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  • Sticky's Avatar
    02-12-2015, 03:43 PM
    A very nice 6-speed manual E92 335i build here from BimmerBoost member The Ghost. He upgraded his 335i N54 motor with Vargas Turbo Technology 2+ turbos, a Burger Tuning port injection fuel system, and a Fuel-It! Stage 3 dual LPFP direct injection fuel system upgrade. Here are the details in his own words: Per my old thread I proved that the stock turbo inlets were restricting flow at higher boost levels and so I did some testing and built custom intakes. Since then, I installed BMS's (Burger Tuning) port injection kit, Fuel-it Stage 3, and ditched the meth using full E85. Setup: N54, FBO, 6MT JB4 G5, Cobb backend flash (ATR) Custom 2.25" turbo inlets, w/BMS DCI BMS Port Injection kit Split Second injector controller (AIC1-G4H) Fuel-it Stage 3 dual LPFPs e85 Stock exhaust (catted) Specs on Intakes: Front intake specs: 2 1/8" 90 degree silicone elbow, 2.25" pipe directly into filter on passenger side. Piping covered with head reflective foil Rear intake specs: 2 1/8" 90 degree silicone elbow, about 14" of 2.0" aluminum pipe, 45 degree 2.25" silicone coupler to about 14" of 2.25" aluminum piping, 45 degree silicone bend to filter (2.25"). The picture below shows the upper half the intake. BMS DCI filters reused Vac canisters moved to driver's side (shown in attached) PCV retained, mounted bung near same place as stock (shown in attached) The dyno photos in order are: My maxed FBO meth/e85 car vs. my final tune today Comparison of timing changes (4-7 degree ramp, vs 7-9 degree ramp) FBO map 0 baseline vs. today's final tune All plots from today (tuning iterations) Here is a log of the last dyno run: http://datazap.me/u/ghost/2015-02-05-170708-10f-final-dyno-run-6?log=0&data=1-3-4-11 Misc notes: Targeted 12.7:1 AFR (max power lean e85), however PI map needs work as it goes very rich (10:1) on spool as well as at 6500rpms. I didn't have time to keep reflashing the AIC, so I'll do that at a later time which should help torque and top end. Adding a small amount of timing made a HUGE difference in power (especially top-end). I decided to stop where I was as I was happy with the progress. These turbos (with these intakes) can make any reasonable boost it seems. 26psi@7krpms has a 66% IDC. Next mod is probably exhaust. While the e92 exhaust is supposedly pretty free-flowing, at 600+whp, I suspect there are gains to be had going to a 3.5" single exhaust without cats. Special thanks to Terry@BMS for the extensive support and parts, Fuel-it and VTT both for good components and support. Additional pictures:
    75 replies | 2904 view(s)
  • Tony@VargasTurboTech's Avatar
    02-11-2015, 03:19 PM
    The first batch of our new silicone intake tubes for the N54 are now available! Orders can be placed on our website or via email to Sales@vargasturbo.com. There are only 20 units available which will be sold on a first come first serve basis with priority given to current owners of a VTT Stage 2 or 2+ turbo upgrade. Product Information VTT N54 Silicone intake tubes are high grade 100% silicone that is 5mm thick and wire reinforced. They are a complete replacement for the restrictive stock inlets from the turbo to the inlet side is designed to fit with the stock airbox as well as any and all varieties of aftermarket intakes. The turbo side mates smoothly with stock as well as upgraded stock frame turbos. The tube for the rear turbo has a built-in bung which makes it a “plug and play” connection to the stock PCV system or any upgrades that you may have in place. Fits all N54 applications including RHD, with the exception of a few rare models that use plastic retainers on the intakes. Product Pricing: Silicone intake tubes $499 When purchased with turbo upgrade $459 New DCI filter kit with your intakes $79 Existing VTT Stage 2 & 2+ customers 20% OFF Product Images: VTT N54 Silicone Intakes1 by VargasTurboTech, on Flickr VTT N54 Silicone Intakes Rear by VargasTurboTech, on Flickr VTT N54 Silicone Intakes Front by VargasTurboTech, on Flickr More Images Available Here Product Testing: 100% E85 VTT Stage 2's Billet 15T's VTT Silicone intakes VTT Silicone Charge pipe VTT Double Barrel HPFP upgrade Fuel-it Stage 2 LPFP with 450 inline Cobb AP with PTF custom back end flash JB4 This car now makes 585rwhp / 659rwtq on a tune with significantly less timing versus our previous max effort results on this car with stock intakes of 557rwhp and under 650rwtq. Stage2&SiliconeIntakeTubesRPM by VargasTurboTech, on Flickr Stage2&SiliconeIntakeTubesMPH by VargasTurboTech, on Flickr Additional testing data:
    58 replies | 2850 view(s)
  • Xearom3's Avatar
    02-04-2015, 10:18 PM
    Very nice results here from BimmerBoost member Xearom3 and his 2009 E82 BMW 135i. He did a custom Precision 6466 based single turbo N54 setup and previously had RB upgraded OEM housings. He overlaid his results with both setups on a Dynojet graph. Keep in mind that his figures with the single turbo are numbers just to see what the setup is capable of and not what he runs on the street. At least not until the upgrades his fuel system likely with a supplemental port injection system. Additionally, Rob Beck of RBturbo has various upgrades available for the OEM housings and the numbers will vary based on what setup one gets from him. Still, very interesting to see an overlay between the two on the same car and dyno. Here are the details in @xearoM3's own words: Hey guys, got my kit moved from my previous car on the my new-to-me '09 135i and figured I'd share my results from a quick dyno session a couple weeks ago. The setup: '09 135i MT Runs done in 4th gear, STD CF, smoothing 5 93 pump, CM10/CM14 100% meth custom single kit PTE 6466 Gen2 ball bearing, twin scroll @ 30psi VRSF 5" IC full 3" exhaust (no cats/etc) The graph: Overlaid my best run on RB's for comparison. Log: Datazap: http://datazap.me/u/xearom3/custom-kit-6466-30psi?log=0&data=1-3-4-9-11-16-18-24-25-26-27-28-29&zoom=49-109 Overall, pretty pleased with the results taking everything into consideration. Next step is to convert to a PI setup, and replace my HPFP (think its starting to go out). And before anyone says anything, no, I do not run this amount of boost on the street, this was just to see how far the car could be pushed on the current setup, I usually run a few psi less.
    17 replies | 5029 view(s)
  • Terry@BMS's Avatar
    02-20-2015, 12:26 AM
    Was able to finally get our 135i up on the dyno today for a little tuning with the new MOTIV kit. Overall, the kit is pretty impressive. Build quality is top notch and everything fits/works as expected. Before I go any further I should mention that BMS works with ALL turbo kit manufactures. So I don't want this to turn into a kit A vs kit B crap fest. I've been very happy with the FFTEC top mount kit on the car and switched over to the MOTIV kit because it struck me as elegantly simplistic and once I saw the design I just had to try it out for myself. Plus, I've known Jake & Bobby for years now and know they only do top notch work. I had AC Fabrication do the install and some fab work. They make the VM top mount kit and are also top notch fabricators. Since I'm running a 3.5" catback I had them make a matching 3.5" dp, and since I have a custom intercooler a custom chargepipe was required to mate everything up. Today's dyno testing was on E70 running essentially the same tuning and boost profiles as I used to run on the FFTEC 5862 TS kit, so I could get an apples to apples comparison. Minor differences to the car are I now have 3.15 gearing instead of 3.42 gearing. So the runs are up to 140mph instead of 130mph previously. And of course the 3.5" DP vs. 3" I had previously. In addition to the MOTIV Kit the car is running a BMS Fuel Rail kit, Fuel-It low pressure system, JB4 for tuning, etc, etc. A few dyno charts and logs are attached. In addition I posted the a dyno from the last run I did on the FFTEC kit with the same tuning for context. I ran the MOTIV kit up to 27-28psi today, but from what they tell me, this thing will hum along just fine at 33-34psi. I hope to find out down the road. I decided to stop at ~630whp today as I noticed an odd O2 sensor variance which I think should be addressed, and timing drops started to creep in, so I'll need to resolve both of those issues before I really crank it up. My ultimate goal with the setup is 700whp. Outside of the numbers, the spool of this kit is pretty impressive for the size of the turbo. It spools just as well or maybe even a little better than the smaller precision 5862 in a twin scroll format. I've noticed my exhaust is now louder. No doubt due to the reduction in overall piping to absorb sound. Probably a good thing from an exhaust flow and weight perspective although I do like the car as quiet as possible. So I may go up to a larger muffler soon. I should also mention the kit comes with a revised poly motor mount which does transfer a little more vibration to the chassis than the OEM unit. Not too bad but worth noting. We'll continue working on the project and will post updates as we have them!
    45 replies | 1593 view(s)
  • Sticky's Avatar
    02-10-2015, 05:52 PM
    BMW's mission has become outselling its rivals and using sales figures to flaunt superiority. Raw numbers do not show who is building the better car but BMW is mostly concerned with profit above all else now. As that is the goal the executives must be shocked that Audi and Mercedes are both outselling BMW in 2015. Obviously we are working with a small sample size but these figures could denote consumers are experiencing BMW fatigue. Audi is in the top spot right now with a 10% increase in January 2015 over the previous year selling 137,700 cars. Mercedes experienced a 14% jump in the same period with sales of 125,865. This just beats out BMW which experienced a 6.3% sales increase to 124,561 cars. So what is going here? Well, this could just be an abnormality or it could be that Audi has a chance to take the overall luxury sales crown that BMW has held since 2005. At this point nobody knows what will happen and China's figures alone can sway each of these brands. Perhaps BMW should focus more on making better cars like Audi and Mercedes are than just pumping out more models? Source
    18 replies | 4581 view(s)
  • Sticky's Avatar
    02-12-2015, 09:21 PM
    Something has been brewing behind the scenes at Dinan for some time now. We do not have the full details or reasons behind this change although whatever went on was big enough for Steve Dinan to leave his position at the head of the company he founded for a yet to be named position at Chip Ganassi Racing. Keep in mind Dinan already sold out a good portion of his interest in his company last year but now he is officially leaving. He probably cashed out at the right time as the BMW tuning market has changed and Dinan's unique aspects that were strengths in the past no longer provide the same appeal with modern turbo BMW's. Did piggybacks break the camel's back? Perhaps it was BMW themselves with their own Performance Parts lines offering a BMW factory warranty. The BMWCCA (BMW Car Club of America) states Steve Dinan will retain a consulting role to keep him connected to the company. It is safe to say a particular era in BMW tuning has come to a close. BimmerBoost would like to thank Steve Dinan for all he has done for BMW tuning, the aftermarket, as well as BMW Motorsport. He walks away knowing he built up the biggest name in US BMW tuning. Steve Dinan is leaving the company he founded 36 years ago to accept a management position in the worldwide sports car operations of Chip Ganassi Racing. Dinan and all of its programs for BMW will continue under the leadership of new President and CEO Brian Applegate. Steve will continue in a consulting role; that enables him to stay connected to the company. Dinan says, “Those of you who know me well know that my heart has always been in racing. From my days as a competitive driver to engineering race winning engines for the top teams in motorsport, racing is my passion. You may be aware that together with Chip Ganassi Racing and BMW Dinan as a company has won many Daytona Prototype races and four Rolex Grand-Am championships as well as two overall wins in the 24 Hours of Daytona. This opportunity allows me to be a part of the best team in sports car racing. Ganassi is embarking on a major GT racing effort for Ford which will almost certainly lead to a return to Le Mans in 2016; while Dinan’s role in the project has not yet been specified, it is likely that he will take a major leadership role in the program. Source
    38 replies | 2110 view(s)
  • Sticky's Avatar
    02-05-2015, 06:10 PM
    Sorry about the slowdown guys, I'm aware of it and working on it. I'll be doing another major upgrade soon. Going to give this place more than enough horsepower to last. I'm liking the growth though so I'm happy about it.
    40 replies | 1321 view(s)
  • Ingeniator's Avatar
    03-02-2015, 12:14 PM
    Ok so with the ability to flash BMW's coming to android what Android phone would you buy. I still prefer iOS over android for the refinments but I'm sure I could customize android to what I want so I need the right hardware should I go Nexus6(or whatever the newest one is) Samsung S6/S6edge or the HTC M9. I prefer the smaller form factors but that doesn't seem to exist anymore. But I pretty much need it to be waterproof or have a case that is that I can buy ie lifeproof etc. http://www.boostaddict.com/showthread.php?63449-N54-DAMOS-mobile-project-donation
    45 replies | 598 view(s)
  • TTFS's Avatar
    02-03-2015, 06:18 PM
    At The TTFS Facilities E46 M3 CSL conversions are becoming more and more popular. We recently had this E46 M3 come in for the conversion. The vehicle put down great numbers prior to the conversion, a large part of that is due to it's modifications. After the TTFS CSL Conversion and custom tune the numbers speak for themselves. Vehicle: BMW E46 M3 Modifications Before: SSV1 Headers 2.5 inch Sec 1 with 200 Cell Cats SS Section 2 SS Street Muffler CSL Rep Airbox Evolve Alpha N Tune 327.3(WHP)@8100(RPM)/258.4(ft-lbs)@4650(RPM) Modifications After: SSV1 Headers 2.5 inch Sec 1 with 200 Cell Cats SS Section 2 SS Street Muffler CSL Rep Airbox TTFS CSL DME TTFS Vacuum Rail/MAP Sensor TTFS Custom Tune 341.3(WHP)@7550(RPM)/266.1(ft-lbs)@4350(RPM) *The car needs a set of spark plugs and coilpacks as you can see from the waviness of the graph*
    8 replies | 4737 view(s)
  • Sticky's Avatar
    Yesterday, 02:16 AM
    Congratulations are in order to Burger Tuning! 136 miles per hour is where the BMW N54 trap speed record stands. This was achieved at the Famoso drag strip in Southern California by the BMS 135i test car running a JB4 and Motiv single turbo kit on a stock internal N54. There are still issues to work out and as the 60 foot indicates the launch needs some work for an impressive ET. Once @Terry@BMS sorts the issues out a good launch on high boost should finally propel the N54 into the 140+ trap speed range (and maybe the 9's?). For now though 136.43 miles per hour is officially the fastest N54 trap in the all the land. More details in the words of @Terry@BMS below. Terry@BMS: I was able to attend a track day at Famoso raceway today. The scheduled start time was 9am but that got pushed back due to a rain delay. It was around noon before we got to do any runs. I decided to race our 135i with the new MOTIV 750 kit today and just go for traps. To that end I ran on the normal 245/45/17 555Rs and just launched the car in 2nd gear with boost capped at 12-15psi. Logs on the dyno looked great fueling wise but as soon as I started doing runs at 26psi at the track, a problem became apparent. The low pressure pump was not keeping up. So I wasn't able to do any high boost runs as I had originally planned. As the day went on fuel pressure got worse and worse. Still, managed a respectable 136.4mph trap speed. I've attached the log of the run so you can see how bad the fuel situation was. It actually did a map4 switched right at the cones so I may have gone a bit faster had the pressure hung on a bit longer. After this run, I decided to pack it up and head home. Only to my surprise, after parking the car, it wouldn't start. An hour of diagnostics later I figured out both my inline 255 & my fuel pump controller shorted out. Luckily I was able to hotwire the primary pump with some spare wire to get the car home under its own power. I've got a Fuel-It Stage3 bucket in the garage that will go in and I'll have to probably order another controller. Anyway next time, whenever that is, I should be able to run enough boost to hit 140mph. I figure it will take 32psi. Then I'll strap on the Hoosier slicks and start working on the launches.
    35 replies | 425 view(s)
  • SteveAZ's Avatar
    02-03-2015, 05:53 AM
    *iPhone not included ;) Links: Link to VBOX Sport info Link to purchase VBOX Sport on our site Group Buy Info: The group buy will go like this: The VBOX Sport MSRP is $429 The windshield suction mount MSRP is $40 (We highly recommend you get this and don't understand why they offer it without it!) :rolleyes2 We have released the code for 10% off and free USPS Priority shipping within the CONUS. Enter the code: VBOXGB at checkout for your discount. International Customers: Your orders will ship USPS Priority mail for $20 or USPS Priority Express for $40.00. You will be able to place your order on the website and choose your shipping method before placing the item in your cart. Rather than make people wait, once 5 people have paid, we will order the first 5 units and ship them out as soon as they are received (approximately 5 business days). For every 5 people that order after that, we will repeat the process. The group buy is valid until Midnight (PT) February 28th and we will place the final order for the remaining units at that time. After the group buy has expired, they will return to the suggested retail price and we will keep them in stock for immediate shipment. The group buy list will be kept updated so that everyone knows how many have ordered, paid, and when their order ships. Edit: We are keeping an accurate list of the participants and ship dates in the following post to make it easier to follow. Intro and Overview: Over the last few months there have been a lot of new developments on our platforms. Many of these developments have been debated and dynos have been presented only to spark more debate. As many are aware a short time ago we decided we were going to do another development vehicle (2011 E90 335i) for which we would be starting from scratch. We did a preliminary dyno but wanted to track our gains as we made the various modifications to see what affect they had on real world driving and performance. Was the car faster or not? That's what we really care about, right? So to track those gains we got in touch with Racelogic who makes the VBOX to see what options we had. As some may be aware they offer the VBOX Sport which is a completely wireless and fairly inexpensive solution that tracks your performance via multiple GPS satellites tracking your movements at a rate of 20hz. (The older, bulkier, and more expensive Vbox with the display is 10Hz) So far we've been pretty impressed with how easy it is to use and given all the hoopla lately we contacted VBOX to see if we could offer a group buy as there MAP pricing is pretty strict. They gave us permission to do so, so here we are. ;) Rather than go on about it, here are some of the features, specs, and pictures of the product and it's capabilities: 20Hz GPS Engine Bluetooth interface to iPhone or iPad Over 6hr battery life Internal rechargeable battery Internal or external GPS antenna Free Performance Test and Laptimer iPhone App available from the Apple App Store Robust, waterproof, lightweight enclosure USB Charging SD card logging Herbert Richter mounting system (optional) Free data analysis software Compatible with Harry's Lap Timer app, which is available for iOS and Android So in short, lets put an end to these dyno debates and here is the perfect way to do it! You can use the 60-130mph standard if you wish, but you can also set up your own testing intervals. In our case we wanted to remove the shift point as a variable, so we monitor our 40-90mph times. I'm sure many of you can also see why this standard might be a bit more practical. ;) Either way, that is for all of you to discuss and you can monitor multiple intervals in a single run be it speed, distance, braking...etc. In addition you can enter multiple vehicles in to your setup so you can keep track of each vehicles performance individually. Also, for those that do utilize the iOS interface, there is one criteria that I wish they'd change and supposedly they are going to address it. When doing a log on an iOS device, you have to press "Start" while at a stop and then your log won't start until you reach the specified speed for your first interval. However, once you have turned the unit on, it starts recording all your movements regardless if you're logging with an iOS device and when you return to the computer, you can download your data via the 4GB memory card that is included. Consequently an iOS device isn't necessary, but it sure is nice for immediate results. When running lap timers you have the option to use an iOS or Android device although we have not played with this feature yet. Stock images: A few of our images from our E90 testing: Stock 40-90 times on 91 octane Stock misc. times with 60-130 :lol Current best 40-90 time with intake, CP, and tune on 91 octane P.S. Thanks to Sticky for getting our IP issue fixed so we have better access again! :music-rockout:
    33 replies | 1185 view(s)
  • Sticky's Avatar
    02-10-2015, 06:14 PM
    Very nice runs here showing the two different M engine era philosophies going at it. On paper, this should be a pretty good race depending on what kind of race it is of course. The S55 turbo inline-6 in the F82 M4 offers much more low end grunt whereas the S85 V10 in the E60 M5 is a high revving top end horsepower design. The E60 M5 is heavier by roughly 500 pounds. It does not have a dual clutch transmission. Despite BMW rating the M4 lower than the 507 horsepower E60 M5 by 82 horses the reality is that the horsepower between the two is a wash. The real difference is where you see those horses in the powerband. The M4 S55 is rated at 406 lb-ft of torque thanks to turbocharging and the S85 5.0 liter V10 has 384 lb-ft feet. Less torque and heavier but thanks to the flat torque curve and 8250 rpm redline it can be geared shorter. The first run is from a stop and the E60 M5 gets the better launch going on the '3' count while the M4 driver is still talking. A slight advantage to the E60 M5 which the M4 is able to make up with its gear shift advantage until they hit 125 miles per hour and the E60 M5 top end takes over. This difference is more apparent in the roll on race. The M4's torque and DCT transmission immediately gives it the lead as it should. It continues to open up a lead until it has about four car lengths and the cameraman seems to think it is over. The E60 M5 top end strength shows and shows well passing the M4 in dominant fashion. It definitely takes a while to get there though. The new M motors do not have the same top end pull but they certainly do have stronger lower end pull. They of course are also easier to tune for bolt on gains. Now imagine that E60 M5 V10 with some boost. Best of both world's? Perhaps.
    13 replies | 3014 view(s)
  • Sticky's Avatar
    02-21-2015, 05:00 PM
    The new Volkswagen MKVII GTI is showing some pretty impressive performance when tuned. Members on VWBoost are already over 300 wheel horsepower with bolt ons which is certainly respectable when one takes into account the vehicle has a 2.0 liter turbo four-cylinder rated at 200 horsepower from the factory. The N54 engine in the 335i is well known to BimmerBoost readers and obviously has more displacement at 3.0 liters and two extra cylinders. Tune only it is capable of greater gains than the GTI so raw muscle is on its side. That said this GTI puts up an admirable fight against the 6-speed manual 335i. We do not know what transmission the GTI has or who it is tuned by but it goes to show the GTI is quite a tuner friendly platform. There is a bonus run at the end showing the 335i run what is called an 'X1M' although an X1M does not exist. It just seems to be a stock X1 xDrive35i with an M option package considering how it gets walked.
    21 replies | 1502 view(s)
  • Sticky's Avatar
    02-19-2015, 02:42 AM
    A very interesting video here here. On one side we have the previous generation BMW E63 M6 which sports the renowned naturally aspirated 5.0 liter S85 V10. In stock form the motor puts out 507 horsepower and 384 lb-ft of torque. Not a slouch but it is no longer able to out muscle the modern German turbocharged V8 powerplants. Speaking of such a powerplant that is exactly what the W212 E63 AMG in the video sports under the hood. It is stated to have the Performance Package option (it may or may not) which essentially increases boost (from 14.9 psi to 18.9 psi) and ups horsepower from 518 to 550. Torque goes up from 516 lb-ft to 590 lb-ft. If these cars were stock the E63 AMG would make easy work of the M6. The E63 traps roughly 120-121 with the Performance Package. The M6 is roughly in the 116-117 range in stock form. The M6 is not stock though and with a good tune and exhaust can get into the 122+ trap speed range. This means the slightly lighter (150 pounds depending on options/fuel) M6 is favored in such a race where top end horsepower is the deciding factor. Now AMG fanboys quickly point out the source shows videos favoring M cars and this is quite correct (even necessary) to mention. He often shows the BMW coming out on top. When it is a mismatch like this he shows a modded M versus a stock AMG. That is what you get here. The race plays out as it should. The E63's low end torque gives it a lead but it can not open it any further and the M6 begins to reel it in. The S85 V10 top end is nothing to take lightly and it shows as it makes up the distance and pulls the E63 easily to hold a roughly one car lead until they shut down. Would the result be reversed if the E63 AMG had a tune and exhaust setup? No doubt about it. However, a naturally aspirated M V10 with less displacement is able to beat a twin turbo 5.5 liter AMG V8 with a factory performance tune. That certainly says something about the S85 V10 engine and its architecture. If you want to give the E63 a tune, consider what would happen if you gave the S85 a couple turbos.
    20 replies | 1880 view(s)
  • Sticky's Avatar
    02-18-2015, 02:26 AM
    The turbo era is making aftermarket tuning extremely competitive in the German car scene. A month, a week, or even days of getting an upgrade out earlier than the competition can make a huge difference. This is why you see M177/M178 turbochargers already being modified by Renntech before the cars with the engine are even in customer hands. What you are seeing is an OEM housing with modified internals which @RENNtech EUROPE already confirmed in a chat with BenzBoost. Renntech has actually been preparing this turbo hardware upgrade for a while but C63 AMG's and AMG GT's are slightly behind production schedule. Regardless, Renntech sourced an M177/M178 engine (BenzBoost is aware of another tuner who managed to do the same thing as well) and is already modifying it. If you were worried about the lack of displacement compared to the M157 5.5 liter V8 do not be. The M177/M178 horsepower tuning war has already started and the tuning will be extremely competitive pushing output very far.
    24 replies | 1113 view(s)
  • Sticky's Avatar
    02-02-2015, 07:22 PM
    Incredible numbers here from a C218 CLS63 AMG. The twin turbo 5.5 liter M157 AMG V8 gets modifications from PP-Performance including upgraded turbochargers courtesy of new wheels in the OEM housings. In addition, the car gets aftermarket catless downpipes, upgraded intercoolers, and BMC air filters. The result is an incredibly 10.353 @ 13.106 miles per hour which tops any previous CLS63 AMG result. It is not far off the overall M157 record either which is held by PP-Performance as well with their modified SL63 AMG. That car went 10.24 @ 142 with essentially the same modifications to the same motor but the lighter SL chassis obviously pays dividends. The CLS63 has its back seats pulled and Recaro seats up front which save roughly 100 pounds but the SL is still the lighter vehicle. This car continues a string of recording breaking performance on the Yas Marina dragstrip in Abu Dhabi.
    6 replies | 3510 view(s)
  • Sticky's Avatar
    02-04-2015, 05:37 PM
    The speculation can be put to rest. After numerous spyphotos the Porsche Cayman GT4 model is finally here. The specifications match what was expected based on comments from Porsche's head engineer last month. The Cayman GT4 comes with 3.8 liter flat-6 power borrowed from the Carrera S. It is of course detuned to protect the 911 Carrera S image and has 'only' 385 horsepower instead of the full 400. Porsche is the master of creating artificial hierarchy and reinforces this artificial positioning by horsepower numbers. They have finally, and significantly, allowed a Cayman to outpower the 911 Carrera though. So what did Porsche do here other than give the Cayman the Carrera S engine? They gave the car revised aerodynamics as well as pieces from the 991 GT3. The brakes and suspension are stated by Porsche to consist 'almost entirely' of components from the GT3 model. What is notably absent from the 991 GT3 is the PDK dual clutch transmission. The 991 GT3 is offered as PDK only whereas the Cayman GT4 is offered as manual only. Interesting, isn't it? With the GT3 it is understandable as the car is lower volume and the PDK offers superior performance to the manual transmission. PorscheBoost believes Porsche is not offering the PDK option as the Cayman GT4 would easily outpace the Carrera S which is offered with PDK as well as the manual transmission. It costs Porsche nothing to add the PDK option as the motor is the same as the Carrera S motor. This is a political decision as they easily have the ability to offer both as they already produce and offer both in the Carrera S. The Cayman S and Boxster S of course also use this same transmission with their 3.4 liter flat-6 units borrowed from the 911 Carrera. If you want a manual Porsche track car it looks like the Cayman GT4 is the choice. It also helps that it is cheaper than the GT3 at $84,600.00. A New Member of Porsche's GT Family The benchmark in its class: the Porsche Cayman GT4 Atlanta, Feb. 3, 2015 - Porsche's GT family is proud to announce the addition of an exciting new member: the Cayman GT4. This is the first Porsche GT sports car based on the Cayman and features components of the 911 GT3. Clocking a lap time of 7 minutes and 40 seconds on the North Loop of the Nürburgring, the Cayman GT4 earns the same lap time as the 2011 911 GT3 and positions itself as the new benchmark atop its market segment. The Cayman GT4 clearly demonstrates Porsche's dedication and passion to continue to promote truly industry-leading two-door sports cars in the future – sports cars that are developed at the Motorsport department in Weissach. The engine, chassis, brakes, and aerodynamic design of the Cayman GT4 are configured for maximum driving dynamics while retaining the versatility and everyday utility that are typical of the two-seater Porsche coupe. Powered by a 385 hp 3.8-liter flat-six engine derived from the 911 Carrera S engine, the Cayman GT4 transmits its power solely through a six-speed manual transmission with dynamic gearbox mounts. Zero to 60 mph is accomplished in 4.2 seconds; its top track speed is 183 mph. The chassis – which features a 30 mm lower ride height and a generously sized brake system – consists almost entirely of components from the 911 GT3. Ready for the race track: The first Porsche Cayman with added downforce at both axles The exterior of the Cayman GT4 highlights it as a member of the Porsche GT family and provides a clear distinction to related mid-engine coupes. Three pronounced inlet openings at the front and a large fixed rear wing are part of an aerodynamic package which is systematically designed for downforce. Upon request, the performance capabilities of Cayman GT4 can be taken even further. Available options include the Porsche Ceramic Composite Brake (PCCB) system, full bucket seats made of carbon fiber composite, and a custom Sport Chrono Package featuring a Track Precision app. The interior of the Cayman GT4 focuses on maximizing the experience of unfiltered driving enjoyment for both driver and passenger. Standard sport seats, which are upholstered in a combination of leather and Alcantara®, offer excellent lateral support. The new Cayman GT4 sport steering wheel guarantees ideal control and direct steering feedback due to its compact dimensions. Technical aspects of this new GT sports car are based on the 911 GT3. As a mid-engine sports car and a prime example of driving dynamics in its class, it follows the conceptual tradition of such cars as the 904 GTS, 911 GT1, Carrera GT and 918 Spyder. GT sports cars engineered by Porsche embody the most passionate connection possible between everyday driving and Porsche's competition heritage and highlight the sporty core of the brand: Intelligent Performance. The Porsche Cayman GT4 celebrates its world premiere in early March at the Geneva International Motor Show. This vehicle will arrive at U.S. dealers in July 2015. The starting MSRP for the Cayman GT4 is $84,600. MSRP does not include a destination charge of $995.
    20 replies | 1475 view(s)
  • Sticky's Avatar
    02-03-2015, 10:19 AM
    A photo of the undisguised 2016 Ford Focus RS has finally leaked out. No big surprises as the car looks exactly as expected. The boy work and hood obviously give the Focus design a more muscular look and the rear spoiler on the hatch is for go and not for show. The new Focus RS gets all wheel drive but the exact output has yet to be stated. Something in the ~350 horsepower range is expected from the Ecoboost turbo powerplant. The car is definitely shaping up well as Ford's teaser last month showed. Get ready for the hottest Focus to ever grace US soil.
    28 replies | 569 view(s)
  • Sticky's Avatar
    02-03-2015, 10:58 AM
    We all knew it was coming and many enthusiasts have had mixed feelings on the topic. Considering the stellar execution naysayers may be swayed. Ferrari today officially replaced the Ferrari 458 Italia with the Ferrari 488 GTB and with turbos comes a massive boost in horsepower and torque. 671 horses to be exact which puts the 458 Italia output to shame. Ferrari tweaked the Maserati 3.8 liter twin turbo powerplant significantly. In the California T the engine puts out 560 horsepower. The 488 GTB increases this by almost 100 horses and the redline is increased to 8000 rpm. A flat-plane crank is likely used but has not been confirmed. The torque figure is 560 lb-ft which is a mountain of torque compared to the 398 lb-ft of the 458 Italia. And how about the new styling designed to funnel air to help cool the turbocharged powerplant? Maybe a boosted Ferrari is not such a bad thing? Maybe. Ferrari 488 GTB Technical specifications ENGINE Type V8 – 90° Turbo Overall displacement 3902 cm3 Maximum power * 492 kW (670 CV) at 8000 rpm Maximum torque * 760 Nm at 3000 rpm in VII gear DIMENSIONS AND WEIGHT Length 4568 mm Width 1952 mm Height 1213 mm Dry weight** 1370 kg Weight distribution 46.5% Front – 53.5% Rear PERFORMANCE 0-100 km/h 3.0 s 0 -200 km/h 8.3 s Maximum speed > 330 km/h FUEL CONSUMPTION*** 11.4 l/100 km C02 EMISSIONS *** 260 g/km
    25 replies | 879 view(s)
  • Andrew@activeautowerke's Avatar
    02-11-2015, 04:55 PM
    Active Autowerke has been in the business of BMW performance for over 30 years. One of our specialties includes developing BMW software that brings your BMW’s performance to new heights. We are happy to introduce our newest addition to our BMW software line-up, the Active-8 Tuning Box. With this direct plug-in BMW performance part, you can expect to experience 75+WHP gains and 68+ft-lbs of torque. 100% stock m4 6mt. F80 m3 Dct - Additional mods: Active Autowerke mid pipe What puts Active Autowerke ahead of the competition? Rest assured when you choose Active Autowerke, you are getting a 30+ year of experience guarantee. Our software engineer Karl Hugh has been playing with power for as long as he can remember and only develops the best in BMW software. The price is hard to beat as well. Here at Active Autowerke, our mission is to get every BMW owner to start playing with power. That is why we are introducing our Active-8 Tuning Box at a reasonable price. Active Autowerke BMW Software Installation Installation couldn’t be easier. Our Active Autowerke Active-8 Tuning Box installs in about an hour and is easily reversible just in case you have a change of heart. Like any Active Autowerke BMW software installation, the process itself is very simple. Just purchase the tune, and the box comes along with it so that you can easily plug it into your BMW’s ECU wiring harness. Our Active Autowerke Tuning Box Benefits More than just an aesthetically appealing accessory, our Active-8 Tuning Box serves many purposes. Our box becomes the new brain of your BMW’s ECU making factory settings a thing of the past. Our Active-8 Tuning Box works exclusively with the S55 engine to optimize performance. Improved overall drive ability, fuel economy and unleashing the true capability of the S55 engine. It is also sealed to withstand any sort of weather conditions that might damage your precious BMW software. The Active Autowerke Guarantee As we mentioned before, we have 30+ years of experience under our belt to guarantee the best in BMW performance standards. We are confident that you will be satisfied with our product, so much so that if you are not satisfied with our product you can send it back within 30 days and get your money back! That’s right, if you aren’t impressed with our Active-8 Tuning Box, you have 30 days to return it and get your money back. Performance Specs: HP Gains: 75+ WHP over stock configuration Torque: 68+ ft-lbs of torque Features: -Included bracket for discrete installation -Waterproof housing -No wire splicing -Easy to install
    14 replies | 2328 view(s)
  • Sticky's Avatar
    02-19-2015, 05:22 PM
    This sums up my feelings on the topic very well. The education system has convinced people that a degree means they are educated or successful. I've done more learning outside the classroom than I have ever done inside one: Kyle Smith writes... Howard Dean recently criticized Gov Scott Walker for never finishing college, stating that he was "unknowledgeable." What would your response be on college as a requirement for elected office? Hi Kyle Back in 1990, The QVC Cable Shopping Channel was conducting a national talent search. I had no qualifications to speak of, but I needed a job, and thought TV might be a fun way to pay the bills. So I showed up at The Marriott in downtown Baltimore with a few hundred other hopefuls, and waited for a chance to audition. When it was my turn, the elevator took me to the top floor, where a man no expression led me into a suite and asked me to take a seat behind a large desk. Across from the desk, there was a camera on a tripod. On the desk was a digital timer with an LED display. I took a seat as the man clipped a microphone on my shirt and explained the situation. “The purpose of this audition is to see if you can talk for eight minutes without stuttering, blathering, passing out, or throwing up. Any questions?” “What would you like me to talk about,” I asked. The man pulled a pencil from behind his ear and rolled it across the desk. “Talk to me about that pencil. Sell it. Make me want it. But be yourself. If you can do that for eight minutes, the job is yours. Ok?” I looked at the pencil. It was yellow. It had a point on one end, and an eraser on the other. On the side were the words, Dixon Ticonderoga Number 2 SOFT. “Ok,” I said. The man set the timer to 8:00, and walked behind the tripod. He pressed a button and a red light appeared on the camera. He pressed another button and the timer began to count backwards. “Action,” he said. I picked up the pencil and started talking. “Hi there. My name’s Mike Rowe, and I only have eight minutes to tell you why this is finest pencil on Planet Earth. So let’s get right to it.” I opened the desk drawer and found a piece of hotel stationary, right where I hoped it would be. I picked up the pencil and wrote the word, QUALITY in capital letters. I held the paper toward the camera. “As you can plainly see, The #2 Dixon Ticonderoga leaves a bold, unmistakable line, far superior to the thin and wispy wake left by the #3 , or the fat, sloppy skid mark of the unwieldy #1 . Best of all, the Ticonderoga is not filled with actual lead, but “madagascar graphite,” a far safer alternative for anyone who likes to chew on their writing implements.” To underscore the claim, I licked the point. I then discussed the many advantages of the Ticonderoga’s color. “A vibrant yellow, perfectly suited for an object that needs to stand out from the clutter of a desk drawer.” I commented on the comfort of it’s design. “Unlike those completely round pencils that press hard into the web of your hand, the Ticonderoga’s circumference is comprised of eight, gently planed surfaces, which dramatically reduce fatigue, and make writing for extended periods an absolute delight.” I pointed out the “enhanced eraser,” which was “guaranteed to still be there - even when the pencil was sharpened down to an unusable nub.” I opined about handmade craftsmanship and American made quality. I talked about the feel of real wood. “In a world overrun with plastic and high tech gadgets, isn’t it comforting to know that some things haven’t evolved into something shiny and gleaming and completely unrecognizable?’” After all that, there was still five minutes on the timer. So I shifted gears and considered the pencil’s impact on Western Civilization. I spoke of Picasso and Van Gogh, and their hundreds of priceless drawings - all done in pencil. I talked about Einstein and Hawking, and their many complicated theories and theorems - all done in pencil. “Pen and ink are fine for memorializing contracts,” I said, “but real progress relies on the ability to erase and start anew. Archimedes said he could move the world with a lever long enough, but when it came to proving it, he needed a pencil to make the point.” With three minutes remaining, I moved on to some personal recollections about the role of pencils in my own life. My first legible signature, my first book report, my first crossword puzzle, and of course, my first love letter. I may have even worked up a tear as I recalled the innocence of my youth, scribbled out on a piece of looseleaf with all the hope and passion a desperate 6th grader could muster...courtesy of a #2 pencil. With :30 seconds left on the timer, I looked fondly at the Dixon Ticonderoga, and sat silently for five seconds. Then I wrapped it up. “We call it a pencil, because all things need a name. But today, let’s call it what it really is. A time machine. A match maker. A magic wand. And let’s say it can all be yours...for just .99 cents.” The timer read 0:00. The man walked back to the desk. He took the pencil and wrote “YOU’RE HIRED” on the stationary, and few days later, I moved to West Chester, PA. And a few days after that, I was on live television, face to face with the never-ending parade of trinkets and chochkes that comprise QVC’s overnight inventory. I spent three months on the graveyard shift, five nights a week. Technically, this was my training period, which was curious, given the conspicuous absence of supervision, or anything that could be confused with actual instruction. Every few minutes a stagehand would bring me another mysterious “must have item,” which I’d blather about nonsensically until it was whisked away and replaced with something no less baffling. In this way, I slowly uncovered the mysteries of my job, and forged a tenuous relationship with an audience of chronic insomniacs and narcoleptic lonely-hearts. It was a crucible of confusion and ambiguity, and in hindsight, the best training I ever had. Which brings me to the point of your question, Kyle. I don’t agree with Howard Dean - not at all. Here’s what I didn’t understand 25 years ago. QVC had a serious recruiting problem. Qualified candidates were applying in droves, but failing miserably on the air. Polished salespeople with proven track records were awkward on TV. Professional actors with extensive credits couldn’t be themselves on camera. And seasoned hosts who understood live television had no experience hawking products. So eventually, QVC hit the reset button. They stopped looking for “qualified” people, and started looking for anyone who could talk about a pencil for eight minutes. QVC had confused qualifications with competency. Perhaps America has done something similar? Look at how we hire help - it’s no so different than how we elect leaders. We search for work ethic on resumes. We look for intelligence in test scores. We search for character in references. And of course, we look at a four-year diploma as though it might actually tell us something about common-sense and leadership. Obviously, we need a bit more from our elected officials than the instincts of a home shopping host, but the business of determining what those “qualifications” are is completely up to us. We get to decide what matters most. We get to decide if a college degree or military service is somehow determinative. We get to decide if Howard Dean is correct. Anyone familiar with my foundation knows my position. I think a trillion dollars of student loans and a massive skills gap are precisely what happens to a society that actively promotes one form of education as the best course for the most people. I think the stigmas and stereotypes that keep so many people from pursuing a truly useful skill, begin with the mistaken belief that a four-year degree is somehow superior to all other forms of learning. And I think that making elected office contingent on a college degree is maybe the worst idea I’ve ever heard. But of course, Howard Dean is not the real problem. He’s just one guy. And he’s absolutely right when he says that many others will judge Scott Walker for not finishing college. That's the real problem. However - when Howard Dean called the Governor “unknowledgeable,” he rolled out more than a stereotype. He rolled a pencil across the desk, and gave Scott Walker eight minutes to knock it out of the park. It’ll be fun to see if he does. Mike
    18 replies | 724 view(s)
  • Vasily1's Avatar
    02-14-2015, 06:40 AM
    While no GT or new C63 has been yet delivered to a customer, RENNtech has been obviously busy with the pre-development of even Sage 3 (tune+exhaust+mod.turbos) for the M177/178 engine already! On the attached pic a 4.0L mod. turbocharger that is wearing a RENNtech badge on it with a "190" in the number, which could be for the GT.
    24 replies | 217 view(s)
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    21 replies | 286 view(s)
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  • Sticky's Avatar
    02-05-2015, 03:42 AM
    Just a stunning W212 E63 AMG 4Matic S here. It does not take much to make an E63 AMG look great and with such a beautiful car to begin with one should be careful of not overdoing it. The owner kept it simple with carbon body pieces to add a hint of aggression and the focal point of course being the Satin Bronze HRE wheels. On a white car one can choose from a variety of finishes that will work. What is most commonly seen is the standard brushed aluminum or black. This Satin Bronze is different but not as by so much it is to the detriment of the classy looks as some bright 'look at me' color would be. The stance is aggressive and the S101's look to be sized perfectly with how the car is lowered. The only area to nitpick is that the caliper color sticks out a bit much but that is of course personal preference. Renntech bolt on M157 tuning completes the package giving plenty of grunt to back up the looks. Just a well executed E63 AMG.
    1 replies | 2770 view(s)
  • Sticky's Avatar
    02-21-2015, 01:20 PM
    GM is finally getting 8L90 8-speed automatic C7 Corvette Z06's out into the wild. This owner took his to the strip and the results are certainly encouraging compared to the manual transmission. The automatic Z06 consistently will run high 10's in the 1/4 mile. We will see times improve but this car was on Mickey Thompson drag radials. A better 60 foot can certainly be achieved although the 1.66X is not terrible by any means. The best elapsed time achieved is a 10.786 and the best mile per hour this owner hit was 131.61. He played with his launch technique and shifting on the passes and did not really load up the converter for a hard launch. Based on this it looks like a mid 10 second pass for the automatic Z06 on drag radials should be within the realm of possibility. This is just the beginning for the automatic cars but the results are encouraging.
    13 replies | 1198 view(s)
  • Sticky's Avatar
    02-04-2015, 04:39 PM
    The results here from MotorTrend in their Head 2 Head comparison test of the 2015 Chevrolet Corvette Z06 and the 2015 Nissan GTR Nismo model are going to spark a lot of debate. One would expect the Z06 to easily mop up the GT-R in every performance area but what happens is the GTR actually is the one that comes out on top. It is of course important to note the the Z06 is the manual model and not the 8L90 automatic model that GM is apparently still struggling to get into people's hands. The GT-R of course has a dual clutch transmission that is not as susceptible to driver variables as the computer is going to shift consistently every single time. Still, with significantly less weight as well as more power and torque the Z06 should have no trouble here. So why does it? The Z06 is carrying roughly 350 pounds less weight at 3,527 pounds and offers perfect 50/50 weight balance. The GT-R carries 3881 pounds and offers a 55/45 front to rear split. The Z06 brakes in a shorter distance at 91 feet with its trick carbon ceramic rotors from 60 whereas the GTR takes 97 feet and features standard steel rotors. The skidpad figures are also way in the Z06's favor at 1.17g to 1.03g for the GTR. The figure eight test figure reinforces the grip and transition difference further with a 22.3 seconds @ 1.06g for the Z06 to 23.1 seconds @ 0.99g for the GT-R. So how in the world is the Z06 losing around the track? How is it losing in a straightline as well? The Z06 gets an unimpressive (by 650 horsepower standards) 11.4 @ 124.4 in the 1/4 mile. The GTR having the better elapsed time at 11.0 thanks to its all wheel drive and dual clutch transmission is not surprising but its better 126.6 trap speed is. What is up with the C7 Z06 straightline speed? Ok, you may argue the Z06 is not about the straightline and you would be correct. It is supposed to wreck everything that dares challenge it on the track and according to the figures on paper it should make easy work of the GTR around the 2.42 mile Willow Springs course. It does not though. Actually, it gets spanked. It is not a difference of a tenth here or there but the GTR is 1.4 seconds faster. That is a big difference and you would think it should be the other way around: The lighter car with more power and with more torque that is better balanced and offers better braking performance and greater lateral agility laps 1.4 seconds slower. What is going on? The GT-R's muscle clearly helps it on the last straightaway sprint ahead to the finish line but it is also cornering harder and at a higher mile per hour at several areas on the track. The all wheel drive also helps it get on the gas out of the tight stuff more quickly as the final turn shows. Making sense of this is difficult as for some reason the GTR is defying the laws of physics. It is said to be all business offering no emotion and that describes a Japanese robot quite well. The Z06 is much more fun to drive and more rewarding but why isn't it crushing the GTR? If you thought the fanboys were pissed off because the Z06 lost some straightline races expect a full on riot for a track loss and a significant one at that. 2015 Chevrolet Corvette Z06 (Z07 Package) 2015 Nissan GT-R Nismo POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, AWD ENGINE TYPE Supercharged 90-deg V-8, aluminum block/heads Twin-turbo 60-deg V-6, aluminum block/heads VALVETRAIN OHV, 2 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 376.0 cu in/6,162 cc 231.8 cu in/3,799 cc COMPRESSION RATIO 10.0:1 9.0:1 POWER (SAE NET) 650 hp @ 6,400 rpm* 600 hp @ 6,800 rpm TORQUE (SAE NET) 650 lb-ft @ 3,600 rpm* 481 lb-ft @ 3,200 rpm REDLINE 6,500 rpm 7,000 rpm WEIGHT TO POWER 5.4 lb/hp 6.5 lb/hp TRANSMISSION 7-speed manual 6-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.42:1/1.54:1 3.70:1/2.95:1 SUSPENSION, FRONT; REAR Control arms, transverse leaf spring, adj shocks, anti-roll bar; multilink, transverse leaf spring, adj shocks, anti-roll bar Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 12.0-16.4:1 15.0:1 TURNS LOCK-TO-LOCK 2.5 2.5 BRAKES, F;R 15.5-in vented, drilled carbon-ceramic disc; 15.3-in vented, drilled carbon- ceramic disc, ABS 15.4-in vented, drilled disc; 15.0-in vented, drilled disc, ABS WHEELS, F;R 10.0 x 19-in; 12.0 x 20-in, forged aluminum 10.0 x 20 in; 10.5 x 20 in, forged aluminum TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot Sport Cup 2 255/40R20 97Y; 285/35R20 100Y Dunlop SP Sport Maxx GT600 DSST DIMENSIONS WHEELBASE 106.7 in 109.4 in TRACK, F/R 63.5/62.5 in 63.0/63.0 in LENGTH x WIDTH x HEIGHT 177.9 x 77.4 x 48.6 in 184.3 x 74.6 x 54.2 in TURNING CIRCLE 37.7 ft 36.6 ft CURB WEIGHT 3,527 lb 3,881 lb WEIGHT DIST., F/R 50/50% 55/45% SEATING CAPACITY 2 4 HEADROOM, F/R 37.9/- in 38.1/33.5 in LEGROOM, F/R 43.0/- in 44.6/26.4 in SHOULDER ROOM, F/R 55.0/- in 54.3/50.0 in CARGO VOLUME 15.0 cu ft 8.8 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.1 sec 0-40 2.1 1.6 0-50 2.7 2.2 0-60 3.3 2.9 0-70 4.2 3.7 0-80 5.0 4.6 0-90 6.0 5.6 0-100 7.4 6.8 PASSING, 45-65 MPH 1.4 1.4 QUARTER MILE 11.4 sec @ 124.4 mph 11.0 sec @ 126.6 mph BRAKING, 60-0 MPH 91 ft 97 ft LATERAL ACCELERATION 1.17 g (avg) 1.03 g (avg) MT FIGURE EIGHT 22.3 sec @ 1.06 g (avg) 23.1 sec @ 0.99 g (avg) 2.42-MI ROAD COURSE LAP 87.1 sec 85.7 sec TOP-GEAR REVS @ 60 MPH 1,200 rpm 2,100 rpm CONSUMER INFO BASE PRICE $89,985 $151,585 PRICE AS TESTED $105,210 $151,880 STABILITY/TRACTION CONTROL Yes/yes Yes/yes AIRBAGS Dual front, front side/head Dual front, front side, front curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/100,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/100,000 miles 3 yrs/36,000 miles FUEL CAPACITY 18.5 gal 19.5 gal EPA CITY/HWY/COMB ECON 15/22/18 mpg 16/23/19 mpg ENERGY CONS., CITY/HWY 225/153 kW-hrs/100 miles 211/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.11 lb/mile 1.05 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium
    13 replies | 676 view(s)
  • Sticky's Avatar
    02-19-2015, 10:56 PM
    Ferrari is really shaking up their lineup and the character of their cars. We have experienced just over two decades from the time of the Ferrari F40 to today where mid-engine Ferrari's were all about high revs, finesse, and response. With the launch of the Ferrari 488 GTB that era is over. It is not all bad as the Ferrari F40 reminds us. Twin turbo mid-engine V8 Ferrari vehicles are nothing new and the F40 is arguably the greatest example. What's not to love? 478 horsepower and 424 lb-ft of torque from a twin turbocharged 2.9 liter V8. All that power is sent to the rear wheels via a 5-speed manual gearbox in a package weighing only 3018 pounds. Nobody in Europe had a serious answer for the Ferrari F40 but there was another group of Italians who was not about to let Ferrari have all the glory. The Lamborghini Diablo offered looks just as exotic and very similar power and torque. Its naturally aspirated 5.7 liter V12 produces 485 horsepower and 428 lb-ft of torque. This is also routed to the rear wheels through a 5-speed manual transmission although the Diablo is much heavier at 3520 pounds. The Ferrari F40 is simply the leaner and meaner car. It is the true driver's car here and it shows on the roadcourse where it outlaps the Diablo by almost 5.5 seconds. It pulls more on the skidpad and accelerates faster. The Diablo does brake a bit better but over 5 seconds on a roadcourse is a lifetime. The F40 is on another performance level. They do not quite make them like this any more. The original Car and Driver article points out parts were falling off the Lamborghini and that the F40 is basically a race car for the street. Both companies are not quite as hardcore as they used to be and they certainly have much better build quality these days. Still, this was a time where these exotics were truly exotic in their performance, price, and pedigree. The complete enthusiast garage would feature both. Source
    18 replies | 268 view(s)
  • Sticky's Avatar
    Yesterday, 06:12 AM
    Cadillac is doing great things lately. They are rolling out high performance cars such as the ATS-V coupe and sedan which are aimed squarely at their German rivals. It is no secret that BMW M has been and is the benchmark in the class from a driver's car perspective. When you are on top others want to take you down and Cadillac apparently is trying to get attention by trolling BMW using their European Twitter feed. Is BMW doing this to Cadillac? No. BMW knows they are the standard so they could care less about Cadillac. Cadillac comes off looking desperate for attention from the German brands. They also are trying to put themselves in the conversation with M by trolling M. They need to remind people that the ATS-V is an M4 competitor by taking pictures with the M4. They are taking the time to go to M, not the other way around. This kind of thing can backfire (anyone remember how it backfired for Audi back in the day with their billboard calling out BMW?) and make a company look petty instead of professional. Cadillac does not have the performance or luxury pedigree of the Germans... yet. They are doing good things and should focus on that. Trying to get the Germans' attention by screaming for it just makes them look like they are not ready to play with the big boys. People should know the ATS-V is the M4 competitor on their own. If you have to yell to get in the conversation, you were never in it to begin with.
    14 replies | 468 view(s)
  • Sticky's Avatar
    02-19-2015, 10:42 PM
    Ferrari is really shaking up their lineup and the character of their cars. We have experienced just over two decades from the time of the Ferrari F40 to today where mid-engine Ferrari's were all about high revs, finesse, and response. With the launch of the Ferrari 488 GTB that era is over. It is not all bad as the Ferrari F40 reminds us. Twin turbo mid-engine V8 Ferrari vehicles are nothing new and the F40 is arguably the greatest example. What's not to love? 478 horsepower and 424 lb-ft of torque from a twin turbocharged 2.9 liter V8. All that power is sent to the rear wheels via a 5-speed manual gearbox in a package weighing only 3018 pounds. Nobody in Europe had a serious answer for the Ferrari F40 but there was another group of Italians who was not about to let Ferrari have all the glory. The Lamborghini Diablo offered looks just as exotic and very similar power and torque. Its naturally aspirated 5.7 liter V12 produces 485 horsepower and 428 lb-ft of torque. This is also routed to the rear wheels through a 5-speed manual transmission although the Diablo is much heavier at 3520 pounds. The Ferrari F40 is simply the leaner and meaner car. It is the true driver's car here and it shows on the roadcourse where it outlaps the Diablo by almost 5.5 seconds. It pulls more on the skidpad and accelerates faster. The Diablo does brake a bit better but over 5 seconds on a roadcourse is a lifetime. The F40 is on another performance level. They do not quite make them like this any more. The original Car and Driver article points out parts were falling off the Lamborghini and that the F40 is basically a race car for the street. Both companies are not quite as hardcore as they used to be and they certainly have much better build quality these days. Still, this was a time where these exotics were truly exotic in their performance, price, and pedigree. The complete enthusiast garage would feature both. Source
    18 replies | 152 view(s)
  • Sticky's Avatar
    02-26-2015, 05:25 PM
    Here we finally are, the new second generation Audi R8 based on the Lamborghini Huracan platform. The R8 is very much a reskinned Huracan and shares the same drivetrain including the naturally aspirated and direct injected 5.2 liter V10 engine as well as the dual clutch transmission sending power to all four wheels. The standard R8 V10 has an output of 540 horsepower and 398 lb-ft of torque. The R8 V10 Plus increases output to 610 horsepower and 413 lb-ft of torque essentially matching the Lamborghini Huracan. As the standard V10 and V10 Plus share the exact same engine one can save some money and simply get some software to get the increased output if they wish. The new R8 is lighter, wider, and lower to the ground. The new aluminum chassis shaves roughly 110 pounds from its predecessor. Less weight along with a lower center of grabity should considerably improve track performance. The styling is evolutionary. The average person might not be able to tell the difference between the first generation and second generation cars. The new R8 certainly looks more aggressive and the more sharply angled headlight design gives it bit of a meaner look. Overall it is exactly what we expected and that is not a bad thing. Expect a V8 and all electric E-Tron version to come later. Ingolstadt, 2015-02-26 Audi presents the new R8: The sporty spearhead just got even sharper - The second generation of the high-performance sports car makes its debut in Geneva - 5.2 FSI engine with up to 449 kW (610 hp), 0 to 100 km/h (62.1 mph) in 3.2 seconds - New multimaterial Audi Space Frame with high proportions of aluminum and CFRP No model with the four rings is closer to motorsport, none is more striking and more dynamic: at the Geneva Motor Show, Audi is presenting the second generation of its high-performance R8 sports car. The V10 mid-engine and a newly developed quattro drive ensure breathtaking driving performance, especially in the top-of-the-range version with 449 kW (610 hp): achieving 0 to 100 km/h (62.1 mph) in just 3.2 seconds, its top speed is 330 km/h (205.1 mph). A high-revving mid-engine with superior performance, a consistently lightweight construction concept and an extremely dynamic chassis with quattro drive system and fully variable torque control – this is what makes the R8 the sporty spearhead of Audi. The high-performance sports car has been newly developed from the ground up – it is more taut, more striking and more fascinating both on the race track and on the road. "Motorsport is in Audi's genes, it has always been a permanent feature of our brand's character," says Prof. Dr. Ulrich Hackenberg, Board Member for Technical Development at Audi. "With the new Audi R8, our engineers are bringing accumulated racing expertise from the race track onto the road. No other model of ours evokes more dynamic emotion. The new R8 V10 plus is therefore the most powerful and fastest series-production Audi of all time." Thanks to the close cooperation between racing engineers, racing drivers and developers, the Audi R8 has seen a clear performance increase – this benefits both the series production car and the R8 LMS developed on the basis of this. The engines: 10 cylinders in two versions The 5.2 FSI is available in two versions: one with 397 kW (540 hp) and another sporting 449 kW (610 hp). The range-topping model accelerates in a mere 3.2 seconds from 0 to 100 km/h (62.1 mph) and keeps going to its maximum speed of 330 km/h (205.1 mph). The sound of the freely aspirated V10 engine, whose maximum torque is available at 6,500 rpm, has become even fuller and sharper. A 7-speed S tronic transmission and a newly developed quattro drive system transmit the power to the road. The distribution of the drive torque adapts to the respective driving conditions – in extreme cases, 100 percent of the torque can be transmitted to the front or rear axle. The new performance mode in the Audi drive select dynamic handling system enables adaptation of the most important ride dynamics parameters to the friction coefficient of the road. Lightweight construction: only 1,454 kg (3,205.5 lb) dry weight The top model R8 V10 plus has a dry weight of 1,454 kilograms (3,205.5 lb). Despite a lot of extra equipment and greater rigidity, the new Audi R8 weighs up to 50 kilograms (110.2 lb) less than its predecessor. The multimaterial Audi Space Frame (ASF) ensures low weight and optimum axle load distribution. The combination of aluminum and carbon fiber reinforced plastics (CFRP) in the Audi Space Frame opens up new dimensions with regard to weight, rigidity and crash behavior. The aerodynamic underbody which integrates a long diffuser boosts downforce. The chassis, too, with its double wishbone suspension demonstrates how close the new Audi R8 is to motorsport. Design: flat, wide, muscular The design reflects the powerful sporty character of the R8. A visual distinguishing feature which also provides enhanced safety comes in the form of the standard LED headlights. For an extended field of vision and more brightness, Audi offers the laser spot for the high beam as an option – complemented by the dynamic turn signals at the front. Dynamic turn signals are standard at the rear. In the new Audi virtual cockpit, the displays are digital. The most important controls are grouped together in button clusters on the steering wheel, also known as satellites. In the interior, the driver has the impression of sitting in a race car. The air conditioning controls emphasize the simplicity of the control panel with its floating effect. MMI navigation plus with MMI touch is standard. Sales of the new Audi R8 start in summer 2015. Prices are 165,000 euros for the R8 V10 and 187,400 euros for the top-of-the-range version R8 V10 plus. New factory for quattro GmbH: production at the "Böllinger Höfe" site The new Audi R8 is produced at a new quattro GmbH production site that was specially built for the sports car – the "Böllinger Höfe" site in Heilbronn. An elaborate manufacturing technique ensures that Audi-typical quality is produced. Specialists: the Audi R8 e-tron and Audi R8 LMS The second generation of the Audi R8 forms the basis for more models. The latest evolutionary version of the electrically-powered high-performance R8 e-tron sports car achieves a performance figure of 340 kW and a torque of 920 Nm (678.6 lb-ft). It sprints from a standstill to 100 km/h (62.1 mph) in 3.9 seconds. Thanks to new battery cells, the range could be more than doubled compared to the first version of this technological wonder – it is now more than 450 kilometers (279.6 mi). The new Audi R8 LMS race car was developed based on the new GT3 regulations due to come into effect worldwide from 2016. This year it will already be put through its paces at the factory. Despite massive performance increases, around 50 percent of its components are the same as the series-production car. The new Audi R8 The R8 is the dynamic spearhead of Audi. In its second generation, the high-performance sports car has been newly developed from the ground up – it is more taut, more striking and more fascinating. The high-revving V10 engine is available in two performance variants. In the top-of-the-range version with 449 kW (610 hp), it develops breathtaking power. "Motorsport is in Audi's DNA, it is part of our brand's character," says Prof. Dr. Ulrich Hackenberg, Board Member for Technical Development at Audi. "With the new R8, our engineers are bringing accumulated racing expertise from the race track onto the road. No other model of ours evokes more dynamic emotion, none is closer to a race car. The new R8 V10 plus is the most powerful and fastest series production Audi of all time." The mid-engine principle used for the Audi R8 is not only a classic concept in motorsport but also an important piece of Audi tradition. The powerful engines were located in front of the rear axle even in the Grand Prix race cars brought to the start line by Auto Union in the 1930s – a revolutionary step at the time. In 2000, Audi won the 24-hour Le Mans endurance race with the LMP R8 prototype for the first time. By 2005, the car which provided the name for today's series-production high-performance sports car had secured five overall victories at the Sarthe – the name chosen for the road version of the super sports car from Audi, R8, indicates the technological relationship between the two winners. As the R8 LMS, the Audi R8 is also highly successful in customer racing. The basis for its success: motorsport was part of the development strategy from the very beginning. In 2009, the R8 LMS customer racing race car began its success story which would lead it to more than 190 victories and 23 championship titles worldwide. Technically speaking, it is closely related to the road version of the sports car with around 50 percent of the same parts. Up to 449 kW (610 hp): the two V10 engines The new generation of the Audi R8 utilizes the latest development of the ten-cylinder engine. With its spontaneous throttle response, quick revving up to 6,500 rpm and inimitable roaring sound, the naturally aspirated 5.2 FSI engine is enough to give you goose bumps. In the new R8, the freely aspirated V10 engine offers even more power and torque than before. Controllable flaps in the exhaust pipe and an optional sport exhaust system make the car sound even more characteristic. The ten-cylinder engine is available in two versions. In the R8 V10, it develops a power of 397 kW (540 hp) from its 5,204 cc displacement and a torque of 540 Nm (398.3 lb-ft) at an engine speed of 6,500 rpm. The sprint from 0 to 100 km/h (62.1 mph) takes just 3.5 seconds, and it can reach a top speed of 323 km/h (200.7 mph). The R8 V10 plus is even more powerful and is the fastest series-production Audi of all time. It develops 449 kW (610 hp) and its maximum torque of 560 Nm (413.0 lb-ft) is available at 6,500 rpm. The performance figures are equally impressive: 0 to 100 km/h (62.1 mph) in 3.2 seconds, 0 to 200 km/h (124.3 mph) in 9.9 seconds, and a top speed of 330 km/h (205.1 mph). A further innovation in the 5.2 FSI engine is the additional indirect injection. It complements the FSI direct gasoline injection, lowers fuel consumption and enhances engine output. Moreover, the R8 features yet another innovative system in the form of COD (cylinder on demand). It shuts off one of the two cylinder banks by deactivating injection and ignition. The R8 V10 consumes an average of 11.8 liters of fuel per 100 kilometers (19.9 US mpg) with CO2 emissions of 275 grams per kilometer (442.6 g/mi), for the R8 V10 plus those values are 12.4 liters per 100 kilometers (19.0 US mpg) and 289 grams per kilometer (465.1 g/mi). The fuel consumption reduction of up to 10 percent compared to the previous model is also due to the new start-stop system. The dry sump lubrication completes the technology package of the 5.2 FSI. The ten-cylinder engine is hand built in the Hungarian engine plant in Gy 014Å'' type="#_x0000_t75">r. As a traditional motorsport technology, it allows for low installation of the engine, which is particularly beneficial for the car's center of gravity. What's more, it also ensures oil supply even under extreme lateral acceleration. Fast as lightning and highly variable: the power transmission In both engine versions, power is transmitted to a rapid-shifting seven-speed S tronic transmission installed behind the engine. The S tronic has three automatic modes and can also be controlled manually. Shift commands are transmitted electronically (shift-by-wire). The launch control system manages full-throttle acceleration from a standing start. Another function of the S tronic comes into play when the driver's foot is removed from the accelerator pedal at speeds above 55 km/h (34.2 mph). In such cases, both clutches open and the car goes into coasting mode. This function saves a considerable amount of fuel, especially in everyday use by the customer. The quattro permanent all-wheel drive system gives the new R8 a decisive plus in terms of stability and traction when compared with two-wheel-drive competitors. On the front axle, an electrohydraulic multi-plate clutch replaces the Visco clutch of the predecessor model. The newly developed quattro drive system enables completely unrestricted and fully variable distribution of the drive torque to the front and rear axles depending on the driving situation and weather. In normal operation, up to 100 percent is transmitted to the rear wheels and, if required, the clutch continuously diverts up to 100 percent of this torque to the front wheels. Thanks to the mechanical differential lock on the rear axle, the driver experiences maximum traction without any slip. Audi drive select: the chassis In the chassis of the new Audi R8, double wishbones made from aluminum guide all four wheels. The R8 V10 plus has a particularly sporty setup – for both engine variants, variable adaptively controlled Audi magnetic ride shock absorbers are available as an option. The newly developed electromechanical power steering system provides close contact to the road surface and makes a further contribution to reducing CO2 emissions. As an option, Audi offers dynamic steering, whereby the steering ratio varies in accordance with the road speed and the settings in the Audi drive select dynamic handling system. As standard, the new Audi R8 V10 has 19-inch wheels with size 245/35 tires at the front and 295/35 at the rear. Upon request, Audi is also offering 20-inch wheels for the first time in the R8. With this option, the tires are size 245/30 at the front and 305/30 at the rear. The steel brake disks have a weight-saving wave design and the calipers can be painted red upon request. In the R8 V10 plus, high-tech disks made from carbon fiber ceramic are responsible for deceleration of the 20-inch wheels (optional for the V10). In the Audi drive select dynamic handling system, the driver has the choice of four modes (comfort, auto, dynamic and individual) to control the way in which important technical components operate. As standard, the system takes into account the engine characteristics, steering, S tronic transmission and quattro drive system as well as optional extras such as Audi magnetic ride, the exhaust flaps and dynamic steering. On top of that, there is also the new performance mode (available as an option for the V10 and standard for the V10 plus). The driver activates it by pressing a separate button on the steering wheel. He or she can select between the programs dry, wet and snow using a rotary wheel. These programs support dynamic handling on dry, wet and snow-covered surfaces. In performance mode, Audi drive select also makes use of the ESC stabilization control function. New Audi Space Frame with high proportions of aluminum and CFRP The R8 V10 plus has a dry weight of 1,454 kilograms (3,205.5 lb). The key factor behind the consistent lightweight design is the body shell with multimaterial Audi Space Frame (ASF): It weighs only 200 kilograms (440.9 lb). The resulting unladen weight of 1,555 kilograms (3,428.2 lb) leads to a superior power-to-weight ratio of 3.46 kg/kW (2.55 kg/hp). The ASF body shell features a completely new multimaterial lightweight construction concept. Components made from carbon fiber reinforced plastics (CFRP) form the B‑pillars, the central tunnel and the rear wall. The front section of the vehicle, the roof arch and the rear section form a framework made from cast aluminum nodes and aluminum profiles which, in some cases, employ new alloys. As always with the ASF, each component is precisely designed for its location and purpose. Accordingly, the engineers have now integrated some components into the body shell due to their function. Leaving aside its components, the body shell is now around 15 percent lighter than its predecessor. At the same time, torsional rigidity is roughly 40 percent better. Particularly with regard to rigidity, the body of the new Audi R8 is a benchmark. The resulting lightweight construction is unparalleled among the competition. The multimaterial Audi Space Frame in the new Audi R8 is extremely light and rigid, whilst also being acoustically comfortable and offering a high level of safety. The outer skin is made entirely of aluminum, but as an optional extra (or as standard for the V10 plus), Audi also offers attachment parts made from clear-coated carbon fiber, for example the front splitter, the diffuser or the side blades. A long, rising diffuser in the underbody produces downforce on the rear axle at higher speeds. Design: flat, wide, muscular A cockpit positioned very far forward, a long, flowing back and a relatively short wheelbase – the exterior design makes the technical concept of the mid-engine, high-performance Audi R8 sports car clear upon first sight. At 4.42 meters long (14.5 ft), 1.24 meters high (4.1 ft) and with a wheelbase measuring 2.65 meters (8.7 ft), its dimensions have only slightly changed in comparison to the previous model. Its width now measures 1.94 meters (6.4 ft) and has thus grown by about four centimeters (1.6 in). The car's proportions convey more of a race car character, with characteristic design ideas from the previous model now more pronounced. The four rings sit proudly on the hood, the Singleframe radiator grille with honeycomb design is wide and flat. Modeled plastic surfaces allow it to merge into the flat headlights – facets of the vehicle which highlight tension, provide an impression of depth and add an air of logic to the design. The grid-type signature of the daytime running lights with vertical elements replicates the structure of the air inlets and emphasizes the width of the car. The entire appearance of the Audi R8 conveys a feeling of lightness and technical precision. LED headlights are standard. Available upon request, Audi can also supply the laser spot which doubles the range of the high beam to 600 meters (1,968.5 ft) as well as the dynamic turn signals at the front. The dynamic turn signals are standard at the rear. The rear lighting signature also combines two vertical elements with a horizontal line. This gives the Audi R8 an even more powerful appearance. As part of the new laser high beams, one laser module per headlight generates a cone of light with twice the range of the all-LED headlamp. Each module comprises four high-power laser diodes. With a diameter of just 300 micrometers, these generate a blue laser beam with a wavelength of 450 nanometers. A phosphor converter transforms it into white light suitable for roadway use with a color temperature of 5,500 Kelvin – ideal conditions for the human eye that enable the driver to recognize contrast more easily and help to prevent fatigue. The laser spot is active from a speed of 60 km/h (37.3 mph) to supplement the LED high beam of the R8 and, thanks to its long range, greatly enhances the driver's field of vision as well as safety. An intelligent camera-based sensor system detects other road users and actively adjusts the light pattern to exclude them. On the sides of the high-performance sports car, characteristically curved contours are drawn over the wheels. The shoulder line, shaped like a powerful muscle, connects the wheels with one another while at the same time dividing the side blade in two to leave an upper and a lower half. This new design solution makes the car appear even longer and more dynamic. At the rear, as well, the lights and the air inlets visually connect to one another. The two tailpipes of the exhaust system have a trapezoidal design and the rear window offers a clear view of the illuminated engine compartment. The R8 is equipped with an electrically extending spoiler, the R8 V10 plus with a fixed wing made from CFRP. Just like in a race car: the interior and the controls Behind the steering wheel of the new Audi R8, the driver feels like a race car driver. All functions are driver-oriented and allow easy operation even when the critical limits are reached – and all without the driver having to take his or her hands off the steering wheel. The newly designed sport seats with integrated headrest provide excellent lateral support. Even more radical seating for a sports car comes in the form of the newly developed R8 bucket seats. These make a clear statement confirming the relationship between lightweight construction and comfort (optional in the V10 and standard in the V10 plus). The start-stop button and the Audi drive select button are located on several satellites on the new multifunction plus steering wheel. The Performance steering wheel in the Audi R8 V10 plus features two more satellites. One button is for performance mode together with a rotary wheel for selecting the dry, wet and snow programs as well as a button for controlling the sports exhaust system. The Audi virtual cockpit is set in a free-standing housing and presents all the information on its 12.3-inch display with elaborately computed, fascinating graphics. The driver can toggle between different display modes and also adjust the digital instrument cluster to his needs in individual mode. In performance mode, the driver is presented with information on the driving programs, acceleration, deceleration and lateral forces as well as power and torque. The Audi virtual cockpit also displays a shift light which informs the driver that the engine speed limit has been reached. The driver operates the Audi virtual cockpit using the multifunction plus steering wheel. The driver's hands remain on the steering wheel and he or she can concentrate on the road. Alternatively, operation can take place via the touch wheel or the buttons in the center console. In the design of the interior too, the taut geometric lines emphasize the aesthetic lightweight construction of the brand. Its characteristic element is the monoposto, a large arc in the area around the driver's seat. The MMI monitor of the previous model is no longer available. Instead, the three central control elements of the air conditioning system have taken its place. The three-dimensional design of the air outlet vents bring to mind the air inlets of a race car. The dashboard appears to float weightlessly. The wide console of the central tunnel accommodates the standard MMI terminal as well as the newly designed flat selector lever of the S tronic transmission. When it comes to upholstery, customers can choose between Alcantara/pearl Nappa leather and fine Nappa leather. Also available are trim elements in clear coated carbon fiber, two leather packages and a new diamond stitching pattern. Customization There are numerous customization possibilities for customers of the new Audi R8 – for both the exterior and the interior. The colors for the body have been newly mixed and can be freely combined with the colors of the side blades – a blade made from glossy carbon is a particular highlight of the range. Ten standard exterior colors are available, for the R8 V10 plus there is an additional matt paint finish available, Camouflage Green. Among the five equipment colors available for the interior, two color ranges can be found, whereby the interior is always characterized by a sporty feel. Additionally, there are numerous options to further customize both the interior and the exterior, for example with headlining in Alcantara with dynamic diamond stitching pattern. The Audi exclusive program makes it possible for you to turn the new R8 into a one-of-a-kind model. Completely connected: infotainment In the new Audi R8, the Audi virtual cockpit replaces the analog instruments and the MMI monitor. The driver can switch the all-digital display between two different view modes. These bring either the virtual dial instruments or the large navigation map into focus. The Audi R8 makes use of the latest technology in terms of infotainment. MMI navigation plus is installed as standard; the MMI touch touch wheel is the central control element. In the background, the second generation of the modular infotainment platform sets about its work – just like the Audi virtual cockpit, it integrates a super-fast T30 chip from Audi's cooperation partner, NVIDIA. MMI navigation plus is complemented by the Audi connect module. The passenger can connect a smartphone or tablet via the system's integrated Wi-Fi hotspot. Tailored online services from Audi connect are displayed on the Audi virtual cockpit. The internet connection uses the fast LTE (Long Term Evolution) network. Optional components such as the fine-tuned sound system from Bang & Olufsen with a system performance of 500 watts or the Audi phone box for convenient cell phone integration round off the infotainment program. New factory for quattro GmbH: production at the "Böllinger Höfe" site The new Audi R8 is produced at the new "Böllinger Höfe" quattro GmbH production site, close to the Neckarsulm plant. The production area covering 30,000 m2 (322,917.3 sq ft) comprises a body shop and assembly facilities. The entire production facility is highly flexible, while technical and ergonomic innovations such as the CFRP body shell construction and driverless transport systems ensure top quality. As was the case for the previous model, production follows an elaborate manufacturing process. In cycle times of about 30 minutes and with up to 400 highly qualified employees, the R8 is created in highly precise craftsmanship. Following completion, each R8 is subjected to a strict quality acceptance process on the internal plant test track and an approximately one-hour test drive on public roads. With the new R8 manufacturing site, quattro GmbH – the high-performance subsidiary of AUDI AG – is further enhancing its small-series expertise, thus creating the opportunity to realize ever more exciting derivatives of the R8. Electrified: Audi R8 e-tron The second generation of the Audi R8 forms the basis for two more models. Audi has made major engineering developments in its high-performance electric sports car, the R8 e-tron. The latest evolution of the vehicle takes up the multimaterial Audi Space Frame from the new series-production model. The supporting structure was enhanced by a CFRP rear-section module comprising the luggage compartment. The walls of the CFRP luggage compartment well are corrugated. This way, in the event of a rear-end collision, more energy can be absorbed despite the reduced material weight. Thanks to targeted modifications to the outer shell and on the wheels, the Audi R8 e‑tron achieves an aerodynamic drag coefficient (cd) value of 0.28. In terms of performance and range, the car enters entirely new dimensions. The large T-shaped battery is structurally integrated into the center tunnel and behind the occupant cell – optimally positioned in the car. It supports the dynamics of the R8 e-tron with its low center of gravity. Audi produces the high-voltage battery itself, for the first time based on a newly developed lithium-ion technology which was specially conceived for a purely electric vehicle drive. In comparison to the first technology platform, the battery capacity has grown from 49 kWh to approximately 92 kWh. This progress was possible without changing the package. The R8 e-tron achieves an electric range of 450 kilometers (279.6 mi) instead of a previous 215 kilometers (133.6 mi) with an energy density that has been increased from 84 Wh/kg to 154 Wh/kg and some other modifications to the car. The electrically powered high-performance sports car has the Combined Charging System (CCS) on board, which allows charging with direct and alternating current. Using this system, it is possible to fully charge the battery in significantly less than two hours. The power is now twice 170 kW and the maximum torque twice 460 Nm (339.3 lb-ft). The R8 e-tron 2.0 accelerates from 0 to 100 km/h (62.1 mph) in 3.9 seconds on its way to an electronically restricted top speed of 210 km/h (130.5 mph) or 250 km/h (155.3 mph). Intelligent energy management and an electromechanical brake system enable high energy recuperation rates. Targeted torque vectoring – needs-based distribution of power transmission between the rear wheels – ensures maximum stability and dynamism. Audi uses the electrical high-performance sports car primarily as a mobile high-tech laboratory. Accordingly, the findings from the R8 e-tron help in creating a vehicle with a sedan character. Upon customer request, the R8 e-tron will be available for order in 2015 as an electrically powered sports car in supreme hand-built quality. New race car: the Audi R8 LMS Alongside the new R8 series-production model, the second-generation R8 LMS race car is also making its debut, with colleagues from motorsport and series production working in close harmony as part of its development. Both the series-production model of the R8 and the R8 LMS have seen clear increases in power and performance compared with the predecessor. Both cars have around 50 percent of the same parts. The body shell of the rear-wheel-drive GT3 sports car is based on a selectively reinforced multimaterial ASF. Engineers have supplemented this feature with a safety cage. Its outer shell consists mainly of carbon fiber reinforced plastics. The vehicle's type approval weight is 1,225 kilograms (2,700.7 lb). The V10 engine is virtually identical to the series-production engine and produces around 430 kW (approximately 585 hp), depending on the applicable regulations and the restrictor required. Sales of the new R8 LMS to customer teams worldwide will start with the 2016 season. This year, the new race car will be put through its paces by the works team at international long-distance and sprint races, as well as being available to customers as part of the Audi driving experience. All technical data is preliminary. Fuel consumption of the models named above: Audi R8: Combined fuel consumption in l/100 km: 12.4 – 11.8** (19.0 – 19.9 US mpg); Combined CO2 emissions in g/km: 289 – 275** (465.1 – 442.6 g/mi) **The fuel consumption and the CO2 emissions of a vehicle vary due to the choice of wheels and tires. They not only depend on the efficient utilization of the fuel by the vehicle, but are also influenced by driving behavior and other non-technical factors.
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