BMW forum trash talking and Drag race vids...
#571
07-04-2010, 05:23 PM
Happy?
#573
07-04-2010, 05:28 PM
Made my day alittle better. Now i wont feel as bad sitting in my car. Ok ok, for you im back..
#574
07-04-2010, 05:29 PM
#575
07-04-2010, 05:29 PM
#577
07-04-2010, 05:34 PM
#579
07-04-2010, 05:38 PM
Again I will say that I have respect for you Batta M3, win lose or draw you were man enough to come in here and say what happened and admit your loss. You raced despite the fact that you knew you were handing him his race. That right there makes this BMW vs Porsche argument a distraction to the fact that you are a true enthusiast.
Props for you! Your car will live to fight again....next time from a roll...in its own territory!
Props for you! Your car will live to fight again....next time from a roll...in its own territory!
well said.. I still try digs here and there.. Probably at a track tho.. Im just more scared to break something.. Then losing.
#582
07-04-2010, 05:42 PM
BMW's are great cars. I have a 2007 335XI and it has been a solid daily driver. I just don't think the newer ones are built quite as well as the older models or either of my P-cars. Just my humble opinion. I don't get the feeling people are bashing the car as much as the content of the thread. I'm sure your car is a blast and is certainly faster than anything I own.
#583
07-04-2010, 05:44 PM
Ya, I guess I should get around to putting it up there, huh?
Here you go: https://www.6speedonline.com/forums/...ermined-8.html
#584
07-04-2010, 05:52 PM
I almost bought a 996tt but chose to get hpf treatment instead... Still might get a 996tt later.. Didnt want a car payment.. That was why i wanted to compare car as i really like your cars..
#585
07-04-2010, 06:04 PM
Ya, I guess I should get around to putting it up there, huh?
Here you go: https://www.6speedonline.com/forums/...ermined-8.html
Here you go: https://www.6speedonline.com/forums/...ermined-8.html
It looks like the OP's car had a bent and cracked stock motor because of mods?
Can you explain the difference between what EVOMS posted in that thread and what you guys are claiming on this thread about the 996tt motor on a stock block making big power? There seems to be lots of conflicting information regarding what the stock block can safely make. In several threads they claim 700+hp is a ticking bomb. But here most of you claim even 900+hp is fine for a stock block? Whats the deal here?
Originally Posted by Evolution Motorsports
Since 2002, when we first began building these engines, we have always stressed the importance of strengthening the internals. There are many companies that are pushing these engines well beyond their limits without internals, however it has always been our stance that beyond about 700 HP, it is not a matter of "if" the engine will fail but when it will fail.
The GT1 engine case and bottom end components are very strong to a certain point. The weakest link in the bottom of these engines is the connecting rods. Many companies want to believe / want the enthusiast to believe that these rods are very strong and bulletproof. The facts are that this is the same connecting rod that was developed for the 993TT. This connecting rod is installed in the 996TT, GT2, X50 as well as the 997TT engines. These rods were the weak link back in 1996 when we were pushing the envelope of that engine and they continue to be the weak link in 2009.
A fair amount of the engines that we disassemble prove this weakness. Some engines, like S-351's are the lucky ones where the rods bend. The next step is the cracked rods, like S-351's. The final destruction comes when the rod breaks and punches a hole in the side of the engine case which at that point completely destroys the bottom end of the engine. Much of the fatigue comes from high power and these rods cannot withstand sustained forces against them without bending. They can last for a while if the engine is pushed only for a few short acceleration runs here and there but will never last on a race track or at sustained high loads where consistent heat and pressure are maintained.
There are very few enthusiasts that want to spend $10K-$15K to build the bottom end of their engine for strength purposes. Additionally, this expense is harder to justify when the build only addresses the strengthening aspect of the engine and the performance gain from this procedure is minimal. However, as I mention above, it is not a matter of "if" but "when" the engine will fail and the damage caused by one of these failures is much more than the cost to prevent the failure from happening in the first place.
The GT1 engine case and bottom end components are very strong to a certain point. The weakest link in the bottom of these engines is the connecting rods. Many companies want to believe / want the enthusiast to believe that these rods are very strong and bulletproof. The facts are that this is the same connecting rod that was developed for the 993TT. This connecting rod is installed in the 996TT, GT2, X50 as well as the 997TT engines. These rods were the weak link back in 1996 when we were pushing the envelope of that engine and they continue to be the weak link in 2009.
A fair amount of the engines that we disassemble prove this weakness. Some engines, like S-351's are the lucky ones where the rods bend. The next step is the cracked rods, like S-351's. The final destruction comes when the rod breaks and punches a hole in the side of the engine case which at that point completely destroys the bottom end of the engine. Much of the fatigue comes from high power and these rods cannot withstand sustained forces against them without bending. They can last for a while if the engine is pushed only for a few short acceleration runs here and there but will never last on a race track or at sustained high loads where consistent heat and pressure are maintained.
There are very few enthusiasts that want to spend $10K-$15K to build the bottom end of their engine for strength purposes. Additionally, this expense is harder to justify when the build only addresses the strengthening aspect of the engine and the performance gain from this procedure is minimal. However, as I mention above, it is not a matter of "if" but "when" the engine will fail and the damage caused by one of these failures is much more than the cost to prevent the failure from happening in the first place.
Last edited by SCM3; 07-04-2010 at 06:13 PM.