Andrew

I concur.

200+ rwhp. But your looking at a 10 - 15k motor.

From the person who has a Ireland 3.1 kit.. don't do it.. don't. They are CRAP. Go a nice 2.7 with really high compression (11:1) with nicely made pistons that work properly. Call Gavin Bellars @ Hi Velocity. Edit: See my racecar go faster thread in the Projects forum

I highly doubt those ways will be within reach of your common criminal or 'boyracer' though.

We can probably get a bulk deal cheaper than that with promotional vouchers from Bimmersport.

Swap for the turbo? heh

Nobody has said it yet... It's only just run in!

Happy Birthday Dave!

I think I have some from normal E30 15" weaves. Not sure if they fit but they are yours free if they do.

Cheaper than $600 to tune the factory ECU?

Honestly - the factory ECU is just as good. Save ya pennies! MAF has just the same throttle response as MAP.

There is very little loss through the AFM on E30s, at least on my racecar the restriction is somewhere else on the intake system. Having said that it is possible to remove it on the factory ECU and use a MAF sensor with a bit of an ECU tweak and some additional hardware.

HB Ryan! Good to see ya last night

BMW has created an unusual X6 concept that could be adapted for use as an ambulance. BMW will be showcasing the X6 xDrive50i Ambulance concept at the RETTmobil rescue and mobility vehicle show in Fulda, Germany. Power comes from a 4.2L V8 twin-turbo making 400-hp allowing those in a rush to get from 0 to 62 mph in 5.4 seconds with a top speed of 155 mph. The concept contains all the medical equipment found in a normal ambulance and has side camera in the bumpers, a rear-view camera and flashing blue LEDs. Honestly, we would love to be rescued by the X6 xDrive50i Ambulance; although, the lack of space concerns us. BMW X6 xDrive Ambulance Concept:

Last week, Daimler AG CEO Dieter Zetsche said Mercedes-Benz and BMW are making significant progress in a cooperation to build small-cars. He said there were only a few areas where cooperation would be out of the question. Today, BMW CEO Norbert Reithofer told the Frankfurter Allgemeine Zeitung that he is concerned about making compact vehicles with Mercedes-Benz. “There are clear limits. The BMW brand, which one study has valued at $24 billion, must not be diluted or the brand identity damaged,” Reithofer said in an interview. He said that no cost saving method could possibly be more valuable than the core image of the BMW brand. Last year, BMW dropped the idea of building the next-generation Mini on an Alfa Romeo platform after deciding that the car would not look or drive like a Mini.

How low can you go? It seems like that those are the five words BMW lives by when planning future engine displacements. Recent reports suggest that BMW’s EfficientDynamics program is working on a new range of 3-cylinder gasoline engines for the next-generation 1-Series, 3-Series and the upcoming BMW Z2. According to Sky Motoring, the new 3-cylinder engines will be turbocharged. Range-topping engines on the three mentioned models will be a 321-hp 1.8L 4-cylinder turbocharged engine. The engines are currently under development and are about two years away from production. Here’s a list of the new line-up: x16i – 1.35L , 3-cylinder, 163-hp/140 lb-ft x18i – 1.35L, 3-cylinder, 201-hp/162 lb-ft x20i – 1.35L, 3-cylinder, 241-hp/192 lb-ft x23i – 1.8L, 4-cylinder, 273-hp/220 lb-ft x25i – 1.8L, 4-cylinder, 321-hp/258 lb-ft

He's right. That is exactly what I had to do to get power. I may have a set of spanking new injectors you can use (were a little large for my 3.1ltr) The head cost me over 4k and did everything on Glenn's list + oversize valves, port and polish and lots of flow testing.

Gus' is really gay.

We don’t write much about bikes here at egmCarTech but BMW has just introduced its S 1000 RR and we’re all about it. Power comes from a water-cooled 4-cylinder inline unit making 193-hp at 13,000 rpm (revving up to a max of 14,200 rpm) with a maximum torque of 82 lb-ft. The new BMW S 1000 RR is also equipped with Race ABS and DTC Dynamic Traction Control, which sets a new benchmark for riding dynamics and safety. The S 1000 RR weight just 455.3 pounds with a full tank making it the lightest supersports in the 1000-cc class with ABS. Make the jump for the press release and high-res image gallery. 2010 BMW S 1000 RR: Press Release: The New BMW S 1000 RR. Introducing the new BMW S 1000 RR on the legendary Monza Racing Circuit, BMW Motorrad is for the first time launching an absolutely innovative supersports with a straight-four power unit. With this world debut, BMW Motorrad is indeed establishing a true milestone in the world of sports machines, combining engine output of 142 kW (193 hp) with overall weight of just 204 kg (450 lb) including fuel (183 kg/403.5 lb dry weight, 206.5 kg/455.3 lb overall with Race ABS). Specifications of this calibre make this supersports machine not only an absolute highlight in terms of its power-to-weight ratio and performance, but also, equipped with Race ABS and DTC Dynamic Traction Control, a new benchmark in terms of riding dynamics, safety and innovation. The decision to present this unique performer in Monza was by no means a coincidence. For since the beginning of this year Team BMW Motorrad Motorsport has been playing an active role in the World Superbike Championship, the new S 1000 RR setting the foundation for the production-based racing machines ridden by BMW Motorrad’s two works riders Troy Corser and Ruben Xaus. And obviously the Royal Park in Monza is the ideal place for a presentation of this calibre. The Challenge for BMW Motorrad. To successfully enter the World Championship with a Superbike today, a manufacturer needs a production model with the right kind of overall concept consistently applied in all areas. The essential factors, therefore, are supreme power, a wide range of engine speed, fast revving capacity also over a long period, optimum chassis stiffness, and perfect set-up of the engine. Other features absolutely essential more than ever particularly in the top league of supersports motorcycles are simple and straightforward rideability, lightfooted handling, and above all safety features such as rider assistance systems like ABS and traction control giving the customer precisely what he needs. Developing the S 1000 RR, BMW Motorrad has entered completely new, unchartered terrain. Clearly, this meant a huge range of new challenges and responsibilities for the entire Development Team, but also gave the Team enormous motivation in seeking to set new standards. The specific targets in developing the S 1000 RR were therefore clear: • To achieve output and performance of the highest standard. • To make the suspension absolutely stable, with top handling and supreme traction. • To give the new machine that unmistakable, dynamic design of BMW Motorrad. • To reduce the weight of the motorcycle to an absolute minimum. • To ensure top quality typical of BMW . Unique against the competition. Over the years and decades, the principle of combining a straight-four power unit with an aluminium bridge frame has been consistently developed and has become the dominating technical concept particularly in the supersports segment. The reason, quite simply, is that a motorcycle of this kind offers significant benefits in terms of riding dynamics, long-distance endurance, and straightforward production. Precisely this is why the new S 1000 RR also applies this concept with its proven fortes and advantages. But even while the S 1000 RR, in its concept teaming up a straight-four power unit and an aluminium bridge frame, may appear at first sight to have similarities with some competitors, the Development Team at BMW Motorrad has succeeded in enhancing the existing status of this concept in virtually every respect. As a result, the S 1000 RR offers not only a wide range of USPs in terms of technology, performance, and design, but also, through its particularly compact overall layout, clearly demonstrates the high school of European engineering in the supersports four-cylinder segment. Maximum performance and riding dynamics. The consistent concept of the S 1000 RR supersports is borne out in particular by the truly fascinating, innovative high-performance technology and incomparable riding dynamics of this new machine. The result is an exceptional combination of supreme riding precision and agility, on the one hand, with unparalleled engine power and performance, on the other, providing an overall package truly unique in the market. Never before has a BMW motorcycle been conceived and built more consistently for supersports riding in terms of its concept and overall construction. But at the same time the new S 1000 RR retains many of the virtues so typical of every BMW to this day: Extreme sportiness and riding dynamics combined with supreme everyday riding qualities, playful handling together with supreme riding stability, outstanding performance combined with unparalleled active safety, as well as dynamic, unmistakable design in conjunction with optimum ergonomics and aerodynamics. Free choice of engine characteristics as well as Race ABS and DTC Dynamic Traction Control The new S 1000 RR also excels through features and qualities typical of BMW such as a long running life, superior quality of production and optimum environmental compatibility thanks to the use of the most advanced exhaust management with two fully controlled three-way catalytic converters also able to fulfil future standards and requirements. Active safety when braking is signifi cantly enhanced by Race ABS developed especially for the S 1000 RR as a genuine supersports and available as an option straight from the factory. A further most signifi cant feature likewise contributing to active safety of the highest standard is DTC Dynamic Traction Control also available as an option and masterminded electronically for supreme precision and practical value. Facing various riding conditions such as wet roads (”Rain”), regular road conditions (”Sport”), a race track with supersport tyres (”Race”), or a race track with slicks (”Slick”), the rider also has the choice of various engine characteristics and set-ups available at the touch of a button. And last but not least, Race ABS and Dynamic Traction Control are combined with the respective riding modes and coordinated with one another to ensure a supreme standard of performance and safety all in one. Valve drive like in a BMW Formula 1. The primary objective in developing the new S 1000 RR was to create a supersports with supreme engine power combined with optimum rideability for the highest conceivable standard of all-round performance. The water-cooled four-cylinder inline power unit chosen to provide these qualities is brand-new from the ground up, developing maximum output of 142 kW (193 hp) at 13,000 rpm and revving up to a maximum speed of 14,200 rpm. Maximum torque of 112 Nm (82.5 lb-ft), in turn, comes at 9,750 rpm. Following the example of BMW ’s Formula 1 engines, the two intake and exhaust valves per cylinder made of extra-light titanium are operated by very small and equally light single cam followers. In conjunction with the short sprocket driving the camshaft via an intermediate gear, this ensures supreme revving qualities at the highest speeds as well as exact maintenance of valve timing combined with very compact dimensions. The use of extremely small and light cam followers furthermore gives the engineer greater freedom in choosing the ideal valve lift curves and, accordingly, in selecting optimum performance characteristics on both road and track. All engine components are particularly compact and light, limiting weight of the overall engine without ancillaries to 59.8 kg (131.8 lb) and keeping the entire power unit very slim and slender. Innovative exhaust system with interference pipe butterfl ies for optimum power and performance. Made completely of stainless steel, the exhaust system featured by the S 1000 RR is designed consistently for optimum power and performance. It works according to the 4-in-2-in-1 principle with four individual manifolds of equal length fi rst merging into two pipes beneath the engine block and then extending into a large-volume pre-silencer. From there the exhaust emissions flow through a very short and dynamically designed rear-end silencer to the outside. A homogeneous power and torque curve ensuring optimum rideability is acknowledged as the requirement for sporting performance on the road and fast lap times on the track. Precisely this is why the exhaust system featured on the S 1000 RR comes with two fully controlled interference pipe butterflies housed in two connection pipes for the two outer and two inner manifolds, in the immediate vicinity of the exhaust ducts. As a function of various parameters such as engine speed and the position of the throttle butterfly, an adjuster opens or closes these flaps, allowing exhaust gas to flow freely between the two manifolds or, respectively, interrupting the flow of gas. This coordinates the sequence of oscillations in the exhaust gas mass flow, reducing exhaust gas counter-pressure at the decisive point (like on a racing muffler) and increasing the cylinder charge accordingly. This factor alone makes a signifi cant contribution to the very high standard of homogenous overall performance offered by the S 1000 RR. Lightest supersports with ABS. The new S 1000 RR offers the highest standard of technology also on its suspension and running gear. Weighing just 206.5 kg or 455.3 lb in road trim and with a full tank, BMW ’s new supersports is by far the lightest machine of its calibre displacing 999 cc and featuring ABS brakes. One of the features that ensures this light weight is the aluminium bridge frame integrating the engine tilted to the front at an angle of 32° as a loadbearing element for optimum torsional stiffness on minimum weight. The front wheel runs on an upside-down fork with a fi xed tube measuring an ample 46 milli metres or 1.81″ in diameter, while a torsionally stiff swing arm made of aluminium holds the rear wheel in position. The spring and damping action required is provided by a central spring strut pivoting on a guide lever. The rear frame section of the S 1000 RR is a welded light-alloy structure belted to the mainframe, combining low weight with superior stability and a high standard of robust strength particularly important to riders and teams on the race track. Putting the rider right in the centre. The rider’s seating position leaning forward towards the front wheel for an active style of riding is simply ideal for the sporting rider with his particularly dynamic style. Developing the S 1000 RR, BMW Motorrad has given particular attention to the superior ergonomics of the machine, providing ideal qualities for both small and tall riders and therefore focusing consistently on the rider’s individual requirements. The tank section is as slender as on a 600-cc machine, giving the rider the assurance of excellent control and handling at all times. In the process of developing the S 1000 RR, BMW Motorrad focused not only on a lightweight structure, but also on minimum dimensions as an absolutely essential requirement. Cylinder bore of 80 millimetres or 3.15″, for example, the largest bore in this segment, and the resulting width of the cylinder head, called for particularly attention on the part of the engineers in order to make the front silhouette of the S 1000 RR extremely slim and slender, on the one hand, while providing an efficient flow of cooling air, on the other. Technical challenges of this kind as well as a development period of just four years made the S 1000 RR the ideal project for consistent, all-out use of CAD (Computer-Aided Design) technology as well as the most advanced calculation methods, for example for the machine’s aerodynamics. As the bottom line, the S 1000 RR is the absolutely ideal motorcycle for the customers of BMW Motorrad looking for new, unprecedented standards and qualities in the supersports segment. Overview of technical highlights: • Best-in-class performance and supreme riding dynamics in the supersports segment. • Engine output 142 kW (193 hp) at 13,000 rpm, peak torque 112 Nm (82.5 lb-ft) at 9,750 rpm. • Weighing 206.5 kg (455.3lb) in road trim and with a full tank, this is the lightest supersports in the 1000-cc class with ABS. • Best power-to-weight ratio in this class of just 1.05 and, respectively, 1.06 kg (2.31 and, respectively, 2.34 lb) per horsepower without/with Race ABS. • Optional Race ABS for outstanding brake performance and safety. Weight of the entire system just 2.5 kg (5.51 lb), while other systems of a similar kind weigh up to 10 kg. • Optional DTC Dynamic Traction Control in conjunction with Race ABS for optimum performance and maximum active safety when accelerating. • Only supersports machine with Race ABS and DTC Dynamic Traction Control. • Various riding modes available at the touch of a button for wet surfaces, regular road requirements, race tracks with sports tyres and race tracks with slicks. • All-round set-up, coordination and balance of Race ABS, DTC Dynamic Traction Control and engine management for all four riding modes. • High-speed, extra-sturdy valve drive with individual cam followers and titanium valves following the example of BMW ’s Formula 1 engines. • Innovative exhaust system with a small and short rear-end muffl er, pre-silencer and electronically controlled interference pipe fl aps as well as a fully controlled exhaust gas manifold and two fully controlled three-way catalytic converters. • Optimum gas dosage combined with maximum functional reliability ensured by E-gas (ride-by-wire), incorporating two bowden cables (opening and closing cable) leading to the throttle butterfl y adjuster. • Fulfilment of all environmental standards with the potential to meet future emission requirements ensured by two fully controlled catalytic converters and digital motor electronics. • Damper elements with a wide range of adjustment on the spring base, the inbound and rebound stroke, as well as the greatest damping reserves, particularly for racing. • New, clearly defi ned, simple and straightforward options to adjust the suspension and running gear. • Aluminium tank unique in this segment for further reduction of overall weight. • Supreme handling combined with best-in-class high speed and braking stability. • Multi-functional instrument cluster with racing features such as a laptimer. The rider is able to set all functions directly from the ends of the handlebar. • New generation of switches with optimised ergonomics. • Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider. • Optional HP Gearshift Assistant for shifting up without operating the clutch and without the slightest interruption of torque and pulling power. • Wide range of equipment, special features and options tailored to the S 1000 RR and naturally offering full BMW quality.

I thought we were getting DHA out for new headers shortly hah

Will the fatal blow dealt to Pontiac also ultimately kill Holden? That's the question being debated across the Tasman. The two nameplates are linked by the G8 sedan; this flagship of the Detroit muscle car brand is an Americanised Australian. When GM killed off Pontiac last week, as part of a slash and burn to avoid bankruptcy, it also destroyed a deal that accounted for two-thirds of Holden's exports - and a third of its total production - last year. Ouch! Take away the brash badge, some restyling touches and the obvious control layout differences and the G8 becomes at New Zealand's favourite large car, the Holden Commodore. G could stand for 'gold.' Holden sought to export 30,000 of the cars to the US each year, helping boost export revenue by $NZ1.3 billion dollars. That Stateside demand has severely lessened since the credit crunch began - as many as 14,000 G8s delivered to the United States and Canada are reportedly still in showrooms - hasn't really mattered to Melbourne. Every car that left the Elizabeth assembly plant near Adelaide still put dollars - in the form on export credits - into Holden's piggybank. The tap is soon to be turned off. The last G8 will roll out of the South Australia factory before the end of the year. Then what? Well, then, Holden starts to hurt. And bad. Without a significant export programme, Commodore struggles to be a goer in economic terms. So, what kind of deals might make up for losing the Yankee lifeline? It's not looking great. There's talk of Holden being able to do a deal with the Los Angeles Police, to import G8-based squad cars, badged as Chevrolets (Holdens are sold in the Middle East are also Chevs). Some say this opens up the possibility of a civilian version being made available, though talk is that Holden might also on-sell its police special to the Middle East, Canada and perhaps even the United Kingdom. But it's early days and there are obvious impediments. For instance, with GM closing several US plants and laying off 30,000 workers, importing cars from Australia is unlikely to go down well with the unions, who are expected to be major shareholders in the restructured company. Another idea, touted by Britain's Autocar magazine, sees Holden standing for Opel as a supplier of small cars to the UK, should GM cut ties with its long-standing German auxiliary. How about a diesel Commodore? Some now say it's possible. But nothing's sorted. What is clear is that, without a big export contract of some kind, Holden's task of staying alive has become much more difficult. Last week it quickly moved to assure it has no plans to cut production or jobs at the plant, but that's hardly the big issue. The great fear is that Commodore will become an orphan within GM, built almost wholly for Australians and around 4000 Kiwis. That simply does not make sense in GM's new global strategy, all the moreso since demand for the car has already begun to slip in its 'home' markets. As much as Kiwis still like big Aussie cars, fact is we're not buying as many now as we used to. Commodore is still the No.2 seller, but the market has shrunk dramatically. Three big issues have been pointed out. The first, commentator Philip King wrote in The Australian newspaper, is straightforward: Lost volume. "Without those 36,500 cars - and with demand for its locally built models down 22 percent this year in Australia - Elizabeth faces the prospect of more down-days and redundancies." Yes, Commodores are rebadged and sent to a wide variety of overseas markets. But the other important destination, the Middle East, is going soft. Shipments to North America were supposed to make up the difference. "Last year, Pontiac G8s were 67 percent of Holden's exports. Without the G8, Holden will be left to send crumbs to a scattering of markets around the globe, ranging from New Zealand to Brazil to Korea," noted King, adding dryly: "It's not a recipe for success." Losing Pontiac also casts doubt on Holden's destiny within GM. Without it, King and others fear, GM will have little use for what its Australian outpost does best - engineering and supplying large, rear-drive performance cars. It's a complete u-turn on a few years ago, when Holden seemed comfortably-placed as GM's global rear-drive specialist, even though its first attempt to woo the world didn't go down well. The Monaro was sent across the Tasman to revive that quintessential US muscle coupe, the Pontiac GTO. Yanks didn't take to it. They've been a lot keener on the more recent Camaro, which ironically is an American car finessed in Australia, by Holden engineers. Even though it hasn't sold as strongly as Pontiac would have liked, the G8 has been well-received by American car enthusiasts, albeit moreso in LS3 V8 form than with the alternate entry V6. Car and Driver celebrated it as "a four-door Corvette" (Car and Driver) and Edmonds.com called it "a beast." So why didn't it sell better? Poor marketing may be one factor, but an even bigger one is the reluctance of cash-strapped Americans to buy any new car at the moment. Holden, of course, will next year start building a hatchback version of small car, the Cruze, alongside the Commodore. But this project will hardly present the same opportunities. It's an Australian adaptation of a new GM world car - Cruze is destined to sell all around the globe, wearing badges most regionally relevant - so provides little associated engineering work. And the export plan seems to only include New Zealand. A Cruze sedan, sourced from South Korea, will go on sale here in July in 1.8-litre petrol and 2.0-litre diesel form. From article: http://nz.sports.yahoo.com/blogs/post/-/ri...bosselman/331/1

According to a report by iMotor, BMW’s Project i program could spawn two, three and four-wheeled vehicles that will be fun to drive as well as eco-friendly. BMW and Bath University have developed a three-wheeler concept called the Clever Concept. The Clever Concept runs on compressed natural gas and can go up to 60 mph. A spokesman at BMW said that BMW as a number of options under consideration for its Project i program and “one the of proposals is something like the Clever Concept.” “This would deliver the thrills of a motorcycle but, being a three wheeler, you wouldn’t have to wear a helmet to drive one,” he told iMotor. The spokesman said that BMW continues to test the viability of its Mini E to make sure that it is “truly viable” and something that the customer would consider buying. He said that it could take at least 5 years until BMW has a production Project i car on the road. BMW Clever Concept:

Just need a bunch more to get to 500, nearly there!

This man is a legend - PM me your details for a free sticker!

Never tried this before and probably some massive site like biggie.co.nz always wins, buttttt vote for us as the best community website. It would be badass. Click the piccy and chuck in http://www.bimmersport.co.nz on best community website (sponsored by TelstraClear) and hit vote.