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  • Sticky's Avatar
    06-24-2015, 05:11 PM
    Some very nice hardware going at it here. The video is from our friends DragTimes.info over in Russia who do some great events as well as presentation of the cars participating. This particular video features a tuned M6, a Ferrari F12, a tuned Audi S6, and a tuned BMW F82 M4. F12 vs. M6 The run is between the PP-Performance tuned M6 with a claimed 800 horsepower and a stock Ferrari F12 Berlinetta. The F12 gets off the line better but the M6 slowly closes the gap. We have a real drag race on this one as they are neck and neck with the M6 just managing to eek out the victory by the kilometer marker. The M6 has the faster 1/4 mile trap speed at 128.301 miles per hour to 125.915 and the faster kilometer trap speed at 166.559 to 162.917 miles per hour for the F12. Is the M6 really at 800 horsepower though? It is performing like a bolt on car. But it is nice to see bolt ons on an M6 are enough to take an F12. S6 vs. M6 This same M6 next runs the tuned Audi S6 with an unnamed Stage 2 tune. On paper, this should be an easy win for the M6. The S6 gets a nice jump thanks to its all wheel drive but the M6 quickly passes and pulls. The BMW ends up getting to the kilometer marker just over 2 seconds quicker which is a lifetime. The 1/4 mile trap speed of 128.891 for the M6 to the S6's 114.9 shows this is just a huge mismatch in power. M4 vs. M6 Big brother vs. little brother in this one. The M6 gets a much nicer launch and takes the lead right off the bat. The M6 is just stronger trapping 129.189 to the M4's 124.1 miles per hour in the 1/4 mile as well as its 167.683 in the kilometer to the M4's 160.233. The M4 puts up a respectable fight but the M6 is the fastest out of these four cars.
    20 replies | 1252 view(s)
  • Sticky's Avatar
    Today, 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.
    21 replies | 321 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 | 963 view(s)
  • Sticky's Avatar
    06-25-2015, 04:21 PM
    It is nice to see these two squaring off on the drag strip. When it comes to the roadcourse, we already know the M3 is the superior performer. It is lighter by roughly 300-500 pounds depending on the options and has the quicker shifting DCT transmission. What about on the dragstrip? The C63 has become essentially a mini E63 AMG. With the panoramic roof it is heavy approaching 4000 pounds. It has the same automatic transmission but instead of the M157 5.5 liter V8 it has the new M177 4.0 liter twin turbo V8. It also has more power and torque than the F80 M3 S55 motor. So more weight but also more horsepower and torque to make up for that deficit. From a roll, we have already seen the C63 AMG S spank the F80 M3. This drag race is done by the South Africans at CAR. They are much better at it than the British CAR as for one they do not do this race when it is wet out and secondly they actually do burnouts to heat and clean the tires. It's nice to see a magazine get the basics of showing proper drag racing results down. Despite the burnout and what looks to be a clean surface the M3 runs 13.70 @ 113.80. A very, very slow time and trap speed. The C63 is quicker turning a 13.44 with a 117.806 trap. Both of these runs are much slower than one would expect and maybe elevation and heat are a factor. Regardless, what happens is what is expected. At the same time and at the same place the C63 AMG S is the quicker and faster car in the 1/4 mile.
    16 replies | 1306 view(s)
  • Sticky's Avatar
    06-24-2015, 05:05 PM
    Some very nice hardware going at it here. The video is from our friends DragTimes.info over in Russia who do some great events as well as presentation of the cars participating. This particular video features a tuned M6, a Ferrari F12, a tuned Audi S6, and a tuned BMW F82 M4. F12 vs. M6 The run is between the PP-Performance tuned M6 with a claimed 800 horsepower and a stock Ferrari F12 Berlinetta. The F12 gets off the line better but the M6 slowly closes the gap. We have a real drag race on this one as they are neck and neck with the M6 just managing to eek out the victory by the kilometer marker. The M6 has the faster 1/4 mile trap speed at 128.301 miles per hour to 125.915 and the faster kilometer trap speed at 166.559 to 162.917 miles per hour for the F12. Is the M6 reall at 800 horsepower though? It is performing like a bolt on car. But it is nice to see bolt ons on an M6 are enough to take an F12. S6 vs. M6 This same M6 next runs the tuned Audi S6 with an unnamed Stage 2 tune. On paper, this should be an easy win for the M6. The S6 gets a nice jump thanks to its all wheel drive but the M6 quickly passes and pulls. The BMW ends up getting the kilometer marker just over 2 seconds quicker which is a lifetime. The 1/4 mile trap speed of 128.891 for the M6 to the S6's 114.9 shows this is just a huge mismatch in power. M4 vs. M6 Big brother vs. little brother in this one. The M6 gets a much nicer launch and takes the lead right off the bat. The M6 is just stronger trapping 129.189 to the M4's 124.1 miles per hour in the 1/4 mile as well as its 167.683 in the kilometer to the M4's 160.233. The M4 puts up a respectable fight but the M6 is the fastest out of these four cars.
    20 replies | 94 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 | 663 view(s)
  • Sticky's Avatar
    06-25-2015, 06:33 PM
    I'm working on dynographs.com right now. I need a list of dyno machines. Here's what I have off the top of my head: Dynojet Mainline Dyno Dynamics Mustang Dynocom Dynapack Dynomite Maha Superflow What am I missing? Also, anyone have an interesting template idea for submitting dyno runs? Obviously you will pick your make, model, year, etc. Then dyno type, fuel, boost, mods, etc. What should I include?
    19 replies | 255 view(s)
  • Sticky's Avatar
    06-24-2015, 07:58 PM
    This is a rumor but it is based on what is supposedly a leaked brochure. The brochure for the 2016 A45 AMG below features print far too small for us to read so that is why we are treating this as a rumor for now. It definitely makes sense though based on AMG offering standard and S models throughout the range. The W205 Mercedes-AMG C63 has a an S variant as does the E63. The 45 AMG models seem poised to join them. If they do, the standard 45 AMG cars will get an output boost to 376 horsepower with the S version offering 395 horsepower. AMG previously commented that they would not boost the output of the motor due to it not being fair to initial buyers. That comment was in response to Volkswagen talking about taking the production four-cylinder power title fromm AMG. Volkswagen's talk has amounted to nothing more than talk up to this point for years now although a 400 to 420 horsepower Golf is on the way so something will finally come of it. Mercedes-AMG appears to be ready to respond for 2016 with a stronger M133. Competition is a good thing, right?
    16 replies | 365 view(s)
  • Sticky's Avatar
    Yesterday, 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.
    13 replies | 598 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 | 104 view(s)
  • BlackJetE90OC's Avatar
    06-25-2015, 01:25 PM
    BMW M3 M-DCT VS. MERCEDES-AMG C63 S http://www.carmag.co.za/video-gallery/drag-race-bmw-m3-dct-vs-mercedes-benz-c63-amg-s/
    16 replies | 134 view(s)
  • Sticky's Avatar
    06-24-2015, 07:23 PM
    This is a rumor but it is based on what is supposedly a leaked brochure. The brochure for the 2016 A45 AMG below features print far too small for us to read so that is why we are treating this as a rumor for now. It definitely makes sense though based on AMG offering standard and S models throughout the range. The W205 Mercedes-AMG C63 has a an S variant as does the E63. The 45 AMG models seem poised to join them. If they do, the standard 45 AMG cars will get an output boost to 376 horsepower with the S version offering 395 horsepower. AMG previously commented that they would not boost the output of the motor due to it not being fair to initial buyers. That comment was in response to Volkswagen talking about taking the production four-cylinder power title fromm AMG. Volkswagen's talk has amounted to nothing more than talk up to this point for years now although a 400 to 420 horsepower Golf is on the way so something will finally come of it. Mercedes-AMG appears to be ready to respond for 2016 with a stronger M133. Competition is a good thing, right?
    16 replies | 74 view(s)
  • Sticky's Avatar
    Today, 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.
    15 replies | 99 view(s)
  • Sticky's Avatar
    06-25-2015, 07:51 PM
    Four turbochargers on a 2JZGTE motor? Sure, why not? You can never have enough turbos. That is the Japanese way of thinking at least with building this Silvia drift car. Yes, the Japanese love their drifting and they also love their turbos. Now this is not just four turbos working individually but a compound turbo setup. What that means is you have two smaller turbos feeding into the two larger turbos. You often see compound setups on diesels where they need a boost due to the low revs. Basically, this is just a big science experiment for fun. That's cool, we respect that. Why do things the way everyone else has already done them? Two TD06-17C turbos get things going and then two T88-34D turbos take over. Max boost pressure is stated to be around 3 BAR. In other words, 43 psi. Damn. Engine management is through two Motec ECU's. How they work in conjunction someone else will have to figure out as we have no clue. The car certainly looks hacked together with exposed wires and is a bit of a mess. But we love it. We just flat out love it. Check it out in action below. Source
    10 replies | 257 view(s)
  • Sticky's Avatar
    06-25-2015, 05:42 PM
    This should really surprise nobody with BMW sharing platforms and trying to squeeze out as many variants as possible. The new F48 X1 based on a Mini platform just launched and BMW will get as much mileage out of it as possible by introducing an X2 'coupe' variant of the platform in 2016. The X1 currently uses the B48 2.0 liter four-cylinder engine in xDrive28i guise and this will carry over to the X2. It does not look like the B58 inline-6 will fit so an xDrive35i M Sport model is expected to have a higher output B48 four-cylinder with roughly 300 horsepower. The concept X2 should debut at the Geneva show next year in time for sales to begin in late 2016 probably as a 2017 model. Source
    7 replies | 877 view(s)
  • Sticky's Avatar
    Yesterday, 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.
    13 replies | 49 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 | 227 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 | 335 view(s)
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