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  • GreekN54Junkie's Avatar
    06-27-2015, 10:46 PM
    For those who have upgraded to RB Turbos or Vargas Turbo how long did it take for you guys to receive them I'm still waiting for Vargas stg 2 with forged Billet wheel upgrade for the past 2 months:think:
    35 replies | 806 view(s)
  • Sticky's Avatar
    Yesterday, 01:15 AM
    Now before anyone takes these results out of context BimmerBoost would like to explain these are low boost shakedown passes. Only 21 psi out of the Motiv 900 kit is hardly pushing it. It is capable of much more. We also expect to see much more out of this car. Over 130 miles per hour of trap speed in the 1/4 mile on low boost on a manual 335i certainly is respectable though. The car was running pump gas, the Motiv port injection fuel system, twin disc clutch upgrade, and tuning through a Cobb AP. Street tires and not drag rubber on this pass as well. The turbo is theoretically capable of over 40 psi of boost but pushing a stock motor to that level is not advisable (that is reserved for Dyno bragging). Let's say with 30+ psi though and some E85 we could finally see some eye opening numbers on the drag strip from the N54. It's time.
    28 replies | 316 view(s)
  • Abacus38's Avatar
    06-24-2015, 10:54 AM
    I figured we should make a theard discussing the pros and cons of all the available high boost tuning solutions.
    25 replies | 762 view(s)
  • Fr3nch's Avatar
    06-25-2015, 02:35 PM
    Fr3nch started a thread N54 Intake? in N54
    Just saw ECS Tuning has an intake for the N54. Anyone have this yet? Looks pretty badass
    25 replies | 521 view(s)
  • C///M's Avatar
    06-24-2015, 09:25 PM
    Thought I'd ask some of you more experienced N54 folk, specifically those educated with the modern electronics and communication since I came from older bimmers and much simpler times. In a previous post some of you helped with, I mentioned I'm in the middle of swapping my E83's N52 with an E60xi N54 complete drivetrain I picked up a couple years back. So my 01/07 X3 is a K-line car. I picked up a complete '08 N54 from a 535xi, but I picked up a separate MSD81 DME from a different 535xi at a later date. I wasn't sure when the communication protocol changed to CAN and also, do I need to be sure to get a DME from a K-line car? Were all MSD80 DMEs K-Line?
    21 replies | 339 view(s)
  • Modded335i's Avatar
    06-29-2015, 08:04 PM
    Modded335i started a thread No Boost in N54
    For those who have had boost leaks. I need suggestions. No car runs fine except no boost. Intercooler connections seem fine. Chsrgepipe is fine. What else could be causing me to have no boost. My vaccum lines are good...I have a boost gauge in my vent and registers vaccum fine...I'm at a loss. It was like cruising on the highway. And went to accelerate and no boost
    20 replies | 200 view(s)
  • Sticky's Avatar
    06-24-2015, 05:05 PM
    Some very nice hardware going at it here. The video is from our friends over in Russia who do some great events as well as presentation of the cars participating. This particular video features a tuned M6, a Ferrari F12, a tuned Audi S6, and a tuned BMW F82 M4. F12 vs. M6 The run is between the PP-Performance tuned M6 with a claimed 800 horsepower and a stock Ferrari F12 Berlinetta. The F12 gets off the line better but the M6 slowly closes the gap. We have a real drag race on this one as they are neck and neck with the M6 just managing to eek out the victory by the kilometer marker. The M6 has the faster 1/4 mile trap speed at 128.301 miles per hour to 125.915 and the faster kilometer trap speed at 166.559 to 162.917 miles per hour for the F12. Is the M6 reall at 800 horsepower though? It is performing like a bolt on car. But it is nice to see bolt ons on an M6 are enough to take an F12. S6 vs. M6 This same M6 next runs the tuned Audi S6 with an unnamed Stage 2 tune. On paper, this should be an easy win for the M6. The S6 gets a nice jump thanks to its all wheel drive but the M6 quickly passes and pulls. The BMW ends up getting the kilometer marker just over 2 seconds quicker which is a lifetime. The 1/4 mile trap speed of 128.891 for the M6 to the S6's 114.9 shows this is just a huge mismatch in power. M4 vs. M6 Big brother vs. little brother in this one. The M6 gets a much nicer launch and takes the lead right off the bat. The M6 is just stronger trapping 129.189 to the M4's 124.1 miles per hour in the 1/4 mile as well as its 167.683 in the kilometer to the M4's 160.233. The M4 puts up a respectable fight but the M6 is the fastest out of these four cars.
    20 replies | 95 view(s)
  • prelude2perfect's Avatar
    06-26-2015, 12:20 PM
    I installed the shifter a couple months ago and I thought I would share my experience. I picked it up used from another member for $60 that didn't like the way the shifter felt. Too notchy. I read reviews and most said the same that it was a bit notchy. That didn't scare me away as I only care about quicker shifts. I'm a big advocate of function over form/ comfort. Install was not very user friendly. Not sure who designed it but I'd like to slap them upside the head about the stupid idea with those little screws. Anyway, I must say, this short shifter adds A LOT of shifting effort. Changing gears can be a bit of a pain in the ass sometimes and yes, it's very notchy or mechanical feeling. I was actually thinking of going back to stock it was annoying me so much. Fast forward to a few days ago when I finally picked up the ZHP weighted shift knob. WHAT A DIFFERENCE. That extra annoying shifting effort is almost entirely elimintated. I actually like shifting my car again. Before the knob I wouldn't recommend the shifter at all but with the knob it's a decent short shifter. Bottom line: If you get this shifter, a weighted shift knob is an absolute must. Even if you don't get the shifter, get the weighted knob because it makes shifting so much easier.
    16 replies | 357 view(s)
  • Mrpikolo's Avatar
    06-25-2015, 09:25 PM
    Mrpikolo started a thread AWD to RWD conversion in N54
    First of all, I am merely entertaining my curiosity. I know a lot of people may approach these topics with a closed mind. If your intention is to just say "Not worth it, buy a RWD", please stay out of the thread. I am curious to IF a full fledged subframe/suspension swap from an XI chassis to a RWD is feasable, and what it would take. Are the basic mounting points for the subframe the same? Can the xi dsc and abs modules be programed to the i software? Can the tail shaft on the transmission be changed over? I know the oil pans are obviously different, power steering lines, brake lines, ect. I don't have any intention on taking on a project like this, but perhaps there is something else that we can learn from figuring out what the process would take. (Better manipulation of modules, compatible parts, ect.)
    14 replies | 362 view(s)
  • Sticky's Avatar
    06-27-2015, 02:25 AM
    We all know (well avid BimmerBoost readers do at least) that port fuel injection is doing wonders for the BMW N54. The BMW N54 and N55 motors both feature direct injection and upgrading the direct fuel injection system is hardly easy. Supplementing direct injection with port fuel injection alleviates many issues. CP-E (Custom Performance Engineering) offers a port injection fuel system for the N54. As the N54 and N55 are fairly similar the port fuel injection kit was retrofitted to a 2011 E90 335i N55. There are still issues to work out here but this is just the beginning. Here are more details from @Terry@BMS: Hey guys, Jesse brought up one of his development N55s for us to kick around a bit. This particular car is a 2011, manual trans, equipped with a JB4, back end flash map, bolt on mods, and a retrofit CPE fuel rail kit. Apparently the normal N54 rail fits the N55 with some very minor dremel modifications. So we've spent the last week or so playing around with the tuning trying to get straight E85 to work with the N55. Unfortunately its not happening. There is something about it that craps out with misfire codes if we get too much E85 in it. With 100% E85 we can run maybe 17psi at 13.3:1 before it misfires, and maybe 20psi at 14:1 (pretty lean, even by N55 standards) before it misfires. But it always misfires sooner or later. Tried a wide arrange of timing curves which have no effect. The Cobb platform for the N55 which we used to develop the flash is very limited. No valvetronic support. So we can't test much there. This could just be combustion chamber design related. Not making much progress on straight E85 I decided to just give up and drop it down to E50. This allowed up to around 27psi at 13.5:1 before misfiring. While I had the car up I did a few dyno pulls just for kicks. As expected it they were pretty strong for an N55. I don't know what the N55 WR is but this can't be too far off that. I pushed boost up a bit higher and started to run in to our good friend random misfire codes. So dialed it back to around 530whp for now. The port injection helped keep the fuel pressure from dropping but realistically the car would be just as strong with a small nozzle meth kit. On straight race gas on a cooler day I think this setup could hit 550whp.
    19 replies | 114 view(s)
  • jyamona's Avatar
    Yesterday, 10:57 AM
    jyamona started a thread XDF Progress in N54
    Hey guys, This will be the main thread for discussion on all XDF update releases going forward. As I have mentioned in the past, the XDF's for the main 4 rom types are being hosted on a public GitHub so you can track revision history. The link to the GitHub is here: BMW XDF's To get this thread rolling, I do have some news as well. The knock tables I provided Terry for testing are now available for each rom type. EcuFlash XML's are still planned, but are on the backburner right now and will be completed as time allows. For now, time is being devoted to a few promising table discovery efforts: - possible single bank O2 functionality (two possibilities to test) - changing the upshift / downshift points for AT trans - raising idle (lots of tables, will take time to define in all roms) Stay tuned =)
    12 replies | 277 view(s)
  • Sticky's Avatar
    06-25-2015, 06:33 PM
    I'm working on right now. I need a list of dyno machines. Here's what I have off the top of my head: Dynojet Mainline Dyno Dynamics Mustang Dynocom Dynapack Dynomite Maha Superflow What am I missing? Also, anyone have an interesting template idea for submitting dyno runs? Obviously you will pick your make, model, year, etc. Then dyno type, fuel, boost, mods, etc. What should I include?
    19 replies | 262 view(s)
  • BlackJetE90OC's Avatar
    06-25-2015, 01:25 PM
    17 replies | 142 view(s)
  • Sticky's Avatar
    Yesterday, 05:00 PM
    So I started development of a new GPS performance box. The idea is to have something cheaper and superior to the VBOX. I'm not going to go into all the details as others will just try to rip me off. Anyway, I invited @dmacpro91 to the project as I offered to pay him to do the mobile development. He asked for a % of the sales for the lifespan of the product and I said no but said I would pay him for his work. Well, now he is trying to take my ideas and produce his own. I already got ripped off on the BimmerBoost free software trying to work with people who used it to develop paid options and now I'm getting ripped off again. Want proof? I discussed this with him months ago and invited him to the team. I should have known better: Now he's trying to steal my ideas and project for himself. I keep getting stabbed in the back when I'm just trying to make products to help people in the performance automotive community. Well I'm not going to let this one slide.
    16 replies | 227 view(s)
  • ///MPOSTER's Avatar
    06-29-2015, 08:45 PM
    This is a build that I think every member here waits for. There are those days that you just can’t stand the turbo rattle anymore. Those days at Starbucks where you are pulling out of your front-row parking spot after everyone has been eyeing your ride, and then it happens. You start the car up and they look away and laugh and shake their head. I’m sure they are thankful they purchased their Prius with its soft and quiet electric motor that is known more for its pedestrian accidents than its quarter mile time slips. So the day came where I went out and purchased some jack stands and a jack. I also purchased some rhino ramps and removed the bumper to replace with an M3 rep. I read up on Robc1976 DIYs as well as the RB turbo install. Now I knew I couldn’t be as efficient as Rob to document everything and take tons of pictures without adding tons of time, so I will just share what I took. Here are the turbos off the car. Wow, look how tiny these things are. I can’t imagine what they were thinking when putting these thimble-size of turbos on here. I went ahead and disassembled the compressor housing from the turbine housing as well as from the CHRA. Here are some measurements of the inducer and exducers as shown. Tiny, but they are the size that has been documented over and over again. And here is a picture of the housings being bored out. For Hybrid turbos, the turbine housing has to be able to accept a larger wheel in the TD04 family. You are looking at opening it up to 58mm or larger to make it fit. As for the compressor side of things, it is known that the change of housing has been the latest trend. From custom inlets, properly sized TD04 housings, and larger wheel s have all netted fairly huge gains. But I have not seen this type of housing been introduced or even talked about before. It’s exciting and I am so glad to be talking about it. Beer break…. Well before we get to the turbo install and results, I had to hurry up and paint the bumper so I wouldn’t get overspray on the car while inside the garage. Here are some pics of the Tiag….oh so beautiful. It’s like the silver surfer jizzed in a can. Here is the bumper prepped, primed, painted, and then cleared. Beer break…. Okay and so while I had the housings out, I started to look at the waste gate problem. So I took pics of the gap in-between the wastegate arm and flapper. Here you can clearly see a gap that allows the rotation. Because of the rotation there is excessive noise with down pipes around 3,000 rpm. There is also the issue of the wastegate arm being bent and flexed and the result is a sloppy closure. Beer break…. Now we get to the cool part you have been waiting for. The custom BW compressor housing is the bomb! Check this out. No one, and I mean no one, has ever done this before on this forum. In fact, I think this may just be the very first edition ever displayed. I can bet within the last few minutes, everyone has been trying to Google-Search BW turbo with very little background on who started it. But WHO CARES! AM I RIGHT?? Heck yeah! Check out these Bacon Wrapped turbos! I might just show you how much bigger the inlet is than any competition but until then…they are going in the oven at 400º degrees until a golden crisp. Now you may be thinking to yourself “ I CAN DO THIS TOO”. You can and pay attention to the weaving pattern like carbon fiber. That right there sir, is the trick to the strength of these. BING! BEER BREAK and I think something is about ready. So once out of the oven, the compressor housing is assembled back to the turbine exhaust housing. Notice that you will see there will be some custom work to do. There is some grinding to be involved. I prefer the nibbling method as one might ask “Why would you waste perfectly good bacon”? GOD all this bacon is making me so thirsty for some more beer !!!!!!! Cheers!! BEEEEEEEEEEEEER BREEEEEAAAAK!.... Okay so everything is all assembled and I am in awe! In the past, I was really impressed with Motive’s custom manifold, but I don’t think that these housings are even in the same league, I mean REALLY NOT IN THE SAME LEAGUE. All I can say is WOW, they are a work of art. The startup was good with no check engine lights. The exhaust sound is amazing but short lived. I was happy until I went to the exhaust tips. I noticed that there was oil dripping out the tailpipe. It might just be some bacon fat drippings or the CHRA are already leaking. As for the olfactory experience, you have to be here to enjoy it, MY GOD WHOA. I would say there is no other kit out there that can give you factory-style performance while also giving you an olfactory orgasm at redline. Thanks for reading! No dynos will be provided as they are already SOLD SOLD SOLD!!!!! My eyes are set on some RB Evos. Rep me if you laughed! I have been waiting to post this all day.:awesome:
    12 replies | 314 view(s)
  • Sticky's Avatar
    06-29-2015, 06:33 PM
    In this new era that puts a premium on efficiency and emissions (as well as parts sharing among motors) the major German brands have all gone to turbocharged and direct injected V8's for their sedans. In the past BMW had a high revving V10, Mercedes a supercharged V8, and Audi a twin turbo V10. Today we do not see vastly differing approaches. That is not to say the engines are all the same as they are not. There are significant design differences which we will explore in this article. They all are turbocharged however with direct fuel injection and all are V8 designs. Let's start by taking a look at the 4.4 liter BMW S63TU. The S63TU is based on the N63 4.4 liter V8 design. The 'S' designates a motor with engineering from the M division. The 'TU' designates a technical update. The N63TU received BMW's Valvetronic variable valve lift system as the did the S63TU which separates them from them from the standard N63 and S63 motors. In the case of the S63TU it also gets a compression bump to 10.0:1 and its peak boost pressure is stated by BMW to be 22 psi. BimmerBoost previously compared the N63 and S63 designs but will now be looking at the S63TU variant that sees duty in the F10 M5 and F13 M6. What is important to note in the S63 engine design is that it features a pulse tuned, cross engine exhaust manifold. This design of the manifold is illustrated well here: The color coded sections give an idea of how this works. The twin scroll turbochargers receive exhaust pulses from both banks, not just one. This is the main difference between the S63 architecture featuring twin scroll turbos and the N63 architecture using single scroll turbos. The S63 turbos are effectively receiving more exhaust pulses. This is part of the reason the S63TU makes more efficient use of its same 4.4 liter displacement and has greater output. This brings us to the Mercedes AMG M157. Out of the modern German twin turbo V8 motors AMG offers the largest displacement at 5.5 liters. This is great for low end torque and turbo spool. The AMG design is quite different from BMW. You will not find the trick exhaust manifolds with the turbos top mounted in the V or valley of the motor. The M157 uses a more traditional layout. It does not feature twin scroll turbos but does feature variable valve timing and direct fuel injection of course. Cooling is courtesy of water to air intercoolers. The M157 is more of a brute force approach. It's a big V8 with boost so of course it will make power. Speaking with certain tuners they believe the M156 and M159 were better motors than the M157. They had to rev high to make their power though and the M157 with its 6400 rpm redline does not courtesy of the turbo boost. Mercedes-AMG themselves has adopted a more advanced design for their new 4.0 liter twin turbo M177/M178 V8 with top mounted turbos located in the V of the motor. On the surface it is a very similar design to the Audi 4.0 TFSI V8 which we will now explore. The Audi V8 has the smallest displacement out of the bunch at 4.0 liters. Audi seems to know this and therefore built a very efficient design that responds very well to tuning. You will see that for yourself in the output comparison stock and tuned later on. It is as if Audi designed this motor to be tuned. The engine has top mounted turbos, twin scroll turbochargers, variable camshaft timing, and direct fuel injection of course. The twin scroll turbochargers are the main difference between the standard S6/S6 4.0 TFSI V8 with single scroll turbochargers and the RS6/RS7 design. The S6, S7, RS6, and RS7 all have the same 10.1:1 compression ratio. Audi explains the design choices as well as why they did not go the VTG (Variable Turbine Geometry) route well here: Despite the displacement disadvantage it really isn't giving much of anything up to the big boys offering 560 horsepower in the RS6/RS7 and 516 lb-ft of torque. This is less torque than the 590 lb-ft offered by the 2015 E63 AMG but actually more than the BMW F10 M5 500 lb-ft interestingly enough. At least on paper. AudiBoost will explore this motor in much further detail in a dedicated article later this week. Which brings us to the last motor fittingly as it feels a bit dated. The Porsche 4.8 turbo V8 is not a bad engine by any means. All it really happens to be though is a minor evolution of the original Cayenne Turbo 4.5 liter V8. Porsche gave it a bit more displacement and direct injection to update it since the V8's introduction in 2003. The Panamera Turbo and Turbo S may be the most expensive but when it comes to performance they lag behind the others. In straightline performance, specifically. Perhaps that is why it has a dry sump oiling system as it is not just a dragster. The Turbo S is rated at 570 horsepower and 553 lb-ft of torque for the $180k it costs but in practice it has less power and torque than any of these motors when wheel output is considered and namely when tuned. It does have an overboost feature which bumps torque to 590 lb-ft for short bursts which is something similar to a factory tune. As stated, it is not a bad motor but it just feels a bit dated. The Panamera has a playful chassis but it is a heavy car and even the mighty Turbo S can not keep up with the M5, RS7, or E63 AMG S. Here is a comparison chart to make it easy to identify the specifications of each motor: Engine: BMW S63TU AMG M157 Audi 4.0 TFSI Porsche 4.8 Displacement: 4395cc 5461cc 3993cc 4806cc Bore x Stroke: 89x88.3mm 98x90.5mm 84.5x89mm 96x83mm Horsepower: 560/575 577 560 520/570 Torque lb-ft: 500 590 516 516/553 Boost Pressure: 22 psi 14.5 psi 14.5 psi 12.3/13.5 psi Compression: 10.0:1 10.0:1 10.1:1 10.5:1 Redline/Fuel cut: 7100 6400/6600 6600 6500/6700 Valvetrain: DOHC 4V DOHC 4V DOHC 4V DOHC 4V Fuel Injection: Direct Direct Direct Direct With the factory specs out of the way we can now take a look at what these cars really put down to the wheels. These were all recorded on the Eurocharged all wheel drive Dynojet completely stock. Same fuel, same dyno. It does not get much more uniform than that: Now, the Mercedes fanboys are probably in an uproar right now due to this graph. Relax gentlemen, this is a E63 M157 dyno of a base care before the facelift and without the Performance Package option. The E63 AMG launched before the RS6/RS7 and the F10 M5 offering its M157 in a 518 horsepower state of tune. The following graph shows how things have evolved. The M5 is also a Competition Package car and not a standard M5. Turbo motors are allowing manufacturers to play with the output through software alone to top each other (and keep costs down). This is what an E63 AMG 4Matic looks like today: This is the E63 AMG S 4MAtic: That is quite the spread from the original pre-facelift and pre-4Matic all wheel drive E63 AMG S being sold today, eh? Mercedes now only sells the 4Matic E63 AMG S in the USA. The E63 has grown mostly through just software changes from the original 458 horsepower and 465 lb-ft of torque at the wheels to the 541 horsepower and 579 lb-ft of torque at the wheels you see now. Interesting how AMG responded, eh? BMW is also playing software games as here is a standard F10 M5: BMW with the Competition Package which gives the S63TU different engine tuning software increases output by 20 wheel horsepower and 28 lb-ft of torque at the wheels. Each manufacturer is very much aware of what the other is really putting out. This is a horsepower war yet they all are just trying to stay close to one another without taking things too far. They could each increase output further if needed and they each know it. Look at this aftermarket tune comparison courtesy of Eurocharged: They all end up surprisingly close to each other, don't they? The M5 has the least torque by a paltry ~30 lb-ft at the wheels compared to the others but clearly revs the highest so BMW can make up the displacement disadvantage that way through gearing. The RS7 is also making nice power up top though and interestingly despite being the smallest motor has the most torque tune only at 668 lb-ft. Do you think Audi did not know what they were doing? They gave the RS6/RS7 4.0 TFSI this kind of room for tune only gains so they would be right there with the E63 and M5 despite the heavy all wheel drive chassis and small 4.0 liter motor. This is all calculated. The M157 clearly revs the lowest out of the bunch but its displacement is helping it out with good torque down low. The Audi 4.0 TFSI V8 is still matching it yet revving out higher. It also offers more torque and power than the M5 S63TU up top until roughly 6900 rpm thanks to the increased rev limit from Eurocharged. The M5 revs a bit higher than this but it's torque and power are both lower than the 4.0 TFSI V8 before and after this rpm point. The motor that looks the most impressive is actually the smallest, go figure. You might notice the Panamera Turbo V8 is absent. It is difficult to get Dynojet graphs of the motor and we tried. The best we could do is this Mustang graph of a Panamera Turbo from Switzer before and after their turbo upgrade package: You will notice the Panamera Turbo is offering output closer to the pre-facelift E63 AMG than where the German performance sedans are now. Despite the crank horsepower and torque ratings AMG, M, and Audi are offering far stronger motors. It really takes a turbo upgrade for the Panamera Turbo to match the tuned examples from the others. There you have it. The twin turbo V8 era brings with it easy tunability and the manufacturers are all aware of this. They are positioning themselves to be close stock and tuned. If this network was to pick the most impressive motor though it would be the Audi 4.0 TFSI V8 followed by the BMW S63TU. The M157 is just taking more of a brute force than finesse approach and AMG themselves is changing the design now with the M177/M178 introduction. Porsche of course in this mid-size class is outgunned by all of them but this will change with the next generation Panamera. All turbocharged V8's, all direct injected, and all with basic similarities but different approaches. Is this era boring or exciting? You decide.
    13 replies | 49 view(s)
  • lfelunden's Avatar
    06-27-2015, 07:17 AM
    I have no idea of mods it has, what I for sure know is, that this thing is a serious beast:music-rockout:
    9 replies | 235 view(s)
  • crazylegs's Avatar
    06-26-2015, 10:52 AM
    Hello Everyone, Sorry if Im posting this in the wrong place. I Have been reading up on newer turbo tech and came across honey wells dual boost turbos. Im curious if anyone has heard of these being used on similar platforms and what known differences in power and spool has been. According to there article, smaller dual turbines, more efficiency, more power, 40% increase in transient response, Similar tech used in aerospace turbine technology.
    6 replies | 312 view(s)
  • Sticky's Avatar
    06-28-2015, 03:45 PM
    The vast majority of videos we see involving PP-Performance tuned cars have them easily beating up on other cars. You rarely see the other side likely due to the videos themselves being marketing exercises. Well, for once that is not the case and this CLS63 AMG bites off more than it can chew against a Gen V Dodge Viper on the highway. This video is from the Middle East (UAE specifically) and has the customary Middle Eastern HD Potato video quality. This has been stated many times but we still do not understand how so many $100k+ modded cars can go out race only to be recorded by the worst quality filming equipment money can by. The mods on the Viper are Belanger catless headers, straight pipes, an under drive pulley, and an HP Tuners based tune. The CLS63 AMG is a rear wheel drive pre-facelift model with PP-Performance M157 tuning said to put it at 780 horsepower. It gets spanked. Hard.
    9 replies | 79 view(s)
  • Kirst's Avatar
    06-27-2015, 02:48 AM
    Hi guys I did a full detail on my 135 a few months ago and ever since have noticed this weird corrosion on the black plastic that surrounds the windows. It looks a little like an oily residue but Nothing I do seems to get rid of it! Would mucho appreciate some assistance
    7 replies | 159 view(s)
  •'s Avatar
    06-25-2015, 06:57 PM
    Introducing our new Turbo to Intercooler (TIC) Charge Pipe for the 2012+ BMW 335i N55 Single Turbo Engine, 2013+ BMW 435i N55 Single Turbo Engine and 2012+ BMW M135i/M235i N55 Single Turbo Engine! ORDER LINK Key Features: Increase throttle response and decreases turbo lag. Lightweight High Grade 6061 Aluminum Piping. Replaces the factory soft rubber charge pipe that is prone to breaking under high boost. Throttle body matched 3" piping. Retains factory style o-ring throttle body lock flange. Precision CNC machined throttle body flange ensures leak free connection to throttle body. Quick and easy connection and disconnection to throttle body. Ideal connection compared to the silicone hose and hose clamp connection found in all other aftermarket charge pipe upgrades available in the marketplace. Precision CNC machined MAP sensor flange ensures leak free connection. Charge Pipe features beaded ends and T-bolt clamps to prevent intercooler piping from coming off from boost. Silicone Hump Hose included. Optional Type III Hard Black Anodizing (for stealth and OEM look). Hard anodizing helps improve durability of intercooler piping. Resists bent or dented piping. Compatible with the factory electronic diverter valve. Includes all hardware for complete installation. Limited Lifetime Warranty. Take a look at your factory rubber charge pipe that runs from the turbocharger to your intercooler. Grab it and squeeze the rubber hose and you will be suprised how easily it collapses. Now, imagine how that charge pipe is under boost! Our new turbocharger to intercooler (TIC) charge pipe replaces that rubber hose with a new 6061 aluminum (lightweight) mandrel bent piping. Often ignored, charged intake airflow characteristics greatly affect throttle response, turbo lag and ultimately maximum power potential. Smooth bends and minimal obstructions are ideal. Airflow in a pipe tends to travel in the outer edges of the pipe. Hard piping like our TIC charge pipe keeps the inner diameter of the constant and prevents it from ballooning or collapsing. The results? Better throttle response and decreased turbo lag! Pair it with our N55 Charge Pipes and have full metal hard piping in your entire intercooler system! Our TIC charge pipe utilizes the factory style o-ring locking connectors. This allows an easy plug and play swap with either your factory intercooler or upgraded intercooler. Our TIP charge pipe kit comes with everything needed for installation and comes with our "Limited Lifetime Warranty".
    7 replies | 101 view(s)
  • Sticky's Avatar
    06-28-2015, 09:50 PM
    Fabpseed released their Valvetronic Performance Exhaust System for the BMW F22 M235i which also is available for the BMW F30 335i and the F32 435i. These models are all obviously using the BMW N55 3.0 inline-6 single turbo motor. Let's take a look at the Fabspeed system. They offer an integrated 200 cell in their sport downpipe which is designed for street use. They also have a cat bypass option which is essentially another way to say catless downpipe. Take look at the dyno results for the full system on an F22 M235i. With the catless downpipe the system adds 12.68 peak horsepower at the wheels and 28.66 lb-ft of peak torque at the wheels. All on the stock N55 engine tune. The peak numbers do not tell the story here. Look at the catless graph at roughly 3000 rpm. The gains are 24 wheel horsepower and 42 lb-ft of torque at the wheels. The system offers gains throughout the entire curve but really makes a substantial difference down low in the rev range. The exhaust system is $2895.00 and then the downpipes are an additional $1195 for the catted version and $595 for the catless version. You can decide on your own if that is fair pricing. Looking at the graphs, the gains mostly come from the downpipe which is no surprise. Going catless offers more power but the difference is not huge. At least on the stock tune.
    8 replies | 56 view(s)
  • Sticky's Avatar
    Yesterday, 02:12 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    6 replies | 55 view(s)
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