretty much history. Every aspect of Brian's kit fit perfectly, and went in without a hitch, and the turbos that Rob sent were equally beautiful in their own right. I ran the car around town a bit using the same map from BQ/Wedge at the track, and right away I noticed 2 things- the sound coming from the engine bay was intoxicating and the car pulled like an absolute freight train. Extremely anxious to see exactly how much more power we were making, I hit the dyno last night, and well the results are CRAZY. The Green Run- RB turbos, stock inlets (map I ran at track to cut 11.363), e60 fuel The Blue Run- New RB turbos, TFT inlets, SAME MAP as Green run LOL, e60 fuel The Red Run- New RB turbos, TFT inlets, Prelimiary revision by BQ/Wedge, about e60 fuel Sorry guys for the novel, but I wanted to give everyone as much of the story as I could. I want to give a huge thank you to Brian May@Trueform Technologies, Rob@RB Turbo and last and certainly not least Ken and D@ BQ Tuning by WedgePerformance for throwing that preliminary map together for me last night. I will say there is PLENTY of room left in my setup, I don't even think we exceeded 50% wgdc to hit 607 AWHP, and I've got my eyes set on a 10 second 1/4 pass in the near future. Thanks again team
    112 replies | 2969 view(s)
  • Rob@RBTurbo's Avatar
    01-27-2015, 03:47 PM
    Here is a reference of the latest development of Standard RB Turbos combined with TFT inlets, allowing unrestricted RB Turbo Performance on our customer car documented here: Datapoints- RB Car (Blue lines) E92 XI/AWD Automatic Transmission in 4th gear. Independent results. RB Standard Turbos with TFT inlets, Billet 15T Compressor, MHI 12 blade clipped turbine, stock charge pipe Boost- Unknown (slightly below 50% WGDC) Fueling/Tuning- OEM HPFP with inline LPFP. E60. Fueling insufficient at this time and to be addressed at a later date. Wedge/BQ Tuning. VTT Car (Red lines) E90 RWD Manual Transmission in 4th gear. Shop results. VTT 2+ Turbos with no inlets, Billet 20T Compressor, Proprietary 9 blade Garrett turbine with a 15* clip, stock charge pipe Boost- ~29-25psi (slightly below 70% WGDC) Fueling- VTT Double Barrel with SteveAZ LPFP solution. 100% E85. Fueling sufficient to max out turbos. PTF Tuning. As you can see the RB car having a very evident disadvantage with drivetrain losses, manages to absolutely destroy the VTT 2+ car at low RPM's and even hang right with them on the top end. The RB car seems to have much nicer results overall considering the drivetrain losses (not even considering the 20% extra WGDC potential in the RB's yet unleashed!!!). Without going too much into the hardware decisions made in each setup, it is fair to say that one is demonstrating a MUCH better curve and response than the other… while maintaining a similar top end at less effort. So sharing this comparison graph seemed appropriate. Thanks, Rob PS. Sorry if the overlay is not of the best quality. We had to have it quickly photoshopped. PSS. Some may take note of the VTT graph NOT being the advertised 645rwhp record. We will gladly redo the overlay if anyone can prove that the 645rwhp RECORD has a verifiable MPH dyno to prove it was in 4th gear (and not 5th); as we could not source that evidence NOR was VTT supportive in providing it.
    62 replies | 1922 view(s)
  • Tony@VargasTurboTech's Avatar
    01-25-2015, 11:47 AM
    Put the car on the dyno tonight, for a few runs with the new intakes on. The results were pretty much as expected, we can most likely get more power out of the car, but 640WHP on stage 2's (or RB's), very very doubtful. These results were had with no tuner on hand, Dzenno is Skiing, and made me 2 maps one with low timing and one with the high timing (the same timing we ran last time on the dyno), well due to a miscommunication on my part they were left for IJEOS(shop car), instead of I8AOS for the car these are on. So they were unusable meaning we had one back end flash, with timing set to 10-13.5 up top, which is 2 degrees less then we ran on the previous dyno session records. We also were having a very hard time getting boost smooth in the JB, Terry, and I worked at it for about 20-40 logs, and got it to this level of smoothness, for some reason the PID had to be dropped way down as very small PWM changes were making big swings in boost, even with PID this low boost would still do weird things. It would spool then quickly drop boost, then build it again, which is that little depression in TQ you see from 3500-4250 or so, after that boost would smooth out, and track pretty well to redline. On the previous dyno the Stage 2 record was achieved on 29psi peak to 17.5 psi at redline as that is all we could make. These numbers were achieved with 27 psi peak to 22 psi at redline. We couldn't go any higher as we were getting a LOT of corrections, and LPFP was going nuts, but we can easily hold 25+ psi to redline if we can get the other issues figured out, but BP and shaft speed with those little compressors is going to be up there, and not healthy. If we matched the previous boost in the midrange, and fixed the boost drop off then rebuild issue, the curves down low would basically be identical. As far as LPFP something is really going on there, I will investigate tomorrow, as its pretty scary. With this against us, we still managed to make 576WHP/615WTQ with all these issues, once Dzenno gets back, and we can have a tuner on hand as we dyno, as well as get the LPFP, and boost figured out, the graph will smooth way out, and we have no doubt should achieve 600WHP with a few more psi, and less timing corrections. Either way, the intakes do exactly advertised, offer you much more flow to redline, and a much more flat power curve where it counts in the high end of the rev band. I threw a graph in there against 2+ as well, there really is no comparison, 2+ leaves the 15T's in the dust on about the same boost midrange and 2 psi more up top. All, and all we are happy, and these delivered as expected, once we get tuning sorted, we should have nice clean graph, and right around 600/600. Not bad for a set of Stage 2's...:naughty: Break down: VTT Stage 2's Billet 15T's VTT Silicone intakes VTT Silicone Charge pipe VTT Double Barrel HPFP upgrade Fuel-it Stage 2 LPFP with 450 inline Cobb AP with PTF custom back end flash JB4 100% E85 All runs done in 4th gear Stage 2 Silicone Vs Stage 2 Stock intake Stage 2 Silicone Vs Stage 2+ Data Zap Log Jb Log
    43 replies | 1871 view(s)
  • fieldysnuts8's Avatar
    01-28-2015, 04:04 PM
    So I'm in the pretty early stages but I am considering buying a new (used) car. I bought my current car (2011 Camaro 2SS/RS/manual) when I graduated law school and I was 25 at the time. I'm now 30 and I have a 2 year old. So I think its time for something a little more mature, classy, and practical but I don't want to give up having a relatively fast, relatively sporty car. My price range is around $36k. I do my own basic maintenance (oil, tranny/diff fluid, brake pads, spark plugs) and basic bolt on type work (air intake, headers) but on cars that are pretty easy to work on (Trucks, F-body's, my current car). Below are my requirements outside of price and some general thoughts on how I will use the car: 4 doors and a decent backseat (for car seat) and trunk (golf bags, stroller). It can't be slower than my current car (0-60 in around 4.6, low 13's 1/4). I will not modify the car so it must be at least that fast stock. It must be fun to drive. For example: A Charger Hellcat would not be appropriate because although it is fast, its not fun to drive. I want a car that feels a little special. USE: primarily a daily driver but I may occasionally take it to a track. That said, I'm not one of these guys who is obsessed with shaving 100ths of a second off my lap time. I just want to have fun and have a car that I can push without killing it or myself. If tracked, I would probably not take it past 7.5/10ths of its potential. It must be somewhat classy but not super flashy. I want a car that is nice to be in and I would be proud to walk up to and get in on a daily basis. Ideally it would be a car that a normal person wouldn't think twice about but someone like us (abnormal people) would look at and be like "nice." The car is for me to enjoy driving, not to attract attention. It must be reliable and reasonable to fix or have fixed when something does break. It must also be reasonable to maintain. I understand that most "nice" cars will be more expensive to maintain than my Camaro but it has to be within reason. RWD is preferred but I'd be willing to do AWD if the AWD is fun and tossable. Manual is preferred but I would do flappy paddle if it is a great box, a good deal, and not unreliable. Right now my two front runners are a 09-14 CTS-V and an E90 M3. My concern with the Caddy is that although its fast, I worry that its heavy and not that fun to drive. My concern with the M3 is reliability and maintenance. Any feedback or tips on my front runners is welcome as is advice on other options (supported with reasoning).
    64 replies | 949 view(s)
  • Tony@VargasTurboTech's Avatar
    01-29-2015, 08:38 PM
    We had a few extra minutes today so we threw the car on the dyno for 5 runs, before Dzenno had to leave work. We are battling serious misfire and correction issues only in cylinders 1 & 4 which are usually the quiet ones :think:, even with those issues, causing ugly graphs, the car made decent numbers, and managed to break our N54 WTQ record which was 654WTQ in 5th, our previous 4th gear record was 629WTQ so we put almost 30 on it. So far we cannot seem to get the misfires squared away, all plugs look good, fuel pressure is good. I have to give my brothers car back, as I have held it hostage too long already so this is prob the last time we will put it on the dyno. We should have the shop car back up and running soon, and will continue testing. Not being able to achieve a clean pull to redline is really hurting power output, as you can see in the graph, it really wants to go from about 3800, but the misfires end the party early. For these few runs we decided to go flash only, and I told Dzenno to Wedge me, crank WGDC way up in the midrange, drop it at redline to keep boost in check, you can see he had to quickly drop it up top to keep boost at a manageable level up there. At redline the gauge was showing 22-24 psi or so, and we are just above 50 WGDC. The wedge map was showing just under 50 for a little less boost up top. Either way the car has to go back to its owner (happens to be my brother, which is why he lets me beat on it. Thanks Dave..:)), and he will try to find the misfire issues. He of course will never run the maps we dynoed on, that is as usual for our R&D, his car will be delivered back to him with a safe flash, and most likely a JB for boost control. Full Disclosure as always. Boost according to the gauge was about 30 psi midrange to 22-24 up top 100% E85 VTT intakes VTT prototype CP Shotgun Double Barrel Fuel-it Stage 3 4th gear pull (if we did one in 5th on this map, it most likely would have made 670-675 or so.) We look forward to getting the shop car back up and running, with a fresh motor, and testing some more! Stage 2+ with these intakes, and some serious boost should open up a few eyes...:)
    47 replies | 1148 view(s)
  • 135pats's Avatar
    01-29-2015, 07:39 PM
    About 3 months ago I decided to go single turbo with my second N54 powered car. Like many of those who have done the same, I got bored with what a stock turbo car could do, and didnít feel comfortable with the reliability inherent to ďhybridĒ options. I wasnít sure on what kit to go with but ultimately decided on Motivís kit for a variety of reasons, first and foremost being build quality and Jake being local to me. I called him up, placed the order, paid a few days later, and here I am today. It was a simple process to order so I donít have much to say on that front. Updates were frequent and the fact that I know Jake personally probably aided in that process. My job has me on the road frequently during the fall and winter, so the wait wasnít a big deal at all. The Kit: Motiv 750 FP HTA 3586r .82ar Tial MVR (re-circulated) The Install: I had all parts installed at Sonic Tuning. I canít begin to say enough good things about them and the work they did. The folks who worked on my car were in touch with me on a daily basis, and were always available to answer the umpteen questions I had. Anyone in my neck of the woods would be well served to give them a visit. I was able to pick up the car on time and without any hassle. The car was kept indoors and away from snow for the duration of itsí stay, which I appreciated. Itís the little things, ya know? Iím going to note the installation closely for my and others future reference. Apologies in advance as I donít have any structure planned for these observations. - Motor has 64xxx miles on it right now. Has always been well cared for and has always run and logged wonderfully. If the blackstone reports mean anything, itís in very nice shape and should be a good candidate to run a single turbo for an extended period of time. - Stock turbos were puking oil. Boosted fine and no rattle but tons of shaft play, they were on their last legs. - One of the downpipe gaskets was pretty fried up, exact cause unknown. Both were replaced when the new downpipe went on, of course. - While the turbos were out I replaced all 4 o2 sensors, coolant, oil (Motul 5W40), coils, and plugs. The coils and plugs were redundant as they had about 8K miles on them, but I figured ďwhy notĒ. - Several of the clamps on assorted hoses looked to be getting tired. They were replaced. - All plugs came out fine except CYL. 1, which had what appeared to be some oil on the thread. There wasnít any on the business end, so I would guess it came from the numerous top offs I had to do with the stock turbos pissing oil all over the place. Itís worth noting in case future issues arise. Initial Observations: Drove the car this afternoon for the first time, running wastegate boost. Ridiculous. Honestly just a shit eating grin the entire ride home. No CELs, no Check Engines, no codesÖItís cold out so I havenít been able to give it WOT, but right away I can tell you that spool isnít an issue in the least. This was my biggest concern going to a larger single turbo, and I can tell you that itís just flat out not a worry at this point. We havenít done any serious tuning and the turbo is spooling very quickly. I was able to do several passes on the highway in 5th and 6th without any feeling of ďwhere is the boost?Ē. It doesnít jump at 3K revs the way a stock turbo car does, but it spools far faster than a 64mm top mount car I had previously driven. Iím confident this manifold outspools any and all other singles out there. Logs and videos will be up early next week when hopefully thereís no snow on the ground. This isnít a winter car and itís really not safe to drive in the ice and all that jazz. Donít expect world records and trips to the dragstrip, itís not what Iím interested in. Hopefully I can get down to tuning in the next couple weeks and we can all see what this thing can really do with the boost turned up. Where itíll end up: Good question. Wherever the transmission gets pissed minus about 50WTQ. Iím going to guess that I run out of fuel at 500-550WHP or so. In light of that Iíll be addressing fuel this Spring so long as the 6AT continues to play nice. If I have to call it a day at 530WHP or whatever, thatís fine by me. The goal isnít to build a rocket ship, itís just to have fun (novel concept). A huge thanks to Jake and Allen @ Motiv, Wei and everyone @ Sonic Tuning, and several dozen members on these forums who have inspired me to continue pushing my car. Iíd list you all but then Iíd forget one person and look like an ass. When I bought it a few years ago I was planning to have a bone stock convertible. Here it stands today as a totally different machine. Rad! PS GO PATS.
    42 replies | 816 view(s)
  • Sticky's Avatar
    01-28-2015, 02:19 PM
    Most people will not remember that AMS Performance announced a couple years ago they would be doing a turbo upgrade package for the F10 M5 S63TU engine. This created a big stir in the BMW Performance scene at the time as enthusiasts knew the incredible performance results AMS had achieved with the Nissan GTR. We all know AMS was more than capable of upgrading the turbo hardware at the time but the issue was not the hardware. It was the tuning for the hardware. That is where ESS-Tuning was supposed to come in and provide their tuning 'expertise' with this turbo upgrade. Well, you may have noticed that AMS did not release any S63TU turbo upgrade since this announcement and that ESS-Tuning did not complete any tuning for any aftermarket S63TU turbo upgrade packages. They are not the only ones by the way. Dinan also has yet to come through on F10 M5 / F13 M6 turbocharger upgrades and built S63TU motor promises. So why the big claims and big announcements when both Dinan and ESS-Tuning knew they did not have the capability to tune them at the time? In the case of ESS-Tuning it was likely just a cheap publicity grab designed to get them exposure and fuel their fanboys. In retrospect, it looks downright deceitful and is pretty embarrassing considering they had nothing to back up their claims with the F-Series ECU's just recently being cracked. AMS has their own S63TU tuning solution and will be providing their own tuning for their Alpha 9 S63TU turbo upgrade package. Will anyone even bother to hold ESS-Tuning accountable for tuning claims they could not deliver on? At least one BMW website does not have a short term memory and certainly will. Here is to the future turbo upgrades and quality S63TU tuning options.
    40 replies | 1124 view(s)
  • Group.america's Avatar
    01-26-2015, 04:07 PM
    Juno started this morning and I already have 2" of snow on my way to maybe 36" in the next 24 hours. Thought I would clear off the drive... within 2 minutes the 45 mph winds blew the snow right back into my driveway.. anyway I am bored so will post some pics as we go along Audi A3 Quattro FTW
    40 replies | 858 view(s)
  • Sticky's Avatar
    01-28-2015, 02:09 PM
    Most people will not remember that AMS Performance announced a couple years ago they would be doing a turbo upgrade package for the F10 M5 S63TU engine. This created a big stir in the BMW Performance scene at the time as enthusiasts knew the incredible performance results AMS had achieved with the Nissan GTR. We all know AMS was more than capable of upgrading the turbo hardware at the time but the issue was not the hardware. It was the tuning for the hardware. That is where ESS-Tuning was supposed to come in and provide their tuning 'expertise' with this turbo upgrade. Well, you may have noticed that AMS did not release any S63TU turbo upgrade since this announcement and that ESS-Tuning did not complete any tuning for any aftermarket S63TU turbo upgrade packages. They are not the only ones by the way. Dinan also has yet to come through on F10 M5 / F13 M6 turbocharger upgrades and built S63TU motor promises. So why the big claims and big announcements when both Dinan and ESS-Tuning knew they did not have the capability to tune them at the time? In the case of ESS-Tuning it was likely just a cheap publicity grab designed to get them exposure and fuel their fanboys. In retrospect, it looks downright deceitful and is pretty embarrassing considering they had nothing to back up their claims with the F-Series ECU's just recently being cracked. AMS has their own S63TU tuning solution and will be providing their own tuning for their Alpha 9 S63TU turbo upgrade package. Will anyone even bother to hold ESS-Tuning accountable for tuning claims they could not deliver on? At least one BMW website does not have a short term memory and certainly will. Here is to the future turbo upgrades and quality S63TU tuning options.
    40 replies | 216 view(s)
  • Sticky's Avatar
    01-29-2015, 12:53 PM
    LT Motorwerks is a relatively new shop that mostly does work with body kits. They tend to be on the show over go side. As do their customers one of which had LT Motorwerks do the work you will see below on this Porsche 997 GT3. The pictures pretty much tell the story. The owner was a user who goes by the name 'Creaminz' on the forums. In the opinion of this website he is the epitome of (poor) style over substance. He sold this 997 GT3 to a fellow on the forums who did not know what he was getting himself into. He clearly just wanted the money and to move on and that is what happened. Some BMW readers may know of a 3-Series this same Creaminz fellow built which was simply riced out junk in a similar manner to this 997 GT3. He also attempted to sell that car for an inflated price through the forums and we do not know what happened with it and we do not care as it was tasteless. The reason this is being brought to your attention is so you can avoid a situation like this and to remember how cars and shop work are portrayed on forums is not how it always is in reality: Hi everyone, I am a new GT3 owner and new to the forum. Recently purchased a 2007 Porsche GT3 that was a previous forum member Creaminz. This is my first Porsche. I have a small shop in Northern Virginia and was looking for a new shop car. I'm not a fan of the color and several other things so will be changing a lot of things. After actually getting the car in my hands and putting it on a lift I will be changing much more than I originally planned. So now I have made a long long list of parts that will be getting changed. Along with a complete disassemble of the car. I took a lot of pics of the car in its current (delivered) condition and will document the rebuild. I was honestly shocked by many things I found. Here was the car at SEMA And here it is on my lift the other day when I was looking it over and making the list of things needed. I took about 50 pics when it was on the lift documenting a bunch of things that where wrong or just subpar. I messaged the previous owner and his response was that, "the car was fine when I had it" and nothing else. So I have no choice but to make this car right. I will try to post up pics as I have them. Here is just a brief list of some things that will be going on: Custom set of wheels being made now JRZ coilovers Full GMG suspension upgrades (with a proper alignment and corner balance) Custom dyno tune Replacing several other stock suspension parts that have paint over spray on them. The paint job looks like a Maaco paint job currently. Either powdercoating the calipers or going with a new set of StopTechs for front and rear. The calipers are currently 3 colors because they where sprayed on the front and the back are still yellow. They are very ugly. Install proper bracing throughout the car and get rid of the tons of self taping screws and zipties. Full repaint and body work. All of the new panels on the car have waves all in it. So we are going to completely break the car down so that everything is painted. The roll bar is going to be removed and repainted. Going to slightly modify the roll bar so the new harness has a better place to mount. Some carbon fiber parts are being made for the wing, splitters, and other small items. The engine has a rear main seal oil leak so going to fix that also. That's the list for right now. Once the car is completely straight and in proper condition I will look at what I originally had planned for and that is an engine build. But I am not going to worry about that until after the car is in a condition that it deserves. Here are a few pics of the car. I have more but these give you the idea."Custom" BBS wheels...... Instead of having the wheels built proper they just redrilled and changed some barrels up. On the rear wheels they have the huge outer lip that comes out for the widebody. But on the inside the barrel is the size of a normal outer barrel and barely comes flush with the rotor. There was about 6 more inches they could of come inside. Not that I am saying they had to come in all the way. When I first drove the car the steering wheel was shaking like crazy and whenever hitting a bump in the road it was a lane changer. Maybe that is due to the custom BBS wheels or perhaps due to the shock being blown and puking fluid... or perhaps the sway bar end link that is sheared off or the passenger side sway bar end link that is bent..... The seller said, "the car was fine when I drove it all over, it rode like stock". I'm sorry but a John Deere tractor rode smoother than this did when I received it.The calipers where painted and looked like they matched the car in the pics and at the shows..... This demonstrates great quality from a car builder... Um no! The car had no issue is what I was told... Paint quality is on par for a Maaco job.... The widebody kit was supposed to be a Vollkommen Design CF widebody kit. I found out that Creaminz is the owner of Volkommen. I also found out that he bought the kit from Flobmann Auto Design in Germany. The kit was carbon fiber. They cut the cut and extended it several inches. So its carbon where they did not touch it. They hacked the kit up. You can see where they hacked it up. Just not a safe or quality build at all. It is honestly very sad and costing us way more money than planned. I will make sure the car is done right. In the mean time he will be building a 993 RWB. I have plenty other pics but you get the idea.
    28 replies | 393 view(s)
  • Sticky's Avatar
    01-27-2015, 05:24 PM
    Say hello to a new vendor and a new tuner on the scene, Miami Tuning Group. Many of you have seen a lot of S63TU tunes have hit the market in short order as F-Series ECU's have been cracked. What will separate these tunes is namely pricing and features. What is nice to see here are timeslips accompanying the dyno chart. How about cracking 130 in the 1/4 mile with just a tune? This is a Florida result so keep in mind the fuel is 93 octane pump. The M6 turns into quite the beast with just a tune so imagine the possibilities with a race gas tune and bolt ons. Regarding the output figures the S63TU goes to 588 wheel horsepower from the stock 524 wheel horsepower. The peak torque figures rises by just under 100 lb-ft of torque at the wheels getting very close to breaking 600 lb-ft at the wheels. You should also notice the torque gains are through the entire curve. Expect to see more MTG over the next few weeks.
    16 replies | 1111 view(s)
  • Sticky's Avatar
    01-26-2015, 12:45 PM
    The M133 engine just continues to impress and the tuning market for the smallest AMG motor just continues to push forward. Here is an A45 AMG that received bolt on modifications from Rebellion Automotive consisting of their tune, downpipe, and intake. The result? 375 horsepower at all four wheels. The torque figure is what is is really eye opening as the car shows 502 newton meters or 370 lb-ft at all four wheels. That mountain of torque is also available fairly early in the powerband. Rebellion claims they picked up 43 wheel horsepower on a competitors tune but did not provide the graph to support this assertion and they did not name the competitor. Additionally, the claim this A45 AMG put down 312 at all four wheels in stock form but once again did not provide a graph as support. Rebellion is using a piggyback tune and with flash tunes progressing on the M133 it will be interesting to see how bolt on tuning plays out for the M133 from here on out.
    18 replies | 774 view(s)
  • Tony@VargasTurboTech's Avatar
    01-29-2015, 11:58 AM
    Hello everyone we felt a little background into VTT, how we came about, what we do not just in business but in the community was in order. This would be a good way to show what we stand for, in and outside of business History: VTT was started in 1978 by my father Ron Vargas under the name of Vargas Hi Performance. The goal of the shop was to innovate in the automotive performance market with emerging technologies such as turbocharging and fuel injection. The shop quickly became the go to shop in the bay area for anyone with any sort of platform looking for more power in a new exciting package. The business took off, and before we knew it, we had cars, boats, vans, RV, muscle cars; you name it running around with my fatherís signature logo on the side and a fresh turbocharger under the hood. He continued along this path, and eventually found his love which was Diesel's as he came from the trucking industry, while keeping the performance side alive, he transformed the business into a Turbo and Diesel Specialty shop catering to all types of light diesels and turbocharged platforms. From there he went through the extensive red tape process, and started Vargas Aero Turbo which built, and remanufactured turbochargers for aircraft, and also branched in the industrial turbocharging world. My place in the business: From the time I was old enough to walk he had me in some type of high speed motorized device or learning how to fix them. I worked at the business from the time I was 14 to 27 years old. At this time I decided to follow a dream, and head down to Los Angeles to get involved in the production industry, starting in the Action sports world with DC shoes. I did that for about 12 years, and quickly moved myself up into producing television for networks such as History, Discovery, MTV, etc. In 2011 my father passed away unexpectedly in his sleep leaving clear control of the business up in the air. In the months following, I left my position at a successful production company, and returned home to take care of my family and run the business. When I arrived we were mainly focused on Diesels and industrial applications, which we still do, but I became increasingly bored of the slow pace. My good friend came by one day with his 335, we sat down, and he told me about the market, where he thought it was headed, and who the players were. I told him it seemed interesting, so I decided to look into it a little more, and it spawned what is now our BMW Performance division. What we stand for outside of business: The VTT banner not only includes a turbocharger production facility, an installation shop, it also includes one of the largest food nonprofits in the bay area, We donated over 3/4 of our 3 acre lot to our non-profit which on a monthly basis feeds between 15,000 and 50,000 people. It is open 7 days a week giving foods to organizations, (soup kitchens, homeless shelters, group homes, menís homes) any organization that needs food can sign up, and is happily given everything from, meat, to bathroom supplies, all donated from some of the best known retailers in the world. On top of that the food bank is open every 3rd Saturday of them month to the public, where we give food to thousands of people who stand in line usually starting the night before. This organization is a true non-profit, run by my sister, my mother, and a rotating crew of about 30 volunteers, not a single person is paid a penny in salary, everyone works on a volunteer basis with the reward being the smiles on peopleís faces as they receive food themselves and their families. If anyone here is in the bay area and knows of a family or person in need, go to the site, and send them down, we will make sure they are taken care of; also if you want to volunteer your time, we are always looking for people to help! What we stand for in business When my father started this company, he did so under the banner of honest work for honest pay. We have been in the same locations now for 37 years; we have achieved this kind of longevity in a very tough industry by following that mantra throughout the years. We routinely employ people who are down on their luck and looking for a new start. Our head installation tech, is an ex drug addict my father picked up when we has panhandling, our parts cleaner is a guy who lost his house and his family, and desperately needed someone to give him a second chance to get back on top. This week, a kid fresh out of a program was going door to door looking for work to help get back on his feet, I hired him on the spot, and put him to work the next day learning some skills that will help him get back into society. This is the way of VTT, we are not in business solely to make money, we are here to help others that may be less fortunate to have a better life, we do this through our non-profit, we do this through our hiring, and we do this through our honestly, and integrity. We appreciate this community, and have worked extremely hard to bring you guys new innovative products that help further the development of the performance BMW aftermarket, and we do this while keeping the other parts of business going, as well as doing our part to give back to our local community. Keep this in mind the next time you think you have a bad word to say, or think you have insight into what we do here. My attitude on the forums can be abrasive at time, but it is because I have little time for BS, and tend to speak my mind, this does make for a bad person, or bad business practice. We look forward to more innovation in 2015, and thank you as always for the support. I will leave you with a thought, "Sports (competition) doesn't build character, it reveals it" John Wooden
    15 replies | 492 view(s)
  • Rob@RBTurbo's Avatar
    01-26-2015, 04:04 PM
    All, We posted this on the other forums a while back and thought it would be of help over here as well to further understanding on turbochargers and reliability. "It has came to our attention that there is some confusion in the arts of turbocharger balancing methods so we felt we'd take a moment to share our viewpoint on VSR balancing. We will not be discussing intricate details in the arts of proper VSR CHRA balancing, but wanted to give more of a high level overview of what it entails. Being concerned about providing customers the best possible quality in each and every turbocharger we took delivery of a new VSR balancing machine last summer and have been very pleased with this machine to say the least. We all know that performance is great but what makes it even better is reliability. The bottom line is that consumers need turbochargers they can count on, one that has been bench tested to perform, and it needs to be done prior to shipping. This could save countless amounts of headaches and costs down the road. For those who may not know VSR stands for Vibration Sorting Rig. This is an expensive and delicate piece of equipment that gives visibility of a CHRA's performance under conditions they are subjected to when bolted to an engine. During bench testing the final assembled CHRA is bolted to a fixture and is injected with pressurized/heated oil and then a large supply of air is applied to propel the rotor through the entire operating RPM range that the unit will be subjected to in application (ie. 0-170k RPM). The entire RPM range is plotted on a graph along with a vibration intensity measurement at each point during acceleration of the rotor (measured in G's), and calculations are performed to help the operator determine where the rotor components can be lightened by very minute grinding techniques to lessen the mechanical vibration. This essentially is a way to determine whether a turbocharger is assembled correctly and allows the VSR operator to have ultimate control over the balance of the turbo cartridge assembly. As one can imagine, "vibrations" in mechanical components suggest that the device is imperfect and subject to larger wear in shorter amounts of time. Large amounts of vibrations mean poor performance, slow spool, oil consumption, audible noise, and at times a quick failure. A smooth operating unit that does not vibrate means exceptional lifespan, quick spool, low oil consumption, and superb performance. It is also worth mentioning that no amount of "robust" hardware can compensate for a poorly balanced center section. VSR's also indicate how well each CHRA is balanced by comparing the performance to a predefined OEM threshold. OEM thresholds are typically very high which can be acceptable for non high performance, but can lead to short turbocharger life if or when they are pushed harder than what they were intended. Also keep in mind that even IF a cartridge was dynamically VSR'd, it doesn't mean that it was done proficiently. Ideally each CHRA will be at balanced to what we refer to as "the balance floor", "flatlined", or at least very close to it. The report shows the performance and illustrates to what caliber the CHRA was precisely balanced. They can not always be absolute perfection and it should not be expected, unfortunately, but turbocharger manufacturers should be diligent in achieving as close to perfection in each unit as possible. Beware of manufacturers who do not have the cutting edge technology employed, as ultimately the product could suffer in reliability especially when pushed to the products outer limits. Some manufacturers maintain that they utilize the technology but they do not. Some others can VSR but NOT dynamically, and usually at too low of a speed to get the product quality high enough to survive. CHRA VSR Dynamic Balancing performance and analysis reports should ALWAYS be provided to confirm. As always many things can cause a turbocharger to fail, sometimes outside of their controlÖ but this is an absolute safe way to ensure the product is built to exceptional standards. Below is a sample of a VSR report for visual reference. Thanks, Rob PS- Would like to take a moment also to give a big thank you to Jesse @ Pure Turbo for helping us along and furthering the understanding in the art of VSR balancing!"
    15 replies | 498 view(s)
  • Sticky's Avatar
    01-27-2015, 12:10 PM
    The BMW 5 Series GT is a failure. There is no other way to put it. BMW bet against wagons in the USA and thought the crossover and SUV crazy US market would eat up some kind of wagon-sedan-hatchback blend. BMW was wrong but that will not stop them from attempting to force the market to embrace the 5 GT. Germany's Auto Motor Und Sport reports that BMW intends to produce the model again with the next generation 5-Series. The publication also points out the 5 GT is not popular at all in Germany. Where is it popular? In China apparently. As China blocks google access apparently the Chinese population can't search to find out what an attractive BMW design actually looks like. Thanks for keeping this automotive abortion alive China. Source
    11 replies | 996 view(s)
  • Rob@RBTurbo's Avatar
    01-27-2015, 02:16 PM
    Rob@RBTurbo started a thread RB Turbo PCV Valve in N54
    All, Firstly we are happy to be onboard BimmerBoost. It has been quite a while and for the new year we made numerous "resolutions" and one of them was to finally join this forum. In direct relation to that another resolution was to give us our voice into constant nonsense, product attacks, and deception we have seen in only one of our competitors. Being that we deal in hardware it is a great thing to address these items because as they say a picture is worth a thousand words, and we have nothing to hide. We'd agree that this thread such as this SHOULD not necessary, but it is when you realize the type of person on the other side and the amount of efforts it cost in dealing with the misinformation in the hands of hundreds to thousands of "faithful" enthusiasts. And with that it has to stop, and we will continue to squash it wherever we see it. This concept was in fact one of our other resolutions for the new year. So without further ado, here are the quotes that were made by said competitor and pictures of their product exposed. Keep in mind this is the same valve and part number for part number of that we have been using since 2012. The direct copy of the part combined with an of all things "up charge", is lesser importance to us than that of what lies behind the principal of these below quoted statements. For those who may question us as using this valve, we openly invite any random customer out there to dissect your RB PCV valve to confirm and we will send you another free one (limited). We will do this as we have again nothing to hide, and it is worth it to prove any point on the matter. We will further add that there maybe more of this to go around. Consider it an advanced warning. We have had it over the years and it is time to clean up the streets. Thanks, Rob
    15 replies | 395 view(s)
  • Sticky's Avatar
    01-26-2015, 08:23 PM
    Interesting comparison here that we do not often get to see which is the same S63TU equipped vehicle dyno'd with a piggyback and with a flash tune. Obviously everyone knows the F generation BMW's were recently cracked and now flash tuning is possible which is an alternative to the already established piggybacks. This comparison is not exactly perfect and there are a few things to keep in mind. First of all, Jailbreak tuning sells flash tunes. It is in their best interest to show a flash tune doing better than a piggyback. Secondly, we do not know what piggyback unit is being used or what map is being used. Results with a piggyback can vary greatly based on the information it is relaying to the ECU so the piggyback numbers are hardly set in stone. What the graph does show is the flash tune appears to be smoother and also it is able to go well past the rev limiter which the piggyback tune can not. The flash provides 36 more wheel horsepower and 32 more lb-ft of torque at the wheels. A higher resolution graph would be appreciated but it is still nice to see an overlay of an F13 M6 with downpipes on the stock tune, piggyback tune, and flash tune.
    6 replies | 1363 view(s)
  • Sticky's Avatar
    01-27-2015, 05:22 PM
    Say hello to a new vendor and a new tuner on the scene, Miami Tuning Group. Many of you have seen a lot of S63TU tunes have hit the market in short order as F-Series ECU's have been cracked. What will separate these tunes is namely pricing and features. What is nice to see here are timeslips accompanying the dyno chart. How about cracking 130 in the 1/4 mile with just a tune? This is a Florida result so keep in mind the fuel is 93 octane pump. The M6 turns into quite the beast with just a tune so imagine the possibilities with a race gas tune and bolt ons. Regarding the output figures the S63TU goes to 588 wheel horsepower from the stock 524 wheel horsepower. The peak torque figures rises by just under 100 lb-ft of torque at the wheels getting very close to breaking 600 lb-ft at the wheels. You should also notice the torque gains are through the entire curve. Expect to see more MTG over the next few weeks.
    16 replies | 90 view(s)
  • DD GT3 RD's Avatar
    01-27-2015, 12:32 AM
    Not sure if this was ever posted, if a repost please delete. Pretty fast! LaFerrari: 0-60 2.7 1/4 9.6 @ 157 mph P1: 0-60 2.6 1/4 9.8 148.9 mph
    12 replies | 237 view(s)
  • Sticky's Avatar
    01-30-2015, 01:41 PM
    Excellent stock internal numbers here from a 996 Turbo tuned by Undercover Performance. The car features the OEM K24 turbo housings but obviously with modified internals. Undercover states the turbos are upgraded with their own UC 20g wheels. In addition to the modified K24 turbos Undercover added 1400cc injectors, their own fuel system, intakes, manifolds, and exhaust system. All tuned by Undercover Performance on 70% ethanol and a ProEFI 128 ECU. The result is 776 rear wheel horsepower and 645 lb-ft of rear wheel torque on a Dynojet. On the Undercover 4WD Mustang dynamometer output is 674 horsepower to all four wheels and 629 lb-ft of torque to all four wheels showing how output measurements between RWD/AWD and different dynos vary on the exact same car. A ton of power and torque however you slice it from K24's.
    11 replies | 298 view(s)
  • Sticky's Avatar
    01-30-2015, 12:10 PM
    The BMW E9 is one of the greatest BMW designs of all time if not arguably the best execution of the BMW design language. The car is a classic well known from the beautiful street cars to the infamous 'Batmobile' 3.0 CSL race car with its trademark aerodynamic package. This particular E9 received an S62 V8 swap from an E39 M5 replacing its inline-6 motor. The S62 actually looks comfortably at home under the hood. If anything is going to replace the venerable BMW M30 inline-6 it might as be BMW's S62 V8. What really makes this swap very clean is the use of the E39 M5 dash, transmission, and center console. The Germans at MKO-V8.DE did an amazing job. They managed to cleanly blend the E39 M5 motor and interior details with the classic E9 chassis. Simply excellent work. The only area to nitpick is that the quad exhaust mufflers could be tucked in a little more tightly and that the right side is not quite level. Other than that, this car is flawless and an incredibly blend of classic and modern BMW.
    9 replies | 565 view(s)
  • Sticky's Avatar
    01-27-2015, 06:34 PM
    This may be the first McLaren P1 and LaFerrari comparison test to provide some real data. CAR Magazine put up a pathetic attempt at a comparison between the two last year. Automobile Magazine does a much better job in their write up and data but something still feels amiss. These are very fast million plus dollar supercars that are the absolute bleeding edge of high performance hybrid technology for street cars. That is all fine and dandy but these are not dragsters. Where is the track comparison component? It is somewhat odd we only get 1/4 mile acceleration figure and that some of the other data listed is based off estimates. They did not weigh the cars for example. How much these cars weigh with their hybrid drivetrains and how close the real world weight is to the manufacturer claims is kind of a big deal. We want to see how light high performance hybrid drivetrains can be made. 3150 pounds for the LaFerrari sounds great on paper but it is an estimate. It may way that much or it could be lighter or heavier. The only way to know for sure is to actually test it. Why have a test and omit this? The biggest omission though is the lack of laptimes from a professional driver. Which one of these cars laps a track the quickest? Automobile sort of dances around this stating the P1 sticks with the LaFerrari around Maranello roads. You may know Maranello is in Italy and you may be getting the feeling this was a Ferrari controlled test hence the lack of real data. We do get acceleration figures but considering the article reeks of Ferrari influence and control how much faith do we put into them? Would Ferrari release figures showing anything less than superiority from the LaFerrari? Why is there no video? How were the cars tested? What equipment? Were they tested on the same day? Are you starting to see the problem here? Although this is the best 'comparison' if you want to call it that to date it is still severely lacking. It may be due to Ferrari politics which it probably is. Either way, this is far from over. Ferrari LaFerrari Specifications Base Price: $1.4 million (est) Engine: 6.3L DOHC 48-valve V-12/789 hp @ 9,000 rpm, 516 lb-ft @ 6,750 rpm, plus 161-hp, 199-lb-ft electric motor; 950 hp combined Transmission: 7-speed dual-clutch automatic Layout: 2-door, 2-passenger, mid-engine RWD coupe EPA Mileage: 12/16 mpg city/highway Suspension F/R: Control arms/multilink Brakes: Carbon-ceramic discs Tires F/R: 265/30ZR-19 (93Y)/345/30ZR-20 (106Y) Pirelli P Zero Corsa L x W x H: 185.1 x 78.4 x 43.9 in Wheelbase: 104.3 in Weight: 3,150 lb (est) Weight Dist. F/R: 41/59% 0-60 mph: 2.7 sec ľ Mile: 9.6 sec @ 157.0 mph Top Speed: 217 mph McLaren P1 Specifications Base Price: $1.15 million Engine: 3.8L DOHC 32-valve twin-turbo V-8/ 727 hp @ 7,500 rpm, 531 lb-ft @ 4,000 rpm, plus 177-hp , 192-lb-ft electric motor; 904 hp combined Transmission: 7-speed dual-clutch automatic Layout: 2-door, 2-passenger, mid-engine RWD coupe EPA Mileage: 17 mpg/18 mpge combined Suspension F/R: Control arms, coil springs Brakes: Carbon-ceramic discs Tires F/R: 245/35ZR-19 (93Y) / 315/30ZR-20 (101Y) Pirelli P Zero Corsa L x W x H: 180.6 x 76.6 x 46.8 in Wheelbase: 105.1 in Weight: 3,300 lb (est) Weight Dist. F/R: 41/59% 0-60 mph: 2.6 sec ľ Mile: 9.8 sec @ 148.9 mph Top Speed: 217 mph Source
    12 replies | 154 view(s)
  • Sticky's Avatar
    01-28-2015, 11:30 AM
    Everyone who has been whining about the C7 Corvette Z06 straightline performance can just STFU already. Seriously, shut up. If this report is true (as it is almost unbelievable) the Corvette Z06 has managed to place itself among the world's most elite performance cars... at any price point. The C7 Z06 8L90 automatic with the Z07 package is reported to have lapped the Nurburgring in 6:59.13. To understand what a sub 7 minute laptime on the 'Ring means let's provide a laptime from million dollar machinery. The Porsche 918 Spyder laps the track in 6 minutes and 57 seconds. That means the new Z06 can hang with Porsche's best for, oh, less than 10% of the money. That is insane! It also places the Corvette Z06 with elite company like the McLaren P1 and even the Ferrari LaFerrari. The Z06 literally can run with the best the world has to offer at any price point. Now, this is all providing the reports are true. All we have to go on is a source that has not provided or referenced any official confirmation. An HD video is supposed to be coming so we will hold our breath before pronouncing the Corvette Z06 as arguably the greatest performance car in all the land.
    13 replies | 147 view(s)
  • trading10's Avatar
    01-27-2015, 07:33 AM
    Just got a 2007 335i coupe 6MT with new turbos, wastegates, injectors, and recently cleaned out with walnut shell blast. Soon after getting it, I picked up the Procede open flash tablet and flashed it with their stage 0 map. My 99 e36 M3 has about 260hp as it is configured, and has instantaneous throttle response that is very torquey, and it accelerates really quickly. This 335i, with a ton more hp (Procede says 380hp/400lbs with stage 0 if I understood them correctly), should beat the pants off the m3, but it's throttle response feels completely different, like it's lacking torque big time, but flies as boost comes on up to 16lbs-18lbs around 4k rpm or so I think. I'm really confused about why this 335i doesn't have the neck snapping throttle response of the M3. This is the first boosted motor I've ever owned, and don't know what my expectations should be compared to my M3 that I've had for the last 10 yrs (and still love!). Could you share your thoughts about this, or enlighten me a little? Thank you
    10 replies | 245 view(s)
  • tjobeid's Avatar
    01-26-2015, 03:58 PM
    I am looking for OEM wheels and tires and a full OEM suspension to get my 335i running again. So far nothing local has been located except wheels and tires and suspension off a 2008 135i. I have a 07 335i RWD. Will these fit fine?
    14 replies | 143 view(s)
  • Sticky's Avatar
    01-29-2015, 02:51 PM
    Most M3/M4 owners will opt for large 20 inch HRE wheels. This particular owner cares more about handling performance than looks which BimmerBoost certainly respects. He went for lightweight 18 inch HRE R101 wheels and had IND-Distribution install KW V3 coilovers. Any serious enthusiast will also upgrade the brakes which is exactly what was done here. Brembo's 380mm GT brake kit was installed. 3D Design carbon body pieces complete the look. Blue on gold may not be for everyone but whatever one thinks of the color scheme this car is ready for the track. Thank you @HRE_Wheels and @IND-Distribution for the photos ( @Nate@IND @Ilia@IND )
    6 replies | 639 view(s)
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