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      10-01-2015, 06:44 AM   #1
djtallrick
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1/4 Mile New Local Record!

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11.00 126.8 Miles.[IMG][/IMG]
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      10-01-2015, 06:45 AM   #2
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before 11.0s
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      10-01-2015, 06:57 AM   #3
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Stock Turbos
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      10-01-2015, 08:02 AM   #4
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Awesome run. Are your waste gate connectors plugged in? Did you run a custom map 6? Care to share your settings ?
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      10-01-2015, 08:12 AM   #5
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Awesome run. Are your waste gate connectors plugged in? Did you run a custom map 6? Care to share your settings ?
Custom tuning map Map #6
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      10-01-2015, 09:11 AM   #6
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Wow, that's awesome!
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      10-01-2015, 10:21 AM   #7
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Glad to see a near 10.9 without upgraded turbos
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      10-01-2015, 01:36 PM   #8
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I'll be impressed the day a 6MT can attain these numbers. A 14yr old could smash the throttle once the lights turn green and just hold onto the steering wheel..takes a lot more skill to get it done w/ a third pedal. Great numbers regardless.
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      10-01-2015, 03:29 PM   #9
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Awesome results !!
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      10-02-2015, 12:26 PM   #10
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Isn't this thread supposed to be about an F8X clocking the 1/4 at 11 flat on stock turbos? Why did this become a S55 vs S65 battle?

I guess I'll chime in here since I have an s/c E92. There's no denying the top end power of a blown S65. I LOVE revving to redline on the highway, pure joy! However this motor feels so torqueless. And most of my driving is in the city. I would gladly give up some top end for low end torque. Even my buddy's stock 1st gen C63 Benz has more torque than my ESS VT2-650 and I can certainly feel it when he lets me drive it. I've never driven an F8X M3/M4 but looking at dyno graphs they have very different power curves. Both have advantages/disadvantages. Having said that I will be ordering an M4 in the near future and will be sure to give a full review comparo.

Anyway back on topic, congrats to the OP for an awesome time/trap on the stock turbos. I'll be upgrading those when I get my car
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      10-05-2015, 10:03 PM   #11
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Quote:
Originally Posted by rr006rbc View Post
I'll be impressed the day a 6MT can attain these numbers. A 14yr old could smash the throttle once the lights turn green and just hold onto the steering wheel..takes a lot more skill to get it done w/ a third pedal. Great numbers regardless.
That would take a miracle - 6MT is at least 0.2+ secs slower to 60, even slower to 120+mph.

Time to let it go - 6MT's are still fun for driver enjoyment, but like threshold breaking vs. ABS, technology has made that driver skill obsolete.

Sure, it's pure joy to threshold brake better than ABS, but the downsides (squared tires) haven't been worth the bother for the better part of the last 30+ years.

Now any 14yr old can decelerate as well as, and more consistently than, 60s pro racer ... and accelerate as well !

Steering - that still takes some skill ;-)

a
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Last edited by afadeev; 10-06-2015 at 08:18 AM..
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      10-06-2015, 04:09 PM   #12
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Quote:
Originally Posted by afadeev View Post
That would take a miracle - 6MT is at least 0.2+ secs slower to 60, even slower to 120+mph.

Time to let it go - 6MT's are still fun for driver enjoyment, but like threshold breaking vs. ABS, technology has made that driver skill obsolete.

Sure, it's pure joy to threshold brake better than ABS, but the downsides (squared tires) haven't been worth the bother for the better part of the last 30+ years.

Now any 14yr old can decelerate as well as, and more consistently than, 60s pro racer ... and accelerate as well !

Steering - that still takes some skill ;-)

a
Do you have any empirical data to show to 120+ mph is even slower with a 6MT? One of the major magazines did separate comparisons with a DCT and 6 MT. While the 6MT was slower to 60, and slightly slower through the QM, at 150 mph, the 6MT caught up and was faster. When I get to my office tomorrow I will post the source.
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      10-07-2015, 12:41 PM   #13
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Quote:
Originally Posted by imyopusha View Post
Do you have any empirical data to show to 120+ mph is even slower with a 6MT?
No data, only logical analysis: DCT shifts faster, thus more shifts on the way to triple digits will produce a wider performance gap over 6MT; and 7 gears vs. 6 allows one to stay in the optimal power band fractionally longer. Similar advantage is gained in all situation required changes of gear (e.g.: track), but less so during autoX (when you usually run the entire course on 2nd gear).

DCT is not a traditional slushbox with torque-converter inducing power loss. DCT is a manual transmission with two input shafts which allow for automated pre-synchronization of the next gear during up/down-shift. 6MT must clutch to unload the input shaft to synchronize them to the speed of selected gear on the output shaft. Thus the performance advantage of DCT (at the cost of extra weight and complexity), that can pre-synchronize next gear and then quickly swap the clutches, keeping the power to the wheels nearly uninterrupted during shifts.

Quote:
Originally Posted by imyopusha View Post
One of the major magazines did separate comparisons with a DCT and 6 MT. While the 6MT was slower to 60, and slightly slower through the QM, at 150 mph, the 6MT caught up and was faster. When I get to my office tomorrow I will post the source.
By all means, send the report.
I hope the source also analysis the differences, not just "we did X and saw Y, therefore Y rules"...

a
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      10-07-2015, 01:12 PM   #14
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Quote:
Originally Posted by afadeev View Post
No data, only logical analysis: DCT shifts faster, thus more shifts on the way to triple digits will produce a wider performance gap over 6MT; and 7 gears vs. 6 allows one to stay in the optimal power band fractionally longer. Similar advantage is gained in all situation required changes of gear (e.g.: track), but less so during autoX (when you usually run the entire course on 2nd gear).

DCT is not a traditional slushbox with torque-converter inducing power loss. DCT is a manual transmission with two input shafts which allow for automated pre-synchronization of the next gear during up/down-shift. 6MT must clutch to unload the input shaft to synchronize them to the speed of selected gear on the output shaft. Thus the performance advantage of DCT (at the cost of extra weight and complexity), that can pre-synchronize next gear and then quickly swap the clutches, keeping the power to the wheels nearly uninterrupted during shifts.



By all means, send the report.
I hope the source also analysis the differences, not just "we did X and saw Y, therefore Y rules"...

a
DCT is automatic bro... Who are you trying to fool lol

As mentioned above, its WAY more impressive seeing an 11 second run with a 6MT
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      10-10-2015, 10:55 AM   #15
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The 6mt is a FAR more reliable set up if your looking to build a mega HP car. A completely stock 6spd mt putting down 708rwhp/710flbs!! On the factory stock clutch is a testament to that. Wait till they actually make an upgraded clutch for it. No need yet as its stronger than what the motors can do "so far"

...for getting the most out of stock turbos and weak sauce set-ups.. the DCT's are quicker down low, but their advantage is negligible past the the 1/4mile. this was proven already at various 1/2mile events where equally powered m3/m4's do virtually identically e.t.s and trap speeds with the different trannys*

Last edited by BMW M4 PWR; 10-10-2015 at 11:03 AM..
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      02-09-2016, 08:39 AM   #16
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how did you launch your car for best results?
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