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  • jyamona@motiv's Avatar
    01-11-2017, 04:10 PM
    The time has finally come to share some details on my secret N54 project. It's been under development for many months now, and had no shortage of both hardware and software (mainly software) obstacles to overcome. That said, a major milestone was reached this week so it's time to let you all in! Coming soon to a stock DME near you: Yep, real Flex Fuel. It is a fully implemented flex fuel solution, running on the stock DME! Dial your car in on pump (91-93oct), then E85, set the blending / interpolation curve tables, and be on your way. The benefits here are never having to reflash when changing ethanol blends again (or even worry about mixing the correct blend). Go from straight 93oct to 100% E85 or E98 on the same flash :) This is up and running on a few IJE0S cars now and works flawlessly. There is still some more work to be done, and of course porting to the other ROM types will take a good bit of time. Some hardware details are in need of finalization as well. More to come on those items in the weeks to follow. Some overall highlights and features of this accomplishment: first DME integration with a 3rd party sensor first large scale rewrite and modification of DME logic direct logging of Ethanol Content % in MHD separate blending / interpolation per table grouping seamless blending between maps for any ethanol content I'd also like to give a big thanks to @Chris@CKI for his help in testing and flashing my countless revisions at all hours of the day, and also to @martial@mhd for assembly code and hex conversion help along the way! In case you haven't guessed, this will be a module available in MHD similar to M-Boost. A thread is worthless without pics, right? The log was taken after a fill-up to a higher E content, and you can see the AFR target rising as E% goes up. 2017 is just getting started, and will definitely be the year of the stock DME ;)
    94 replies | 808 view(s)
  • Sticky's Avatar
    12-20-2016, 09:06 PM
    The BMW world for whatever reason attracts to it a lot of shady people and many tuners who overstate their ability. Not everyone on this list is shady but it is filled with tuners whose reputation does not match their ability. Let's start with number 5. 5. ESS-Tuning Oh, sure, people will point to ESS-Tuning 'records' on the E9X M3 platform. Are they a product of ability or simply volume bolstered by drag strip conditions on the east coast in the winter? The truth is ESS-Tuning does not have the ability to match their claims. For a bolt on option that works, they are great. When they move outside of that narrow sphere, bad things happen. Need evidence? MYSTERY SOLVED: WHAT HAPPENED TO THE ESS TUNING SUPERCHARGED RDSPORT STROKER M3? BLOWN MOTOR / S65 ENGINE FAILURE DIAGNOSIS ESS TUNING THREATENS BIMMERBOOST WITH LEGAL ACTION OVER REVEALING ISSUES WITH THE SUPERCHARGED RDSPORT STROKER MOTOR ESS-TUNING PROBLEMS WITH F82 M4 F80 M3 S55 TURBO KIT TUNING AND HARDWARE, FORUM CENSORSHIP, AND THE DANGERS OF BEING AN ESS GUINEA PIG AMS PERFORMANCE DROPS ESS-TUNING IN LIEU OF THEIR OWN TUNING SOLUTION FOR THEIR ALPHA 9 F10 M5 / F13 M6 S63TU TURBO UPGRADE PACKAGE ESS-TUNING ACCUSES EVOLVE OF USING ESS TUNES, POTENTIALLY DANGEROUS TUNING, AND BIMMERBOOST OF GENERATING PROPAGANDA FOR EVOLVE ESS-TUNING SERVICE AND ALPHA-N E60 M5 S85 V10 TUNING ISSUES - THIRD PARTY ACCOUNT OF SWITCH TO EVOLVE ALPHA-N S85 TUNING When ESS attempts to tread outside of a bolt on supercharger kit for the M3 (centrifugals being the EASIEST superchargers to tune) they usually fail. Especially when it comes to custom projects. When BimmerBoost highlighted this in some of the articles you see above, ESS threatened BimmerBoost with legal action. Nothing ever came of their threat because everything you see above is true. If a tuner is so insecure over their perception of being good maybe they really aren't as good as they want people to think? 4. G-Power G-Power at least deserves credit for attempting high performance builds. Out of all the tuners on this list, they build the strongest BMW's so props for that. The problem? Let's say you want a twin supercharged S85 V10 like the one pictured above. It will run you $40k+ for the supercharger kit before an engine build for their highest stage. Once you go to their SKIII system you are looking at $57k plus labor. You can buy an E60 M5 today for almost half that. Not to mention, bolt on a Vortech blower for a fraction of the price and have more power. Just look at their $25k Mono SKII system. G-Power is a tuner for people with too much money to care. They will build you a reasonably fast car but it will cost you more than the car is worth. They also never backup their claims with 1/4 mile runs or wheel output dynos. We did get a crank dyno for their recent claim of a 1001 horsepower twin supercharged S85 V10 system but it is not a raw graph. When they start showing what they are making at the wheels we will start taking them seriously. G-Power does hold the BMW top speed record. This is impressive although it is primarily a product of being able to use the autobahn to set it so nobody elsewhere in the world has challenged them. If you have more money than sense, feel free to check them out. Don't be surprised when you get smoked by a cheaper option though. 3. AC Schnitzer Another BMW tuner that made it's name in the days before forums and in the days before the turbo era. At one time, (think E36/E46) they built some very cool BMW's. These days they pretty much just do body kits although they have been setting some course records in Germany. Their 'tuning' amounts to re-branding springs and suspensions components as their own. They add in a rebranded piggyback for some more horsepower and then go run a lap on courses they have in their backyard for a record. It is not as if US tuners are going to fly a car to Germany to top it so they are safe. When it comes to powerful aftermarket BMW's they are nowhere to be found. No 1/4 mile records, no dyno records, no 1/2 mile records, and no acceleration records of any kind. They play it safe making big margins on body pieces people in Russia and the Middle East overpay for. They are overrated. 2. Hamann Hamann is basically like AC Schnitzer except without any records of any sort. Another company that used to do hardcore tuning such as stroker motors that is now reduced to selling wheels and body kits. Not that they care, they have the Hamann name and whore it out as much as they can. This name brand approach is popular overseas but when is the last time you saw someone in the United States drooling over a Hamann built car? If someone drools over Hamann anything, they suffer from mental retardation. They have no impressive engine tuning whatsoever. They are completely all show and no go. Just look at their M2 tuning program. Body pieces and teal wheels which will slow the car down. Wow, how impressive. You can literally outperform their vehicle with a stock M2 and a tune from basically any US tuner. These guys have been coasting on their name for decades. 1. Dinan It pains BimmerBoost to have Dinan as number one but it is exactly where Dinan should be. It is not that Dinan is bad or produces bad parts. It is just that they are overpriced and underperform. Just look at this: DINAN'S WEAK BMW TURBO ERA TUNING - COMPARING F85 X5M 1/4 MILE RESULTS WITH DINANTRONICS STAGE I S63TU PIGGYBACK TO ACM ECU FLASH TUNING WHY BOTHER WITH DINAN AGAIN? PRECISION TUNING PUSHES THE 2013 F01 ALPINA B7 N63TU OVER 600 HORSEPOWER AT THE WHEELS Yet another BMW switching from Dinan 'Dinantronics' to a proper ECU flash tune - F13 M6 Gran Coupe S63TU picks up huge gains with Eurocharged vs. Dinan tuning DINAN STAGE I DINANTRONICS F80/F82 M3/M4 S55 TUNE DYNOJET DYNO RESULTS - +~20 WHEEL HORSEPOWER In the BMW performance community, if you run Dinan, you're a joke. What's the point? To overpay for parts to be slower than those with cheaper parts? Dinan can not even flash tune modern BMW's. This is why Dinan suddenly embraced piggybacks after criticizing them. This led to Dinan responding to BimmerBoost's criticism of their public flip-flop. There are some who will point to Dinan in motorsport and sure, they do some great things there. However, street BMW's are not race cars. The BMW race cars have unlocked ECU's. Dinan does not have that same luxury with the street cars and it shows as the new TriCore ECU's proved too difficult for them. Also, what ever happened to that S63TU turbo upgrade promised from Dinan almost three years ago? Nothing happened. Dinan simply was not able to deliver and if it does come to market it will likely be a rebranded upgrade from another tuner much like their N55 turbo upgrade. Dinan is without question the most overrated tuner in the BMW aftermarket today. If you are one of those people saying, 'What about the warranty?' you are probably their target market. If you want a fast BMW, you simply don't choose Dinan.
    77 replies | 4266 view(s)
  • Sticky's Avatar
    01-12-2017, 09:35 PM
    An interesting upgrade option for N54 fueling is Fuel-It!'s bucketless LPFP. They have designed a special pick up that allows for their bucketless design. There are advantages here as for one they eliminated the need to modify the factory bucket and they provide a large increase in flow. Fuel It! describes the premise best: There were concerns regarding fuel flow when almost empty but this video addresses those concerns: Now let's look at some dyno results on an E82 135i N54 paired with their Platinum Port Injection kit: That is a solid 600 wheel horsepower with Pure Stage 2's and the AFR is 11.9:1 on an E53 ethanol blend. Definitely something for those looking to upgrade their fuel system to look into.
    64 replies | 674 view(s)
  • Sticky's Avatar
    01-05-2017, 12:11 PM
    Rod bearing wear issues in the 4.0 liter S65 V8 in the E9X M3 are well known. Rod bearings also wear prematurely on the S85 V10 on which the S65 V8 is based but do to the superior oiling system of the V10 the problem is not exacerbated as it is on the V8. Things vary based on use as well. A car that is tracked or supercharged will see more wear than a stock car used for commuting. The bottom line however is that owners should replace their rod bearings before it is too late so that they can avoid what is pictured below. @Michael@GermanAutoWerks shared pictures of a blown S65 V8 from an E92 M3: Unfortunately, BMW has a history of mistakes with M3 engines dating back to the E46 M3 S54 and all the way up to the current F80 M3 S55. Someone should hold BMW accountable for knowingly selling motors with defects.
    58 replies | 1084 view(s)
  • Sticky's Avatar
    01-04-2017, 02:01 PM
    Talk about entering the M157 scene with a splash! Pure Turbos is not messing around. The proof is in the results right here on a W212 E63 AMG. This is a 4Matic all wheel drive car as it is the facelifted version. In the 26 to 27 psi range of boost output is 840 horsepower. This is with custom ECU dyno tuning from Precision Tuning. Precision did not push the turbos as far as they could to preserve the driveline. What would these turbos make when pushed with an upgraded transmission? Good question. Oh, and how about the pricing? $5995 plus core exchange. That is the best turbo upgrade value in the M157 world right now. As a reminder, before the turbo upgrade and with bolt ons this E63 ran 10.6 @ 133. That was at 670 all wheel horsepower. What will it do now? We can't wait to find out.
    46 replies | 1640 view(s)
  • Sticky's Avatar
    01-04-2017, 01:52 PM
    Talk about entering the M157 scene with a splash! Pure Turbos is not messing around. The proof is in the results right here on a W212 E63 AMG. This is a 4Matic all wheel drive car as it is the facelifted version. In the 26 to 27 psi range of boost output is 840 horsepower. This is with custom ECU dyno tuning from Precision Tuning. Precision did not push the turbos as far as they could to preserve the driveline. What would these turbos make when pushed with an upgraded transmission? Good question. Oh, and how about the pricing? $5995 plus core exchange. That is the best turbo upgrade value in the M157 world right now. As a reminder, before the turbo upgrade and with bolt ons this E63 ran 10.6 @ 133. That was at 670 all wheel horsepower. What will it do now? We can't wait to find out.
    46 replies | 654 view(s)
  • rmcdonald's Avatar
    01-02-2017, 01:02 PM
    I have a highly modified 2013 C63 P31. It is currently making 525 RWHP on a Mustang dyno on 93 Octane here in CT. I am looking for a cam replacement, currently running stock ones, and hoping for 20RWHP. Does anyone have any experience with a cam swap? I am currently looking at the Kleeman cams.
    42 replies | 1387 view(s)
  • Sticky's Avatar
    Yesterday, 05:51 PM
    There is a lot of intake manifold talk on the BimmerBoost forums as of late but there is little in the way of concrete results showing an increase in flow with aftermarket manifolds. EOS (Evolution of Speed) has some results to share with their V2 N54 manifold on a single turbo car. It is important to note that this car makes over 500 horsepower to the wheels with the factory manifold. For N54 owners to see gains they will have to be making a bit of power as the factory manifold is not a huge restriction. At 22 psi of boost the baseline shows 524 wheel horsepower and 515 lb-ft of torque at the wheels. You will note the factory baseline (red) produces substantially more torque from 3000 to 4500 rpm. With the EOS manifold you see a gain in peak horsepower but a drop in peak torque. The EOS manifold is showing an advantage from 5500 rpm until redline which is what produces a gain of 25 peak horsepower. The torque figure drops to 486 at the wheels however. Is it worth giving up some mid-range for top end pull? That depends on the application and goals. More testing is definitely needed on various N54 applications before reaching any definitive conclusions just yet.
    37 replies | 324 view(s)
  • Sticky's Avatar
    01-09-2017, 01:31 PM
    This E90 335i belongs to BimmerBoost member @idratherbesurfing. He has a top mount single turbo N54 conversion and is running a Pure Turbos 62mm turbocharger. He is still fine tuning the setup but it is already good for 680 horsepower to the wheels. At 30+ psi he believes he will crack 800 wheel horsepower: This is the mod list: Top mount twin scroll manifold Pure Turbo 62mm 1.0ar w/ 2 tial 38mm wastegates Ade motor mounts Vrsf chargepipe, Turbosmart bov, Vrsf 7inch fmic Fuel-it port injection, fpr kit, stage 3 lpfp MFactory lsd Mhd/Haltech stack Bms, Rb, and mishimoto catch can stack Tuning is a flash and piggyback stack with Precision Tuning doing the ECU flash work on their dyno. Take a look at the dyno vid below which is well worth your time.
    28 replies | 1081 view(s)
  • iminhell1's Avatar
    01-15-2017, 05:14 AM
    I'm half the country away but need to know where to go for fuel. And, does anyone down there sell E98? How much per gallon?
    14 replies | 2568 view(s)
  • Sticky's Avatar
    01-04-2017, 04:31 PM
    Uh oh, this has to be a warning sign at BMW. A drop of 10% in sales in 2016 compared to 2015 is large. BMW's are selling obviously as 313,174 cars is a lot of volume but that number was 346,023 in 2015. Perhaps the signs were there early in the year when Mercedes and Audi started the year with much stronger sales than BMW. Perhaps consumers are getting tired of BMW? Perhaps BMW has lost some of the enthusiast market? Keep in mind BMW equates sales figures with how well they are doing. They feel if they are number one in sales that means they are the number one brand. It's illogical as volume does not equal quality but that is the official BMW brand position. Just because one brand outsells another does not mean it builds better cars. For BMW this must be a bit of a shock considering how hard they are trying to push volume above all else. That is why you have so many variants of platforms namely in the X-Series line. Additionally, the new 7-Series launch should have further bolstered the bottom line. Table 1: New Vehicle Sales BMW of North America, LLC , December 2016 Dec. 2016 Dec. 2015 % YTD Dec. 2016 YTD Dec. 2015 % BMW brand 32,835 34,625 -5.2 313,174 346,023 -9.5 BMW passenger cars 20,419 22,818 -10.5 209,231 244,767 -14.5 BMW light trucks 12,416 11,807 5.2 103,943 101,256 2.7 MINI brand 4,658 5,009 -7.0 52,030 58,514 -11.1 TOTAL Group 37,493 39,634 -5.4 365,204 404,537 -9.7 When Mercedes and Audi release their figures we will know if either or both of them took the crown from BMW in 2016.
    31 replies | 534 view(s)
  • Sticky's Avatar
    01-03-2017, 12:04 PM
    Nice work here by BimmerBoot member @nitemare who will likely be breaking into the 10's shortly and in so doing will be the first 535i in the 10's. For now, he is the quickest and fastest E60 535i N54 with a 1/4 mile run of 11.271 @ 124.59. The E60 N54's do not get a lot of love so BimmerBoost wanted this run to get the exposure it deserves. It is pretty much a game of volume as to why the 135i and 335i models get more N54 tuning attention. That does not mean the E60 535i is not capable as this sprint shows: What is the mod list? As follows: Hexon RR700s / JB4 G5 / Trebila tune / BMS Meth kit / MFactory 3.46 LSD / Fuel-It Stage II / ADE Port Injection / Full E85 / VRSF large Turbo inlets / VRSF kittyless DPs / VTT turbo outlets / custom 3.5" single exhaust / VRSF CP / Tial BOV / Rev9 FMIC / RB PCV fix kit / RaceStar Drag Star 17" & 15" wheels / Custom 15" rear wheel conversion The 15 inch drag wheel conversion helps big time with the 60 foot. A 1.627 is a nice launch for an E60. What is next? Well, hopefully 10's: Becoming the quickest and fastest overall E60 certainly is a lofty goal but just breaking into the 10's alone would be a great achievement. He will likely get there soon and some TCU tuning might help with that.
    23 replies | 768 view(s)
  • MFactory's Avatar
    12-23-2016, 02:13 PM
    MFactory Competition Products / YCW Engineering are proud to announce our status as a newly appointed Master Warehouse Distributor for SWIFT Springs in the US, Europe and Asia We have available their full range of products including: - Sports Springs / Spec-R (To be used with stock dampers) - Replacement Coilover Springs (Upgrade your sagging coilover springs) - Assist/Helper Springs (Setup the droop on your coilovers) THE SWIFT ADVANTAGE: When drivers look at a set of springs, they concentrate mainly on the rates, but the material and manufacturing process is equally important. Most enthusiasts will tell you that all springs are the same... we asked some professional drivers for their opinions: - I just replaced my springs to Swift Springs with same spring rate, and somehow the car behaves totally different now. - Since I've swapped the springs from another brand to Swift, my lap times became very consistent throughout the entire race due to cooler tire temperatures, which saves tire wear. - We have tested our Swift-equipped race cars on a shaker rig, and the Swift Springs have a lot less harmonic vibration. - My car is a lot smoother with Swift Springs even though same spring rate were chosen, especially on bad surfaces. The many positive comments Swift Springs receive would have you believe that Swift Springs is surprised to hear such things in the first place, we are simply getting confirmation that our engineering not only works on paper, but is also proven through use in the field (track). Now, allow us to provide a few reasons as to why we get this kind of feedback from our users. PRIORITIES THAT WE ALWAYS HAVE IN MIND WHEN WE DEVELOP SUSPENSION SPRINGS: Surely you have read some spring manufacturer's catalogues before, and you have read that they all claim to have the 4 factors listed below. - The most consistent spring rate throughout the stroke - The largest amount of stroke - The highest durability against loss of spring height - The lightest in weight We like to believe that all suspension spring manufacturers try their best to achieve these 4 factors. Top suspension tuners know that these 4 factors play an intricate role when considering the effectiveness of the suspension coil spring. Our parent company, Tohatsu, has been winding industrial springs since 1924. Tohatsu then decided to get in to the auto racing market in 1996. Based on long-time experience dealing with coil springs, we came up with one goal: "We must make the product that will revolutionize the ones we see on the market now." Keeping this goal in mind, we went back to the basics of coil spring design and asked ourselves what is the most important factor that we need to consider on this new project. The answer? MAINTAINING TIRE GRIP IS THE KEY TO FASTER TIMES AND SUSPENSION SPRINGS TAKE ON AN ENORMOUS PORTION OF THIS TASK! All Springs are not created equal, the diameters and spring rates can be similar, but the process of manufacturing springs plays a huge factor in how they will perform. Through our extensive knowledge in performance springs, we have perfected the process of manufacturing springs that will outperform our competitors. With this in mind, we set out to produce a new material for coil springs: a proprietary steel alloy we call "HS5.TW". This material was created in order to maintain the 4 factors listed above, as well as achieving the fastest reaction speed possible to get compliance on road surface conditions. Our springs are created with proprietary winding methods, as well as some other trade secrets focused on ensuring our springs separation from the standard market. In the time since Swift Springs officially opened its doors in 1997, Swift Springs has dealt with many world class race teams in multitudes of different races including road racing, rally, off road, drift, autocross, pavement and dirt oval track, motorcycles, and more. Swift Springs has lifted many racers to a podium finish, and is still continuing to do so. With so much experience behind us, we feel confident that our springs will give you a leg up in any kind of race you participate in. Try Swift Springs on your vehicle, and experience what many racers are talking about. We strongly believe that you will feel the difference just like every other racer, and you might even wonder why you didn't try it sooner. THE HISTORY: The origin of Swift Springs Swift Springs was founded in 1997 in Tokyo Japan as a motor sports division of Tokyo Hatsujo Manufacturing Co, Ltd. that has been leading the spring industry since 1924 The purpose was to demonstrate our superior engineering in spring by developing the next generation of motor sports suspension coil springs. They had to have the best characteristics of any brand or design in the market, which required the springs to be the lightest in weight and most durable, and to exhibit the most linear characteristics while still being cost effective. Since the formation of Swift, it has been lead by the former racer and suspension expert, Kei Yokota, and the chief engineer, Yasu Saito. Their first-hand involvement within the race industry has propelled Swift quickly through the ranks of some of the world’s most reputable races. Swift springs quickly became one of the most recognized and respected name in performance coil springs in many genre of motor sports throughout the world. Being a part of the Tokyo Hatsujo spring corporation. Swift has a large collection of engineering research and development resources. Tokyo Hatsujo springs are used in most light to heavy industries and the dynamic has provided Swift with most advanced spring technologies and innovations available. In Swift’s impressive motor sports history dated back to 1998, first was with Nissan Skyline GT-R in the Super Taikyu Endurance championship series in Japan. Then Swift got involved with the championship teams in Le Mans 24hrs, Nurburgring 24hrs, Super GT (JGTC), Super Taikyu series, D-1 World Grand Prix, F3, F3000, Formula Toyota, and many other world class races. In 2004, Team Goh Audi R8 won 1st place at the world renowned Le Mans 24hrs race on swift springs. VIDEO: The Philosophy behind SWIFT Springs: LOWERING SPRING KITS: 335i - Front 4K (-25mm), Rear 11K (-20mm) M3 - Front 5K (-25mm), Rear 12K (-18mm) Focus ST - 4.5K (-25mm), Rear 5K (-25mm) Civic FG2 - Front 4K or 4.6K (-30mm), Rear 4.6K or 5.3K (-20mm) Civic FA5 - Front 4K or 4.6K (-30mm), Rear 4.6K or 5.3K (-25mm) Civic Si FB - Front 4.7K (-30mm), Rear 5.4K (-25mm) S2000 - Front 4.6K (-18mm), Rear 6K (-25mm) or Front 7.5K (-30mm), Rear 7K (-30mm) FIT GE8 - Front 2.3K (-30mm), Rear 2.1K (-25mm) COILOVER UPGRADE SPRINGS: 60mm and 65mm Spring ID's Available 4" - 11" Spring Lengths Available 3K - 24K Spring Rates Available ENQUIRE NOW: Our stock order will be arriving from Japan in January, so if you are interested in trying out SWIFT Springs on your vehicle, please contact us for special pricing!
    8 replies | 3361 view(s)
  • bigdnno98's Avatar
    01-05-2017, 06:28 PM
    Well it seems that BMW is getting rid of it's military buyers program, at least that's what I've read. They may still have it, but the almost 10% off MSRP I would have gotten isn't going to happen. So between that and finding a dealership willing to do a European Delivery on an M2, I am now going to start looking into an RS3. Does Audi do ED?
    11 replies | 2622 view(s)
  • OldMadBrit's Avatar
    12-31-2016, 07:51 PM
    Hi, I just purchased a 2017 C43 AMG and have just completed its 1000 mile break-in. I'm new to MB but very familiar with high boost V6 and I4's. One of my other cars is a 2006 Mitsu EVO IX which is moderately upgraded, running at 24lb of boost and making ~420HP at the crank. Its delivered a rock solid and totally reliable 104k mixed track and road miles. Another of my cars is a more highly modified 1994 Mitsu 3000GT VR4 that I have had since new. It started life at 320HP and 12lb of boost but for the last 100k miles has been closer to 600HP from ~23lb of boost. In those tuner worlds, 600-800HP is easily achievable with the 2.0 4G63 and there are guys making over 1400HP out of the older but bullet proof 3.0 6G72. Over here in MB land, the M276 DELA 30 appears to be extremely well thought out, well engineered and with no major design flaws (that I can find). So shouldn't it be capable of 500-600HP with thoughtful but not crazy tuning. Given that its lighter than the C63's V8, has AWD and the bullet proof 9Gtronic, I'm surprised that it doesn't seem to have attracted any serious love from the MB tuning community. Sure I can get the ECU modded to ~400 at the crank - snooze!!!! Am I missing something?
    21 replies | 1534 view(s)
  • Sticky's Avatar
    12-23-2016, 12:55 AM
    Can you believe this shit?
    5 replies | 3060 view(s)
  • Sticky's Avatar
    01-11-2017, 08:22 PM
    Look, the 2JZ-GTE is a great motor. The iron block I6 gets swapped into everything these days. You know what else is a great iron block I6 engine? The BMW S54. Which comes under the hood of the E85 Z4 M so BMW already did the work for you if you want a stout I6 that can take a ton of boost. Ok, maybe this was a base Z4 so the owner decided to toss a 2JZ in there with a top mount single turbo to be different. If you want to be different, swap in a Viper V10 like this guy did. Go with something you can not get from the factory like a V8. Call us purists but if you are going to go with an iron block I6, go with BMW's.
    23 replies | 752 view(s)
  • Sticky's Avatar
    12-19-2016, 10:24 PM
    The twin screw supercharged Hellcat V8 is a beast in stock form. It is heavily underrated and obviously has a ton of torque down low. Which it needs to move its porky 4500+ pound butt. The E82 BMW 135i N55 in this video is much, much lighter. Roughly 1200 pounds lighter. On top of that this is a dual clutch example which means very quick shifts. Efficiency is on the BMW's side. It shows as the 135i easily pulls away. The Hellcat will need some mods to change the outcome which isn't a problem for the big V8. Great run from @Newguy123 135i N55 motor PURE TURBOS hybrid S2 turbo FUEL-IT! port injection JB4/MHD stack, pump gas flash with supporting mods DCT was slipping on higher boost targets up top so we left it at 18psi Dodge Charger Hellcat - stock both cars had a passenger and full weight.
    17 replies | 1314 view(s)
  • j_hynson's Avatar
    12-19-2016, 03:32 AM
    My 335i is heading home from Motiv Motorsport and will not be getting any more modification done until a standalone or tuning for the transmission is released. I need something to tinker with and build up. I already build tons of guns and its kind of getting old with how its became harder to do class 3 weapons. I already do HIFI as an inside tinkering for the man cave. My whole life i've always wanted a Porsche 911 Turbo. I like the new ones alot but unfortunately with the petroleum market still unstable i can not commit to a new one. I was thinking anywhere from a 2002 to a 2007 AWD Turbo with high mileage so i wont feel so bad when i rip it apart to build it. Has anyone owned one? Have any pointers or things i should know when looking at them?
    4 replies | 2823 view(s)
  • Sticky's Avatar
    12-19-2016, 10:19 PM
    The twin screw supercharged Hellcat V8 is a beast in stock form. It is heavily underrated and obviously has a ton of torque down low. Which it needs to move its porky 4500+ pound butt. The E82 BMW 135i N55 in this video is much, much lighter. Roughly 1200 pounds lighter. On top of that this is a dual clutch example which means very quick shifts. Efficiency is on the BMW's side. It shows as the 135i easily pulls away. The Hellcat will need some mods to change the outcome which isn't a problem for the big V8. Great run from @Newguy123 135i N55 motor PURE TURBOS hybrid S2 turbo FUEL-IT! port injection JB4/MHD stack, pump gas flash with supporting mods DCT was slipping on higher boost targets up top so we left it at 18psi Dodge Charger Hellcat - stock both cars had a passenger and full weight.
    17 replies | 1103 view(s)
  • Sticky's Avatar
    12-21-2016, 05:10 PM
    The B4 series flat-four cylinder engine architecture utilized in the 718 models is impressive. This is a modular engine architecture that scales to six cylinders for the Porsche 991.2 generation 911 models. For the Cayman S the B4 2.5 is rated at 350 horsepower and 309 lb-ft of torque: B4 2.5 Horsepower: 350 Torque: 309 lb-ft Boost Pressure: 14.5 psi Bore x Stroke: 102mm x 76.4 Redline: 7500 rpm Compression Ratio: 9.5:1 Intercooler: Water to Air Very solid numbers on paper. In practice? The 718 Boxster S and Cayman S are considerably underrated: 341 horsepower to wheels stock on a Mustang is... well, incredible. AWE's dyno is not quite as conservative as many Mustang's we see but this is still absurd power from the 2.5 liter motor considering the 350 crank hp rating. The exhaust does not add much power but one should not expect huge gains out of a rear section alone anyway. The main focus here is that the Boxster S and Cayman S are really over 400 horsepower from the factory. That is, unless you believe the car only suffers from 2.6% drivetrain losses. With a tune alone one can realistically expect 400+ horsepower to the wheels. The 718 models are going to be a lot of fun and a great Porsche tuning value.
    18 replies | 613 view(s)
  • Sticky's Avatar
    01-09-2017, 01:51 PM
    Introducing the new Porsche 911 GTS models. These are 991.2 911's meaning they get the updated twin turbo 3.0 liter flat-6 motor. For the GTS, the engine is in a slightly higher state of tune offering 450 horsepower and 405 lb-ft of torque. How does Porsche achieve this increase in output? They do not say. This makes us worry it is nothing more than a software change which is great for the bottom line but is not great for getting your money's worth. If the GTS turbochargers are the same as the S model one is really just paying a premium to have 30 more horses with a warranty. The suspension and wheels are available as options already. The only other difference is the Carrera GTS coupe gets the Carrera 4 style connected taillight. If one intends to get a tune, the GTS is a big waste of money. Stuttgart . Porsche is expanding the 911 product line with the GTS models. From March 2017, a total of five variants will be available in Germany: the 911 Carrera GTS with rear-wheel drive, the 911 Carrera 4 GTS with all-wheel drive – both of the above availa-ble as a Coupé and Cabriolet – and the 911 Targa 4 GTS with all-wheel drive. A newly developed turbocharger for 3.0-litre six-cylinder flat engine increases power to 331 kW (450 PS). The engine delivers 22 kW (30 hp) more than the 911 Carrera S and 15 kW (20 hp) more than the corresponding GTS prior model with a naturally aspirated engine. All variants are available with a manual seven-gear transmission or optional Porsche Doppelkupplung (PDK). More power for more performanceThe maximum torque of 550 Nm provides even better acceleration and elasticity figures. The torque is available between 2150 and 5000 rpm. Porsche Active Suspension Management (PASM) is included as standard on all GTS models. The GTS Coupés feature the PASM sports chassis, which lowers the body by ten millimetres. The fastest sprinter in the family is the 911 Carrera 4 GTS Coupé: With Porsche Doppelkupplung (PDK) and the Sport Chrono Package as standard, it races from zero to 100 km/h in 3.6 seconds. All GTS models feature a top speed in excess of 300 km/h. The frontrunner at 312 km/h is the Coupé with manual transmission and rear-wheel drive. Despite the increase in performance, the GTS remains efficient – the 911 Carrera GTS with PDK, for example, consumes only 8.3 l/100 km according to the NEDC. This corresponds to CO2 emissions of 188 g/km. Typical GTS: Numerous black elements both inside and outThe GTS models stand out within the 911 model line not only in terms of technology, but also in their visual design: All of the vehicles are based on the wide all-wheel-drive chassis, which measures 1852 mm even on the rear-wheel-drive models. The new Sport Design front apron emphasises the sporty character. The front end is aerodynamically optimised. A low front spoiler and increased rear spoiler extension height further reduce the lift forces on the front and rear axle compared to the Carrera S models. On the rear, the GTS is unmistakeable: smoked tail lights, silk-gloss black air intake grille and central black twin tailpipes of the sports exhaust system, which is included as standard. A new black trim strip between the tail lights characterises the rear-wheel-drive models. The light strip is reserved for the all-wheel-drive models. Sport Design exterior mirrors, 20-inch wheels with central locking device painted in silk-gloss black, plus GTS logos on the doors complete the side view. The characteristic Targa bar, which is supplied in black for the first time on the GTS, also lends the 911 Targa a particularly distinctive look. New Porsche Track Precision app and high-quality equipmentGTS genes also shape the interior. The stopwatch of the Sport Chrono Package is integrated as a central component of the dashboard. The Porsche Track Precision app has been further enhanced specially to coincide with the market launch of the GTS models. Its features include automatic recording, detailed display and analysis of driving data on a smartphone. GTS passengers sit on Alcantara seats with a new stitching pattern. The Sports seats Plus with GTS logos on the headrests can be adjusted in 4-ways electrically and provide increased lateral support and comfort. Other features include brushed, black anodised aluminium trim strips on the instrument cluster as well as a high proportion of Alcantara, which can be found on the steering wheel rim, centre console and armrests, for example. The 911 GTS models are available to order now; including value-added tax and country-specific equipment, prices in Germany are as follows: 911 Carrera GTS 124,451 euros 911 Carrera 4 GTS 131,829 euros 911 Carrera GTS Cabrio 137,541 euros 911 Carrera 4 GTS Cabrio 144,919 euros 911 Targa 4 GTS 144,919 euros Image material for Porsche models in the Porsche Newsroom ( and for accredited journalists in the Porsche press database ( 911 Carrera GTS: Fuel consumption combined 9.4 – 8.3 l/100 km; CO2-emissions 212 – 188 g/km 911 Carrera GTS Cabriolet: Fuel consumption combined 9.4 – 8.4 l/100 km; CO2-emissions 214 – 190 g/km 911 Carrera 4 GTS: Fuel consumption combined 9.5 – 8.5 l/100 km; CO2-emissions 216 – 192 g/km 911 Carrera 4 GTS Cabriolet: Fuel consumption combined 9.7 – 8.7 l/100 km; CO2-emissions 220 – 196 g/km 911 Targa 4 GTS: Fuel consumption combined 9.7 – 8.7 l/100 km; CO2-emissions 220 – 196 g/km
    22 replies | 284 view(s)
  • Sticky's Avatar
    01-06-2017, 11:33 AM
    It is no secret the 5.5 liter M157 AMG V8 shows large gains with an aftermarket tune. The torque down low in particular gets a huge bump. Evotech tuned this 2017 Mercedes-AMG GLE63 S on the Dyno Dynamics at Dyno Comp in Arizona. The results show a massive increase in torque starting at 2600 rpm. The increase in area through the curve up until 5250 rpm is massive. The peak gain over the baseline is 186 lb-ft of torque at the wheels at 3500 rpm. Dyno Comp corrects their Dyno Dynamics to read high but so it is important to focus more on the delta here than the peak figures. Approaching 700 lb-ft of torque at the wheels despite the correction factor is still impressive. For a heavy 5300+ pound car vehicle the GLE63 the increase in torque will get it moving much more quickly and basically be a huge kick in the pants. The horsepower gain is solid as well but the M157 is definitely more of a stump puller than top end design and it certainly fits the character of a heavy SUV.
    6 replies | 2151 view(s)
  • R.G.'s Avatar
    01-12-2017, 03:42 AM
    I'm usually not surprised by any existing available modifications for the E9x platform but was completely unaware this even existed. Check it out
    8 replies | 1643 view(s)
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