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  • Sticky's Avatar
    06-30-2015, 01:25 AM
    Now before anyone takes these results out of context BimmerBoost would like to explain these are low boost shakedown passes. Only 21 psi out of the Motiv 900 kit is hardly pushing it. It is capable of much more. We also expect to see much more out of this car. Over 130 miles per hour of trap speed in the 1/4 mile on low boost on a manual 335i certainly is respectable though. The car was running pump gas, the Motiv port injection fuel system, twin disc clutch upgrade, and tuning through a Cobb AP. Street tires and not drag rubber on this pass as well. The turbo is theoretically capable of over 40 psi of boost but pushing a stock motor to that level is not advisable (that is reserved for Dyno bragging). Let's say with 30+ psi though and some E85 we could finally see some eye opening numbers on the drag strip from the N54. It's time.
    37 replies | 724 view(s)
  • Sticky's Avatar
    06-30-2015, 02:21 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    38 replies | 1032 view(s)
  • Sticky's Avatar
    06-30-2015, 02:12 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    38 replies | 209 view(s)
  • Sticky's Avatar
    06-27-2015, 02:40 AM
    We all know (well avid BimmerBoost readers do at least) that port fuel injection is doing wonders for the BMW N54. The BMW N54 and N55 motors both feature direct injection and upgrading the direct fuel injection system is hardly easy. Supplementing direct injection with port fuel injection alleviates many issues. CP-E (Custom Performance Engineering) offers a port injection fuel system for the N54. As the N54 and N55 are fairly similar the port fuel injection kit was retrofitted to a 2011 E90 335i N55. There are still issues to work out here but this is just the beginning. Here are more details from @Terry@BMS: Hey guys, Jesse brought up one of his development N55s for us to kick around a bit. This particular car is a 2011, manual trans, equipped with a JB4, back end flash map, bolt on mods, and a retrofit CPE fuel rail kit. Apparently the normal N54 rail fits the N55 with some very minor dremel modifications. So we've spent the last week or so playing around with the tuning trying to get straight E85 to work with the N55. Unfortunately its not happening. There is something about it that craps out with misfire codes if we get too much E85 in it. With 100% E85 we can run maybe 17psi at 13.3:1 before it misfires, and maybe 20psi at 14:1 (pretty lean, even by N55 standards) before it misfires. But it always misfires sooner or later. Tried a wide arrange of timing curves which have no effect. The Cobb platform for the N55 which we used to develop the flash is very limited. No valvetronic support. So we can't test much there. This could just be combustion chamber design related. Not making much progress on straight E85 I decided to just give up and drop it down to E50. This allowed up to around 27psi at 13.5:1 before misfiring. While I had the car up I did a few dyno pulls just for kicks. As expected it they were pretty strong for an N55. I don't know what the N55 WR is but this can't be too far off that. I pushed boost up a bit higher and started to run in to our good friend random misfire codes. So dialed it back to around 530whp for now. The port injection helped keep the fuel pressure from dropping but realistically the car would be just as strong with a small nozzle meth kit. On straight race gas on a cooler day I think this setup could hit 550whp.
    19 replies | 1274 view(s)
  • Sticky's Avatar
    06-29-2015, 06:49 PM
    In this new era that puts a premium on efficiency and emissions (as well as parts sharing among motors) the major German brands have all gone to turbocharged and direct injected V8's for their sedans. In the past BMW had a high revving V10, Mercedes a supercharged V8, and Audi a twin turbo V10. Today we do not see vastly differing approaches. That is not to say the engines are all the same as they are not. There are significant design differences which we will explore in this article. They all are turbocharged however with direct fuel injection and all are V8 designs. Let's start by taking a look at the 4.4 liter BMW S63TU. The S63TU is based on the N63 4.4 liter V8 design. The 'S' designates a motor with engineering from the M division. The 'TU' designates a technical update. The N63TU received BMW's Valvetronic variable valve lift system as the did the S63TU which separates them from them from the standard N63 and S63 motors. In the case of the S63TU it also gets a compression bump to 10.0:1 and its peak boost pressure is stated by BMW to be 22 psi. BimmerBoost previously compared the N63 and S63 designs but will now be looking at the S63TU variant that sees duty in the F10 M5 and F13 M6. What is important to note in the S63 engine design is that it features a pulse tuned, cross engine exhaust manifold. This design of the manifold is illustrated well here: The color coded sections give an idea of how this works. The twin scroll turbochargers receive exhaust pulses from both banks, not just one. This is the main difference between the S63 architecture featuring twin scroll turbos and the N63 architecture using single scroll turbos. The S63 turbos are effectively receiving more exhaust pulses. This is part of the reason the S63TU makes more efficient use of its same 4.4 liter displacement and has greater output. This brings us to the Mercedes AMG M157. Out of the modern German twin turbo V8 motors AMG offers the largest displacement at 5.5 liters. This is great for low end torque and turbo spool. The AMG design is quite different from BMW. You will not find the trick exhaust manifolds with the turbos top mounted in the V or valley of the motor. The M157 uses a more traditional layout. It does not feature twin scroll turbos but does feature variable valve timing and direct fuel injection of course. Cooling is courtesy of water to air intercoolers. The M157 is more of a brute force approach. It's a big V8 with boost so of course it will make power. Speaking with certain tuners they believe the M156 and M159 were better motors than the M157. They had to rev high to make their power though and the M157 with its 6400 rpm redline does not courtesy of the turbo boost. Mercedes-AMG themselves has adopted a more advanced design for their new 4.0 liter twin turbo M177/M178 V8 with top mounted turbos located in the V of the motor. On the surface it is a very similar design to the Audi 4.0 TFSI V8 which we will now explore. The Audi V8 has the smallest displacement out of the bunch at 4.0 liters. Audi seems to know this and therefore built a very efficient design that responds very well to tuning. You will see that for yourself in the output comparison stock and tuned later on. It is as if Audi designed this motor to be tuned. The engine has top mounted turbos, twin scroll turbochargers, variable camshaft timing, and direct fuel injection of course. The twin scroll turbochargers are the main difference between the standard S6/S6 4.0 TFSI V8 with single scroll turbochargers and the RS6/RS7 design. The S6, S7, RS6, and RS7 all have the same 10.1:1 compression ratio. Audi explains the design choices as well as why they did not go the VTG (Variable Turbine Geometry) route well here: Despite the displacement disadvantage it really isn't giving much of anything up to the big boys offering 560 horsepower in the RS6/RS7 and 516 lb-ft of torque. This is less torque than the 590 lb-ft offered by the 2015 E63 AMG but actually more than the BMW F10 M5 500 lb-ft interestingly enough. At least on paper. AudiBoost will explore this motor in much further detail in a dedicated article later this week. Which brings us to the last motor fittingly as it feels a bit dated. The Porsche 4.8 turbo V8 is not a bad engine by any means. All it really happens to be though is a minor evolution of the original Cayenne Turbo 4.5 liter V8. Porsche gave it a bit more displacement and direct injection to update it since the V8's introduction in 2003. The Panamera Turbo and Turbo S may be the most expensive but when it comes to performance they lag behind the others. In straightline performance, specifically. Perhaps that is why it has a dry sump oiling system as it is not just a dragster. The Turbo S is rated at 570 horsepower and 553 lb-ft of torque for the $180k it costs but in practice it has less power and torque than any of these motors when wheel output is considered and namely when tuned. It does have an overboost feature which bumps torque to 590 lb-ft for short bursts which is something similar to a factory tune. As stated, it is not a bad motor but it just feels a bit dated. The Panamera has a playful chassis but it is a heavy car and even the mighty Turbo S can not keep up with the M5, RS7, or E63 AMG S. Here is a comparison chart to make it easy to identify the specifications of each motor: Engine: BMW S63TU AMG M157 Audi 4.0 TFSI Porsche 4.8 Displacement: 4395cc 5461cc 3993cc 4806cc Bore x Stroke: 89x88.3mm 98x90.5mm 84.5x89mm 96x83mm Horsepower: 560/575 577 560 520/570 Torque lb-ft: 500 590 516 516/553 Boost Pressure: 22 psi 14.5 psi 14.5 psi 12.3/13.5 psi Compression: 10.0:1 10.0:1 10.1:1 10.5:1 Redline/Fuel cut: 7100 6400/6600 6600 6500/6700 Valvetrain: DOHC 4V DOHC 4V DOHC 4V DOHC 4V Fuel Injection: Direct Direct Direct Direct With the factory specs out of the way we can now take a look at what these cars really put down to the wheels. These were all recorded on the Eurocharged all wheel drive Dynojet completely stock. Same fuel, same dyno. It does not get much more uniform than that: Now, the Mercedes fanboys are probably in an uproar right now due to this graph. Relax gentlemen, this is a E63 M157 dyno of a base care before the facelift and without the Performance Package option. The E63 AMG launched before the RS6/RS7 and the F10 M5 offering its M157 in a 518 horsepower state of tune. The following graph shows how things have evolved. The M5 is also a Competition Package car and not a standard M5. Turbo motors are allowing manufacturers to play with the output through software alone to top each other (and keep costs down). This is what an E63 AMG 4Matic looks like today: This is the E63 AMG S 4MAtic: That is quite the spread from the original pre-facelift and pre-4Matic all wheel drive E63 AMG S being sold today, eh? Mercedes now only sells the 4Matic E63 AMG S in the USA. The E63 has grown mostly through just software changes from the original 458 horsepower and 465 lb-ft of torque at the wheels to the 541 horsepower and 579 lb-ft of torque at the wheels you see now. Interesting how AMG responded, eh? BMW is also playing software games as here is a standard F10 M5: BMW with the Competition Package which gives the S63TU different engine tuning software increases output by 20 wheel horsepower and 28 lb-ft of torque at the wheels. Each manufacturer is very much aware of what the other is really putting out. This is a horsepower war yet they all are just trying to stay close to one another without taking things too far. They could each increase output further if needed and they each know it. Look at this aftermarket tune comparison courtesy of Eurocharged: They all end up surprisingly close to each other, don't they? The M5 has the least torque by a paltry ~30 lb-ft at the wheels compared to the others but clearly revs the highest so BMW can make up the displacement disadvantage that way through gearing. The RS7 is also making nice power up top though and interestingly despite being the smallest motor has the most torque tune only at 668 lb-ft. Do you think Audi did not know what they were doing? They gave the RS6/RS7 4.0 TFSI this kind of room for tune only gains so they would be right there with the E63 and M5 despite the heavy all wheel drive chassis and small 4.0 liter motor. This is all calculated. The M157 clearly revs the lowest out of the bunch but its displacement is helping it out with good torque down low. The Audi 4.0 TFSI V8 is still matching it yet revving out higher. It also offers more torque and power than the M5 S63TU up top until roughly 6900 rpm thanks to the increased rev limit from Eurocharged. The M5 revs a bit higher than this but it's torque and power are both lower than the 4.0 TFSI V8 before and after this rpm point. The motor that looks the most impressive is actually the smallest, go figure. You might notice the Panamera Turbo V8 is absent. It is difficult to get Dynojet graphs of the motor and we tried. The best we could do is this Mustang graph of a Panamera Turbo from Switzer before and after their turbo upgrade package: You will notice the Panamera Turbo is offering output closer to the pre-facelift E63 AMG than where the German performance sedans are now. Despite the crank horsepower and torque ratings AMG, M, and Audi are offering far stronger motors. It really takes a turbo upgrade for the Panamera Turbo to match the tuned examples from the others. There you have it. The twin turbo V8 era brings with it easy tunability and the manufacturers are all aware of this. They are positioning themselves to be close stock and tuned. If this network was to pick the most impressive motor though it would be the Audi 4.0 TFSI V8 followed by the BMW S63TU. The M157 is just taking more of a brute force than finesse approach and AMG themselves is changing the design now with the M177/M178 introduction. Porsche of course in this mid-size class is outgunned by all of them but this will change with the next generation Panamera. All turbocharged V8's, all direct injected, and all with basic similarities but different approaches. Is this era boring or exciting? You decide.
    16 replies | 1060 view(s)
  • Sticky's Avatar
    06-27-2015, 04:03 AM
    Things are really heating up on the M177 and M178 twin turbo 4.0 liter V8 tuning front. You may remember that 'unofficially' it was leaked that Weistec was working on this turbo upgrade two months ago. We can now officially discuss it in further detail with additional information from Weistec themselves. Just earlier this month Weistec released their M178 ECU tune and and downpipes. Those modifications provide a boost of up to 551 wheel horsepower and 620 lb-ft of torque at the wheels on 91 octane pump fuel. BenzBoost at that time speculated what an impeller upgrade would take things to but Weistec is not just upgrading the impellers. They are providing a full turbo upgrade solution for the M177 in the W205 C63 AMG and S as well as the AMG GT and S M178. Yes, this is huge. Weistec is developing their own stainless steel turbo manifolds. The inlets and outlets are larger than the factory design for superior flow. The Weistec design is a cast manifold which they state is better at retaining heat and spooling the turbo. The turbos themselves are a V-Band design. This is important with the top mount and compact layout of the M177 and M178. Speaking as someone who has seen the M178 and the factory turbos in person, space is at a premium. This is early in the process but enjoy the computer designed engineering photos. With the stock turbos being good for over 600 lb-ft of torque at the wheels on 91 octane pump fuel just imagine what these turbos will be capable of. It's safe to say driveline upgrades will be necessary to really push the envelope with these turbos.
    17 replies | 782 view(s)
  • Sticky's Avatar
    06-30-2015, 05:00 PM
    So I started development of a new GPS performance box. The idea is to have something cheaper and superior to the VBOX. I'm not going to go into all the details as others will just try to rip me off. Anyway, I invited @dmacpro91 to the project as I offered to pay him to do the mobile development. He asked for a % of the sales for the lifespan of the product and I said no but said I would pay him for his work. Well, now he is trying to take my ideas and produce his own. I already got ripped off on the BimmerBoost free software trying to work with people who used it to develop paid options and now I'm getting ripped off again. Want proof? I discussed this with him months ago and invited him to the team. I should have known better: Now he's trying to steal my ideas and project for himself. I keep getting stabbed in the back when I'm just trying to make products to help people in the performance automotive community. Well I'm not going to let this one slide.
    17 replies | 374 view(s)
  • Kirst's Avatar
    06-27-2015, 02:48 AM
    Hi guys I did a full detail on my 135 a few months ago and ever since have noticed this weird corrosion on the black plastic that surrounds the windows. It looks a little like an oily residue but Nothing I do seems to get rid of it! Would mucho appreciate some assistance
    16 replies | 288 view(s)
  • Sticky's Avatar
    06-29-2015, 06:33 PM
    In this new era that puts a premium on efficiency and emissions (as well as parts sharing among motors) the major German brands have all gone to turbocharged and direct injected V8's for their sedans. In the past BMW had a high revving V10, Mercedes a supercharged V8, and Audi a twin turbo V10. Today we do not see vastly differing approaches. That is not to say the engines are all the same as they are not. There are significant design differences which we will explore in this article. They all are turbocharged however with direct fuel injection and all are V8 designs. Let's start by taking a look at the 4.4 liter BMW S63TU. The S63TU is based on the N63 4.4 liter V8 design. The 'S' designates a motor with engineering from the M division. The 'TU' designates a technical update. The N63TU received BMW's Valvetronic variable valve lift system as the did the S63TU which separates them from them from the standard N63 and S63 motors. In the case of the S63TU it also gets a compression bump to 10.0:1 and its peak boost pressure is stated by BMW to be 22 psi. BimmerBoost previously compared the N63 and S63 designs but will now be looking at the S63TU variant that sees duty in the F10 M5 and F13 M6. What is important to note in the S63 engine design is that it features a pulse tuned, cross engine exhaust manifold. This design of the manifold is illustrated well here: The color coded sections give an idea of how this works. The twin scroll turbochargers receive exhaust pulses from both banks, not just one. This is the main difference between the S63 architecture featuring twin scroll turbos and the N63 architecture using single scroll turbos. The S63 turbos are effectively receiving more exhaust pulses. This is part of the reason the S63TU makes more efficient use of its same 4.4 liter displacement and has greater output. This brings us to the Mercedes AMG M157. Out of the modern German twin turbo V8 motors AMG offers the largest displacement at 5.5 liters. This is great for low end torque and turbo spool. The AMG design is quite different from BMW. You will not find the trick exhaust manifolds with the turbos top mounted in the V or valley of the motor. The M157 uses a more traditional layout. It does not feature twin scroll turbos but does feature variable valve timing and direct fuel injection of course. Cooling is courtesy of water to air intercoolers. The M157 is more of a brute force approach. It's a big V8 with boost so of course it will make power. Speaking with certain tuners they believe the M156 and M159 were better motors than the M157. They had to rev high to make their power though and the M157 with its 6400 rpm redline does not courtesy of the turbo boost. Mercedes-AMG themselves has adopted a more advanced design for their new 4.0 liter twin turbo M177/M178 V8 with top mounted turbos located in the V of the motor. On the surface it is a very similar design to the Audi 4.0 TFSI V8 which we will now explore. The Audi V8 has the smallest displacement out of the bunch at 4.0 liters. Audi seems to know this and therefore built a very efficient design that responds very well to tuning. You will see that for yourself in the output comparison stock and tuned later on. It is as if Audi designed this motor to be tuned. The engine has top mounted turbos, twin scroll turbochargers, variable camshaft timing, and direct fuel injection of course. The twin scroll turbochargers are the main difference between the standard S6/S6 4.0 TFSI V8 with single scroll turbochargers and the RS6/RS7 design. The S6, S7, RS6, and RS7 all have the same 10.1:1 compression ratio. Audi explains the design choices as well as why they did not go the VTG (Variable Turbine Geometry) route well here: Despite the displacement disadvantage it really isn't giving much of anything up to the big boys offering 560 horsepower in the RS6/RS7 and 516 lb-ft of torque. This is less torque than the 590 lb-ft offered by the 2015 E63 AMG but actually more than the BMW F10 M5 500 lb-ft interestingly enough. At least on paper. AudiBoost will explore this motor in much further detail in a dedicated article later this week. Which brings us to the last motor fittingly as it feels a bit dated. The Porsche 4.8 turbo V8 is not a bad engine by any means. All it really happens to be though is a minor evolution of the original Cayenne Turbo 4.5 liter V8. Porsche gave it a bit more displacement and direct injection to update it since the V8's introduction in 2003. The Panamera Turbo and Turbo S may be the most expensive but when it comes to performance they lag behind the others. In straightline performance, specifically. Perhaps that is why it has a dry sump oiling system as it is not just a dragster. The Turbo S is rated at 570 horsepower and 553 lb-ft of torque for the $180k it costs but in practice it has less power and torque than any of these motors when wheel output is considered and namely when tuned. It does have an overboost feature which bumps torque to 590 lb-ft for short bursts which is something similar to a factory tune. As stated, it is not a bad motor but it just feels a bit dated. The Panamera has a playful chassis but it is a heavy car and even the mighty Turbo S can not keep up with the M5, RS7, or E63 AMG S. Here is a comparison chart to make it easy to identify the specifications of each motor: Engine: BMW S63TU AMG M157 Audi 4.0 TFSI Porsche 4.8 Displacement: 4395cc 5461cc 3993cc 4806cc Bore x Stroke: 89x88.3mm 98x90.5mm 84.5x89mm 96x83mm Horsepower: 560/575 577 560 520/570 Torque lb-ft: 500 590 516 516/553 Boost Pressure: 22 psi 14.5 psi 14.5 psi 12.3/13.5 psi Compression: 10.0:1 10.0:1 10.1:1 10.5:1 Redline/Fuel cut: 7100 6400/6600 6600 6500/6700 Valvetrain: DOHC 4V DOHC 4V DOHC 4V DOHC 4V Fuel Injection: Direct Direct Direct Direct With the factory specs out of the way we can now take a look at what these cars really put down to the wheels. These were all recorded on the Eurocharged all wheel drive Dynojet completely stock. Same fuel, same dyno. It does not get much more uniform than that: Now, the Mercedes fanboys are probably in an uproar right now due to this graph. Relax gentlemen, this is a E63 M157 dyno of a base care before the facelift and without the Performance Package option. The E63 AMG launched before the RS6/RS7 and the F10 M5 offering its M157 in a 518 horsepower state of tune. The following graph shows how things have evolved. The M5 is also a Competition Package car and not a standard M5. Turbo motors are allowing manufacturers to play with the output through software alone to top each other (and keep costs down). This is what an E63 AMG 4Matic looks like today: This is the E63 AMG S 4MAtic: That is quite the spread from the original pre-facelift and pre-4Matic all wheel drive E63 AMG S being sold today, eh? Mercedes now only sells the 4Matic E63 AMG S in the USA. The E63 has grown mostly through just software changes from the original 458 horsepower and 465 lb-ft of torque at the wheels to the 541 horsepower and 579 lb-ft of torque at the wheels you see now. Interesting how AMG responded, eh? BMW is also playing software games as here is a standard F10 M5: BMW with the Competition Package which gives the S63TU different engine tuning software increases output by 20 wheel horsepower and 28 lb-ft of torque at the wheels. Each manufacturer is very much aware of what the other is really putting out. This is a horsepower war yet they all are just trying to stay close to one another without taking things too far. They could each increase output further if needed and they each know it. Look at this aftermarket tune comparison courtesy of Eurocharged: They all end up surprisingly close to each other, don't they? The M5 has the least torque by a paltry ~30 lb-ft at the wheels compared to the others but clearly revs the highest so BMW can make up the displacement disadvantage that way through gearing. The RS7 is also making nice power up top though and interestingly despite being the smallest motor has the most torque tune only at 668 lb-ft. Do you think Audi did not know what they were doing? They gave the RS6/RS7 4.0 TFSI this kind of room for tune only gains so they would be right there with the E63 and M5 despite the heavy all wheel drive chassis and small 4.0 liter motor. This is all calculated. The M157 clearly revs the lowest out of the bunch but its displacement is helping it out with good torque down low. The Audi 4.0 TFSI V8 is still matching it yet revving out higher. It also offers more torque and power than the M5 S63TU up top until roughly 6900 rpm thanks to the increased rev limit from Eurocharged. The M5 revs a bit higher than this but it's torque and power are both lower than the 4.0 TFSI V8 before and after this rpm point. The motor that looks the most impressive is actually the smallest, go figure. You might notice the Panamera Turbo V8 is absent. It is difficult to get Dynojet graphs of the motor and we tried. The best we could do is this Mustang graph of a Panamera Turbo from Switzer before and after their turbo upgrade package: You will notice the Panamera Turbo is offering output closer to the pre-facelift E63 AMG than where the German performance sedans are now. Despite the crank horsepower and torque ratings AMG, M, and Audi are offering far stronger motors. It really takes a turbo upgrade for the Panamera Turbo to match the tuned examples from the others. There you have it. The twin turbo V8 era brings with it easy tunability and the manufacturers are all aware of this. They are positioning themselves to be close stock and tuned. If this network was to pick the most impressive motor though it would be the Audi 4.0 TFSI V8 followed by the BMW S63TU. The M157 is just taking more of a brute force than finesse approach and AMG themselves is changing the design now with the M177/M178 introduction. Porsche of course in this mid-size class is outgunned by all of them but this will change with the next generation Panamera. All turbocharged V8's, all direct injected, and all with basic similarities but different approaches. Is this era boring or exciting? You decide.
    16 replies | 75 view(s)
  • Sticky's Avatar
    06-27-2015, 03:52 AM
    Things are really heating up on the M177 and M178 twin turbo 4.0 liter V8 tuning front. You may remember that 'unofficially' it was leaked that Weistec was working on this turbo upgrade two months ago. We can now officially discuss it in further detail with additional information from Weistec themselves. Just earlier this month Weistec released their M178 ECU tune and and downpipes. Those modifications provide a boost of up to 551 wheel horsepower and 620 lb-ft of torque at the wheels on 91 octane pump fuel. BenzBoost at that time speculated what an impeller upgrade would take things to but Weistec is not just upgrading the impellers. They are providing a full turbo upgrade solution for the M177 in the W205 C63 AMG and S as well as the AMG GT and S M178. Yes, this is huge. Weistec is developing their own stainless steel turbo manifolds. The inlets and outlets are larger than the factory design for superior flow. The Weistec design is a cast manifold which they state is better at retaining heat and spooling the turbo. The turbos themselves are a V-Band design. This is important with the top mount and compact layout of the M177 and M178. Speaking as someone who has seen the M178 and the factory turbos in person, space is at a premium. This is early in the process but enjoy the computer designed engineering photos. With the stock turbos being good for over 600 lb-ft of torque at the wheels on 91 octane pump fuel just imagine what these turbos will be capable of. It's safe to say driveline upgrades will be necessary to really push the envelope with these turbos.
    17 replies | 111 view(s)
  • lfelunden's Avatar
    06-27-2015, 07:17 AM
    I have no idea of mods it has, what I for sure know is, that this thing is a serious beast:music-rockout:
    9 replies | 246 view(s)
  • Sticky's Avatar
    06-28-2015, 10:03 PM
    Fabpseed released their Valvetronic Performance Exhaust System for the BMW F22 M235i which also is available for the BMW F30 335i and the F32 435i. These models are all obviously using the BMW N55 3.0 inline-6 single turbo motor. Let's take a look at the Fabspeed system. They offer an integrated 200 cell in their sport downpipe which is designed for street use. They also have a cat bypass option which is essentially another way to say catless downpipe. Take look at the dyno results for the full system on an F22 M235i. With the catless downpipe the system adds 12.68 peak horsepower at the wheels and 28.66 lb-ft of peak torque at the wheels. All on the stock N55 engine tune. The peak numbers do not tell the story here. Look at the catless graph at roughly 3000 rpm. The gains are 24 wheel horsepower and 42 lb-ft of torque at the wheels. The system offers gains throughout the entire curve but really makes a substantial difference down low in the rev range. The exhaust system is $2895.00 and then the downpipes are an additional $1195 for the catted version and $595 for the catless version. You can decide on your own if that is fair pricing. Looking at the graphs, the gains mostly come from the downpipe which is no surprise. Going catless offers more power but the difference is not huge. At least on the stock tune.
    8 replies | 620 view(s)
  • Sticky's Avatar
    06-28-2015, 03:53 PM
    The vast majority of videos we see involving PP-Performance tuned cars have them easily beating up on other cars. You rarely see the other side likely due to the videos themselves being marketing exercises. Well, for once that is not the case and this CLS63 AMG bites off more than it can chew against a Gen V Dodge Viper on the highway. This video is from the Middle East (UAE specifically) and has the customary Middle Eastern HD Potato video quality. This has been stated many times but we still do not understand how so many $100k+ modded cars can go out race only to be recorded by the worst quality filming equipment money can by. The mods on the Viper are Belanger catless headers, straight pipes, an under drive pulley, and an HP Tuners based tune. The CLS63 AMG is a rear wheel drive pre-facelift model with PP-Performance M157 tuning said to put it at 780 horsepower. It gets spanked. Hard.
    9 replies | 385 view(s)
  • Sticky's Avatar
    06-25-2015, 11:02 PM
    Well, the guessing game can finally be put to rest. Ford officially revealed that the upcoming 2016 Focus RS will have 345 horsepower from its 2.3 liter Ecoboost turbocharged and direct injected four-cylinder engine. This is 35 horses more than the Ecoboost Mustang that shares the same basic motor. What accounts for the output difference? A few things. The basic engine architecture is the same but the RS gets a new twin-scroll turbo with a larger compressor wheel. This means it should see larger gains tune only for the aftermarket enthusiasts and power junkies. They did not stop there. The cylinder block gets iron sleeves and the cylinder head sees upgrades as well. Cooling is also addressed for the RS. The engine revs to 6800 rpm with a torque peak of 346 lb-ft available as early as 2000 rpm which stays steady until 4500 rpm. Ford did not just give the Mustang motor new software and call it a day. Very impressive work and upgrades here. The Focus RS Ecoboost will be a beast with bolt ons let alone more intense upgrades. FORD REVEALS 350 PS OUTPUT FOR ALL-NEW FOCUS RS AS KEN BLOCK UNLEASHES HIGH-PERFORMANCE HATCHBACK AT GOODWOOD - All-new Ford Focus RS delivers 350 PS maximum power from specially engineered 2.3-litre EcoBoost engine - High-performance hatchback makes global public dynamic debut driven by Ken Block at the Goodwood Festival of Speed - Advanced technologies include innovative Ford Performance All-Wheel Drive with Dynamic Torque Vectoring, Drive Modes including industry-first Drift Mode and Launch Control - Ford Focus RS is among 12 new performance vehicles Ford will offer through 2020 globally GOODWOOD, U.K., June 25, 2015 Ford today announced that the all-new Focus RS high-performance hatchback will deliver a maximum power output of 350 PS. The Ford Performance-developed model features a unique version of the new 2.3-litre EcoBoost engine that debuted with the all-new Ford Mustang. Ford will demonstrate the performance of the all-new Focus RS to the public for the first time at the 2015 Goodwood Festival of Speed, U.K., where Ken Block Gymkhana and World Rallycross star will tackle the famous Hillclimb at the wheel of a prototype car. "We promised enthusiasts a serious driving machine and, with 350 PS under the hood, that is exactly what we will deliver," said Dave Pericak, global director, Ford Performance. "The stunning pace and innovative technology of the all-new Focus RS place it head-to-head with performance models from luxury and exotic marques, and it's ready for the challenge." With Focus RS, Ford is introducing its Ford Performance All-Wheel Drive with Dynamic Torque Vectoring. The innovative system helps delivers a new level of handling capability and driver enjoyment by combining outstanding traction and grip with unmatched agility and cornering speed. The Focus RS is the first Ford RS model equipped with selectable Drive Modes including an industry-first Drift Mode that allows controlled oversteer drifts and Launch Control. High-performance EcoBoost powertrain specially engineered for RS The new 2.3-litre EcoBoost engine for the all-new Focus RS shares its fundamental structure with the all-aluminium four-cylinder engine in the all-new Ford Mustang. The engine has been significantly upgraded for the Focus RS to deliver 10 per cent more power with 350 PS maximum output. Increased power is generated by a new low-inertia twin-scroll turbocharger with larger compressor that delivers significantly greater air flow, along with a much bigger intercooler to maximise charge density. Engine breathing also is enhanced through a less restrictive intake design, and a large-bore high performance exhaust system with an electronically controlled valve in the tailpipe that helps optimise the balance of back pressure and noise output. The cylinder head is produced from an upgraded alloy material capable of withstanding higher temperatures, while the cylinder block employs stronger high-tensile cast iron liners. Engine cooling also has been given the highest priority, with engineers creating additional space within the front of the vehicle to house a significantly larger radiator pack the biggest ever fitted to a Focus which provides the level of cooling demanded for intense circuit driving. Meticulous calibration work has ensured that the power unit delivers excellent low-end responsiveness with a powerful mid-range pull, climbing to a free-revving top-end up to a maximum rev limit of 6,800 rpm. Maximum torque of 440 Nm is delivered between 2,000 and 4,500 rpm, with 470 Nm available for up to 15 seconds on transient overboost during hard acceleration. Inspiring performance demands an inspiring soundtrack. Ford Performance engineers have tuned the RS to deliver a rewarding and sporty sound character during spirited driving, with the distinctive burbles and pops that are a RS signature. "This very special 2.3-litre EcoBoost unit will inspire drivers as they feel the surge of the turbo, and reward them as they take it to the red line all delivered with a visceral sound guaranteed to put a smile on your face," Pericak said. Developed by a team of Ford Performance engineers in Europe and the U.S., the all-new Focus RS is the third generation of Focus RS cars, following models launched in 2002 and 2009. The 30th car to wear the legendary RS badge, the Focus RS will be built in Saarlouis, Germany. Focus RS is one of 12 new performance vehicles Ford will bring to customers globally through 2020 as part of a new era of Ford performance, and will be available for delivery to European customers from early 2016.
    8 replies | 245 view(s)
  • Sticky's Avatar
    06-27-2015, 12:34 AM
    Well, that was fast. Rumors swirled and just two days ago BenzBoost posted that Mercedes-AMG was expected to bump the output of the M133 for 2016 and introduce an 'S' variant. Today we officially have confirmation that AMG bumped output to 381 horsepower for the 2016 A45 AMG. This means an hp bump will come for the 2016 CLA45 AMG and GLA45 AMG respectively. How did they achieve this increased output? Not with increased boost pressure, it stays the same. They revised the tune, changed the timing, and also revised the valve assembly: It is interesting to note the gear ratios also are changed. Mercedes-AMG says the 0-60 sprint therefore improves by .4 seconds to a very impressive 4.2. In practice, we expect independent test figures to get close to breaking into the 3's. There is no 'S' variant currently and as was speculated to launch alongside. If we were to guess, Mercedes-AMG is waiting on Volkswagen to release their new Golf R400/R420. They may instantly one-up the car. Right now they seem to be just be taunting VW letting them know they are not scared to increase output. They have the world's most powerful production four-cylinder and have had it for some time. Volkswagen has not. Impressive work by AMG.
    9 replies | 338 view(s)
  • Sticky's Avatar
    06-27-2015, 01:42 AM
    So close to the 9's it hurts. It will come and it will come soon. This is a Challenger Hellcat tuned by Shane Hinds of Craven Performance using HP Tuners software. Now, the car did not do this run boost only but with a 50 shot of nitrous which certainly helps with cooling and torque. We would expect the Hellcat to easily do 9's boost only considering it can run 10's completely stock with drag rubber. This car is pushing roughly 14 psi over the stock 11.6 psi thanks to new upper pulley and tuning of course. As the vehicle uses a bypass valve design an ECU tune can raise boost pressure but only so much. The car also features water meth injection, American Racing headers, and a custom intake. The rubber is courtesy of Hoosier drag radials. It was mentioned that traction was hard to come by due to track prep so the Hellcat breaking into the 9's is simply an inevitability. The summer weather isn't helping but that is what the nitrous is for. We definitely want to see boost only 9 second results but this is a nice step forward and a new record.
    6 replies | 267 view(s)
  • Sticky's Avatar
    06-28-2015, 03:45 PM
    The vast majority of videos we see involving PP-Performance tuned cars have them easily beating up on other cars. You rarely see the other side likely due to the videos themselves being marketing exercises. Well, for once that is not the case and this CLS63 AMG bites off more than it can chew against a Gen V Dodge Viper on the highway. This video is from the Middle East (UAE specifically) and has the customary Middle Eastern HD Potato video quality. This has been stated many times but we still do not understand how so many $100k+ modded cars can go out race only to be recorded by the worst quality filming equipment money can by. The mods on the Viper are Belanger catless headers, straight pipes, an under drive pulley, and an HP Tuners based tune. The CLS63 AMG is a rear wheel drive pre-facelift model with PP-Performance M157 tuning said to put it at 780 horsepower. It gets spanked. Hard.
    9 replies | 85 view(s)
  • Sticky's Avatar
    06-27-2015, 12:29 AM
    Well, that was fast. Rumors swirled and just two days ago BenzBoost posted that Mercedes-AMG was expected to bump the output of the M133 for 2016 and introduce an 'S' variant. Today we officially have confirmation that AMG bumped output to 381 horsepower for the 2016 A45 AMG. This means an hp bump will come for the 2016 CLA45 AMG and GLA45 AMG respectively. How did they achieve this increased output? Not with increased boost pressure, it stays the same. They revised the tune, changed the timing, and also revised the valve assembly: It is interesting to note the gear ratios also are changed. Mercedes-AMG says the 0-60 sprint therefore improves by .4 seconds to a very impressive 4.2. In practice, we expect independent test figures to get close to breaking into the 3's. There is no 'S' variant currently and as was speculated to launch alongside. If we were to guess, Mercedes-AMG is waiting on Volkswagen to release their new Golf R400/R420. They may instantly one-up the car. Right now they seem to be just be taunting VW letting them know they are not scared to increase output. They have the world's most powerful production four-cylinder and have had it for some time. Volkswagen has not. Impressive work by AMG.
    9 replies | 43 view(s)
  • Sticky's Avatar
    06-29-2015, 09:16 PM
    Here it officially is, the new B9 generation Audi A4. It seems all the Germans are basically doing the same thing which is to make their cars a little larger and a little lighter in order to slot in cheaper entry level models below. The new A4 makes now more room for the A3 sedan to slot underneath in the lineup for example. So the A4 is now bigger. It is also lighter. Audi claims up to 120 kilograms or 264 pounds have been shaved off. This obviously depends on the model and we are skeptical of such claims as the marketing departments play with figures to make the new cars look as good as possible. We will wait to see what the new S4 weighs when independently tested. Speaking of the new S4 and RS4 they have yet to be announced. They will come, they have to. For now you get the 2.0 TFSI Ultra with 272 horsepower which is very nice and not far off the S3. This means when the new S4 comes around it will to go up a bit to put some space between it and the S3. We expect a turbo V6 as that is the current rumor but that engine may go in the RS4. Maybe they both will have turbo 3.0 liter V6's in different states of tune. The aerodynamics have been revised and the car features a slippery .23cd for the sedan. Speaking of which, there is an avant/wagon but the US will likely be passed over for this model. We will have to wait and see. Full press release below. High tech all the way the new Audi A4 and A4 Avant The new-generation Audi A4 and A4 Avant are a fascinating synthesis of technology and esthetics. All the technology in the brand's bestselling family has been redeveloped so that it yet again defines the benchmark in the segment. During the development work, high priority was placed on the reduction of CO2 emissions. All technologies were focused on reducing drive resistance. A good example is aerodynamics: The A4 Sedan has the best drag coefficient in its class at 0.23. The new models also have impressively low CO2 emissions of 95 grams per kilometer (152.9 grams per mile) for the A4 Sedan 2.0 TDI ultra with 110 kW (150 hp); the A4 Avant 2.0 TDI ultra emits 99 grams CO2 per km (159.3 g/mi). The 2.0 TFSI with 140 kW (190 hp) emits 109 g/km (175.4 g/mi) in the A4 Sedan ultra and 114 g/km (183.5 g/mi) in the A 4 Avant ultra. The most powerful engines are two TDI six-cylinder units with up to 200 kW (272 hp). Driver assistance systems and infotainment are of luxury quality. A new generation of four-cylinder TFSI engines with newly developed combustion methods sets benchmarks in terms of fuel consumption, emissions and performance for four-cylinder gasoline engines. The A4 Sedan and the A4 Avant will be launched this fall. At 4.73 meters (15.5 ft) long and with a wheelbase of 2.82 meters (9.3 ft) the new Audi A4 and A4 Avant have a confident stance on the road. A prominent horizontal line on the front and rear emphasizes the car's width. The flowing design with concise lines communicates the sporty elegance of the brand. The Singleframe grille is wide and low; the optionally available headlights in LED and Matrix LED technology (including dynamic turn indicators) make technology a visual trademark. Up to 120 kilograms (264.6 lb) lighter Compared with the previous model, the car's dimensions have grown but its weight has been reduced significantly by up to 120 kilograms, depending on the engine. The body of the new Audi models is one of the lightest in its class thanks to an intelligent material mix and lightweight construction. The Audi A4 is a leader in its class also in terms of noise levels. All occupants enjoy generous space; the smooth lines emphasize the width of the interior. The front of the dashboard features a broad band of air outlets and a large decorative surface. At night, optional discreet contour lighting illuminates the doors and the central console. The quality of workmanship is uncompromisingly high. Colors and materials follow a new line concept allowing customers even more freedom during configuration. Sensor-controlled opening of luggage compartment: the A4 Avant The luggage compartment of the new A4 Avant offers basic storage space of 505 liters, which is the most of any premium model in this class. With the rear seats folded down and loaded to the roof, a volume of 1,510 liters is available. The electric luggage compartment cover and electric tailgate are standard equipment. An optional extra is sensor control for opening and closing the tailgate. The two new models offer an abundance of intelligent technologies, the use of which is even more intuitive with the new Audi MMI display and control concept. Technological highlights of the new A4 include the Audi virtual cockpit, the Audi Matrix LED headlights, the Audi smartphone interface, the Bang & Olufsen Sound System with 3D sound, the Audi phone box with wireless charging, the head-up display, and new driver assistance systems and Audi connect services. Information and fascination: the Audi virtual cockpit and the MMI The focus here is on two innovations. The optional Audi virtual cockpit, a fully digital combination instrument, features a 12.3-inch LCD screen that displays the most important information in brilliant high-resolution graphics, with great detail and sophisticated effects. The MMI control concept in the center console is also a newly designed feature and acts as the main control element. The top-end infotainment system, MMI Navigation plus with MMI touch and a large 8.3-inch monitor, has a touchpad in the rotary controller to zoom in and out and to enter characters. The entire MMI control logic is similar to that of a smartphone and includes an intelligent free-text search function. The new, more natural, voice-control system also understands input in normal everyday language, such as "I want to call Peter Miller." Concentrated computing power MMI Navigation plus is backed by the computing power of the second-generation modular infotainment platform, which allows Audi to bring consumer electronics innovations into the vehicle quickly. If customers order a car with MMI Navigation plus, they automatically receive the Audi connect hardware module, which connects the A4 and A4 Avant with the Internet via the high-speed LTE network. Passengers can surf the Internet and send and receive e-mail with their mobile devices via a Wi-Fi hotspot while the driver can use the tailored services of Audi connect. The Audi smartphone interface is a new feature. It integrates iOS and Android mobile phones into an environment developed especially for this purpose Audi MMI. The Audi phone box connects smartphones to the on-board antenna and charges them inductively according to the Qi standard. For discerning hi-fi fans, the Bang & Olufsen Sound System with innovative 3D sound is available, which introduces the additional dimension of height. The new Audi tablet can also be used as flexible rear seat entertainment. Powerful six and four-cylinder engines The new Audi A4 and A4 Avant will be launched in Germany with seven engines, three TFSI and four TDI. Their power output has increased significantly and ranges from 110 kW (150 hp) to 200 kW (272 hp), but fuel consumption has been reduced by up to 21 percent. The A4 2.0 TDI ultra has fuel consumption of just 3.7 liters of diesel per 100 kilometers (63.6 US mpg) and CO2 emissions of just 95 grams per kilometer (152.9 grams per mile); the figures for the corresponding Avant model are 3.8 l/100 km and 99 g/km CO2 (61.9 US mpg and 159.3 g/mi). All the engines combine high efficiency with sporty power delivery and smoothness. This applies in particular to the two 3.0 TDI six-cylinder engines. The new Audi A4 has a groundbreaking innovation for the gasoline engines: The 2.0 TFSI ultra with 140 kW (190 hp) uses an absolutely new combustion method that makes it especially efficient and allows fuel consumption of 4.8 liters per 100 km (49 US mpg) and CO2 emissions of 109 g/km (175.4 g/mi); the figures for the corresponding Avant model are 5.0 l/100 km and 114 g/km CO2 (47 US mpg and 183.5 g/mi). During the model lifecycle, a g-tron version will be launched which can use natural gas or the sustainably produced Audi e-gas as fuel. S tronic, tiptronic and manual transmission The powertrain and the chassis of the new Audi A4 and A4 Avant have been completely redeveloped. The six-gear manual transmission, the seven-gear S tronic (now also available for front-wheel drive) and the eight-stage tiptronic have been redesigned; the automatic transmissions now offer a fuel-saving freewheeling function. Wheel-selective torque control supplements the work of the front-wheel drive and the quattro drive. For the most powerful TDI, Audi will offer the sport differential on the rear axle as an option starting in 2016. Driving dynamics The handling of new A4 makes a great leap forward: on the one hand sporty and performance oriented, but with a focus on comfort at the same time. The suspension and steering filter out disturbances such as an uneven road surface, but communicate to the driver important information such as increases in lateral forces and tracking. This performance is based on the redeveloped five-link axles and the electromechanical power steering they are exceptionally light. They lay the foundation for dynamic handling and first-class ride comfort while also reducing fuel consumption. Additional options are dynamic steering, which varies its ratio according to the car's speed and the steering angle, and suspension with adjustable shock absorbers with which the driver can for the first time select between two settings: sports or comfort. Both of suspension settings are included in the Audi drive select driving-dynamics system, which is standard equipment for models with engines of 140 kW (190 hp) and above. Widest range in its class: driver assistance and safety systems The Audi A4 and A4 Avant set the benchmark in their class with numerous driver assistance systems. The predictive efficiency assistant helps drivers to save fuel, Audi active lane assist helps them to stay in lane and the Stop&Go adaptive cruise control including traffic-jam assist eases driving in slow-moving traffic. One special feature of traffic-jam assist is its control strategy. It takes into account a large number of parameters such as road markings and the traffic ahead. Some more innovations that make important contributions to safety are parking assist, rear cross-traffic assist, exit warning, collision avoidance assist, turn assist and the Audi pre-sense systems. Camera-based traffic-sign recognition is also available. At a glance: The new Audi A4 and Audi A4 Avant Exterior design and body - Athletic proportions and sporty elegance; the Avant with raked D-pillars - 4.73 meters (15.5 ft) long, 2.82-meter (9.3 ft) wheelbase, 1.84 meters (6.0 ft) wide, 1.43 meters (4.7 ft) high - Optional LED headlights and matrix LED headlights with dynamic turn indicators - Light body: weight reduced by up to 15 kilograms (33.1 lb) compared with the previous model - Best drag coefficient in its class: 0.23 for the Sedan, 0.26 for the Avant; aeroacoustics ensure peace and quiet on board Interior - The longest interior and greatest shoulder width at the front compared with competitors - Avant has a luggage compartment volume of 505 liters (17.8 cu ft) - Avant has an electrical luggage compartment cover as standard - Interior design with large decorative surfaces and continuous air vent strip; new colors and materials, spacious interior, LED interior lighting as standard equipment, first-class workmanship - Largest range of lightweight seats amongst the premium competitors - Automatic climate control with a new interface - Optional LED interior lighting packages with color-adjustable ambient lighting - New equipment concept with sport and design lines for the first time with exterior differentiation Controls - Optionally available: head-up display and Audi virtual cockpit - Completely redesigned MMI operating concept including free-text search function - Can also be operated by multifunction steering wheel and natural-language voice control Infotainment and Audi connect - Optional top-end infotainment system MMI Navigation plus with MMI touch and an 8.3-inch MMI monitor including - Audi connect, LTE connectivity and Wi-Fi hotspot. Audi phone box available with inductive charging - Many new Audi connect services including remote control via smartphone app to check and control the car - Audi smartphone interface for connecting Apple and Android phones - Bang & Olufsen Sound System with innovative 3D sound and Audi tablet as mobile rear-seat entertainment Engines - Three TFSI and four TDI engines at market launch, 110 kW (150 hp) to 200 kW (272 hp), up to 25 percent more power - Fuel consumption reduced by up to 21 percent, Audi A4 2.0 TDI ultra with new best figures: just 3.7 liters of diesel per 100 km (63.6 US mpg) and 95 grams of CO2 per kilometer (152.9 grams per mile) - Highly efficient 3.0 TDI in two power versions - Economical 1.4 TFSI with 4.9 liters per 100 km (48.0 US mpg) and 114 grams CO2 per km (183.5 g/mi) - New 2.0 TFSI ultra with 140 kW with newly developed combustion method and just 4.8 liters of gasoline per 100 km (49.0 US mpg) and 109 grams of CO2 per km (175.4 g/mi) - A4 Avant g-tron can operate on sustainably produced Audi e-gas Drivetrain - New generations of the S tronic, tiptronic and manual transmission. S tronic in A4 for front-wheel drive for the first time, both automatic transmissions with freewheeling function - Front-wheel drive or quattro drive with wheel-selective torque control Suspension - Redesigned, light five-link axles at front and rear, significant increase in comfort with accentuated sportiness - Newly developed electromechanical power steering, with dynamic steering on request - Audi drive select dynamic driving system standard as of 140 kW (190 hp), suspension with adjustable shock absorbers available as an option Driver assistance systems and integrated safety - Stop&Go adaptive cruise control including traffic-jam assist for slow-moving traffic - Predictive efficiency assistant for even lower fuel consumption - Audi active lane assist and Audi side assist - New: parking assist, rear cross-traffic assist, exit warning, turn assist, collision avoidance assist and camera-based traffic-sign recognition - New safety systems: Audi pre sense city, basic and rear
    6 replies | 219 view(s)
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