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      06-27-2014, 06:52 PM   #67
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Quote:
Originally Posted by swamp2 View Post
In short, a loaded car with DCT significantly outperforms a stripper with MT (regardless of and small savings from CSiC brakes).
Awesome numbers. Is this with the consideration that 3 pedal cars should have less drivetrain loss thus making higher whp? Unless this is not true for the F8x Ms
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      06-27-2014, 07:41 PM   #68
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Originally Posted by MrHarris View Post
Looking awesome. Thanks for the weigh in Tom
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Originally Posted by Roman@ESS View Post
Good stuff Tom
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Originally Posted by StealYourFace View Post
EAS is doing a great job of gathering data for the new car.

Can't wait to see a secondary cat delete in terms of sound and dyno.

And by the way, the exhaust sounds ALMOST like an NA 6 in a row. The sound isn't much off of an n52 with a PE.
Thanks guys! This is the fun part of the job.

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Originally Posted by OverDriven View Post
Does anyone know what the stock boost amount is on these cars?
Not sure if BMS has posted their logs, but a boost source isn't easy to get to on these engines. We'll have a nozzle plumbed on the next M3 coming in so it can be embedded into the graph.
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      06-27-2014, 08:18 PM   #69
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decisions, decisions, very nice write up! getting harder in resisting temptation to put in an order
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      06-27-2014, 08:54 PM   #70
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Originally Posted by InspireSiR View Post
Correct, I guess it could technically be a stripper. Only options were comfort access and carbon leather trim.

This was before my Challenge Street X-Pipe and Eisenmann Race but after my 19" Volks. So I suspect I'd be under 3,500 now.
Yeah...no.
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      06-27-2014, 09:18 PM   #71
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Quote:
Originally Posted by tom @ eas View Post
Not sure if BMS has posted their logs, but a boost source isn't easy to get to on these engines. We'll have a nozzle plumbed on the next M3 coming in so it can be embedded into the graph.
Excellent! Thanks Tom.
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      06-27-2014, 09:19 PM   #72
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Quote:
Originally Posted by Never Convicted
Quote:
Originally Posted by InspireSiR View Post
Correct, I guess it could technically be a stripper. Only options were comfort access and carbon leather trim.

This was before my Challenge Street X-Pipe and Eisenmann Race but after my 19" Volks. So I suspect I'd be under 3,500 now.
Yeah...no.
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      06-27-2014, 09:51 PM   #73
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Originally Posted by OverDriven View Post
Excellent! Thanks Tom.
If I remember right BMS measured 19.5 psi stock and managed to run a 24 psi tune with octane boosters. This at Anaheim so pretty much sea level. The info is in the thread posted by them here somewhere.
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      06-27-2014, 09:53 PM   #74
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wow. the width on the m3 looks so much more prevalent compared to the m4. one thing that i noticed that gives this perception is how the rear side of the rear doors get abruptly cut off by the fender's bulge. its not a gradual cut off
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      06-27-2014, 10:12 PM   #75
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The cars look good.
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      06-27-2014, 10:29 PM   #76
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Quote:
Originally Posted by fusionchicken View Post
Awesome numbers. Is this with the consideration that 3 pedal cars should have less drivetrain loss thus making higher whp? Unless this is not true for the F8x Ms
These particular results assume equal drivetrain losses between the cars. Although this technically isn't true, it is obvious from prior real world performance numbers (E9X M3, F10 M5, etc.), that there are solid performance gains despite some additional losses for the mechatronics. If you think about how much power is required to move a clutch and move a syncro it surely isn't much power, regardless of being moved by a human or by hydraulics. Yes the M-DCT system moves those parts very fast but still, very little power is required. Thus I believe the losses are only insignificantly higher in the M-DCT.
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      06-27-2014, 10:56 PM   #77
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      06-27-2014, 11:00 PM   #78
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Quote:
Originally Posted by stressdoc View Post
OK, lots of folks way more knowlegeable than me on this, but it's simple:

Wheel Horse Power is what you get measured from a dyno that is actually powered by the driving wheels of the car.

Horse Power (and BHP) are measures of power taken directly from the engine (flywheel). WHP is expected to be about 10-12% less than HP because of inherent losses in the drivetrain.

So... 425 WHP translates to about 470 HP.
Awesome...thanks for the explanation!
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      06-27-2014, 11:01 PM   #79
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3300 lbs my ass. Come on BMW next time don't insult us when you announce specs on the M2.
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      06-27-2014, 11:19 PM   #80
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looks like someone needs to learn how to put an allen wrench all the way inside the stud before pulling the trigger
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      06-27-2014, 11:31 PM   #81
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3300 lbs my ass. Come on BMW next time don't insult us when you announce specs on the M2.
Do you know how to read? All specs published 12/13 seem spot on. 3,300 is one of several weights given. You need to be careful with generalizations. Note US curb weight for DCT is listed at 3,585 - 3,595.
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      06-27-2014, 11:39 PM   #82
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Nice! Can you overlay stock E9X M3 dyno for comparison?
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      06-28-2014, 12:18 AM   #83
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Quote:
Originally Posted by GregW / Oregon
Quote:
Originally Posted by Transfer View Post
3300 lbs my ass. Come on BMW next time don't insult us when you announce specs on the M2.
Do you know how to read? All specs published 12/13 seem spot on. 3,300 is one of several weights given. You need to be careful with generalizations. Note US curb weight for DCT is listed at 3,585 - 3,595.
I don't know how many times this will have to be stated before people get it.
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      06-28-2014, 01:38 AM   #84
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Originally Posted by MCoupeInsanity View Post
The coupe... the sedan... both are hot as hell. Well done, BMW.


No doubt...
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      06-28-2014, 01:44 AM   #85
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Quote:
Originally Posted by Transfer View Post
3300 lbs my ass. Come on BMW next time don't insult us when you announce specs on the M2.



weight specs seem to be as advertised and power specs appear to be underrated...
Damn you are a tough cat to please!

Still I dig on what you are saying... 35xx pretty much = 3600 lbs.. The F8x are lighter and more powerful than E9X ... but absolute lightness is far preferred. As much as I love the V8 in the E9x and as amazing as the F8x are.... they are still heavy cars..

I am curious to see how much lighter the M2 can be versus the 1M.... With liberal usage of CFRP like the driveshaft and also a roof.... it could really be something special... like the 1M!

Perhaps if they come up with just under 3100 lbs for a manual and underrate the power.. maybe they'll make something that excites you... LOL
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Last edited by M3 Adjuster; 06-28-2014 at 01:54 AM..
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      06-28-2014, 01:54 AM   #86
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Quote:
Originally Posted by GregW / Oregon View Post
Do you know how to read? All specs published 12/13 seem spot on. 3,300 is one of several weights given. You need to be careful with generalizations. Note US curb weight for DCT is listed at 3,585 - 3,595.
Well when I see a car with no gas in the tank and the $8k fancy carbon ceramic brakes and it still weighs 3560 lbs I'm a bit perturbed. Add fuel and change to steel brakes and we're talking 3710 or more. Yeah I'm splitting 150 lb hairs here but if the M3 at EAS weighed 3560 with full gas tank and steel brakes then I would see that the spec'd weights match. But that's not the case. 150 lbs means something to me because that much weight is very hard to shed. What happened to the weight savings over the E9x? BMW billed the F8x as being ~200 lbs lighter. I'm not seeing that. I'm sure new car goggles look past things like this, but these cars are still quite heavy.

So, when the M2 spec is announced and they say it is 3100 lbs DIN/EU (ha!) and 3300 lbs US spec (also ha!), I'm already expecting the reality to be significantly off from the specs. Sorry to bring the M2 into this. I realize it isn't relevant to this thread, so carry on.
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      06-28-2014, 01:55 AM   #87
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Quote:
Originally Posted by M3 Adjuster View Post


weight specs seem to be as advertised and power specs appear to be underrated...
Damn you are a tough cat to please!
You have a point there. The power is certainly higher than the specs would have us believe but personally I would trade weight savings for power. These cars are straight line fast enough but could benefit in a lot of ways from dropping some more pounds.
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      06-28-2014, 02:05 AM   #88
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Quote:
Originally Posted by Transfer View Post
Well when I see a car with no gas in the tank and the $8k fancy carbon ceramic brakes and it still weighs 3560 lbs I'm a bit perturbed. Add fuel and change to steel brakes and we're talking 3710 or more. Yeah I'm splitting 150 lb hairs here but if the M3 at EAS weighed 3560 with full gas tank and steel brakes then I would see that the spec'd weights match. But that's not the case. 150 lbs means something to me because that much weight is very hard to shed. What happened to the weight savings over the E9x? BMW billed the F8x as being ~200 lbs lighter. I'm not seeing that. I'm sure new car goggles look past things like this, but these cars are still quite heavy.

So, when the M2 spec is announced and they say it is 3100 lbs DIN/EU (ha!) and 3300 lbs US spec (also ha!), I'm already expecting the reality to be significantly off from the specs. Sorry to bring the M2 into this. I realize it isn't relevant to this thread, so carry on.
EAS weighed a DCT car with steel brakes at 3,579 with 1/2 tank of gas. Where the hell are you getting 3,700 other than in make believe land?

BMW quoted 3,585 which is pretty much dead on.

If you don't like the weight of the car, that's fine then buy something else. There is no BMW conspiracy here... only people misinterpreting and misreading measurements that are done differently in different markets. But wait... BMW says 3,585 and EAS get 3,579... you are right! Misleading!
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