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  • AdminTeam's Avatar
    Today, 08:26 AM
    ererdem1996, we appreciate you taking the time to join.
    0 replies | 0 view(s)
  • AdminTeam's Avatar
    Today, 07:37 AM
    Welcome to a real enthusiast forum Sabonacius.
    0 replies | 1 view(s)
  • LavaGTS's Avatar
    Today, 05:21 AM
    Definitely a combo of everything mentioned above. The car is very slippery at high speed. God like aero.
    5 replies | 267 view(s)
  • Sticky's Avatar
    Today, 03:07 AM
    I guess it works?
    6 replies | 609 view(s)
  • Sticky's Avatar
    Today, 03:02 AM
    It's the best M3 of all time IMO. I still miss mine.
    46 replies | 7077 view(s)
  • F16HTON's Avatar
    5 replies | 267 view(s)
  • MSIZZLE's Avatar
    Today, 01:27 AM
    I get that its light but its competition from say 200k-600k is also light, also mid/rear engine, also dual clutch, the answer has to be in its brains and how it manages wheel slip compared to everyone else. A TT power plant, and dct is nothing new at this point.
    5 replies | 267 view(s)
  • AdminTeam's Avatar
    Today, 12:59 AM
    Hey aussiebigrob: :text-welcomewave:
    0 replies | 13 view(s)
  • Sticky's Avatar
    Yesterday, 11:25 PM
    Don't think we had a thread on it, new product from BMS: Been testing these on a few of our cars from 300-800+whp. Keeps my rear end planted and more solid when doing pulls. No more wheel hop either, this little modification made a huge difference!! Features and Benefits: -Tightens chassis -Reduces wheel hop -Reduces differential bearing Load -Stainless steel hardware included -Precision made one piece design for a perfect fit -Heavy-gauge steel construction for maximum strength and durability -Easy install -Made in USA Click the link to purchase special intro price of $99: BMS Solid Rear Differential Brace
    0 replies | 27 view(s)
  • Sticky's Avatar
    Yesterday, 11:02 PM
    1. Light 2. Majority of weight over wheels 3. Awesome software/launch control 4. dual clutch
    5 replies | 267 view(s)
  • MSIZZLE's Avatar
    Yesterday, 11:01 PM
    This has to be the most efficient car of all time when it comes to use of power. What would it do at Atco? Maybe 9.5x?? He said he may try a line lock or tire warmers to get a few more tenths out of it. Why can this car do with a rwd configuration that others can't do with awd.
    5 replies | 267 view(s)
  • Sticky's Avatar
    Yesterday, 10:55 PM
    Is BMW admitting a mistake? Do not count on it but it seems they are returning to a physical dipstick for measuring oil at least with the newest generation of the N63 twin turbo V8 the N63TU3. BMW likes to complicate everything with electronics and the dipstick is one thing that was never broken. The electronic dipstick BMW started using was never well known for its accuracy. Plus, enthusiasts just hated it. Now it seems we are back to a real dipstick. Unless BMW changes its mind again.
    2 replies | 100 view(s)
  • Sticky's Avatar
    Yesterday, 10:51 PM
    When it comes to the top of the GT (Grand Touring) game there is the Ferrari 812 Superfast and the Aston Martin DBS Superleggera. Both are stunningly beautiful, stunningly fast, and stunningly expensive. For example, the local Aston Martin dealer is asking $372k for a Superleggera they have in stock. Ouch. That amount of money does get you a 5.2 liter twin turbo V12 with 715 horsepower and 664 lb-ft of torque. It also buys a gorgeous design and the Superleggera nameplate which Aston Martin resurrected. This model is meant to represent serious performance with extensive use of carbon fiber to keep weight down in the 37XX pound range. We await test figures to show what this thing can really do but wow does the new Aston Martin design language translate well to the DBS Superleggera. The new Vantage is nowhere near as handsome in person. #laas2018
    0 replies | 61 view(s)
  • Sticky's Avatar
    Yesterday, 09:58 PM
    4 replies | 163 view(s)
  • Sticky's Avatar
    Yesterday, 09:56 PM
    I missed this but Nizpro backed off the trans upgrades I thought? Is this an older upgrade you bought from someone else 135i2?
    78 replies | 4710 view(s)
  • Arin@APR's Avatar
    Yesterday, 09:40 PM
    The APR Stage 2 ECU Upgrade maximizes performance on the stock turbo! This upgrade requires the APR Inlet System, APR RS3 Intercooler System or APR TT RS Intercooler System, and APR Race DP with the APR Race Midpipe Exhaust System and produces 499-574 HP with 468-530 FT-LBS of torque, depending on octane. Gains as high as 92-165 HP and 113-165 FT-LBS of torque are available throughout the power band with improved turbocharger spool and improved pedal mapping. To get more power, the vehicle can be outfitted with an upgraded intake, catback exhaust, a quality TB inlet pipe and other small modifications without requiring any new modification to the ECU. For vehicles that are incompatible with the upgraded APR Inlet System, expected reduced output. Please visit our website for graphs of all octanes at the wheels, crank and gain over stock APR Stage 2 is available with either the factory exhaust crackle, or a more aggressive “Pops and Bangs” exhaust crackle. This more aggressive option lengthens the duration of the exhaust crackle, increases the volume slightly, and operates in more mods, such as lifting off the throttle and changing gears. This is only enabled in Sport and Sport Manual mode. We do not suggest using the more aggressive mode unless the vehicle is catless. Furthermore, cold-startup exhaust noise and operation is dramatically reduced on all Stage 2 modes, and Sport mode opens the exhaust flaps at all times. All APR Stage 2 modes are equipped with new features that help to reduce wheel spin and aid in 60 FT and 0-60 times on street tires and unprepped surfaces. However, for vehicles equipped with much better tires and surface prep, an optional “High-Grip” E85 mode is available to maximize launching performance! APR Stage 2 is available for 91 AKI, 93 AKI, 100 AKI, 104 AKI and E85 fuel grades in North America, and 95 RON, 98 RON, 102 RON, 104 RON, 108 RON and E85 fuel grades in the Rest of the World. Please note, our E85 software is not a full flex fuel program. In this mode the engine is only designed to work on E85, as found directly at the pump, including both summer and winter blends from E60-E85. Using traditional pump fuels in this mode may result in engine damage. Do not manually blend with traditional pump fuel or race fuels or use race specific barrels of E85. To ensure proper E85 content levels, APR recommends using an E85 content sensor. Before using Ethanol, educate yourself and follow our switching guide. For maximum safety, especially on vehicles that see road course use, or long autobahn top speed runs, APR recommends NGK heat range 9 (NGK-R7437-9) spark plugs gapped to 0.024" ±0.002" or 0.6mm ±0.05mm with a change interval of 10-15,000 mi or 16-24,000 km. DO NOT remove or unplug the exhaust valve actuator motors. Doing so will cause the ECU to greatly reduce output. The APR Race DP and Midpipes are the ultimate exhaust upgrade for the Audi 2.5 TFSI EVO! This system is sold in multiple configurations and is completely compatible with every component in the factory exhaust system, allowing you to customize the exhaust to your desire. We upgrade various components, which allow for better turbocharger response and power delivery, while delivering an enhanced 5 cylinder symphony you’ll love! Expect only the best components and highest quality and manufacturing techniques, and to fully enjoy the full system, get the APR Stage 2 ECU Upgrade at no charge over APR Stage 1/1+ with the included free upgrade code! APR Race DP The APR Race DP features a port-matched outlet connected to a smooth, 4” continuous-radius cast-bend, with an ultra-smooth cast-Y that splits the system into a dual 2.5” exhaust path. In contrary, the factory DP has a sharp transition exiting the turbo, which dumps directly into a massive and hot catalyst that keeps your engine bay toasty. From there the system splits into kinked piping, with less than ~2” of diameter on one side and ~2.3” on the other. The factory system wasn’t designed with ultimate performance in mind like our system. The system is made from T304 stainless steel. The cast Y is electropolished, and all non-cast piping is mandrel bent with a brushed finish. As always, we only use argon-backpurged TIG welding techniques to assemble the systems. The system features precision laser cut brackets with integrated PIM nuts for a reliable connection to the factory bracket. Our CNC machined v-band and OEM-style 3-bolt-flanges are precision cut and extremely flat ensuring an accurate seal. We include new gaskets and copper plated nuts as well. Both O2 sensors bungs are cast and welded on top of the system in such a way as to prevent from protruding into the exhaust flow path. Lastly, we use OEM-style flex sections that are fully sealed with a corrugated inner liner for improved airflow. This design also resists billowing, rubbing, rattling and fraying, as is common with other types of flex sections. The APR Race DP is compatible with the factory midpipes and our midpipes. This component, and APR Race Midpipes, is required for Stage 2, and includes a free authorization code to upgrade from APR Stage 1 or 1+ to Stage 2 at no additional charge. APR Race Midpipes With Catalysts The APR Race Midpipes with Catalysts are both 2.5” and are designed as a simple plug and play upgrade. We use T304 stainless steel piping that’s brushed, mandrel bent, and TIG welded to the included catalyst and CNC machined ultra-flat OEM-style 3-bolt-flanges. The system includes new gaskets, bolts and copper plated nuts. The system includes two proprietary 300-cell GESI high-flow catalyst, which are ideal for forced induction applications. They feature a fully captured substrate brick, which is furnace brazed to the outer mantle and physically captured by the diffuser cones. This helps to prevent rattling, rotation and damage to the substrate, especially on higher horsepower applications. The APR Race Midpipes with Catalysts are compatible with the factory DP and our Race DP. Race Midpipes (catted or non-catted) are required for Stage 2 along with our Race DP. APR Race Midpipes without Catalysts The APR Race Midpipes are both 2.5” and are designed as a simple plug and play upgrade. We use T304 stainless steel piping that’s brushed, mandrel bent, and TIG welded to the included CNC machined ultra-flat OEM-style 3-bolt-flanges. The system includes new gaskets, bolts and copper plated nuts. The APR Race Midpipes are compatible with the factory DP and our Race DP. Race Midpipes (catted or non-catted) are required for Stage 2 along with our Race DP. Application Guides Audi RS3 (MK3) 2.5 TFSI EVO Audi TT RS (MK3) 2.5 TFSI EVO Fits all - NAR and ROW, RHD and LHD. Stage 2 is a free upgrade from Stage 1 or 1+ with the purchase of an APR Race DP, otherwise it's $249.99. DPK0028 - $799.99 - APR Race DP MPK0007 - $349.99 - APR Race MP MPK0008 - $749.99 - APR Race MP w/ Catalyst
    4 replies | 104 view(s)
  • Sticky's Avatar
    Yesterday, 09:30 PM
    You may recall that last month this same Model X P100D raced against a Lamborghini Urus, G63 AMG, and Range Rover SVR. Naturally complained the Jeep Trackhawk and Mercedes-AMG GLC63 were not included. Well, no we have those performance SUV's included against the all-electric Tesla. It takes a bunch of time for the Tesla to get to its maximum setting but once it is there we have a drag race. The Trackhawk gets a good launch but the Tesla actually catches and passes while managing to hold the Trackhawk off until the end. It's close but the Model X P100D is the victor. Based on that result the Trackhawk should win the roll race as it was starting pull toward the end. Mercifully the people at Carwow figures out how to start the cars in the correct gear from a roll. Well, at 50 miles per hour they have the Trackhawk in 3rd gear when arguably it should be in second but at least this is better than waiting for the transmission to kick down. The Trackhawk does indeed appear to be the fastest from a roll followed by the Tesla and then the CLC63. While the GLC63 does finish last in each test it's right there with the other two. Give it an ECU tune and watch it blow the other two SUV's away. The same could be said for the Trackhawk. The Tesla? Well, it's stuck at its output.
    0 replies | 113 view(s)
  • Sticky's Avatar
    Yesterday, 09:26 PM
    How do you improve on the 911 GT2 RS? Well, like this. Porsche developed the GT2 RS Clubsport race car using the GT2 RS as a base. The drivetrain is the same with a twin turbo 3.8 liter flat-6 offering 700 horsepower through the PDK gearbox. Output maybe is just a few horses higher thanks to a race exhaust with 100-cell catalytic converters. The car is lighter than the street version as well as it is a stripped out single seater. Another seat can be put in as an option. As it sits, the GT2 RS Clubsport weighs 3064 pounds. Lightweight body pieces with slightly revised aerodynamics contribute to that weight. The wheels are an 18 inch BBS center lock design wearing Michelin racing slicks. Want one? Well, only 200 will be made at a cost of 405,000 Euros a pop. If you were meant to get one Porsche would already have called you. #laas2018
    0 replies | 96 view(s)
  • AdminTeam's Avatar
    Yesterday, 09:14 PM
    Welcome sherwinlee, take a look around, I think you will like what you see.
    0 replies | 11 view(s)
  • robsimon799's Avatar
    Yesterday, 09:01 PM
    robsimon799 replied to a thread S54: Forged Internals And Boost in S54 and M54
    1902 Mc Gaw Irvine, CA 92614 USAP: 949-567-9000 F: ALUMINUM CONNECTING ROD SPEC SHEET To be filled out by CP-Carrillo Customer: ERN: Phone: FA: Date: Sales Rep: Reference Part No.: New Part No.: ENGINE DATA Application: No. of Cylinders: Fuel Type:(e.g. Alcohol, Race gas, etc.) NOS NO YES How much HP? FORGED ALUMINUM CONNECTING ROD DATA Target weight: Total: gr. Recip. gr. A – CC Length E – Small End Thickness B – Big End Bore F – Cap Swing C – Small End Bore G - Cam Clearance Swing D – Big End Thickness H – Big End Width Pocketed Rod YES NO Cap Clearance Relief YES NO Pin Fit YES Dimension: Taper Degree 3 Deg. 4.8 deg. NONE SP-72-04
    16 replies | 220 view(s)
  • Sticky's Avatar
    Yesterday, 08:47 PM
    Actually someone said it doesn't work... I'm all about the 1%.
    39 replies | 177 view(s)
  • 135iTX's Avatar
    Yesterday, 08:44 PM
    Direct port anything is typically used when cars are on the ragged edge of performance already and requires more maintenance/monitoring to ensure those lines are always spraying evenly. Nobody is saying it's a bad product or not necessary, there will always be a market. For 99% of N54 owners though, it's not going to give you any gains over alternatives.. You actually have a smaller chance of burning up a cylinder when running something like charge pipe injection vs port meth.
    39 replies | 177 view(s)
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