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  • Chris@CKI's Avatar
    07-21-2016, 11:15 AM
    Iíve been meaning to write this for a while but i've just been super busy. A lot of people donít understand our CAM timing or how to actually adjust the VANOS systems. To me its one of the most powerful tuning parameters we have and its very underrated and overlooked. I am not going to lie I didnít know much about it until I started researching and playing around with different comboís. Truth be told that once I had a better understanding I quickly realized that all the VANOS maps Iíve seen are not optimized for most big power set ups. We have been relying on COBBís work way back when before turbo options were really available. When you research cam timing for FI engines you will read No overlap, No overlap! Which is not a valid statement for a few reasons. A cam has a gradual incline/decline as part of the cam profile. So by removing overlap completely you have just moved maxed lift way past the 90* mark on the down stroke which also means you are leaving it open even longer on the up stoke. Why is this bad? Because you are now wasting approximately 30* of useful stroke. The first 30* of crank travel is less than 1mm of cam lift. This puts max lift (9.7mm) at 120* of the 180* stroke. So if you discard the first 15-30* of cam lift by moving it into the exhaust stroke that moves max lift closer to 105-110. This also closes the valve 10-15* sooner on the upstroke creating a more efficient cylinder fill. For the exhaust if you ever look at measured cylinder pressure about 80% of cylinder pressure is dissipated in the first 100* of travel. So opening the exhaust sooner can be more beneficial since the cylinder is no longer producing power. This will reduce overlap and close the valve sooner on the intake stroke which will also lessen EGR and reversion. Back on topic, Who wants a free way to keep valves cleaner longer? Knowing what we know now we can use this to our advantage like most OEMs are now doing. Doing so we just have to remove all reversion into the intake. Reversion is the backwash of exhaust into the intake port of the head. This is used as part of EGR and emissions. By partially filling the cylinder with burnt gases the amount of fresh air you can actually ingest decreases. This makes it act like a smaller displacement engine which increases fuel economy. Less fresh air=less fuel to hit a given target. So it is important we try to keep overlap to maintain some fuel economy. The gunk we see in the intake ports is a mixture of oil and carbon, hence the term ďcarbon build upĒ. If we eliminate one of those ingredients we can decrease this gunk by a large margin. Some of us have blocked the ports in the head so that only the carbon is getting in the intake but it doesnít accumulate because there is no oil for it to snowball with. Same thing if we go the other way. If we allow only oil and no carbon then then the oil will continue to flow into the cylinder and not increase in viscosity by adding a solid into it. By going full retard on the exhaust cam and opening the intake only when the intake event starts to happen we eliminate any reversion into the intake. However we still have it through the exhaust. This serves as many benefits. One being that reversion through the exhaust only you increase combustion temps which help clean and burn off carbon and creates a better more complete combustion. This is how all OEMs are doing it now for DI engine. Iíve been running it this way for months although my ports are blocked and I run PI. I was more or less doing it for drivability and function. There are several other cars that are now running it with stock PCV system and no PI. Iím not waiting 40-50K miles to see how it turns out, In theory it works and in practice it works for other engines. There is nothing to lose by running it, it will just build a bigger data base to go off of in the future. So whats the magic numbers? Stock values Modified values
    27 replies | 1862 view(s)
  • Enfiftyfore's Avatar
    07-19-2016, 11:39 AM
    I just came across this in my recommended videos.
    18 replies | 2003 view(s)
  • mike@n54tuning.com's Avatar
    07-19-2016, 11:51 AM
    ORDER LINK http://www.n54tuning.com/vtt-n54-gc-stock-location-turbochargers-fits-all-n54-models.html WHP Level supported (with proper fuel, upgrades, and tuning) Stock-750WHP We are proud to introduce the latest in our line of N54 turbocharger products the VTT "GC"turbochargers. This is a new N54 turbocharger from the ground up, using 100% new parts throughout. Some of the ground breaking features are fully new turbocharger from the compressor housing, to the bearing housing, to the turbine housing, we had them engineered to fit in the stock N54 location, but provide the full flow of a much larger turbo. You will not find any huge TD04HL wheels stuffed into the tiny stock turbine housing. Every part on these turbos were designed around our specific goals for power, flow, and reliability. What we ended up with is a turbocharger, that can utilize the stock location while providing enough flow for 750WHP. To do this we increase the area inside not only the manifolds, but also the turbine, and compressor housings, we also slightly increase AR ratio on the turbine housing to free up even more flow, while not giving up anything in spool. To put it bluntly, there is no other 750WHP capable turbocharger option on the market single or twins that can match the spool, ease of fitment, power or reliability of our "GC" turbochargers! Upgraded thrust: Every set of stage GC turbos comes with a performance upgraded thrust to extend the life of the turbochargers. Billet Compressor wheels: Billet compressor wheels are used to maximize flow per shaft revolution Turbine housing is cast from 22+NB Stainless steel VTT Inlet, AN/OR Charge pipe bundle. The GC turbochargers INCLUDE our very own VTT 2" inlets, and VTT silicone HOT SIDE charge pipe, and were designed to be used with these pieces. If you already have inlets, or want to use another inlet brand that is not problem, simply choose to remove the inlets from the options for a savings of $200. These turbochargers will only work with our silicone charge pipes, if you have already purchased one for you stock frame turbos, it can be reused on these if you remove the adapters, simply remove the charge pipe from the options as well for another $100 in savings. (Please note, if you remove these options, and do not have these items, you will not be able to install the turbos, as the stock inlets, or charge pipe will not fit the new turbos. We also offer 2000 degrees ceramic coating for the ultimate it under hood heat reduction, and to help aid in spool! Please choose from the options if you want your turbo coated! *Please choose if you need BOV inlets, or DV inlets from the options *There is NO core charges, but if you want to send us your stock turbos in, we will give back another $200 once you do so! (Please specify vehicle model when ordering. Currently we have kits for all models EXCEPT RHD. We are having the rear RHD housing cast currently. For 135/535/Z4 customers, you must purchase rear water line# 11 53 7 558 902, as you will be retrofitting your existing rear turbo with a 335LHD style turbo) If would like us to provide the water line we can for $100) (Price is for both turbos)
    23 replies | 1402 view(s)
  • Sticky's Avatar
    07-20-2016, 03:40 PM
    The BMW M badge really doesn't mean much any longer. It's been diluted to the point that when you see it on a car and often on a non-M car it hardly even gets your attention. I mean, they put M decals and badges all over the 2-Series Active Tourer so BMW doesn't give a crap at this point. If you're going to sell out, sell out harder BMW. Make an M version of your new FWD 1-Series sedan. Let's just take a big piss on the M badge while lighting hundred dollar bills on fire? Who cares? While you're at it, put M badges on some Mini Coopers too. Maybe a Rolls Royce M? Maybe start selling M badged toilet paper? That way we can truly wipe our ass with the badge just as you have.
    34 replies | 208 view(s)
  • Sticky's Avatar
    07-18-2016, 09:00 AM
    While direct fuel injection brings with it certain upsides such as greater fuel economy and higher compression ratios on pump fuel there are downsides to the technology as well. One such downside is carbon buildup which you see on the intake valves. This is why walnut blasting to clear out carbon deposits is popular maintenance especially considering buildup can and will reduce engine output. Not to mention if it gets severe enough it will cause other problems. Newer motors are better about this (especially engines with dual injection systems where fuel sprayed on the backside of intake valves helps keep them clean) but anyone with a direct fuel injected motor would be wise to monitor their carbon buildup situation. You don't want that much gunk just sitting in your motor, do you? The photo is from carbon deposits removed from a VW TSI engine with 78k miles.
    22 replies | 452 view(s)
  • 8900120d's Avatar
    07-18-2016, 07:17 AM
    Hi guys I have a pure stage 2 n54 running 50/50 meth, it has a custom BEF. However I sometimes get fuel mixture codes when cruising at light throttle or cruise control. My tuner has suggested to get them disabled within the bin file. Is this safe to do? 29e0 - fuel mixture control 29e1 - fuel mixture control 2
    15 replies | 1195 view(s)
  • Sticky's Avatar
    07-19-2016, 09:22 AM
    Running 10's in the 1/4 mile by the F80 M3 and F82 M4 platforms has been done over and over. The thing is, the cars doing it are all DCT (dual clutch transmission) models. There is only one exception and that would be this 6-speed manual F80 M3 from TPG Tuning. The car is tuned by Jordan of @RK-Tunes and runs a flash tune along with a BMS JB4 piggyback. The turbos are upgraded to Xona Rotor Green Turbochargers. Fuel is MS109 race gas. The result? Here: For some reason someone thought it would be a good idea to upload a slip at such a low resolution as to be unreadable but here are the numbers: 60 FT - 1.5399 330 FT - 4.5682 1/8th ET - 7.0202 1/8th MPH - 102.23 1000 ET - 9.1173 1000 MPH - 116.52 1/4 ET - 10.8695 1/4 MPH - 129.42 Excellent numbers and some great driving as evidence by the 60 foot, 1/8 mile, and 1/4 mile marks. Will this car be pushed further? Apparently E85 may be up next but with crank hub issues on the motor scaring everyone maybe they stop here.
    22 replies | 151 view(s)
  • Kommodore's Avatar
    07-21-2016, 05:24 PM
    I've been messing with my car, doing what I can, trying different tuning solutions for a long time now. There is constant tweaking. At first, it was fun. Going through the process, learning a lot of things along the way, helping others do things with their cars, etc. Eventually however, after all of the bolt ons & upgrades are done, you kind of want something that just works. For my particular situation, the ST is not yet an option, but it will be next year. Until then I wanted something that I didn't have to mess with in the interim. After not really getting what I wanted with other tuners, I decided to bite the bullet one last time and go with Twisted Tuning. If this didn't pan out, I was just going back to my PPK and wait for my ST opportunity. Not interested in going for a canned flash with messed up knock tables or a JB4 that would take a lot of tweaking to get right. Weirdly, there are few people on this platform I have dealt with who don't seem to be inconvenienced by you breathing in their general direction. Maybe they are jaded. Perhaps, they've dealt with a great many typical BMW owner. Justin's customer service on the other hand is exceptional. In fact considering what the e-tuning service cost I didn't have super high expectations in that regard going in. He was very excellent, and patient. What I got was what I felt I would get if I had paid a tuner $1000+. I think the most impressive thing was his ability to do exactly what I had asked without any follow-up questions or constant revisions. You can tell when you look at your logs after doing pulls how they've changed things. If your results are flip flopping all over the place, and the car feels different each time (but not better overall per-se) you get a bad gut feeling that they either don't know what they are doing or are not paying attention to your car. The thing you spend a lot of money, energy, bodily fluids on, and cast virgins into volcanoes for. I did explain exactly what I wanted up front. And, each revision that I did get was a marked improvement. There was no back-and-forth-ness about the process, just consistent progress. Each revision came not long after I sent a log, which was hugely impressive. The only delays really were on my part. Of course, the best part of all of this, is that my car finally feels amazing. How it was meant to be. Spritely, motivated, and smooth. No tweaking or fiddly shit. The mesa of torque you can sit on while banging through the gears with no hiccups, and no hesitation. It's as exciting as it is satisfying. It's not just the straightline performance I was after though, as I like to hang the tail out whenever nobody is around, so I asked for a particular kind of throttle setup that would work for the kind of power I wanted, and Justin delivered something that was easy to deal with, yet still as enjoyable as before. All in all, when the next big upgrade comes around, I am glad I found someone I can go to for tuning services that I trust as a result of this experience. If you're not sure who to go to, I would highly recommend Justin at Twisted Tuning
    14 replies | 840 view(s)
  • DOCRace's Avatar
    07-21-2016, 01:08 PM
    Well this is as big as we can go with the current manifold design and location. Took the tapped out Comp 6465BB and installed the PTE6870 which is their newest bad boy turbo packed in a small frame turbo. I got the 1.15A/R which I planned on using with a built motor. Since that might not all be together for a while I was just itching to install it so I did yesterday. Note to anyone wanting to run this exact turbo (1.15A/R) with our manifold: It fits but you might have to trim the engine cover, bend the heat shield, remove some of the factory chassis glue. The housing is huge compared to the standard **66 1.00A/R. I made it all fit without cutting the engine cover and also installed the new DOC Race lava turbo blanket. First off I just want to say there have been a lot of horror stories about Comp turbos. I may have just gotten a lucky one but this turbo has been super reliable. The only thing that did annoy me was there was oil coming out of the compressor housing and made it look bad when I showed people the car. Other than that it made 750whp on race gas. I put a good 10K miles, some race but mostly pump and never had an issue with it other than the oil in the compressor. First impressions after install: At first start up it was a lot louder so I can definitely tell the exhaust is now really moving. Took it out for a spin to burn off all the oil left from handling the exhaust parts and yes, it has quite a bit more lag which is what I was expecting. Got it back to the shop, checked everything again. Also noticed that once I turned the engine off the turbo spun for much longer than the Comp. I would say it spun for almost a good minute. Took it out for another spin. This time took it up higher in rpm and boost logging everything this time. Again, this thing sounds like a different car. Much louder and again more lag. Was able to log a couple runs. A/F was spot on still so I feel safe enough to at least drive around town low boost. 4th gear I was about to reach 20psi at 3850rpm. I wouldn't say that's too bad. With the Comp 6465 I was able to get 20psi by 3300rpm. So forget about all this low boost talk, what does this really mean? I talked to Andy at AD-Engineering and he's going to try to squeeze me in for a tune also adding a couple other things that I will mention later :naughty: AD-Engineering and Horsepower Barn have a few cars going to Shift Sector 1/2mi race in Oregon in Spet. 10-11 which I will be attending as well so we will be seeing some fast BMW's out there. I will keep everyone updated on the tune.
    11 replies | 585 view(s)
  • Sticky's Avatar
    07-22-2016, 12:24 PM
    A 600 horsepower F10 M5 sounds pretty nice, doesn't it? Well, that is what this Competition M5 happens to be with its 600 horsepower and 516 lb-ft of torque S63TU engine. Is that worth the $142,696 asking price? No way in hell. First of all, the F10 M5 is underrated to begin with and already makes 600 horsepower although this version is slightly stronger. If a few more horsepower matters to you why not just get an aftermarket tune and considerably exceed this output anyway? The F10 M5 does not exactly hold its value once you drive it off the lot. All this Competition Edition happens to be is an M5 equipped with the Competition Package and a different tune for a premium. They might as well call it the Sucker Edition. Arbitrarily limiting this car to 200 units for Europe and offering a couple new paint colors is not how you make a special edition special. Yes, the US does not get this car but gets it own special edition that is basically the exact same thing showing this recipe is not unique at all. BMWUSA will offer 50 Pure Metal Silver M5's. This version also has 600 horsepower and and 516 lb-ft of torque which is an increase of 25 horsepower and 15 lb-ft of torque over the Competition Package. How does BMW arrive at this increase? New software. Why in the world would anyone overpay for BMW software they can flash into any M5? In the old days a special edition from BMW M required new pistons, new rods, a stroker crank, weight being stripped out, fancy air intakes, revised suspension components, new aerodynamics, etc. Now it's just new software with the same old hardware and people eat it up. They'll find 200 idiots in Europe. They'll find another 50 idiots in the US. You can't blame BMW for taking advantage of people willing to piss away over $131k. Munich. The BMW M Division has developed an exclusive special edition of the world’s most successful high-performance business sedan, setting yet another highlight in the current BMW M5 model range. With power output increased to 441 kW/600 hp and a maximum torque of 700 Newton metres, the BMW M5 “Competition Edition” ranks among the most powerful automobiles in the model history of the BMW brand (combined fuel consumption: 9.9 l/100 km; combined CO2 emissions: 231 g/km)*. The BMW M5 “Competition Edition”, which comes as standard with an M dual clutch transmission featuring Drivelogic, sprints from 0 to 100km/h in just 3.9 seconds. A distinctive personalised look, the standard Competition Package and a comprehensive range of optional features render the BMW M5 “Competition Edition”, the production of which is limited to 200, an automobile of exceptionally high value. More power and further enhanced handling characteristics. The familiar 4.4‑litre, high-revving V8 engine featuring path-breaking BMW M TwinPower Turbo technology is the powerful heart of the BMW M5 “Competition Edition”. An increase in boost pressure as well as targeted modifications to the engine management raise the car’s performance vs. the production model by 29 kW/40 hp to 441 kW/600 hp. At the same time, maximum torque has increased by 20 Newton metres to 700 Newton metres. The increase in power output harmonises perfectly with the Competition Package, which is supplied as standard on the BMW M5 “Competition Edition” and noticeably enhances the car’s handling characteristics even further. The Competition Package includes, inter alia, a lowering of the vehicle by 10 millimetres and a firmer setup of spring and damper systems and stabilizers. In conjunction with this modified setup, the specific control setting for the Active M differential fitted as standard on all BMW M5 models ensures further optimized traction. Furthermore, the steering system with an M specific Servotronic function comes with a more direct control map, providing the driver with more precise response and further enhancing the car’s agility in bends. In addition, the M Dynamic Mode of the stability control system DSC (Dynamic Stability Control) has been further aligned to sporty handling characteristics. As a result, the BMW M5 “Competition Edition” guarantees typical M driving dynamics at the highest level both in everyday traffic and on the racetrack, especially when combined with the optional M carbon-ceramic brake system. Exclusive sporty and dynamic look. The BMW M5 “Competition Edition” signalises its extraordinary potential even when at a standstill. The exclusive body colours –100 vehicles in Carbon Black metallic and 100 in Mineral White metallic respectively – strongly emphasise the BMW M5’s sporty, elegant lines. And the 20-inch, forged and polished, double-spoke M light alloy wheels in a Jet Black finish and with mixed tyres (265/35 ZR20 at the front, 295/30 ZR20 at the rear) underscore the car’s outstanding handling characteristics. M Performance parts in carbon such as the rear diffuser, the gurney on the boot lid and the mirror caps set further dynamic accents. The high gloss black kidney grilles and side gills bearing the lettering ”M5 Competition” add the finishing touches to the car's premium appearance. High-quality ambience with sporty accents in the interior. The interior also underscores the uniqueness of the BMW M5 “Competition Edition”. For example, carbon interior trim strips bearing the logo “M5 Competition 1/200” indicate the model’s high-performance qualities and the fact that the BMW M5 “Competition Edition” is just one of the 200 that have been built. The sophisticated interior ambience is strongly characterised by the full leather trim Merino Black with contrast stitching in Opal White and floor mats in Anthracite with leather Merino Opal White bordering. Inside the BMW M5 “Competition Edition”, both driver and front passenger sit in M multifunctional seats, the comprehensive electric adjustment options of which guarantee a perfect balance between comfort and sporty lateral support. Here too, the white lettering “///M5” embroidered on the headrests emphasises the car’s exclusiveness. Further equipment highlights round off the impressive appearance of the ultimate high-performance business sedan: These include the 1,200 watt Bang & Olufsen High End Surround Sound System, BMW Head-Up Display, Comfort Access, Lane Departure Warning or the optional BMW Driving Assistant, heated seats at the front or the through-loading system. The BMW M5 “Competition Edition” is available from 129,500 Euros
    13 replies | 77 view(s)
  • AJustinCarter's Avatar
    Yesterday, 12:25 AM
    Got the car in February and have had to fix a lot of things, and added some things too. Received the car with VRSF Intercooler, HKS BOV, VSRF Charge Pipe, Niche Wheels, H&R Springs, B/S Lip/Spoiler (IDK What they Are, Haven't looked at cosmetic stuff much yet.) Fuel-It Stage 1 so he said. What I've Done Walnut Intake Manifold Spark Plugs New BMW Injectors (12) Stett Intake Vargas Inlets and Outlets (Silicon) N20 Map Sensor 3.5 Bar TMAP JB4 Bluetooth Kit New Valve cover and Gaskets New Thermostat and Waterpump BMS Oil Catch Can BMS Filters AFE 3 Inch Race Downpipes Brand New Dealer Turbos New M3 Control Arms Full Front Looking to tune @ Markert soon, doing new back tires tomorrow and alignment. Next couple plans are coilovers, new wheels and tires. probably 18's I'll take new pics this weekend sometime.
    9 replies | 442 view(s)
  • Evan Patak's Avatar
    07-20-2016, 01:30 PM
    Updates for my buddy Matt's car have been far and few between but that is because most of the work has been done and the car is simply being enjoyed and driven now that he is back in the country for the summer, sort of; he still travels a bunch but that works out VERY well for me as I get to use his car while my E61 is undergoing it's engine swap, trans swap, and drivetrain swap. Matt's Build Log: http://www.e90post.com/forums/showthread.php?t=1196303 My E61 Build Log: http://www.e90post.com/forums/showthread.php?t=1224707 The latest additions to Matt's build were a Spec 3+ clutch and a oil change/swap to Rotella 5w-40. The car is tuned with a JB4 and to preserve the front drivetrain 1st is limited to 15psi, 2nd is 23psi, and 3rd+ is 26psi. IATs can get high since this is a bottom mount FFTEC kit but oil temps will only peak their head above 240F after hard pulls like this, normal and spirited driving show 23XF temps 90% of the time. This thing really needs M3 suspension components the oem stuff feels all "wibbly nibbly" with all the g forces from the power and R888s. Hard to accurately capture the awesome sound of the Filthy Habits Fabrication Exhaust, it has a very smooth, high pitched, almost trumpet sounding note, very 2JZish. https://www.instagram.com/xfilthyhabitsx/?hl=en Evan
    6 replies | 457 view(s)
  • Andrew@activeautowerke's Avatar
    07-18-2016, 04:33 PM
    Our AA Intercooler for your M2 is now available! After a couple months of testing they're finally ready for release. Our stepped core intercooler is available in raw aluminum or black and can be installed at home in less than 30 minutes. We tested it on the dyno back to back to log intake temps and the results are below. The baseline intake temp was 89 degrees and by redline the temp had climbed to 144 degrees fahrenheit. We immediately installed our intercooler and with a baseline intake temp of 96 degrees the temperature only rose to 118 degrees at redline. The stock car saw a gain of 55 degrees over the rev range compared to 22 degrees with our intercooler installed. Ambient air temps were 84 degrees and humidity was 67% here in sunny Miami. We test fit and inspect all units after production before shipping. Before each unit is boxed we attach our signature plaque of authenticity with a stamped unique serial number. We guarantee 100% fit and finish with these intercoolers and they're designed to install quickly and easily. Here's a photo of a raw aluminum intercooler installed on an F32 435i
    9 replies | 151 view(s)
  • xLOGANx's Avatar
    07-20-2016, 08:08 PM
    xLOGANx started a thread Swain Tech Ceramic Coating in N54
    Looking to get my single turbo ceramic coated and downpipe when they arrive,So i called Swain Tech today on the east coast(where im from).I have heard they do great ceramic coating,.So they say they dont ceramic coat the inside of manifold,there way is a step process and takes 3weeks to do,they put on a .015'' thick layer.They do admit that the finish isnt pretty as its a bumpy silver finish.They also say different colors arent a option as they dont do that.They dont mix anything with their ceramic coating ways.They say its tough to coat the inside since it wouldnt be a consistant layer.So now if i did that route then im looking at towards the end of August.Anyone have experience with Swain Tech.I keep hearing they are the go to for ceramic coating but the wait would be killing me but guess doing it right takes time.
    5 replies | 365 view(s)
  • bradsm87's Avatar
    07-22-2016, 03:02 AM
    I'm having trouble getting a smooth 1st gear boost target with boost limit multiplier per gear. I run 160 load target in 1st and the following boost limit multiplier per gear values. It is a very smooth increase slope: Here is a log: http://datazap.me/u/bradsm87/rr600-r...8&zoom=225-245 As you can see, there is a huge sudden step in boost target somewhere between 2700 and 3000rpm, then the boost target slowly drops off again. The problem with the big and sudden step is that WGDC drops right down when the actual boost approaches the very low target before the step, making it laggier than it needs to be. Load per gear was a lot easier to set up. It's a shame about the big power surge between 1st and 2nd when LPG is used with AT. How are people getting a smooth boost target with boost limit multiplier per gear? Can anyone share their values that work well?
    6 replies | 343 view(s)
  • bigdnno98's Avatar
    Yesterday, 11:20 PM
    So went to Beech Bend Raceway in Bowling Green, KY today for Street Car Takeover. OMG it was hot. I hit the asphalt with a thermometer and it was 149* at one point. So made the first pass with a 70 additive and the DME pulled timing the entire final gear. I reduced it down to a 65 add and the next 2 passes got better. 12.2@114.9, 12.1@115.6, and 12.0@116.5, in that order. Last two passes were 2.0 60' which isn't bad for a DCT car. I didn't use LC at all, the track was super sticky and I was scared to break something.
    5 replies | 303 view(s)
  • MDORPHN's Avatar
    07-18-2016, 07:52 PM
    N54 long block from an auto tranny 2009 335i (6-bolt crank) with 57,133 miles for sale. Purchased 6/30/16 from LKQ Potomac German Auto for $3,440 + tax. Balance of 6 mos./6,000 mile warranty to be transferred to purchaser. $3,400 obo. Please pm me if interested. Neil
    3 replies | 478 view(s)
  • hotrodmartin's Avatar
    Yesterday, 09:46 AM
    I have a Schrick intake manifold $950 shipped
    4 replies | 328 view(s)
  • benchi82's Avatar
    Today, 03:21 PM
    Hello Guys, My Name is Ralph and I am from Germany. I have only registered for open this thread. I am starting with mapping, but boost ceiling is limiting me. So hopefully someone of you could help me with a COBB race code for my ATR. Many thanks in advance. Sorry for my english. Greetings from Germany Ralph
    5 replies | 14 view(s)
  • Sticky's Avatar
    07-22-2016, 02:06 PM
    Many of you have been hearing various rumors about Weistec Engineering and it is simply time to address the topic. Some of you know that Steve Atneyel and Murad Shuqom were previously involved with Weistec Engineering and that Weistec is going through the proper legal channels to address a multitude of issues. What you need to know right now is the following: 1. Steve Atneyel is no longer with Weistec Engineering. 2. Murad Shuqom/Rod Shegem is not involved with Weistec Engineering. 3. Steve Atneyel is a convicted felon. 4. The two individuals named above are involved with Dime Consulting. 5. Dime Consulting has contacted various BenzBoost vendors and attempted to sell products (likely Weistec products) and get money through backchannels. 6. Steve Atneyel and Murad Shuqom allegedly funneled large sums of money from Weistec. 7. Parts were ordered outside the normal Weistec accounting channels. 8. The full complaint against these individuals and Dime Consulting is outlined below. There is much to this ordeal and we will keep it brief and simple as the legal wheels churn. It is necessary to set some things straight and inform the user base as well as vendors to be cautious at this time as those cited in the complaint continue in various nefarious ways to attempt to source funds. This situation began roughly when Steve Atneyel was arrested by federal agents. Yes, it is true that he illegally attempted to sell an AK47 to an undercover federal agent. Supposedly the ATF was tipped off by Andrew Cluck of MHP infamy in an attempt to reduce. You can not make this stuff up. BenzBoost learned the reasons behind why some members were complaining of not receiving Weistec parts they stated they ordered and why rumors were swirling. Well, if someone takes an order and pockets the cash without delivering the product that certainly will create problems. Weistec and their accounting department were unaware of these backdoor deals taking place. Unfortunately, this type of criminal act happens more often than you think in this industry. HPF (Horsepower Freaks) and Undercover Tuning both had employees who did similar things but eventually the law caught up to them. It will be no different here. The way Weistec dealt with the missing orders was to simply eat the cost and give the customers what they stated they paid for despite Weistec never actually receiving the money which was essentially stolen. This is the right way to handle it and BenzBoost was pleasantly surprised to hear this as many companies would not step up to the plate to resolve theft out of their own pockets. Please read the full complaint for further details which should clarify things for those wondering how this will be resolved. There are others affected as well and that is why pages such as http://rbsroyaltymotorsportscase.blogspot.com/2014/07/were-you-ripped-off-by-murad-rod-shuqom.html exist that attempt to warn people and inform them: BenzBoost would love to delve into this topic further and when the legal action is resolved we will do that. Quite frankly, the full details could fill a novel. Weistec wishes to put this issue behind the company as quickly as possible and it has not affected and will not affect their product lineup or development which moves forward unimpeded. Enthusiasts can look forward to continued quality products and customer service. The formal complaint is below for those who would like to read it.
    4 replies | 78 view(s)
  • Sticky's Avatar
    07-20-2016, 02:24 PM
    Incredible work here by Car and Driver who manages to deliver the kind of quality Mercedes-AMG GLE63 S review that only they can. This is a one minute review so you already know how much effort was put in but even more amusing is that it takes a fraction of that time to realize they screwed up. You have to watch it to believe it.
    4 replies | 111 view(s)
  • Sticky's Avatar
    07-20-2016, 08:38 PM
    This is an incredible little Evo here. This is a stock motor Evo 9 with a GT35R turbocharger tuned by Slowpoke Tuning. On E85 it makes 605 horsepower and 445 lb-ft of torque at the wheels. That is nowhere near the power a By Design Stage IV Porsche 991.1 Turbo S makes. PorscheBoost member @Markblackwell recently went over 144 miles per hour in the 1/4 mile with his By Design Stage IV Turbo S so that gives you an idea of just how fast the package is. Yet this Evo 9 without the benefit of a fancy PDK gearbox goes toe to toe with the Porsche Turbo S. Yes, it is stripped out and definitely lighter but the driver really has to row the gears. A very impressive Evo. Here is its graph:
    2 replies | 197 view(s)
  • Sticky's Avatar
    07-20-2016, 07:37 PM
    Lexus with their 2016 GS F basically gets a sport sedan participation award. This website mocked the GS F as arriving in time to fight in last generation's luxury mid-size sport sedan battle. It honestly isn't even good enough to come out on top with the previous gen cars let alone the current crop of forced induction beasts. Why even bother comparing the CTS-V to the GS F? The Lexus actually would stack up better against the CTS V-Sport and its 420 horsepower 3.6 liter twin turbo V6 except the V-Sport also saves you $25k to boot. If I were Cadillac I'd be insulted that a weak bottom feeder like the GS F is being compared to arguably the best in class CTS-V. Look at these numbers. It's a joke. The CTS-V has almost 200 more horsepower and 240 lb-ft more torque which also arrives a hell of a lot earlier thanks to the blower. The GS F has a smaller 5.0 liter naturally aspirated V8. It isn't even good enough to top BMW's last generation 5.0 liter S85 V10 which has more power at 507 horses (and a better torque curve with higher revs) or the Mercedes-AMG M156 6.2 liter naturally aspirated V8. Both naturally aspirated German engines have since been replaced by even more powerful twin turbo V8's. Did we mention the GS F engine is a joke? Especially when you factor in the GS F is the same money as the CTS V. Why would anyone opt for the GS F? Because they like stupid looking boy racer tailpipes and paying more money for less of a car? Maybe GS F owners are scared of torque? The Lexus can't even do a burnout. Which is nice of course so you can take a nap while at the wheel since the car will bore you to sleep. If you want to waste 26 minutes watching MotorTrend compare the two feel free. We have better things to do than entertain the absurd notion of a GS F being competition for the CTS-V.
    2 replies | 155 view(s)
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