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  • martymil's Avatar
    05-29-2019, 10:44 PM
    Single turbo kits for BMW N54 and N55 motors are a bit easier to come by for LHD (left hand drive) variants than RHD (right hand drive). Australian BimmerBoost user @martymil helped develop this Houzworkz Garrett based single turbo kit for RHD N54 and N55 owners. Kit Includes: Motiv n54 / n55 RHD manifold with custom hot side pipe Custom Turbo manifold heat shield (optional ceramic coating) Garrett GTX3076R Gen2, GTX3576R Gen2 or Garret GTX3584RS with modified compressor housing 3 inch dump pipe to standard exhaust connection 3 inch inlet with dry filter Custom turbo to IC pipe Tial MVR or Turbosmart Hypergate 45mm Wastegate. Chromoly Engine Mount Relocation Kit with custom comfort mount (45A) Turbo scavenge tank with VDO pump oil return Oil check valve PTFE lines and Speedflow dash fittings Custom RHD block-offs Custom RHD water coolant relocation All silicon joiners and constant pressure Turbosmart clamps Ceramic coating (optional) Motiv Boostbox (optional) Mac Solenoid (optional) 800 to 1800hp monster IC kit (optional) Custom VTA catch can system (optional) Plazmaman FF manifold (optional) Custom IC to TB up pipe (optional) Turbosmart Big Bubba DV or Raceport BOV (optional) This kit has been extensively tested for the last two years covering over 20,000 miles (32000km) through unforgiving, hot Australia summers and short but cold winters. Add 20 to 25% to convert from Dyno Dynamics to Dynojet power figure so conservatively around 763 whp. This is on a stock freak motor and transmission that has managed to survive the shear abuse and torture of our environment and testing. We have seen higher numbers but the transmission was not happy at over 28psi. Boost was limited even though the GTX 3584rs Turbo is 35psi+ capable
    32 replies | 512 view(s)
  • Sticky's Avatar
    06-02-2019, 05:04 PM
    This is questionable because nobody in the aftermarket to this date is able to deliver to deliver a BMW N54 HPFP upgrade. There are tuners who can get more out of the factory pump design but many have tried and failed to deliver a true plug and play replacement upgrade. For something so big to hit the market you would think SPOOL Performance (who are they?) would have many more details to share. For one, how they are doing this, the development time, the cost, the proposed improvement to the direct injection fuel system, etc. Just a teaser photo and some text? Maybe this is a real HPFP solution? Then again, maybe we should not get worked up. Let's hope they bring a solid solution to the table.
    21 replies | 764 view(s)
  • Sticky's Avatar
    05-29-2019, 08:12 PM
    A McLaren 570S is a fast car stock. A really fast car stock. For an RS3 to beat a factory example is impressive enough but a tuned example? Wow. These races are also from a roll and on the highway so it is not traction getting the victory. The RS3 is tuned by Unitronic and has a TTE700 turbo upgrade. The McLaren 570S has downpipes and a DME Tuning ECU tune. There are three runs but in all fairness the RS3 jumps each race. It cheats. It is no fun to run against people like that and the 570S driver should have adjusted to his competitor or simply jumped himself. The first run is a total beatdown. The second run is a closer start but the RS3 again wins easily. For the third run the 570S Spider opens the top for some reason. Maybe to look cool while losing? The honks are off with one honk coming then a pause then a second and quick third which the Audi goes on. Even with the jumping and poor 570S reaction time the RS3 still pulls a tuned 570S on the highway multiple times and that is quite the feat.
    26 replies | 681 view(s)
  • Sticky's Avatar
    06-08-2019, 06:02 PM
    This comparison is somewhat amusing as when you really think about it BMW has two entries. Say what you want the Supra is just a Z4 Coupe under the skin. Additionally, MotorTrend called this a 'Sports Car' shootout and is the BMW F87 M2 Competition really a sports car? It's a hell of a sports coupe even at its porky 3613 pounds. The 718 Cayman is almost 500 pounds lighter. What about the Supra? It comes in at 3363 pounds. Getting rid of the rear seats did not provide much weight savings over the MKIV Supra and its iron block I6. The Supra's weight distribution is hardly BMW 50/50 either with 52% of its weight on the nose. Even BMW can not do BMW 50/50 weight distribution these days as the M2 Competition has 53% of its weight up front. Really, the M2 Competition makes the better Supra successor. It features a powerhouse of a motor in the form of the S55 with an aftermarket already producing quadruple figure output examples. It also has rear seats and a manual transmission option. You know, like a Supra is supposed to have. The 718 Cayman is the true sports car of the trio and even in base trim its 300 horsepower 2.0 liter four-cylinder is not far off the Supra or M2. Yes, it is the slowest but not by much. All of the performance figures are close: Zero to 60 mph: 3.9, 4.0, 4.1 seconds—Supra, M2, Cayman. Quarter mile: 12.4 seconds at 114.7 mph, 12.5 seconds at 111.2 mph, 12.6 seconds at 110.3 mph—M2, Supra, Cayman. Skidpad: 1.01 g, 1.01 g, 1.03 g—Supra, M2, Cayman. Figure eight: 24.0 seconds at 0.83 g, 24.0 second at 0.81 g, 24.1 seconds at 0.82 g—Supra, Cayman, M2. If you want the muscle car of the group with tons of aftermarket potential (like a Supra is expected to have) you get the M2 Competition. If you want the pure sports car, you get the 718. If you want a confused car that doesn't know what it is supposed to be and is a BMW in a Toyota body, you get the Supra. Which is why MotorTrend chose it as the winner in this comparison. They're confused too. POWERTRAIN/CHASSIS 2019 BMW M2 Competition 2018 Porsche 718 Cayman 2020 Toyota GR Supra (Launch Edition) DRIVETRAIN LAYOUT Front-engine, RWD Mid-engine, RWD Front-engine, RWD ENGINE TYPE Turbocharged I-6, alum block/head Turbocharged flat-4, alum block/heads Turbocharged I-6, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 181.8 cu in/2,979cc 121.9 cu-in/1,988cc 182.9 cu in/2,998cc COMPRESSION RATIO 10.2:1 9.5:1 11.0:1 POWER (SAE NET) 405 hp @ 5,230 rpm 300 hp @ 6,500 rpm 335 hp @ 5,000 rpm TORQUE (SAE NET) 406 hp @ 2,350 rpm 280 lb-ft @ 1,950 rpm 365 lb-ft @ 1,600 rpm REDLINE 7,500 rpm 7,400 rpm 6,500 rpm WEIGHT TO POWER 8.9 lb/hp 10.4 lb/hp 10.0 lb/hp TRANSMISSION 7-speed twin-clutch auto 7-speed twin-clutch auto 8-speed automatic AXLE/FINAL DRIVE RATIO 3.46:1/2.31:1 3.62:1/2.24:1 3.15:1/2.02:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; struts, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 15.0:1 12.5-15.0:1 15.0:1 TURNS LOCK TO LOCK 2.3 2.5 2.0 BRAKES, F; R 15.7-in vented, drilled, 2-pc disc; 15.0-in vented, drilled, 2-pc disc, ABS 13.0-in vented, drilled disc; 12.8-in vented, drilled disc, ABS 13.7-in vented disc; 13.6-in vented disc, ABS WHEELS, F; R 9.0 x 19-in; 10.0 x 19-in, forged aluminum 8.0 x 20-in; 9.5 x 20-in, forged aluminum 9.0 x 19-in; 10.0 x 19-in, forged aluminum TIRES, F; R 245/35R19 93Y; 265/35R19 98Y Michelin Pilot Super Sport « 235/35R20 92Y; 265/35R20 99Y Michelin Pilot Sport 4S NO 255/35R19 96Y; 275/35R19 100Y Michelin Pilot Super Sport DIMENSIONS WHEELBASE 106.0 in 97.4 in 97.2 in TRACK, F/R 62.2/63.0 in 59.6/60.3 in 62.8/62.6 in LENGTH x WIDTH x HEIGHT 176.2 x 73.0 x 55.5 in 172.4 x 70.9 x 50.6 in 172.5 x 73.0 x 50.9 in TURNING CIRCLE 38.4 ft 36.0 ft 34.1 ft CURB WEIGHT 3,613 lb 3,128 lb 3,363 lb WEIGHT DIST, F/R 53/47% 43/57% 52/48% SEATING CAPACITY 4 2 2 HEADROOM, F/R 40.1/36.5 in 39.1/— in 38.3/— in LEGROOM, F/R 41.5/33.0 in 42.2/— in 42.2/— in SHOULDER ROOM, F/R 54.4/53.3 in 51.3/— in 54.4/— in CARGO VOLUME 13.8 cu ft 5.3 (front), 9.7 (rear) cu ft 10.2 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.8 sec 1.4 sec 1.6 sec 0-40 2.4 2.2 2.2 0-50 3.1 3.0 3.0 0-60 4.0 4.1 3.9 0-70 5.1 5.3 5.1 0-80 6.4 6.7 6.4 0-90 7.8 8.3 8.0 0-100 9.5 10.3 9.9 0-100-0 13.5 14.0 13.8 PASSING, 45-65 MPH 1.8 2.0 1.9 QUARTER MILE 12.4 sec @ 114.7 mph 12.6 sec @ 110.3 mph 12.5 sec @ 111.2 mph BRAKING, 60-0 MPH 106 ft 97 ft 99 ft LATERAL ACCELERATION 1.01 g (avg) 1.03 g (avg) 1.01 g (avg) MT FIGURE EIGHT 24.1 sec @ 0.82 g (avg) 24.0 sec @ 0.81 g (avg) 24.0 sec @ 0.83 g (avg) TOP-GEAR REVS @ 60 MPH 1,700 rpm 1,600 rpm 1,500 rpm CONSUMER INFO BASE PRICE $59,895 $58,150 $56,180 PRICE AS TESTED $67,045 $71,850 $57,375 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, side, head, knee 8: Dual front, side, curtain, knee BASIC WARRANTY 4 years/50,000 miles 4 years/50,000 miles 3 years/36,000 miles POWERTRAIN WARRANTY 4 years/50,000 miles 4 years/50,000 miles 5 years/60,000 miles ROADSIDE ASSISTANCE 4y ears/Unlimited miles 4 years/50,000 miles 2 years/25,000 miles FUEL CAPACITY 13.7 gal 16.9 gal 13.7 gal EPA CITY/HWY/COMB ECON 17/23/19 mpg 22/29/25 mpg 24/31/26 mpg ENERGY CONS, CITY/HWY 198/147 kW-hr/100 miles 153/116 kW-hr/100 miles 140/109 kW-hr/100 miles CO2 EMISSIONS, COMB 1.01 lb/mile 0.79 lb/mile 0.73 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium
    5 replies | 3036 view(s)
  • Sticky's Avatar
    05-29-2019, 08:11 PM
    A McLaren 570S is a fast car stock. A really fast car stock. For an RS3 to beat a factory example is impressive enough but a tuned example? Wow. These races are also from a roll and on the highway so it is not traction getting the victory. The RS3 is tuned by Unitronic and has a TTE700 turbo upgrade. The McLaren 570S has downpipes and a DME Tuning ECU tune. There are three runs but in all fairness the RS3 jumps each race. It cheats. It is no fun to run against people like that and the 570S driver should have adjusted to his competitor or simply jumped himself. The first run is a total beatdown. The second run is a closer start but the RS3 again wins easily. For the third run the 570S Spider opens the top for some reason. Maybe to look cool while losing? The honks are off with one honk coming then a pause then a second and quick third which the Audi goes on. Even with the jumping and poor 570S reaction time the RS3 still pulls a tuned 570S on the highway multiple times and that is quite the feat.
    26 replies | 172 view(s)
  • Sticky's Avatar
    05-23-2019, 06:13 PM
    The 1000+ rear wheel horsepower S55 tuning era is in full swing as this independently built F82 M4 shows. The owner went to Carbahn Auto Works (the new Dinan venture) and picked up a low compression built S55 short bock which Cedar Performance in Dallas installed. Why low compression? Steve Dinan seems to be taking an old school approach. There is no reason to drop below 10.2:1 with direct injection. If anything, take advantage of the compression with ethanol as fuel. If this car was 10.2:1 rather than 9.5-9.7:1 it would be topping 1000 rear wheel horsepower even in the hot 90+ degree Texas weather: Carbahn used their own crank hub solution on the motor. The valvetrain gets new springs from Head Games but it does not get any combustion or porting work. Head Games would be able to get this car over 1000 rwhp as well with their port job. Fuel-It! port fuel injection is helping with supplying enough E85 to the motor. The Kratos KRAS55Bi turbochargers are the key here and proving once again they are easily 1000+ whp capable. Expect more 1000+ whp built motor S55's this year with these turbos.
    19 replies | 779 view(s)
  • Sticky's Avatar
    06-06-2019, 07:23 PM
    This is an interesting piece of news although perplexing. Not too much development is taking place in the S65 V8 realm as enthusiasts are engine and not blower limited. Nevertheless, ESS is introducing new G1, G2, and G3 supercharger setups it with a new head unit. This new head unit is said to be more efficient but there is not yet anything posted supporting the claim: BimmerBoost member @karel seems to have an example running with a Syvecs standalone on a dry sump S65 V8 he says will make 1000+ horsepower: How exactly does he plan to keep the motor together? The problem for the S65 V8 is not output as to this date nobody has made more torque than the BimmerBoost.com E92 M3 with a Gintani Stage 3+ setup featuring a Vortech YSI. Changing the head unit does not mean suddenly the engine block get stronger. PPM Racing Australia seems to think they have it figured out: Color BimmerBoost skeptical but we'll dig for info and of course post what we find. Maybe the S65 will finally take that big step forward?
    15 replies | 793 view(s)
  • Sticky's Avatar
    05-24-2019, 07:21 PM
    This is just great data from Dyno Spectrum. You are used to seeing before and after ECU tune results on the tune but Dyno Spectrum went a few steps further and provided the optimal PDK shift points along with an axle torque graph showing torque per gear. People forget gearing has a huge impact on performance and Dyno Spectrum's Carrera T graphs perfectly illustrate this. Let's start with the tune results: The baseline is very high at 400.5 wheel horsepower. That is because the car has Kline headers, cat bypass pipes, and the factory PSE. Do not focus on the peak numbers but on the delta (change) between the baseline and tuned result. The max wheel horsepower gain is 52.15% and peak torque increases by 46.85%. Just a night and day result an anyone with a 991.2 Carrera or Carrera T that is into performance should get a tune. Now, let's look at the axle torque per gear and recommend shift speeds: It should be obvious but notice torque drops per gear. You not have as much torque in 3rd gear as you do in 1st gear despite engine output not changing. This is all due to gearing. Despite the 9A2B6 motor revving to 7500 rpm the optimal shift points are much earlier in each gear as laid out on the graph. As a matter of fact, the optimal shift rpm is below 7000 rpm in every gear except first gear. In order to take advantage of the redline one would need larger turbochargers flowing more air up top and making power until redline. The tiny factory units simply are not capable of doing that and drop off well before 7000 rpm. It is great to see a tuner provide data like this and BoostAddict reached out to Dyno Spectrum to ask how they did it but they are keeping their equations to themselves for now. All tuners should provide readouts like this.
    19 replies | 593 view(s)
  • Sticky's Avatar
    05-22-2019, 03:44 PM
    Goodyear released some new high end rubber called the Eagle Supsport R and Eagle Supersport RS. The R is supposed to be more of a streetable high grip tire which likely will rival the Toyo R888R and Michelin Pilot Sport Cup 2. The Goodyear Eagle Supersport RS is a more hardcore track day tire that is still street legal and seems positioned against the Pirelli Trofeo R and Michelin Sport Cup 2R. Many of us are looking for sticky rubber that is still streetable with how powerful cars are getting. The Toyo R888R is popular for that purpose but tire technology evolves and cars certainly are not getting less powerful. Are these new offerings from Goodyear the tires to have? We will have to wait and see. There is a test of both tires on a Porsche 991.2 GT2 RS below but they are not compared to the rubber the car comes with. Regardless, the Superport RS turns a lap four seconds quicker than the already impressive R. A direct comparison of the top streetable track tires should come soon and we may have a new champion with these new Eagle Supersports. The Eagle F1 SuperSport R further increases grip levels and steering precision on and off track. Grip levels are enhanced through use of a high-friction compound that provides exceptional dry grip levels, while excellent cornering stability is ensured by bridges in the tread pattern’s inner groove reducing deformation of tread blocks under extreme cornering forces. Steering precision and feedback have also been further enhanced by optimizing the tire’s footprint for more consistent pressure distribution. The Eagle F1 SuperSport RS is Goodyear’s most race-focused tire, designed to push the limit on track while remaining road legal. A highly specialized racing-originated compound provides ultimate grip and performance levels in dry conditions.
    4 replies | 2283 view(s)
  • Sticky's Avatar
    05-22-2019, 01:52 PM
    The Dallas News reports the state senate passed a bill which will outlaw red light cameras in Texas. The governor is expected to sign the bill into law which will make Texas the 11th state to ban the use of red light cameras. Good for those 11 states but many people are still getting scammed by these cameras. Republicans argued the cameras violate due process and democrats stated the cameras improve public safety. Really, the cameras bring in a ton of money and the companies that sell the cameras pitch them to cities as revenue generators. There are studies showing increased rear end collisions as people attempt to avoid getting a red light ticket and speed past. Fremont California was caught shortening yellow light time to increase red light violations which in turn increased revenue. Good riddance. Source
    5 replies | 1826 view(s)
  • Sticky's Avatar
    06-04-2019, 07:36 PM
    Just the other day an HPFP (high pressure fuel pump) upgrade option was posted but like all upgrades available it involves overspinning the factory design. M18Performance may have the first true HPFP pump upgrade but boy has BimmerBoost said that plenty of times about other vendors. Bimmerboost simply directly reached out to M18Performance for clarification: They were candid in their response: So two pump upgrade options are in the works. One that is a dual setup you can see teased in pictures and the other is a six piston single pump that is capable of 600 horsepower or so on E85. Will their design work? What will it cost? When can we expect it? We will all just have to wait and see.
    13 replies | 614 view(s)
  • Sticky's Avatar
    05-21-2019, 09:25 PM
    Wiseco pistons posted a great article explaining the purpose and function of the second piston ring. Many engine builders and engineers read this site and already know these details but for the rest of us who aren't experts there is some great technical piston and ring info in the article below. Let's start with what the purpose of the ring package is: Ok, so what about the second ring? Here is the key: So, the second ring deals mostly with scraping oil and pumping it away from the cylinder walls rather than sealing. Source
    3 replies | 2114 view(s)
  • Sticky's Avatar
    05-22-2019, 07:15 PM
    A 4.0 liter twin screw was at one time thought to be too big to package for the Mercedes-AMG 6.2 liter M156 V8. The largest blower to date is Weistec's 3.0 liter whipple twin screw design. This Stage X proposes to take things to 4.0 liters. Now, so far BenzBoost has yet to see this monster mounted in an engine bay. Also, there is no pricing information and no posted dyno results yet so this is obviously early. Yabeela claims a production version will be ready in three weeks or less which seems ambitious. We certainly hope that is the case. It certainly will be interesting to see what a 4.0 liter twin screw is capable of on the M156.
    14 replies | 601 view(s)
  • Sticky's Avatar
    05-31-2019, 06:08 PM
    Here we go again. BoostAddict.com reports on tuners that scam people to warn potential victims. When playing with high end cars and doing high end builds a lot of money is involved. Unfortunately, this also means there are a lot of high end targets. We see it again and again over the years. From big names like Hennessey to new ventures like Dime Racing high end car tuning attracts some very shady individuals. It seems we can add CFI Designs and Kyle Pekovitch to the list. CFI Designs is hardly a big name tuner but their work caught our attention. On social media they have some beautiful work posted and that is the point of their social media account after all. It is designed to get attention and drum up business so only the best things will be posted. Well, CFI Designs got the attention of a guy in Dubai with a Gallardo Superleggera. He is now $60k in the hole without his car: Guy in Dubai, wires $60k total, never sees that money or his car again. He might as well kiss it goodbye. This is why the big name tuners charge what they do because they can. Do not try to get a bargain tuner when building a twin turbo Lamborghini as you might end up with more than you bargained for. This gentleman posted his story to Ripoffreport.com and it seems his situation remains as last reported: https://www.ripoffreport.com/reports/cfi-designs-kyle-pecarovich/montclair-ca-91763/cfi-designs-kyle-pecarovich-kyle-pecarovichauto-kraftsman-cfi-designs-amp-kyle-pecar-1447228 Unfortunately, the bad CFI Designs stories do not end there. Here's a whopper: A similar story of taking money and not doing anything. Fortunately, at least this guy got his car back. Isolated incidents you say? What about this? Here is one of our forum members @flsupraguy saying he had a great experience with CFI only for someone to say his car was driven around as well without permission: Now that is even worse than just driving the car around as he took parts off the car and sold them. That is Hennessey style scamming right there. It's an absolute horror story. To make things worse CFI Designs is not even licensed for automobile work or repairs in California and BoostAddict can not find any license at all for CFI Designs. The BBB lists their business as 'Auto Boosting Service' which is not an official business type. To be fair, there are zero BBB complaints but expect that to change: Is that it? Nope, how about random people driving YOUR CAR and recording themselves damaging it? Word is even spreading to Yelp: Plus Google reviews: Now, it is obvious why this is being brought to your attention. Does CFI Designs show off some cool looking work? Sure. Should you trust them with your car? Absolutely not. People like this just keep on going without even any consideration for those they have wronged. We see all too often in this industry. There are too many reputable tuners out there to even bother with CFI Designs after this small sample of what is publicly posted. As always, buyer beware.
    2 replies | 2125 view(s)
  • Sticky's Avatar
    05-24-2019, 10:24 PM
    The BMW N63/S63 twin turbo 4.4 liter V8 engine architecture is going to start making some big, big horsepower in 2019. With several large turbo options entering the market and port fuel injection options ready to go 1000+ wheel horsepower is going to become commonplace. At quadruple digit levels of output block integrity becomes a concern. That is where RK Autowerks comes in with their sleeved S63, S63TU, and N63TU engine blocks. How much money? $18,500. No, not cheap and a core exchange is required. If you want to make big power you are eventually going to have to address the block.
    9 replies | 724 view(s)
  • Sticky's Avatar
    05-30-2019, 09:43 PM
    Here is an E92 BMW 335is with a Doc Race single turbo N54 setup. The car makes 632 horsepower to the wheels which is plenty stout when coupled with the DCT transmission. It is hard to argue against the DCT being the highest performance N54 transmission option. Just take a look at the runs below for evidence. The 335is goes up a tune and exhaust Nissan GT-R first. The GT-R gets walked. A Lamborghini Huracan with an exhaust is up next. The Lamborghini loses as well. How about a Charger with some juice? Nope. The Charger needs more juice. Another Charger that looks to be a Hellcat tries a run and it seems the 335is jumps the count but pulls regardless. The Kawasaki Ninja run just seems off. Maybe a poor rider? Who knows. Last but not least is a tuned W205 C63 AMG M177. The C63 opens a slight lead only for the 335is to catch up and pull past. The best run of the bunch. Certainly a stout N54.
    8 replies | 1000 view(s)
  • Sticky's Avatar
    05-22-2019, 07:09 PM
    A 4.0 liter twin screw was at one time thought to be too big to package for the Mercedes-AMG 6.2 liter M156 V8. The largest blower to date is Weistec's 3.0 liter whipple twin screw design. This Stage X proposes to take things to 4.0 liters. Now, so far BenzBoost has yet to see this monster mounted in an engine bay. Also, there is no pricing information and no posted dyno results yet so this is obviously early. Yabeela claims a production version will be ready in three weeks or less which seems ambitious. We certainly hope that is the case. It certainly will be interesting to see what a 4.0 liter twin screw is capable of on the M156.
    14 replies | 151 view(s)
  • Sticky's Avatar
    06-08-2019, 05:31 PM
    They say you can not reinvent the wheel but you certainly can reinvent the tire. The Micheline Uptis is certainly a new take and as you can see in the photo it is not a traditional tire design which is inflated with air. What is the benefit? Michelin will be able to 3D print these tires in the future. That means reduced cost due to less materials and the ability to create tires quickly. The BoostAddict question is, how do they perform? For autonomous city cars or buses we can see the use but will these tires outperform a traditional high performance tire? Doubtful. Lower costs, no blowouts, and less maintenance sound great. You will not be able to change the pressure though so this is one size fits all and not for everyone. Expect to see applications in the real world as soon as 2024.
    5 replies | 1148 view(s)
  • Sticky's Avatar
    06-04-2019, 10:42 PM
    Here it finally is. The highest performance factory BMW ever produced and what will no doubt become a very stout tuning platform. Why? Well, the 4.4 liter twin turbo S63TU2 V8 is offered at 600 hp standard and 617 hp in Competition trim (BMW is sandbagging hard) and paired to all wheel drive. These should not have much trouble getting into the 9's despite the porky curb weight. A stoplight terror with all that torque being put down without issue is exactly what the M8 will be. Styling is the best from BMW that we have witnessed in quite a while. The rear in particular is some of BMW's best work. What we have here is a big, expensive, heavy, and powerful all wheel drive twin turbo V8 BMW GT car. It should be slightly sharper than the F90 M5 due to a lower center of gravity but the weight is practically the same coming in at 4155 pounds. It is going to be fun to see the test numbers on this car as well as what owners and the aftermarket get out of it. Specs: The new BMW M8 Coupe (fuel consumption combined: 10.6 – 10.5 l/100 km (26.6 – 26.9 mpg imp); CO2 emissions combined: 242 – 238 g/km) and new BMW M8 Competition Coupe (fuel consumption combined: 10.6 – 10.5 l/100 km (26.6 – 26.9 mpg imp); CO2 emissions combined: 242 – 238 g/km), plus the new BMW M8 Convertible (fuel consumption combined: 10.8 – 10.6 l/100 km (26.2 – 26.6 mpg imp); CO2 emissions combined: 246 – 241 g/km) and new BMW M8 Competition Convertible (fuel consumption combined: 10.8 – 10.6 l/100 km (26.2 – 26.6 mpg imp); CO2 emissions combined: 246 – 241 g/km). The new models draw the energy for their exceptional performance exploits from the most powerful engine ever developed for a BMW M GmbH car. The high-revving V8 unit with M TwinPower Turbo technology develops 441 kW/600 hp in the new BMW M8 Coupe and new BMW M8 Convertible, and 460 kW/625 hp in the Competition models. The high-performance power unit teams up with an eight-speed M Steptronic transmission with Drivelogic, and the engine’s power is channelled to the road via the M xDrive all-wheel-drive system. The model-specific chassis technology has been designed and tuned with the specific demands of track use in mind. One of the features of the chassis that stands out in particular is a newly developed integrated braking system, an M-specific version of which presents the driver with two different brake pedal feel settings. The new range-topping models from BMW M GmbH will celebrate their world premieres as part of the BMW Group #NextGen event taking place at BMW Welt in Munich on 25 – 27 June 2019. The precise interaction between powertrain, chassis technology and aerodynamics has been carefully honed over the course of intensive testing at the BMW Group’s test track in Miramas in southern France, the winter testing centre in Arjeplog, Sweden and the Nürburgring’s Nordschleife circuit, along with other race circuits. Experience collected from the development of the BMW M8 GTE racing car also played a role in the configuration process. The performance-focused character of the engine, transmission and chassis allows the new BMW M8 Coupe and new BMW M8 Convertible to power from 0 to 100 km/h (62 mph) in 3.3 / 3.4 seconds. The new BMW M8 Competition Coupe sprints from 0 to 100 km/h (62 mph) in 3.2 seconds, the new BMW M8 Competition Convertible in 3.3 seconds. Fast responses, a thirst for revs, and sustained power delivery: V8 engine with signature M performance traits. The high-revving V8 engine presents a compelling blend of razor-sharp responses, a feverish appetite for revs and sustained power delivery across an extraordinarily wide rev band. The M TwinPower Turbo technology of the 4.4-litre unit includes a pair of turbochargers – positioned in the “V” between the cylinder banks and boasting optimised efficiency – and indirect charge air cooling, plus a direct fuel injection system working with maximum pressure of 350 bar. Another technological highlight is the cross-bank exhaust manifolds. In the new BMW M8 Coupe and new BMW M8 Convertible, the engine serves up peak torque of 750 Nm (553 lb-ft) between 1,800 and 5,600 rpm – and goes on to deliver maximum output of 441 kW/600 hp at 6,000 rpm, en route to the 7,200 rpm cut-off. The power unit in the Competition models sustains its peak torque up to 5,800 rpm and develops maximum output of 460 kW/625 hp at 6,000 rpm, its race-derived, high-revving instincts taking an even more prominent lead. The most powerful variant of the V8 teams up with a special engine mounting for a more rigid connection with the vehicle structure. This results in even crisper engine response and also has a positive effect on the immediacy of turn-in and the transmission of engine noise into the cabin. A sophisticated cooling system ensures optimum operating temperatures at all times, both in everyday use on urban routes and when the cars are stretching their legs on the track. The central cooling module, for example, is flanked by two high-temperature water circuits. And the system also features an additional engine oil cooler and separate transmission oil cooler. The particular challenges of track driving are reflected in the design of the oil supply system. The oil sump has a smaller front chamber, which steps in when extra capacity is needed. An additional suction stage allows the map-controlled oil pump to draw lubricant from the smaller chamber. This ensures a reliable supply of oil at all times, even under extreme lateral and longitudinal acceleration. Eight-speed M Steptronic transmission with Drivelogic and M xDrive. Power transfer is via an eight-speed M Steptronic transmission with Drivelogic. The Drivelogic button on the newly designed selector lever allows the driver to select from three modes with specific shift characteristics for particularly efficient, sporty or ultra-dynamic driving. There are also M gearshift paddles on the steering wheel. Another factor in the enthralling performance of the new BMW M8 models is the M xDrive all-wheel-drive system with its rear-biased setup. The centrally controlled interaction between M xDrive and the Active M Differential ensures loss-free transfer of the engine’s huge power to the road. And via the Setup menu, the driver can choose between the default 4WD setting and 4WD Sport mode, which diverts a larger slice of engine power to the rear wheels. Deactivating DSC (Dynamic Stability Control) brings 2WD mode into the equation. The transfer of power exclusively to the rear wheels and absence of stabilising inputs from the control systems add up to a driving experience of singular purity for the experienced wheelman. M-specific chassis with extremely rigid mounting. The new BMW M8 models provide a fresh take on the characteristic M feeling that translates into unbeatable directional stability even in extremely dynamic situations, a linear build-up of transverse loads however strong the lateral acceleration, and neutral steering behaviour even at the limit. The chassis technology comprises model-specific components and a setup fine-tuned in intensive testing on race tracks. At the same time, the chassis also lives up to the expectations of luxury car customers when it comes to everyday and long-distance comfort. The rear axle also incorporates purpose-designed components to meet the exceptional handling dynamics required of high-performance sports cars. The M-specific forged links are one of the factors in the fleet-footed agility of the M8, while the precise responses of the suspension and damping elements are partly down to the anti-roll bars’ improved rigidity. Handling properties are given a further boost by the front end’s high torsional strength, which has been achieved with a tower-to-bulkhead strut and a newly developed, exceptionally rigid shear panel with integrated side sill connection. A steel X-brace and an aluminium transverse strut are fitted for an even more stable connection between the rear axle and the body. The new BMW M8 models are also equipped as standard with M-specific Adaptive suspension including electronically controlled dampers and electromechanical M Servotronic steering. The DSC system hooks up with the M xDrive all-wheel-drive system and the Active M Differential and also offers M Dynamic mode. This mode allows a greater degree of wheel slip and combines with the M xDrive system’s rear-biased setup to deliver an exceptionally sporty drive complete with controlled drifts through corners. Standard specification also includes 20-inch M light-alloy wheels in twin‑spoke design and high-performance tyres (front: 275/35 R 20, rear: 285/35 R 20). Integrated braking system with configurable pedal feel. As an alternative to the M compound brakes specified as standard, the new BMW M8 can also be ordered with optional M carbon-ceramic brakes. Both variants are fitted in conjunction with an M-specific version of an integrated braking system. Thanks to this cutting-edge technology, the brake activation, brake booster and braking control functions are brought together within a compact module. The brake pressure required is triggered by an electric actuator, which means it can be generated more dynamically, pedal feel is optimised and the interventions from the stability control system are significantly faster and more precise. The version of the new braking system developed for BMW M models also presents the driver with two pedal settings. The driver can choose between a more comfort-oriented and a particularly direct, instantaneous pedal feel. Distinctive design as an expression of dynamism and exclusivity. The exclusive aura of the new BMW M8 models is further enhanced by model-specific features geared to the functional requirements of high-performance sports cars. Large air intakes and the BMW kidney grille with familiar M double bars at the front end, lavishly flared front wheel arches, M gills in the front side panels, aerodynamically optimised exterior mirrors, a rear spoiler and a rear apron with diffuser elements in a contrasting colour create a fitting visual showcase for the dynamic potential and exclusive status of the new M contenders. An M Carbon exterior package is offered as an option. Character-defining features of the new BMW M8 Coupe include the double-bubble contour of its carbon fibre-reinforced plastic (CFRP) roof, reminiscent of classic racing cars. Passengers in the new BMW M8 Convertible are protected from the elements by a high-quality fabric roof pulled taut over the cabin. The multi-layer soft-top opens and closes in 15 seconds at the touch of a button, even while on the move. Interior: signature M cockpit and luxurious ambience. The interior of the new high-performance sports cars brings together an M‑specific cockpit design and progressive luxury. Standard specification for the BMW M8 Coupe, BMW M8 Convertible and Competition models includes model-specific leather upholstery options, the BMW Display Key, the BMW Head-Up Display with M-specific content, the Driving Assistant, the Parking Assistant and the BMW Live Cockpit Professional (with navigation system and BMW Intelligent Personal Assistant). Additional driver assistance systems are available as options to provide a further boost to comfort and safety. The new Setup button on the centre console enables direct access to the settings for the engine, dampers, steering, M xDrive and braking system so they can be tailored to personal preferences and the situation at hand. Two individually composed variants of this M setup can be stored permanently with the driver’s preferred settings for the engine sound, gearshift characteristics of the eight-speed M Steptronic transmission, driving stability control and Auto Start Stop function. The overall vehicle configuration can then be called up at any time by pressing one of the two M buttons on the steering wheel. Another new feature is the M Mode button on the centre console, which the driver can use to adjust the driver assistance systems and the displays in the instrument cluster and Head-Up Display. M Mode allows the driver to activate ROAD and SPORT settings, while the Competition models also come with a TRACK setting designed exclusively for use on race circuits. Changing the mode alters the information presented to the driver on the screens, while the safety-enhancing interventions by the driver assistance systems – such as active braking or steering inputs – are reduced to a bare minimum or deactivated altogether.
    9 replies | 737 view(s)
  • Sticky's Avatar
    06-11-2019, 05:51 PM
    What a freaking beast! This is a BMW F10 M5 on the factory S63TU engine internals. It has a Pure Turbos Stage 2 S63TU hybrid turbocharger upgrade. It also features upgraded DCT clutches and a meth injection kit. Eurocharged worked their magic to the tune of 816 whp and 734 wtq: They should have posted the full graph with correction factor but the power and torque curves look great. As for the fuel, it was on a half tank of E85 with 94 octane pump gas. It is almost amusing to say the F10 M5 is becoming quite a tuning value with the F90 M5 pushing prices down.
    11 replies | 473 view(s)
  • Sticky's Avatar
    05-21-2019, 04:50 PM
    Just kidding, this does not shock anybody except Car and Driver. BMW underrating their motors is nothing new and of course Toyota was not about to dial the B58 down lower than any B58 powered BMW models. We already knew the B58 was underrated back in 2015. Did Car and Driver never think to maybe get a 340i on the dyno? Did they just figure out what a Dynojet is this month? It sure seems like it: Yes you geniuses, it is underrated. Additionally, it doesn't outperform the M2 Competition. The M2 Competition is actually the car you should be putting on the dyno but that won't happen as you stated it has the same performance as the standard M2. Now, Car and Driver's hypocrisy and sudden dyno epiphany aside what is questionable is the claimed 427 lb-ft of torque at the wheels. Most B58's on a Dynojet will provide something in the ~370 lb-ft of torque range. Did Toyota tune the torque up quite a bit? Why would they do that? Well, this is something BimmerBoost can not verify as Car and Driver did not post the graph. We will have to wait and see some independent dyno runs posted in order to confirm.
    8 replies | 765 view(s)
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