Close

Activity Stream

Filter
Sort By Time Show
Recent Recent Popular Popular Anytime Anytime Last 24 Hours Last 24 Hours Last 7 Days Last 7 Days Last 30 Days Last 30 Days All All Photos Photos Forum Forums Articles Articles
Filter by: Popular Forums Last 7 Days Clear All
  • Ingeniator's Avatar
    05-20-2015, 05:00 PM
    Ok here is an Open forum for discussion between Members and Vendors. Lets keep all posts data driven. I would also like to focus on options that will work with stock compressor housing inlets as there are very few turbo options available that would require a larger one. EDIT: Tony@VargasTurboTech could you please send me contact info for the flow tester. I would like to commission a true independent report with the data he has collected from various vendor options.
    49 replies | 1138 view(s)
  • JerryT's Avatar
    05-20-2015, 07:42 PM
    I normally build manifolds for local evos and supras, but one of my close friends came to me with his 135i so I thought I would take a shot at it. After viewing several manifolds online for the car I decided on an idea. Space was very limited, so there not really much you can do. I did not think it would be possible for a ts top mount on these cars. Anyways enjoy the pictures. Let me know what you guys think as I am now interested in picking up a 135 myself someday. Jerry
    39 replies | 822 view(s)
  • amr_e90's Avatar
    05-19-2015, 08:46 AM
    Alright let's just start this off with me telling you what I have and what have I done , first my car is a 07 6mt 335xI I have just installed Rb turbos/w billet wheel and Vtt inlets . I took it easy for the past 200 miles and slowly started to drive more aggressive on them . So last night I decided to do the first ever pull and out of nowhere the car hit a wall and felt like it popped out of gear . I have manually lowered my FF to 50 so it can't overboost btw I'm only in Map 2 . I have the 3.5 sensor and the latest firmware . Is this a sense of throttle closure cuz I know around 20/30% is normal during wot but mine completely closed . I couldn't do a log since my app has been acting up , just wondering if anyone has input on this or if anyone can give me the exact user adjustments that I would need to change in the interface . Thanks Alex :confused:
    24 replies | 646 view(s)
  • Tony@VargasTurboTech's Avatar
    05-21-2015, 12:14 PM
    Our awesome test car in Boston running our N55 Stage 2 JB turbo took his car to the track for the first time since it opened last night. He only got two passes before a spill shut the track down. His results? How about 12.18ET at 121.44, with a not great 2.08 60ft. Then on his very next pass he made a few adjustments, and managed an 11.73ET at 122.7, with a better 60 ft of 1.85. This incredibly was done on PUMP gas 93 octane, a single meth nozzle, and 18-20PSI! Shant is really showing off his driving skill here, with near perfect shifts, and NLS shifting on the runs. Video of the run: Keep in mind, our Stage 2 DBB currently holds the N55 1/4 record with a pass of 11.42 at 123.1 with an AT, E50, more timing, and nearly an identical 60ft. The AT alone will make up the 3/10ths of a second difference in the passes, let alone the higher timing. Here is log showing the car running 6-4 degrees of timing and a timing FLATLINE all the way through 4th. What this means is, as soon as he gets some more octane in the car, and can hold timing through 4th gear, this is an easy low 11 second car with at least 3-4MPH trap in it. Lets not even talk about turning up the boost a little bit...:naughty: http://www.datazap.me/u/vargasturbotech/shant-jb-n55-tester-logs-9-drag-strip?log=0&data=1-3-4-5-11&zoom=110-202 Bottom line the car has a TON left in it, and its already so close to taking the 1/4 record, well from us, but from an AT! If you want a dyno queen, you have other options, if you want N55 turbos that hold real drag racing records, your only option is VTT! Great work Shant! We appreciate all your hardwork, and nice driving!
    25 replies | 278 view(s)
  • Tony@VargasTurboTech's Avatar
    05-19-2015, 03:30 PM
    Hey guys we went ahead, and had our inlets flow tested by the same indepent 3rd party as the other vendor. The results came as surprise to the tester but not to us. The results just confirm what we already knew, this inlets work, and they work WELL. On to the results. @1 psi pressure drop our rear inlet is flowing abut 355 CFM, stock flows about 150 CFM, and the MMP flows about 310 CFM. So yes out rear inlet not only more than doubles stock flow it flows 45 CFM more than the MMP inlet. Keep in mind out rear inlet tube is almost twice as long, allows you to run in the stock location, pulls cool air from the driver side, and fits to any air box. @1 PSI pressure drop our front inlet is flowing about 270CFM, stock flows about 180CFM, and the MMP inlet flows about 290CFM. So our front inlet flows about 100CFM more than stock, and about 20 CFM less than then the MMP. This inlet is about 3 times longer than the MMP, has compound bends, and also keeps everything nice and tidy in the stock location. So quick recap VTT Rear 355CFM @1psi pressure drop Stock Rear 150CFM @1psi pressure drop MMP Rear 310CFM @1psi pressure drop +205CFM over stock +45CFM over MMP VTT Front 270CFM @1psi pressure drop Stock Front 180CFM @1psi pressure drop MMP Front 290 @1psi pressure drop +90CFM over stock -20CFM less than MMP Jeff also went ahead and interpolated the results out to 650CFM, and 500 CFM. Our engines will never see 650 on stock inlets, thats basically 900HP worth of flow. 500CFM is about 700HP worth of flow and seemed like a good number. The SIMULATED (as he can not test out that far) results are below. Stock rear inlet at 500CFM has over 11 psi of pressure drop VTT rear inlet at 500 CFM has slightly less than 2 psi of pressure drop! MMP rear inlet at 500 CFM has right around 2.7 psi pressure drop Stock front inlet at 500 CFM has right around 5 psi pressure drop VTT front inlet at 500 CFM has right around 3.6 psi pressure drop MMP Front inlet at 500 CFM has right around 2.9 psi What this all boils down to is this. Both brands of inlets show gains over stock as expected. But with VTT inlets for $499 you get inlets that stay in the stock location, for that price a COMPLETE kit that will plug and play with ANY air box or DCI on the market. No moving coolant tanks, or vacuum canisters, no ingesting extremely hot air from directly above the turbos. None of that, they are simply inlets that work as advertised, at a great price. We knew they would out flow stock with no issues, but that one out flowed a competitors inlet that is half as long, and .5" greater in diameter is a testament to how well our design works. Even the tester was surprised: From an email with the tester: "Just looking at it I would not guess either of your pipes would be capable of flowing more, but one did." We have 30 more sets of these inlets coming in next week, and will be making a modified design for people who want to want recirc stock location DV's, so no one is left out. If you have any questions please email us sales@vargasturbo.com. You can order from the site right now, and they will ship as soon as they arrive! Also we are doing an EXTREME amount of inhouse flow testing out on our turbo test bench, this included inlets, and different turbo combos. Stayed tuned for those results extremely soon! Here is a little sneak peak..:)
    17 replies | 554 view(s)
  • rader1's Avatar
    05-18-2015, 05:52 PM
    I participated in Wannagofast's 1/2 mile event at Ingall's field on may 2nd and 3rd. The official results were just posted today and I would like to share them. Some details about the event: Ingall's field is an absolutely beautiful location but not exactly the ideal location to hold a race due to elevation(3800' elavation and 5000' DA during the event) and it's remoteness from civilization. Here's links to the official MPH results http://wannagofast.com/event-time/vashootoutsatoverall2015_fin.htm http://wannagofast.com/event-time/vashootoutsunoverall2015_fin.htm Relevant details on the car: 6MT, MOTIV750, MOTIV PI, FUEL-IT! stage 3 LPFP running 23psi. Without E85 and the fact that 1/2 mile is a LONG time to have the car under load we decided to go conservative with power. 23psi put down 580whp the day before the event and made the car not only very fast but very reliable. My fastest trap of saturday was 148mph but by the end of the day I had shift points and the launch down pretty well. Sunday I picked up 4mph to trap 152mph. I'm car 107/108. Just to provide some context Bolt on tune 1M 129mph Bolt on tune N55 335i 129mph Bolt on E50 tune 335is 133mph Tuned F10 M5 146 mph MS109 tuned M4 147mph Various bolt on tuned GTRs 151-155 Various nitrous/blower/HCI C6 Z06s 150-155mph
    20 replies | 587 view(s)
  • Tony@VargasTurboTech's Avatar
    05-20-2015, 09:02 AM
    Hey guys so we are getting close to 1000 likes on our facebook page, so we decided to do a promotion to try to get some more. We are looking to hit 1250 likes, so with that in mind the 1250th person will get 50% a set of VTT silicone inlets (or that value towards any purchase). I have marked the name down of the last like, and we sit at 943 currently. Once we reach the goal, we will count back, and contact the 1250th person. Edit: With input from a person who already likes the page, we will do two winners now. One for the 1250th like, and one at random from 943 down to reward someone for following us to begin with! We appreciate the support! You can either use this link, or click the icon below! Lets get liking! :dance: https://www.facebook.com/VargasTurbo
    14 replies | 525 view(s)
  • Cpt_Rum-bo's Avatar
    05-19-2015, 11:29 AM
    Not sure if this is the correct forum for this so it can be moved if necessary. Would like a dedicated place to discuss track day setups and driving. I have a 2010 135i, FBO tuned by myself with Cobb for now. Track day map is E30 detuned to about 370whp. Suspension is stock, tyres are squared 255/35/18 Federal RS-R racing on stock 261M wheels. I've done a couple track days before, this is the first one with the new tyre setup. Extra rubber up front definitely helps with the understeer, but the lack of camber and compression under load of the fronts just does not help at all. I like to make changes one at a time to get a clear idea of the effect, so will be doing camber plates next as that's all my budget allows. Vid of the first session last Sunday with the new rubber:
    18 replies | 334 view(s)
  • MM Performance's Avatar
    05-20-2015, 01:46 PM
    **All testing was done by an independent 3rd party, flyboys4 on the forums. Flyboy is an aeronautical engineer that tests mission system on military aircraft. Big thanks to him for the extensive amount of testing he has done to bring this data to the N54 community Below is more inlet flow testing results to share with you guys. With the recent results provided by VTT inlet flow testing I wanted to post up some comparison plots and tables of the flow test results. Before we get into the results it is important to establish CFM to whp correlation. Its pretty well accepted that 1 lb air/min = 10 whp 480whp / 10 = 48 lb/min 48 lb air / 2 turbos = 24 lb air per turbo 24 lb air * 14.47 CFM / (lb/min) = 350 CFM per turbo rounded up Similarly 830whp = 600 CFM per turbo Also we did some more flow testing on the MMP inlets with the adapter elbows for the MMP TD04-20T turbos which have a larger opening for the inlets (2.25” vs 1.75”) and the results are shown below in the various charts and plots First lets look at CFM flow @ 1 psi pressure loss Some conclusions drawn from these results presented 1. Total flow - At 1 psi pressure loss, VTT inlets total flow is 1% better than MMP inlets with 1.75” elbows but MMP inlets with the 2.25” elbow flow 31% better than VTT inlets. What this suggest is that the majority of the restriction is in the inlet elbow for the MMP inlets and therefore upgrading the compressor cover and inlet elbow is a very good idea for flow into the compressor wheel. 2. Flow matching - VTT inlets are not as well matched as the MMP inlets even at this low level with the VTT rear flowing 31% more than the front inlet while the MMP front inlet flows only 14% more than the rear inlet Next let’s look at pressure loss (psi) @ 350 CFM per turbo or 480whp level. In this table and plot we are only including the MMP inlet with the 1.75” reducer elbow since there are the only ones that fit the stock turbo Some conclusions drawn from these results presented 1. Total flow - from MMP inlets with 1.75” elbows for stock turbos is 4% better than VTT inlets, its not much and generally negligible but still a favorable result for MMP inlets 2. Flow matching – VTT rear flows 70% more than VTT front inlet while MMP front flows 17% more than MMP rear inlet showing that MMP inlets are better flow matched at this CFM level as well Finally let’s look at pressure loss (psi) @ 600 CFM per turbo or 830 whp level. In this table and plot we are only including the MMP inlets with 2.25” elbows for the TD04 turbos since stock turbos can get no where near these CFM levels but TD04 turbos will be be able to flow a lot more CFM. VTT uses his inlets with his stage 2+ turbos with the same 20T compressor wheels as my TD04 turbos but stuffed into the stock TD03-10T compressor housing. Some conclusions drawn from these results presented 1. Total flow – MMP inlets dramatically outflow the VTT inlets by 73% and the stock inlets by 454%! 2. Flow matching – VTT rear flows 71% more than VTT front inlet while MMP front flows 32% more than MMP rear inlet showing that MMP inlets are better flow matched at this CFM level as well One last bit of interesting information to look at. The MMP inlets with the TD04 2.25” elbows were also flow tested with the cone filters installed to see how much restriction the MMP cone filters added to the inlets and the results were surprising. Some conclusions drawn from these results presented 1. Total flow - The inlets flow about 10% more with filters added. The aeronautical engineer that did the testing had this to say about it – “Some interesting results with the filter on the pipes. I've seen similar with intercoolers when I connect the silicone hoses to the inlets, they end up flowing more than without the additional length. I suspect it has to do with the amount of turbulence that is generated near the inlet. In the case of your pipes the filter probably helps smooth the incoming airflow and you end up with more airflow than with the filter removed” 2. Flow matching – The filters actually work to make the inlets more closely flow matched. I also have flow test data results for the MMP TD04 intercooler chargepipe vs stock intercooler chargepipe and the results are very eye opening as well. Will be posting those results in a separate thread. Also some general comments in an email from the 3rd party aeronautical engineer that conducted the testing- "The outlet of the VTT pipe is slightly larger than yours, so even though the cross section for most of the MMP pipe is greater, where the air has to exit is smaller, creating a classic bottleneck. I believe that is the critical feature giving the one VTT pipe an edge. The multiple 90 deg bends on the other VTT pipe are a killer, more than offsetting the advantage that the larger outlet provides. All just my opinion, but looking at the pipes and seeing the results that's how it appears to me. I didn't compare the VTT results to your larger outlet results, but I'm guessing that if I do look your pipes flowed more than either VTT pipe. In summary – both inlet systems are a DRAMATIC improvement over stock. At 300 CFM / turbo (480whp) levels the difference between the inlets is not much but MMP have a slight edge. At 600 CFM/turbo (830whp) levels the MMP inlets with 2.25” elbows have a dramatic flow advantage over the VTT inlets. Either way, with all this flow data, adding upgraded turbo inlets to your N54 should now be considered as the only real intake modification and should be part of the new vernacular “full bolt on” for the N54
    18 replies | 443 view(s)
  • Sticky's Avatar
    05-19-2015, 05:44 PM
    This is the second round of the matchup between these two cars. You may remember yesterday the video posted shows the stock C63 AMG S beating up on this M3. The M3 has a JB4 S55 tune from BMS (Burger Tuning) but was run on Map 0 to try to get as close to a stock to stock comparison as possible. The F80 M3 in this video is running Map 2 and also has downpipes. Running an actual tune makes a huge difference as the M3 opens up a lead. The C63 AMG S starts to come on strong though. Oddly, it stops pulling and the M3 pulls ahead as if the C63 let off. One thing is certain here. If F80 M3 or F82 M4 owners want to play with a C63 AMG S on the highway they better be tuned with bolt ons. The C63 AMG S sure looks strong in stock form.
    19 replies | 131 view(s)
  • BlackJetE90OC's Avatar
    05-18-2015, 08:37 PM
    Well it begins... F80 M3 (JB4 map 0, downpipes, manual) vs W205 C63s (stock)
    16 replies | 168 view(s)
  • Sticky's Avatar
    05-21-2015, 08:38 PM
    This is a pretty ugly beatdown but what it does is show just how fast the AMS Alpha 9 Porsche 997 Turbo package is in a street setting on pump gas. The video claims the Alpha 9 is running 600 horsepower with a custom Undercover Performance tune but considering AMS shows 800+ horsepower on 93 octane for the package there is some serious sandbagging going on here. The Stingray looks and performs as if it is stock. It ends up looking as if it is standing still. What we really learn here is that the Alpha 9 package on pump gas is tough to beat on the street. From a stoplight a rear wheel drive does not have much of a chance even if it has big power simply due to how effectively the 911 Turbo puts the power down. Ok, so it easily beats up on a Stingray and looks very fast. Now how about this car picks on somebody its own size? The AMS Alpha 9 Porsche 997.1 Turbo package starts at $19,995.95 and includes: TiAL Bolt on, Ball bearing turbochargers with advanced geometry billet aluminum compressor wheels Plex PBC Boost Controller COBB AccessPort W/Custom Tune 5.5” thick high flow intercoolers with smooth cast endtanks 4 ply reinforced silicone turbo discharge pipes Steel wire reinforced silicone turbo inlet pipes Cast Y pipe with smooth merge Carbon fiber upper intercooler ducts Line hardware and fittings Heavy Duty Injectors
    17 replies | 114 view(s)
  • jyamona's Avatar
    05-18-2015, 11:59 AM
    Hey guys, if you are using the N20 tmap sensor, chances are you probably have the wrong scaling values in your flash. What was posted / shared before was a little bit off. These values come directly from the calibration data for the sensor :) Note that for the stock sensor, the axis breakpoints were .5V and 4.65V. For the N20, the second is changed to 4.5V. This lines up with the typical industry voltage range for MAP sensors (.5 - 4.5). So make sure to change that too. The DME then uses these two points internally to calculate it's own y = mx + b for the linear portion of the volt to psi conversion.
    12 replies | 334 view(s)
  • Sticky's Avatar
    05-21-2015, 04:36 PM
    The next gen battle between these popular M and AMG vehicles will soon be in full swing. Now we know the S55 engine in the BMW M3/M4 is underrated despite its claimed output of 425 horsepower. Thanks to Eurocharged Dynojet baseline testing of the new W205 C63 AMG S we know that car is also underrated despite its claimed 503 horse output. Eurocharged was kind enough to do a comparison between the two on their Dynojet dyno for us. You will notice the readout is not RPM but time and the reason for this is explained by Jerry@Eurocharged: "I did it in time view so you can see how long each car takes to accelerate under load. Ironically, both cars accelerate to redline in 13 seconds under load. Blue is C63S Red is M3 Both are my cars and 100% stock." The C63 AMG S obviously makes more power and torque. Considering its bigger 4.0 liter V8, this is no surprise. Its 467 wheel horsepower and 489 lb-ft of torque at the wheels comfortably exceed the M3 S55's ~425 wheel horsepower and ~430 lb-ft of torque at the wheels. This particular graph shows a bit of a spike in the M3's torque as the turbo comes on showing a value above 450 but this seems to be an anomaly from the norm. The reason the peak values are not listed on the graph is due to an accidental shift at redline while on the dyno causing a spike for the M3. Whoops, these things happen and so the comparison is not perfect. Considering how hard graphs like this are to come by we appreciate the effort from Eurocharged. What we can clearly see is the that C63 M177 has a big torque advantage namely down low. This is to be expected from the bigger V8. The BMW S55 motor has to rev more and has more lag. Interestingly the horsepower difference between the two toward redline is negligible. The M177 hits its power peak before the S55. The S55 uses its revs to keep power fairly level as its torque curve also drops toward redline. It is not a classic naturally aspirated M motor curve or a high rpm engine by any means but BMW still has to use revs to mitigate displacement differences to a degree. AMG also is tuning the M177 for more torque down low than the M178 in the AMG GT S which is tuned for more top end punch. The next overlay we will bring you is tuned versus tuned.
    16 replies | 63 view(s)
  • Modded335i's Avatar
    05-16-2015, 05:48 PM
    Modded335i started a thread NGK 5992 now NGK 95770? in N54
    I ordered new plugs from BMS and was about to install them but noticed they looked different. The inscription is now GREEN lettering instead of blue and no *IR* just *R*...are they no longer iridium? Do they still have the same specs as the 5992? Do I gap them at .022 like before? I didn't even notice on BMS website that 5992 changed their part number to 95770....is it just a number and letter coloring Change? Just want to make sure it's all same specs before I swap them out
    10 replies | 356 view(s)
  • lfelunden's Avatar
    05-17-2015, 08:01 AM
    Both spin in 2nd gear, M5 spins in 3rd aswell upto 140km/h (new michelin PSS tyres though), my car is crazy fast, haven't been on dyno. I guess this M3 can point out that it is fast :) M5 mods: K&N drop-in filters and tune M3 mods: G power SK II CS supercharger kit + complete akrapovic titanium exhaust and DCT (630HP). I will make some new clips whenever the M5 will have the complete IPE exhaust installed and some more boost up top!
    11 replies | 192 view(s)
  • Sticky's Avatar
    05-20-2015, 04:50 PM
    You read that right, a LaFerrari actually doing something in the real world and outside Ferrari's control. We are somewhat surprised the owner did not need to get a permission slip signed by the Ferrari CEO to run his LaFerrari without a factory support team and media blackout. Putting aside Ferrari's insane policies and self-inflated view of themselves for a moment this is an interesting video showing just how fast the LaFerrari is. It is not going up against a slouch of a car here in the McLaren 650S but clearly has it overmatched on paper. The LaFerrari is capable of going 9's and trapping over 150 in the 1/4 mile. This is just much faster than the 135+ miles per hour the 650S traps which is already pretty damn fast. This is the difference between a top of the food chain 950 horsepower hybrid supercar and a very rapid 650 horsepower twin turbo V8 exotic sports car. It certainly is nice seeing the LaFerrari do something other than lap the Ferrari test track.
    9 replies | 77 view(s)
  • Sticky's Avatar
    05-21-2015, 09:27 PM
    Ok, ok, this is not a car motor. Relax. That does not make it any less badass. Boost is used in various applications and it is fun to see what various engine builders come up with for a variety of platforms. BoostAddict simply felt this motor deserves some recognition for its awesomeness. The specs? Capacity: 6.0 Litres Block Layout: 90 deg AC2A-F Aluminium Alloy V8 Cylinder Heads: DOHC 4 Valve Per Cylinder Intake Manifold: Magnesium; Tuned Length Intake Plenums: Carbon Fibre Exhaust Manifolds: Tuned Length; Stainless Steel Sump: Magnesium 12 Litre with Internal Oil Cooler Induction: Sequentially Quad Turbocharged Intercooling: Dual Liquid to Air Intake Charge Coolers Engine Management: Nizpro-Visteon with Dual Drive by Wire Throttles Ignition: Direct Fire; Coil on Plug Injectors: 1200cc Per Minute; Dual Squirt Maximum Output: 1500hp; Governed @ 8250 rpm Maximum Torque: 1120 ft lbs; Governed @ 6200 rpm Maximum RPM: 8400 rpm Limited Idle Speed: Neutral 700 rpm Idle speed: Forward 850 rpm Idle speed: Reverse 650 rpm Maximum Fuel Consumption: 8.6 Litres Per Minute @ 1500hp Absolute Boost Pressure: 260 kpa Fuel Type: Shell 100 Octane V-Max Racing Unleaded Pretty epic, right? Carbon fiber intakes, magnesium manifold, 8400 rpm redline, and 38 psi of boost. This engine is called the VZR-60DEQT and sees applications in boat racing. The Australians over as Nizpro have our respect and then some.
    7 replies | 76 view(s)
  • Sticky's Avatar
    05-18-2015, 10:02 PM
    Lewis Hamilton is the $100+ million dollar man on the Mercedes Formula 1 team and also the 2014 World Champion. That kind of money can buy you all kinds of cool toys. Including the McLaren P1 you see in the photo that Hamilton is sitting in. Hamilton before joining Mercedes raced for McLaren and won a world championship with them. McLaren naturally is aware of this so seeing Hamilton in a P1 they mentioned that Hamilton still likes McLaren vehicles implying his taste off the track is for their cars. Mercedes was quick to jump on this comment implying the P1 imitates the classic Gullwing SL. Essentially what Mercedes is doing is throwing their weight around saying that they have been doing this for far longer than McLaren and that they were pushing the design envelope decades before McLaren even thought of putting a supercar to market. There is definitely some passive aggressive posting going on between the two. Mercedes may have gotten the better end of this. In Formula 1 they clearly have.
    5 replies | 54 view(s)
  • Sticky's Avatar
    Today, 12:22 AM
    It is puzzling that BMW is so aware of its history yet at the same time chooses to ignore its production aspects. The 1972 BMW 3.0CSL was a homologation special. It stands for Coupe Sport Lightweight (and now you know why the E46 M3 CSL badge was important). It was meant to go racing and go racing it did. Yet BMW sold it to the public. The car won the European Touring Car Championship in 1973. It would take second place in 1973 at the Nurburgring Touring Car race. From 1975 until 1979 it was undefeated winning the European Touring Car Championship each season. The 'Batmobile' as it is widely known dominated racing and built a legendary reputation. That is why BMW is honoring it much like they did the M1 with the M1 Hommage concept. Unfortunately, while BMW remembers its racing history it does not produce anything like an M1 or E9 CSL today. If you even mention the i8 or M6 as spiritual successors you do not understand the Motorsport emphasis of the originals. They made their name and were built for the race track. Do not get too excited about this modern take on the 3.0 CSL as it will never see production. The car makes extensive use of CFRP and carbon fiber to keep weight low. There are no details on the drivetrain as it is primarily a design and lightweight technology showpiece. As the name implies, a 3.0 liter inline-6 has to be under the hood. What that inline-6 could be is anything but an S55 motor would not be a bad choice for a modern interpretation. It's too bad BMW does not actually produce anything like this. Go ahead and look at the pictures and dream about them putting the car into production. BMW 3.0 CSL Hommage. Racing flair with a touch of class. Munich/Cernobbio. Amid the audacious design studies and automotive beauties from a bygone era gathered at the Concorso d'Eleganza Villa d'Este, the BMW Group presents its new BMW 3.0 CSL Hommage – and in the process makes a pretty formidable statement of its own. This model is the BMW Design Team's tribute to the 3.0 CSL, a timeless classic and iconic BMW Coupé from the 1970s. "Our Hommage cars not only demonstrate how proud we are of our heritage, but also how important the past can be in determining our future," says Adrian van Hooydonk, Senior Vice President BMW Group Design. "The BMW 3.0 CSL Hommage represents a nod to the engineering achievement exemplified by the BMW 3.0 CSL in its lightweight design and performance. With intelligent lightweight construction and modern materials, the 3.0 CSL Hommage brings the character of that earlier model into the 21st century, showing it in a new and exciting guise," he says, summarising the approach the design team took with the BMW 3.0 CSL Hommage. Lightweight design past and present. "CSL" stands for "Coupé Sport Leichtbau" (coupé, sport, lightweight). With its aluminium bonnet, boot and wings, Plexiglas windows and equipment rigorously pared down to the bare essentials, the old BMW 3.0 CSL tipped the scales around 200 kg lighter than its sibling model, the BMW 3.0 CS. Unsurprisingly, then, it was predestined for a career on the race track. Whereas the material of choice in the 1970s was aluminium, today carbon fibre – or carbon-fibre- reinforced plastic (CFRP) – offers the optimum weight-to-strength ratio. These high-strength fibres are even lighter and stronger than aluminium. And the BMW 3.0 CSL Hommage makes generous use of the high-tech composite, reinterpreting the concept of lightweight design for the modern age. Wherever CFRP is used, it is also visible – rendering the lightweight design principle tangible both inside and out. The BMW Group is a world leader in the production and application of CFRP in automotive design and can already boast many years of experience in series production of CFRP structural parts for the BMW M and, in particular, the BMW i. The exterior: power and elegance. Karim Habib, Head of BMW Design, explains the thinking behind the design of the BMW 3.0 CSL Hommage: "For BMW designers like us, the BMW 3.0 CSL is a style icon. Its combination of racing genes and elegance generates an engaging aesthetic that continues to win hearts even today. The BMW 3.0 CSL Hommage celebrates many of those characteristic features, but without copying them. Indeed, some of the parallels are not immediately obvious. We wanted people to sense the family resemblance rather than see it straight off." The BMW 3.0 CSL Hommage is a vision of pure athleticism: the elongated body is set off by distinctive air deflectors, powerful wheel arches and prominent spoilers to the roof and tail. Despite its size, the aerodynamic elements are key in enabling air to flow optimally along the sides of the vehicle. The front air deflector serves to vent the engine compartment, while wings over the rear wheels ensure optimum airflow around the vehicle. Small rear-view cameras serve to further reduce aerodynamic drag. The large rear spoiler increases downforce on the driven rear axle and in so doing improves power transmission. The Air Curtain and Air Breather systems guarantee optimum ventilation of the wheel housings. And the sheer self-confidence and sporting prowess of the BMW 3.0 CSL Hommage are perfectly summed up in the original colour of its spiritual predecessor – Golf Yellow. The front end – muscular athleticism. Boasting one of the broadest and lowest front ends of any vehicle in the BMW Group, the BMW 3.0 CSL Hommage's front exudes pure power and athleticism. At the centre, the characteristic BMW kidney grille stands tall in citation of the more upright styling of the kidney grille of yesteryear. The size and spatial depth of the kidney grille symbolise the output of the powerful six-cylinder in-line engine with eBoost. At the same time, the finely wrought geometry of frame and kidney struts lends the front end an air of quality and exclusivity. The characteristic four-eyed face gives a contemporary, hexagonal interpretation of front-end sportiness. Laser light and LED technology facilitate slender, state-of- the-art lighting graphics, and the flat contours of the headlamps generate that characteristically focused BMW look. A stylised "X" inside the lights divides the lighting functions and conjures up memories of the X-shaped headlamp stickers once used in long-distance racing. Horizontal LED strips create a visual bond between headlamps and kidney grille while at the same time emphasising the broad, flat impact of the front end. A large carbon-fibre front splitter reduces the gap between road and front end and, in combination with the kidney grille, offers a modern interpretation of the earlier car's highly distinctive shark nose. Two circular openings and a series of elongated slots pay tribute to other elements featured in the earlier car, but offer a new interpretation for the 21st century. The sides – contrapuntal elegance. The vehicle sides are in elegant counterpoint to the marked athleticism of front and rear. The long wheelbase and elongated bonnet appear to stretch the Hommage's silhouette. A continuous, horizontal line encircles the vehicle by way of paying tribute to a distinctive stylistic feature of the earlier BMW 3.0 CSL: its all-round chrome trim. In combination with the black highlight beneath, the continuous line intensifies the flat, elongated appearance of the sides. A particular detail of the BMW 3.0 CSL Hommage is the roofline. Consciously subdivided into three, the line recalls the distinctive upper section of the BMW 3.0 CS – one of the first coupés to feature a roof that did not flow into the tail. Compared with the ubiquitous fastback coupés of the day, this was both an innovation and a design statement, a feature that exuded athleticism and elegance in equal measure. In keeping with the BMW 3.0 CSL, the Hommage features a BMW logo on each of the C-pillars. The all-round shoulderline is also the starting point for the subtle, finely sculpted surfaces of the sides. It follows the development of the shadowy areas behind the front wheel all the way to the lit surfaces above the rear wheels. This interplay between light and shade lends movement and dynamic intensity to the generous surfaces of the vehicle's sides. Dark CFRP areas narrow the gap between the sides and the road, again paying tribute to the consistent lightweight design of the BMW 3.0 CSL. In combination with the black graphic accents, the dark lightweight elements reduce the perceived height of the vehicle and further emphasise its flat silhouette. The black 21" alloy wheels in matt and high-gloss bi-colour versions offer an additional unique highlight. Air control blades in the interstices of the wheel rims, meanwhile, serve to further optimise aerodynamics. The rear end – a muscular presence. As with the front end, the vehicle's tail is broad and muscular in design. Generous surfaces generate presence, horizontal elements emphasise width. A particular highlight is the styling of the rear lights: an LED strip above the spoiler links the two lights, thus giving the rear end a formal framework. The powerfully sculpted rear apron with CFRP diffusor creates a visual impression of the BMW 3.0 CSL's raw power. Even viewed from above, the BMW 3.0 CSL is extremely dynamic. From kidney grille to headlamps, the bonnet traces a broad "V" – a nostalgic throwback to a distinctive and dynamic element of earlier BMW coupés. The interior – purist elegance. Pared down to a minimum, the interior of the BMW 3.0 CSL Hommage puts its lightweight design on show and renders its racing character elegantly tangible. All interior elements are there out of absolute necessity, every part has a high- quality design, structural or drive-related function. In the all-CFRP interior, the only wood-like presence is the "instrument panel" – a cross-member and purely structural element. This is a clear reference to the interior of the earlier BMW 3.0 CSL, which featured an all-round wood trim throughout the interior. In the new version, only the small central eBoost charging display interrupts the wooden instrument panel. Infotainment is equally minimalist in concept: a central display on the steering column informs the driver of the current gear, speed, revs and shift point.  Racing genes and lightweight design with finesse. Other racing features include bucket seats with high-quality stitching, a six-point belt and red anodised safety features such as the outlet nozzles for the extinguishing foam, the fire extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The only elements in the rear of the vehicle are two helmets integrated into the transmission tunnel. These are held in place by a belt when not in use. In the place of a rear seat bench, there are only covers for the eBoost energy accumulators. Special reflector technology in combination with LED strips create an impressive 3D effect on the covers. In its use of cutting-edge materials and detailed solutions, the BMW 3.0 CSL Hommage displays technical sophistication and subtlety of form. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. The door design is as minimalist as it is expressive: precise, clean surfaces trace an arc rearwards, lending the door element a flowing, dynamic quality. The door openers combine a DTM-style pull strap with the elegant handle-integrated opener of the earlier BMW 3.0 CSL, resulting in the hybrid solution of a nylon pull strap located directly behind the grab handle in the door. As with the interior as a whole, this detail lends expression to the unique character of the BMW 3.0 CSL Hommage: a winning combination of lightweight design, athleticism and elegance.
    6 replies | 27 view(s)
  • Fishayyy's Avatar
    05-19-2015, 02:07 AM
    Fishayyy started a thread Whine at around 8-9 psi in N54
    I've read through a few threads and I haven't really seen a solid answer, but right around 8 psi in any gear I start to hear a whine that can best be described as the same noise a balloon makes when you stretch the neck and deflate it. I have a 2008 335i with about 48k miles on it and an er chargepipe with a bov. Any ideas? Im reaching my boost targets from what I can tell and I dont feel any power loss.
    4 replies | 118 view(s)
  • Sticky's Avatar
    05-21-2015, 02:00 PM
    Many of the readers here have very nice cars with a lot of money invested in them. Whether it be wheels, engine upgrades, whatever, potential theft of parts or the car itself is a very real danger. It's certainly worse for our members who live in areas where violent car theft is an everyday threat and occurrence such as South Africa or Ukraine. It really can and does happen anywhere with this particular instance taking place in Brazil. The thieves targeted this car and waited until it went into the garage with the door coming down before tripping the sensor to get in. The problem is they targeted an armed off-duty police officer. As soon as the first thief approaches the door he is ready and opens fire point blank. The other two scatter as he chases them down. One of the thieves was killed and the other two were apprehended. This certainly shows the value in protecting oneself.
    5 replies | 57 view(s)
  • HRE_Wheels's Avatar
    05-20-2015, 09:26 PM
    Sonic MS​ for HRE Classics! This BMW 5-Series is sporting a Satin Gold set of HRE Classic 301Ms. Questions? Please PM us! http://bit.ly/1DHqtoc David Bush Photo​.
    3 replies | 28 view(s)
More Activity