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01-19-2014, 11:08 AM | #221 | ||
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01-19-2014, 11:35 AM | #222 | |
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Also, FWIW, I don't think the V8 will ever die. It is too iconic of a performance design benchmark. It may have moved out of the M3, but it is alive and well in many performance cars.
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01-19-2014, 12:07 PM | #223 | |
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i sure hope you're right. either way though, i'd still stick to v8's and graduate onto a 10 cylinder down the road |
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01-19-2014, 12:12 PM | #224 | |
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AW|FR 6MT E92 ///M3 Last edited by Prince_of_Persia; 01-19-2014 at 12:36 PM.. |
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01-19-2014, 12:29 PM | #225 | |
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--Former BMW M3 owner Last edited by LarThaL; 01-19-2014 at 09:09 PM.. |
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01-19-2014, 12:35 PM | #226 | |
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01-19-2014, 12:38 PM | #227 | |
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I don't understand how people do not see this about the E9x. The car was built with little compromise. the F80 IS A CAR of compromise. |
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01-19-2014, 01:10 PM | #228 |
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Why couldn't BMW have just shoehorned a detuned twin turbo V8 from the M5/M6 in the F8X M? We all know that a tuner will get this done.
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01-19-2014, 02:30 PM | #229 |
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Probably because the M5/6 owners would question paying the premium over an M3/4 if the two cars had the same engine with simply different tuning which as you say could be undone by a tuner. Right or wrong, BMW has to maintain its hierarchy, it seems. I doubt even a smaller displacement V8 would have been enough of a differentiation, not to mention that that would essentially be another bespoke engine, which we know BMW and even Porsche are shying away from these days.
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01-19-2014, 03:07 PM | #231 |
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That was one of the considered designs, mostly because a V6 would have allowed for a shorter block (and thus better weight distribution), but obviously they decided against it in the end. I'm guessing some of the reasons were that a V6 doesn't run as smoothly as a straight six, such an engine would again have the M3 using a bespoke engine design which BMW clearly wants to avoid for cost reasons these days, and I think a lot of enthusiasts would have cried heresy at a V6 BMW. Then again, BMW is about to launch three-cylinder engines....
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01-19-2014, 09:52 PM | #232 | |
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01-19-2014, 10:26 PM | #233 |
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And from what ive read the M3/4 arent even built in the special M car department, there built on the 4 series line in the regular factory, and to boot the brake upgrade is probably 3 to 4k option, dam its a shame.
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01-19-2014, 10:32 PM | #234 | |
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At least the new M3/4 has fixed calipers front and rear rather than sliding calipers this time though -- 6/4 piston setup with ceramics and 4/2 with regular.
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01-20-2014, 10:03 AM | #235 |
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///M is truly dead with the departure of N/A engines.
The new M5 is a turkey with the E63 AMG being the better and more 'nimble' (surprise) alternative out there. M3/M4's have become grand tourers of epic proportions with a small drizzle of track worthiness. Ask any real circuit racer, given the choice- N/A > Turbo all day every day!+ |
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01-20-2014, 12:51 PM | #236 |
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I saw and sat in the M4 at the Detroit Auto Show and have to say I did not like it.
However, the Vette? Another story. loved it.
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01-20-2014, 12:56 PM | #237 |
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The CCBs will be a $7,500 option that is not covered under BMW maintenance plan. The warranty does cover them in the event they fail, but based on my conversation in Detroit with various people, the pads in CCBs are not decent enough to last tens of track days. You still need better pads and better brake fluid and if you end up needing replacements to these items due to track use, BMW will not replace them under maintenance because they think these items don't need replacement within the 50,000 mile/4 year period.
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01-20-2014, 01:08 PM | #238 | |
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I honestly don't get the point of carbon ceramics. I can't fault automakers for offering them (at a handsome profit, no doubt) if people will buy them, but as near as I can tell, they're not an ideal solution for the track (look at all the Porsche people who buy used cars with PCCB and go back to regular brakes), and the increased fade resistance isn't noticed on the road -- so the only benefits are long road life and no dust? Seems like a pure vanity option, and a really expensive one at that.
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01-20-2014, 02:34 PM | #239 |
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Grey looks boring on z06 imo. I am not a fan of yellow, but it may be the first time i will consider it. It looks like a race car and contrast with all cf pieces is impressive. Need to see more color options in person.
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01-20-2014, 02:37 PM | #240 | |
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01-20-2014, 02:58 PM | #242 | |
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Yes, the CC rotors are larger (which is why they require the larger wheels), and on the M3 apparently the CC option will get you calipers with two extra pistons on all four corners -- but you can achieve that with a BBK if the base brakes don't cut it. Even if you don't offset your costs by selling the stock brake setup, you'll still have spent less cash to buy two brake setups (stock and BBK) compared to what you'd have spent to upgrade from the standard brakes to CC -- not to mention the huge savings you'll have in ongoing replacement costs. And you can also choose to upgrade only the front axle to a BBK (which is what I've done) because front-engine cars pretty much never have heat issues on rear brakes. StopTech actually has an article on their site arguing AGAINST rear brake upgrades, which I take as credible given that they'd make money by selling those extra upgrades. Yes, CC rotors are lighter, and I suppose if your skills are on a level where you'd notice that, they can be worth it. But if you're at that level you'd most likely have a sponsor paying for your brakes anyway. And yes, CC rotors may dissipate heat better than even equally sized BBK steel rotors -- but if the BBK steel rotors can dissipate heat adequately to cover your track needs (which seems to be the case across BMW, Porsche, and Corvette forums), then any extra heat dissipation capacity above that is purely academic. I'm not willing to pay extra cash and deal with the extra headaches of CC (risk of chipping one) for an academic benefit I'll never experience in the real world.
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