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  • Sticky's Avatar
    04-22-2015, 02:09 PM
    A twin turbo S85 V10? That is what the boosted BMW world has been missing. Well, at least in a street car. This is a bit of a premature post as there is a long way to go but our friend @Dr.Tamirlan from Russia shared some pictures and details on his build. You get a couple shots of the turbos mounted and the manifolds which are nice to see. BimmerBoost can say for the record they saw these manifolds almost two years ago in person so that gives you an idea of how long this process is. Additionally, BimmerBoost can say from experience that @Dr.Tamirlan better have a lot of patience and a lot of money. To do what he asks is going to take some serious work to the block. The power will be there with some big turbos and the V10, do not worry about that. Worry about keeping the motor together. BimmerBoost also from speaking with Gintani knows they have tricks up their sleeves for strengthening these blocks but the S85 is a better candidate than the S65 V8 for big power anyway due to its larger size, better oiling system, and offering slightly more material. The DCT swap is not as big of a wildcard here as people might think. Dodson is willing to work with Gintani regarding the transmission so they will be able to keep it together. The challenge once again is the block due to its soft and lightweight aluminum-silicon material. We wish our Russian friend luck with his project. The result certainly would be something to behold and it would challenge for the top street BMW spot in the world.
    36 replies | 992 view(s)
  • Sticky's Avatar
    04-20-2015, 08:14 PM
    The video below was published in early April but the results were published by MotorTrend back in early March. As we already know what happened there is little point in rehashing the comparison although it is enjoyable to see the cars with a video accompanying the text of course. The reason we are posting this follow up is to do our part in making sure Porsche receives praise for the 918 Spyder and how they are going about testing. Porsche is just giving the keys to the magazines and telling them to go nuts. They aren't sending engineering teams to accompany testing. They aren't saying they will pull advertising. They are not making any threats. They are not trying to control the terms. They are simply letting the car do the talking. Isn't that how it is supposed to be? Last year Porsche had no problem having EVO compare the 918 Spyder and McLaren P1. Ferrari was nowhere to be found deciding to hide in Maranello and act like they are (they were) better than everyone else instead. McLaren unlike Porsche requested a retest on different tires and this changed the results EVO achieved. They pulled something similar with MotorTrend. Porsche just smiled and accepted the original results. They did not bother to change the conditions of the test. Changing the conditions of the test is what Ferrari does best. The latest MotorTrend LaFerrari test illustrates that brilliantly. MotorTrend was allowed to test the LaFerrari under Ferrari's watchful eye on Ferrari's test circuit under Ferrari's terms. Ferrari pulled strings to prevent an independent LaFerrari MotorTrend had lined up from being tested in this particular comparison though. Do you respect that? This network doesn't. Yes, the LaFerrari, along with the 918 and P1 are tremendous achievements. They should all be celebrated. Ferrari has managed to suck the fun and automotive enthusiasm out of this latest generation of supercars. The LaFerrari may actually be the best car of the trio but Ferrari's attitude has dampened what should be a cheerful chapter in automotive history. The point ultimately is, if your car can't speak for you at this level why are you even bothering to play? There is some pride involved, isn't there? But there should also be respect of the competition. Should poor sportsmanship be rewarded? Ferrari shows no respect to the 918 Spyder or the McLaren P1 or anyone but themselves. Therefore they do not deserve any respect from anyone else.
    20 replies | 498 view(s)
  • Sticky's Avatar
    04-22-2015, 01:10 PM
    Here is yet another absurdly quick and fast 1/4 mile time from the Middle East. Recently, on the BenzBoost forums we witnessed that the something was 'wrong' with a slip and the Yas Marina track was said to be miscalibrated. We wonder just how many tracks in the Middle East are miscalibrated. If we sound skeptical that is because we are. These times are absurdly fast compared to anything else out there. Are they possible with a Porsche 991 Turbo S? Sure, with these mods they are possible: AAP Custon Ecu tune ( remap stock ecu) Custom upgraded Turbos Custom Exhaust system Rear Tyres Toyo R888 We just have to wonder why nobody in the US is matching them or even close. Assuming the is calibrated correctly and the mod list is accurate, this performance is stunning and Al Anabi Racing deserves all the credit in the world. We hope to hear more about these turbos, AAP's tuning, and how the PDK is holding up to what is apparently 800+ all wheel horsepower. What about the fueling? A lot of question marks here but the car clearly hustles.
    23 replies | 337 view(s)
  • Sticky's Avatar
    04-24-2015, 02:41 PM
    Incredible gains here and a very well detailed and photographed build from Weistec Engineering. This R231 SL63 AMG receives the full gamut of Weistec M157 performance products which includes their M157 turbocharger upgrade as well as their M157 downpipes. Of course Weistec tuning makes the hardware all work seamlessly and the result is an additional 199 horsepower at the wheels as well as an eye opening 352 more lb-ft of torque at the wheels. That is on 91 octane pump gas, not race fuel. This is what a high quality and well detailed build looks like folks: Weistec installed its in house designed and manufactured Turbocharger Upgrades, True Downpipe and Exhaust Upgrades, ECU Calibration, and Weistec Designed Spark Plugs and gave this gorgeous drop top 199 more horsepower to the wheels, and a whopping 352 more foot pounds of torque to the wheels. This combination creates one of the most exhilarating rides on the planet, while pairing off with the most euphoric V8 sounds ever to bellow out of a set of quad AMG exhaust tips. - Turbo Impeller Upgrade - Downpipe and Exhaust System - Spark Plugs - High Flow Air Filters - ECU Calibration - TCU Calibration Needless to say, the results were staggering.
    16 replies | 284 view(s)
  • Sticky's Avatar
    04-24-2015, 01:58 PM
    This network likes EVO. Why? Well, after you watch this video you will understand. British reviews from Autocar or CAR happen to be crap for the most part in comparison. The latter often test in the wet and provides little to no meaningful data. EVO does the best job of blending quality data with subjective points at least as far as British reviews are concerned. The video starts with acceleration figures. The chaps at EVO were smart enough to figure out that maybe they should test the car in the dry and that is what they did. They use launch control, take off, and hit 60 in 2.6 seconds and 100 in 6.2 seconds. The car is blazing fast. Eventually they move to the track. A personal pet peeve is when a magazine will take a car out on the track and not get laptimes. What's the freaking point? Pretty pictures of some drifts? Some subjective points about the steering and chassis? Well, we get all of the above plus a laptime and other laptimes on the same circuit for context. It beats the 458 Speciale but we wonder how much of that is the all wheel drive traction helping on what is a fairly short course. Regardless, it is a highly impressive laptime and just over a second off the 918 Spyder. EVO also points out that Porsche did not send a team. Porsche did not make anyone go to their home office to test the car. They did not monitor the test. They simply threw EVO the keys. It takes two to tango and that is what makes this review so good. Porsche's willingness to allow their car to be tested independently and EVO's work of course. Simply well done and this is why we mentioned Porsche deserves respect and Ferrari deserves none.
    14 replies | 224 view(s)
  • Sticky's Avatar
    04-22-2015, 07:15 PM
    Introducing the new RS1M series of Monoblok wheels from HRE. The basic styles you see may be familiar as they are HRE classics and the RS1M series is the latest iteration and evolution. The RS100M, RS101M, RS102M, RS103M, RS105M, and RS108M are all a solid single piece wheel and as you gathered the design takes cues from 3-piece HRE's. The Monoblok setup makes the design look elegant and essentially at home on anything. The wheels are available in sizes from 19 to 22 inches and with widths from 8 to 13 inches. You can also get this series in center locking fitment. Try to say the the RS100M does not look at home on this 991 Turbo S. Just try. Without drooling. RS100M: RS101M: RS102M: RS103M: RS105M: RS108M: THE NEW ELEGANT: HRE SERIES RS1M The all-new Series RS1M takes styling cues from three-piece sibling to create the perfect grouping of Monoblok wheels San Diego, Calif. (April 2015) – HRE has continually refined its Monoblok wheels since pioneering the 1-piece forged wheel trend with the launch of the original P40 in 2006. The latest Series RS1M is the perfect evolution of the sophisticated engineering and elegant styling that has made HRE’s Monoblok wheels famous. The result is a wheel series that is right at home on everything from a Porsche 911 to a Mercedes-Benz S-Class. The Series RS1M debuts with six new styles, including the 9-spoke mesh RS100M, the 7-spoke split RS101M, the 5-spoke twist RS102M, the 13-spoke multi RS103M, the solid 5-spoke RS105M, and the 7-spoke RS108M. The Series RS1M is available in diameters ranging from 19 to 22 inches and widths range from 8 to 13 inches. "The RS1M is a perfect example of how in design, usually less is more,” said HRE President Alan Peltier. “In an era when everyone, including HRE, is moving to more and more aggressive designs, sometimes the more difficult and rewarding challenge is simply finding out how to improve on an icon.” All HRE wheels are engineered to minimize unsprung mass and rotational inertia for optimal acceleration, handling and braking performance. Each wheel is built-to-order and there are nearly infinite fitment, color and finish options available for the ultimate custom-tailored wheel buying experience. Center-lock fitments are also available. About HRE Performance Wheels: HRE designs, engineers and manufactures 3-piece and 1-piece forged aluminum alloy wheels for Racing, Performance & Luxury cars and SUVs in their San Diego, California-based, TÜV-approved facility. HRE’s built-to-order wheel sets offer a customized choice of offsets, widths and finishes, resulting in a uniquely personal style and performance solution for each customer’s application. HRE wheels are sold through select high-end car dealerships, specialty retailers and performance companies worldwide. For more information, visit or call an HRE wheel expert at (760) 598-1960.
    7 replies | 1033 view(s)
  • Sticky's Avatar
    04-20-2015, 12:20 PM
    These four German SUV's are not the biggest or strongest their respective brands create. Porsche for example has the Cayenne Turbo S which is a twin turbo V8 powered monster. However, although the Macan Turbo may not have the Cayenne Turbo S raw grunt it is lighter and far more tossable. These SUV's are actually about spirited driving, Yes, the SUV platform has evolved to be more of a do everything type of car than an off-road vehicle. Speaking from experience you can have a lot of fun driving a sport SUV. Of course it will not replace a sports car but for someone who perhaps has to compromise (wife, kids, all that stuff) these cars can often roll everything into one. Ok, soliloquy over. Which of these is the best? The answer is, that depends. The vehicles here take differing approaches. Let's look at the curb weights ordered from lightest to heaviest: Mercedes GLA45 AMG 3646 BMW X4 xDrive35i 4240 Audi SQ5 4373 Porsche Macan Turbo 4544 That is a pretty big spread there of almost 900 pounds from lightest to heaviest. The X4, SQ5, and Macan are more in the same class and something like the Mercedes GLC would be a better fit against these. That said, the light weight of the GLA45 AMG in this company makes it very fun to drive despite having the smallest engine with a 2.0 liter four-cylinder. The GLA45 AMG also happens to be the quickest and fastest of the bunch with a 1/4 mile sprint of 12.8 @ 107.9. The power to weight advantage really shows. The GLA45 AMG is the quickest, fastest, lightest, and best handling. If one wants the sportiest SUV of this bunch that is the choice and MotorTrend got it right. They also got it right with the X4 bringing up the rear. BMW, what are you doing? Ouch, what a beatdown. If you want to tow however and actually get some utility out of your SUV the SQ5 is likely the best choice. The torque from the supercharged motor and the automatic transmission would be best for actual work. Not a perfect but certainly interesting comparison nonetheless. 1st Place: Mercedes-Benz GLA45 AMG Certainly not the most “mature” crossover here, the GLA45 AMG’s playful demeanor and serious performance cred earn it the gold. 2nd Place: Porsche Macan Turbo The tremendously capable (and tremendously expensive) Macan Turbo misses out on first place by a nose—and about 20 grand. 3rd Place: Audi SQ5 That Porsche is nice, but if value were a larger part of the equation, the SQ5 might have shaken things up a bit more than it did. 4th Place: BMW X4 xDrive35i The BMW X4 is neither a convincing coupe nor a true performance SUV. 2015 Mercedes-Benz GLA45 AMG 2015 Porsche Macan Turbo POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD ENGINE TYPE Turbocharged I-4, alum block/head Twin-turbo 90-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 121.5 cu in/1,991cc 220.0 cu in/3,605cc COMPRESSION RATIO 8.6:1 10.5:1 POWER (SAE NET) 355 hp @ 6,000 rpm 400 hp @ 6,000 rpm TORQUE (SAE NET) 332 lb-ft @ 2,250 rpm 406 lb-ft @ 1,350 rpm REDLINE 6,250 rpm 6,800 rpm WEIGHT TO POWER 10.3 lb/hp 11.4 lb/hp TRANSMISSION 7-speed twin-clutch automatic 7-speed twin-clutch automatic AXLE/FINAL-DRIVE RATIO 4.13:1/1.98:1 4.13:1/2.15:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Multi-link, air springs, adj shocks, anti-roll bar; multi-link, air springs, adj shocks, anti-roll bar STEERING RATIO 15.2:1 14.3:1 TURNS LOCK-TO-LOCK 2.5 2.6 BRAKES, F;R 13.8-in vented disc; 13.0-in vented disc, ABS 14.2-in vented disc; 14.0-in vented disc, ABS WHEELS, F;R 8.0 x 20 in, cast aluminum 9.0 x 21 in; 10.0 x 21 in, forged aluminum TIRES, F;R 235/40R20 96Y Continental ContiSportContact 5P 265/40R21 101Y; 295/35R21 103Y Michelin Latitude Sport 3 DIMENSIONS WHEELBASE 106.3 in 110.5 in TRACK, F/R 61.7/61.7 in 65.2/65.0 in LENGTH x WIDTH x HEIGHT 174.9 x 71.0 x 58.2 in 185.0 x 76.1 x 63.4-65.4 in GROUND CLEARANCE 4.8 in 7.1-9.1 in APPRoaCH/DEPART ANGLE 11.9/18.3 deg 19.7-26.6/18.5-25.3 deg TURNING CIRCLE 38.8 ft 39.2 ft CURB WEIGHT 3,646 lb 4,544 lb WEIGHT DIST, F/R 60/40% 55/45% TOWING CAPACITY Not recommended 4,400 lb SEATING CAPACITY 5 5 HEADROOM, F/R 36.9/36.7 in 38.1/37.7 in (est) LEGROOM, F/R 41.9/33.9 in 41.0/37.4 in (est) SHOULDER ROOM, F/R 54.8/53.1 in 57.7/56.4 in (est) CARGO VOL BEH F/R 42.0/11.8 cu ft 53.0/17.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.5 sec 1.4 sec 0-40 2.2 2.2 0-50 3.1 3.1 0-60 4.3 4.2 0-70 5.5 5.6 0-80 7.0 7.1 0-90 8.8 9.0 0-100 10.9 11.3 PASSING, 45-65 MPH 2.2 2.3 QUARTER MILE 12.8 sec @ 107.9 mph 12.9 sec @ 106.2 mph BRAKING, 60-0 MPH 103 ft 102 ft LATERAL ACCELERATION 0.93 g (avg) 0.90 g (avg) MT FIGURE EIGHT 25.0 sec @ 0.78 g (avg) 25.0 sec @ 0.78 g (avg) TOP-GEAR REVS @ 60 MPH 1,450 rpm 1,800 rpm CONSUMER INFO BASE PRICE $49,225 $73,295 PRICE AS TESTED $65,985 $84,850 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS Dual front, f/r side, f/r curtain, front knee Dual front, f/r side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE Unlimited 4 yrs/50,000 miles FUEL CAPACITY 16.9 gal 19.8 gal EPA CITY/HWY/COMB ECON 23/29/25 mpg 17/23/19 mpg ENERGY CONS, CITY/HWY 147/116 kW-hrs/100 miles 198/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.76 lb/mile 1.01 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium REAL MPG, CITY/HWY/COMB 25.3/31.9/27.9 mpg 16.9/21.6/18.8 mpg 2015 Audi SQ5 2015 BMW X4 xDrive35i POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD ENGINE TYPE Supercharged 90-deg V-6, alum block/heads Turbocharged I-6, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 182.8 cu in/2,995cc 181.7 cu in/2,979cc COMPRESSION RATIO 10.3:1 10.0:1 POWER (SAE NET) 354 hp @ 6,000 rpm 300 hp @ 5,800 rpm TORQUE (SAE NET) 347 lb-ft @ 4,000 rpm 300 lb-ft @ 1,200 rpm REDLINE 6,800 rpm 7,000 rpm WEIGHT TO POWER 12.4 lb/hp 14.1 lb/hp TRANSMISSION 8-speed automatic 8-speed automatic AXLE/FINAL-DRIVE RATIO 3.08:1/2.05:1 3.39:1/2.26:1 SUSPENSION, FRONT; REAR Multi-link, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar STEERING RATIO 15.9:1 16.4:1 TURNS LOCK-TO-LOCK 2.8 2.2 BRAKES, F;R 15.0-in vented disc; 13.0-in vented disc, ABS 12.9-in vented disc; 13.0-in vented disc, ABS WHEELS, F;R 8.5 x 20 in, cast aluminum 8.5 x 20 in; 10.0 x 20 in, cast aluminum TIRES, F;R 255/45R20 101V M+S Dunlop SP Winter Sport 3D 245/40R20 99Y; 275/35R20 102Y Pirelli P Zero DIMENSIONS WHEELBASE 110.5 in 110.6 in TRACK, F/R 64.2/64.0 in 62.8/63.4 in LENGTH x WIDTH x HEIGHT 183.0 x 75.2 x 65.3 in 184.3 x 74.1 x 63.9 in GROUND CLEARANCE 7.9 in 8.0 in APPRoaCH/DEPART ANGLE 25.0/20.0 deg 26.0/23.0 deg TURNING CIRCLE 38.1 ft 39.0 ft CURB WEIGHT 4,373 lb 4,240 lb WEIGHT DIST, F/R 54/46% 51/49% TOWING CAPACITY 4,400 lb 3,500 lb SEATING CAPACITY 5 5 HEADROOM, F/R 38.1/37.7 in 40.0/37.4 in LEGROOM, F/R 41.0/37.4 in 40.4/34.8 in SHOULDER ROOM, F/R 57.7/56.4 in 57.2/56.0 in CARGO VOL BEH F/R 57.3/29.1 cu ft 49.4/17.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.8 sec 0-40 2.3 2.7 0-50 3.3 3.8 0-60 4.4 5.2 0-70 5.8 6.9 0-80 7.4 8.9 0-90 9.4 11.4 0-100 11.8 14.4 PASSING, 45-65 MPH 2.3 2.8 QUARTER MILE 13.1 sec @ 104.2 mph 13.9 sec @ 98.8 mph BRAKING, 60-0 MPH 123 ft 113 ft LATERAL ACCELERATION 0.82 g (avg) 0.85 g (avg) MT FIGURE EIGHT 26.5 sec @ 0.72 g (avg) 26.2 sec @ 0.71 g (avg) TOP-GEAR REVS @ 60 MPH 1,550 rpm 1,600 rpm CONSUMER INFO BASE PRICE $53,625 $48,950 PRICE AS TESTED $59,525 $64,525 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS Dual front, f/r side, f/r curtain Dual front, front side, f/r curtain BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles 4 yrs/Unlimited FUEL CAPACITY 19.8 gal 17.7 gal EPA CITY/HWY/COMB ECON 17/24/19 mpg 19/27/22 mpg ENERGY CONS, CITY/HWY 211/147 kW-hrs/100 miles 177/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.05 lb/mile 0.88 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium REAL MPG, CITY/HWY/COMB 20.8/29.4/24.0 mpg 16.2/24.4/19.0 mpg
    10 replies | 935 view(s)
  • Sticky's Avatar
    04-20-2015, 12:00 PM
    Americans love trucks. Americans also have some very big trucks as the picture below illustrates. Competing on the full-size truck side with the Americans is not easy and the Ford F-Series for example is one of the best selling vehicles of all time and perennially near or at the top of the sales list. So, yes, Americans love to buy trucks. What you see below in the middle is a little truck called the Rabbit from Volkswagen. It had a diesel engine option and being based on the late 70's Rabbit platform was fairly tiny. It definitely looks dwarfed here with a Japanese full size to the left and an F250 to the right. Can anyone name a small truck with a solid diesel option available in the US today? What about even mid-size? Even the Americans are lacking in this area. There is an area of the truck to market to exploit yet Volkswagen seems reluctant even though they have the Amarok. Volkswagen, you want to pick up sales. You are considering entering the US truck market. What's wrong with you guys? Sandwich yourselves between the goliaths with a solid small truck option offering a diesel and watch the sales rise. That, or you continue to wonder why your US sales slump.
    13 replies | 212 view(s)
  • Sticky's Avatar
    04-21-2015, 01:32 PM
    Damn! The 4.0 TFSI V8 continues to impress and continues to show it isn't sacrificing much of anything compared to its larger displacement German twin turbo V8 competition. Eurocharged tuned this car in Texas on pump gas and the result is 636 horsepower at all four wheels. Take a look at that torque figure as well. 668 lb-ft of torque at all four wheels. These are insane numbers for an all wheel drive luxury sedan sending power through an automatic transmission. Especially when you consider the modifications are only the Eurocharged tune and Eurocharged downpipes. We are waiting to hear from @Eurocharged whether the baseline figure is with their downpipes (we assume so and we also assume they are catless) and will update the post when we get the information. Ridiculous gains over the 542 awhp and 517 wheel torque baseline however you slice it.
    12 replies | 329 view(s)
  • Sticky's Avatar
    04-20-2015, 02:11 PM
    Well, more LaFerrari test numbers are coming out but they all are being released in a very controlled fashion. What does this mean? It means you should question them. The vast majority of the figures are similar to what Car and Driver published from their test with the LaFerrari at Fiorano earlier this month. So MotorTrend flew out to Italy and got their turn. They at least admit somewhat the figures can be skewed by including that the tests were performed on a negative 1.4 degree grade. This definitely has an effect. Car and Driver got 0-60 in 2.5 seconds, 0-100 in 4.8, and the 1/4 mile in 9.8 @ 150. MotorTrend got 0-60 in 2.4, 0-100 in 4.8, and the 1/4 mile in 9.7 @ 148.5. So, almost a mirror of each other on different days. Would it kill them to list times to the hundredth? So what do you make of these numbers? The car is fast. But when the FIAT CEO and the big dog at FCA (Fiat Chrysler Automobiles) Sergio Marchionne need to be in attendance during the test you know this is no average test. That among the hundreds of other support technicians, official test drivers, PR people, etc. This is controlled marketing at this point. If the only tests we are going to get are like this where everyone goes to Ferrari and Ferrari has a microscope over you we will not get any meaningful comparisons. Ok, the car is fast. It sets Fiorano Ferrari test track records with their own drivers. Now how about it goes up against the 918 Spyder and McLaren P1? And not on Ferrari's home turf? Here is an interesting tidbit on the weight, see if you believe it: "We start by watching a few techs jack the car up onto scales. After verifying a full tank, we huddle around the readout, which shows 3,495 pounds split 39 percent front and 61 percent rear. An engineer says the pile of data loggers Ferrari installed in the footwell adds roughly 10 pounds. We didn't have time to remove the equipment, so we didn't subtract its claimed weight. This LaFerrari weighs 84 pounds more than the McLaren P1 and 263 pounds less than the all-wheel-drive Porsche 918." Heavier than the P1. With a full tank of gas. Ferrari goes to the level of pointing out the test equipment adds weight. Do you trust this LaFerrari the CEO comes in to watch be tested is the same as every other LaFerrari? Because that seems a bit naive. We still await a real test. Ferrari LaFerrari POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Mid-engine, RWD ENGINE TYPE 65-deg V-12, alum block/heads, plus AC electric motor VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 382.1 cu in/6,262 cc COMPRESSION RATIO 13.5:1 BATTERY TYPE Lithium-ion POWER (SAE NET) 789 hp @ 9,000 rpm (gas)*/161 hp (elec)/950 hp (comb) TORQUE (SAE NET) 516 lb-ft @ 6,750 rpm/664 lb-ft (comb) REDLINE 9,250 rpm WEIGHT TO POWER 3.7 lb/hp TRANSMISSION 7-speed twin-clutch auto. AXLE/FINAL-DRIVE RATIO 4.38:1/3.02:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar STEERING RATIO 11.3:1 TURNS LOCK-TO-LOCK 1.9 BRAKES, F;R 15.7-in vented, drilled carbon ceramic disc; 15.0-in vented, drilled carbon ceramic disc, ABS WHEELS, F;R 9.5 x 19-in; 12.5 x 20-in, forged aluminum TIRES, F;R 265/30R19 93Y; 345/30R20 106Y Pirelli P Zero Corsa DIMENSIONS WHEELBASE 104.3 in TRACK, F/R 66.2/63.5 in LENGTH x WIDTH x HEIGHT 185.1 x 78.4 x 43.9 in TURNING CIRCLE 38.4 ft CURB WEIGHT 3,495 lb WEIGHT DIST., F/R 39/61 % SEATING CAPACITY 2 CARGO VOLUME 1.4 cu ft TEST DATA ACCELERATION TO MPH** 0-30 1.1 sec 0-40 1.5 0-50 1.9 0-60 2.4 0-70 2.9 0-80 3.5 0-90 4.1 0-100 4.8 0-110 5.6 0-120 6.5 0-130 7.5 0-140 8.7 0-150 10.0 PASSING, 45-65 MPH 1.0 QUARTER MILE 9.7 sec @ 148.5 mph BRAKING, 60-0 MPH 95 ft 1.9-MI ROAD COURSE LAP 1:20.84 TOP-GEAR REVS @ 60 MPH 2,600 rpm CONSUMER INFO BASE PRICE $1,400,000 PRICE AS TESTED $1,400,000 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS Dual front, front side BASIC WARRANTY 3 yrs/Unlimited miles POWERTRAIN WARRANTY 3 yrs/Unlimited miles ROADSIDE ASSISTANCE 3 yrs/Unlimited miles FUEL CAPACITY 22.7 gal EPA CITY/HWY/COMB ECON 12/16/14 mpg ENERGY CONS., CITY/HWY 281/211 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.43 lb/mile RECOMMENDED FUEL Unleaded premium *Including dynamic ram-air effect at speed. **Tested on 1.4 percent downhill grade
    12 replies | 211 view(s)
  • Sticky's Avatar
    04-22-2015, 04:30 PM
    Good news! Yes, the McLaren 540C will be sold in the United States. The BoostAddict Automotive Performance Network contacted Dave Eden who is the Global PR Manager over at McLaren Automotive and he confirmed that the McLaren 540C is available globally and in the United States. The car will start at $165,000. Just about $20k less than its big brother the 570S. It is also $15k more than the Porsche 911 Turbo and well worth the premium over the Porsche in this writer's opinion. Getting an answer to the question was as simple as asking. Sometimes that is all it takes. Thank you to McLaren Automotive for the quick response.
    12 replies | 188 view(s)
  • Sticky's Avatar
    04-22-2015, 09:41 PM
    The Ford Focus ST is a pretty quick little hatch with 252 horsepower from its 2.0 liter Ecoboost turbocharged four-cylinder in stock form. This particular ST got some love from AMR Performance in the form of a Stage 3 tune, upgraded intake, upgraded intercooler, and full turbo back exhaust system. The result? 317 WHP on a Dyno Dynamics (yes the graph states flywheel, ignore it) which is some serious power. We would love to see the numbers on a Dynojet for some context but the point is this ST is making a lot more power over stock. We wish AMR included a baseline to show the delta and we'll try to get that out of them. Regardless, the Focus ST certainly offers great bang for the buck in the tuning world. Modifications: - Upgrade Intake System - Upgrade Turbo Back Exhaust - Upgrade Intercooler System - AMR Stage 3 ECU Calibration (tune
    11 replies | 184 view(s)
  • Sticky's Avatar
    Yesterday, 01:33 PM
    Some awesome smack talk here from Cadillac. Specifically from Cadillac president (and GM Executive Vice President) Johan de Nysschen formerly of Audi. You may remember that Cadillac tried to troll the Germans last month but it came off somewhat forced. This is much better. Much, much better: Strong words from the Cadillac president but it is the type of thing as an enthusiast you like to see. He pulls no punches informing the Germans this is not about horsepower, torque, or acceleration as they are already beaten there. He is right, the LT4 supercharged V8 going in the CTS-V is no joke. He does not just point to the CTS-V but also the new ATS-V models. Cadillac is attacking across the spectrum but it is important to note the cars are being built to be well rounded. That is why de Nysschen brings up handling, braking, steering, and cornering performance. Is Cadillac-V the new Sheriff in town? Let's get the cars on the road first but one has to love the confidence here. This is much better than photoshopping pictures of an ATS-V next to an AMG or M car. The Germans needs a wake up call and if anyone is going to give them one it is going to be the Americans and in the luxury segment specifically Cadillac. Go get 'em boys, show them how overrated the Germans truly are (and have been for some time).
    9 replies | 492 view(s)
  • Sticky's Avatar
    04-20-2015, 11:40 AM
    Many of you are familiar with this E39 M5 that features an S52 swap and it belongs to BimmerBoost member @Omni. The car has capability for over 700 horsepower at the wheels and earlier this year we witnessed it destroy a tuned BMW F13 M6 Gran Coupe on the highway. @Omni's M5 is no joke. Neither is the twin screw supercharged 707 horsepower Hellcat V8 under the hood of the Charger which shows mid 600's to wheels stock. The main problem for the Hellcat is its weight as it has roughly 500 pounds on the E39 M5. It shows and it gets beaten but it does hang in better than the M6 Gran coupe did which considering that it is stock makes its performance all the more impressive. @Omni did not state if he was in kill mode but to play with a Hellcat on the highway and pull away up top it is going take some serious wheel horsepower well above 600 especially for an E39 chassis. Impressive.
    5 replies | 789 view(s)
  • TTFS's Avatar
    04-21-2015, 11:25 AM
    Last month Technique Tuning by Frank Smith introduced E46 M3 S54 ECU flash map switching along with an E85 fuel system conversion kit. The E85 conversion is available for forced induction or naturally aspirated E46 M3's and the results below are from a naturally aspirated E46 M3 with bolt ons. Details from TTFS: Ladies and Gentlemen we have completed our E85 testing. We are very pleased with the results. First thing we noticed was how quietly the motor ran on E85 compared to the 93 fuel. The delta from only the change to E85 and tuning for E85 is noticeable with a little still left on the table. We have posted the results below as an average of what you could see on your car by making the switch. Hardware changes were an upgraded fuel pump and fuel line to be compatible with the E85 fuel. Please stay tuned as we will hopefully have a video in the future showing the switching of maps in cabin. Vehicle: BMW E46 M3 Modifications Before: Underdrive Pulleys Euro/CSL Style Headers Catless/Resonated Section 1 After Market X Pipe Section 2 Active Exhaust Upgraded Fuel Pump and Fuel Line TTFS Custom Tune 328.4(WHP)@8250(RPM)/257.1(ft-lbs)@5600(RPM) Modifications After: Underdrive Pulleys Euro/CSL Style Headers Catless/Resonated Section 1 After Market X Pipe Section 2 Active Exhaust Upgraded Fuel Pump and Fuel Line TTFS Custom E85 Tune* 341.0(WHP)@8150(RPM)/264.0(ft-lbs)@5600(RPM)
    5 replies | 657 view(s)
  • Sticky's Avatar
    04-21-2015, 07:35 PM
    Well, they did it. Renntech said just last week that they already got their new W205 C63 AMG over 600 horsepower with just their tune and here is the proof. Keep in mind, this is still early in development and as further reliability testing is done the numbers may change. The Stage I Renntech M177 tune provides 609.7 horsepower and 594 lb-ft of torque on pump gas at the crank. This is roughly 100 horsepower and 100 lb-ft of torque over the stock car. Renntech states the C63 AMG M177 has a smaller intake than the M178 in the AMG GT. The AMG GT makes some more power up top when tuned but the C63 AMG MCT seems more durable and can handle more torque. The M177 in the C63 AMG is underrated like the AMG GT. The AMG GT S M178 baseline dyno figures from Renntech show roughly another 20 horsepower with that power coming up top. Despite what the paper power figures state, the M177/M178 make slightly more power. Renntech is doing reliability testing and we will have a follow up on their testing as soon as it possible.
    7 replies | 447 view(s)
  • Sticky's Avatar
    04-20-2015, 08:40 PM
    Well, the 1000 wheel horsepower barrier has been broken but it was not achieved boost only but with nitrous. That's fine, a record a is a record and the LT4 is taking (for the moment) over 1000 horsepower at the wheels on the stock internals. The torque hit from a big shot of nitrous is not exactly easy on a motor. This is somewhat similar to how LMR went about their standard C7 stingray LT1 dyno pull records. They would hit a certain number on boost then inflate it with nitrous for a new record. It's cool and all but is it really that difficult to throw on a huge a shot of nitrous and pray the engine holds together? The car makes 750 rear wheel horsepower on boost alone. When they get it up over 1000 wheel horsepower on boost alone let us know. Until then, yes, this is a record, and yes, the LT4 is handling over 1000 wheel horsepower and 964 lb-ft at the wheels (sporadically).
    6 replies | 220 view(s)
  • Sticky's Avatar
    04-22-2015, 01:31 PM
    The 2016 Camaro (SS we presume) will be updated with the LT1 direct injected 6.2 liter V8 from the C7 Corvette Stingray. Considering this is a logical update and we already knew it was coming it is a bit difficult to tease us with this Chevy. Nonetheless, GM revealed these teaser photos. Sure, there will be minor differences in packaging for the Camaro. The teaser photo shows a wet sump variant. Will there be a dry sump option as in the Corvette? There should be. There better be. Other than that expect the same 460 horsepower and 460 lb-ft of torque 6.2 liter 11.5:1 direct injected V8. Which is a very good thing as it just means more LT1 tuning goodness and the C7 Corvette has already gotten that well underway. Oh, and yes, there is a dipstick. No electronic BS like the Germans. Hint hint.
    7 replies | 175 view(s)
  • Sticky's Avatar
    04-24-2015, 08:43 PM
    500+ wheel horsepower N55's are almost becoming routine. Recently we saw a Pure Turbo Stage 2 upgraded F30 335i cross the 500+ wheel horsepower mark. Well, here is yet another 500+ wheel horsepower N55 although what makes this one different is that it is a DCT car. Why does this matter? Well, because the DCT offers very quick shifts (which we saw pay dividends in a real world race) and because the stock transmission is holding this level of power and torque. How much power and torque? 520 horsepower and 517 lb-ft of torque at the wheels. This is achieved with full bolt ons in addition to the Pure Turbos upgrade, meth injection, and a Cobb/JB4 stack for tuning. The race to 600+ whp is on in the N55 scene.
    4 replies | 359 view(s)
  • Sticky's Avatar
    04-20-2015, 01:17 PM
    So how big of a difference is higher octane ethanol making over pump gas with a tune on the Hemi Hellcat twin screw supercharged V8? A big difference. A massive difference. SeriousHP in Houston, Texas got another 81 horsepower at the wheels and an additional 70 lb-ft of torque at the wheels. All from E85 and upgraded injectors along with a Kenne-Bell Boost A Pump. The thing is, this is not even as far as it could go. The tuning is being done through the HP Tuners software and the software does not yet have complete control over the transmission so torque is being limited on shifts. They want to rev it about a further as well. These are very large gains just a month after SeriousHP Houston posted tune only results on pump gas. The gains here are somewhat exaggerated though as tune only SeriousHP hit 706 RWHP previously. With the tuning software offering better TCM support and with a new pulley for higher boost added we should see Hellcats easily up over 800 wheel horsepower with just the basic bolt ons. Incredible.
    3 replies | 215 view(s)
  • Sticky's Avatar
    04-21-2015, 02:12 PM
    McLaren is putting a lot of pressure on Porsche and specifically the 911 Turbo. They also are undercutting Ferrari to a degree which is fine as Ferrari deserves it. The 570S starts at $184,950 in the United States which is just a few grand more than the Porsche 991 Turbo S. Porsche also has the standard 991 Turbo model though which starts at $149,250. The good thing for Porsche is that is considerably cheaper than the 570S. The bad thing for Porsche is McLaren has a 540C ace up its sleeve. Say hello to the new 540C. This model is only available in China for the time being but there is no reason McLaren can not sell it everywhere they currently sell cars and their press release states it is available through their dealer network. So how does the 540C differ from the 570S? It has less power and loses the carbon ceramic brakes. It also costs 17250 British Pounds less. McLaren 570S McLaren 540C Engine 3.799 cc 3.799 cc Max. power 570 pk 540 pk Specific power 150 pk/l 142 pk/l Max. Torque 600 Nm 540 Nm 0-100 km/u 3,5 s 3,5 s 0-200 km/u 9,5 s 10,5 s Length 4530 mm 4530 mm Width 2095 mm 2095 mm Height 1202 mm 1202 mm Dry weight 1.313 kg 1.313 kg Kg per hk 2,30 kg/pk 2,43 kg/pk Topspeed 328 km/h 320 km/h Usage l/100km 11,1 l/100 km 11,1 l/100 km CO2 value 258 g/km 258 g/km Basic price UK 143.250 GBP 126.000 GBP Let us assume for the moment the same British Pounds to Dollars conversion that McLaren is using for the 570S would carry over for the 540C and this results in a US base price of roughly $160,000. In other words, they could price it at $10k more than the 911 Turbo or get even more aggressive yet again. For now, the 540C is not coming over which means Porsche USA is not crying. Yet. THE McLAREN 540C COUPE IS UNVEILED IN SHANGHAI AS THE SECOND MODEL IN THE SPORTS SERIES - 540C Coupé completes the two car line-up in the McLaren Sports Series - Most attainable McLaren yet, introducing the brand to a new audience - Joins the recently launched 570S Coupé in the McLaren Sports Series - A pure sports car bringing McLaren DNA to the segment for the first time - 540PS and 540NM: 0 to 100km/h (62mph) in 3.5 seconds, top speed of 320km/h (199mph) McLaren will launch its second model in the new Sports Series, the McLaren 540C Coupé, at the Shanghai Motor Show, 20-29 April 2015. The most attainable McLaren yet, the 540C Coupé joins the recently revealed 570S Coupé in the Sports Series as the brand brings its race derived DNA to a new audience and segment. These introductions bring the number of new McLarens launched in 2015 to four as the brand continues its rapid growth. Globally available and priced from £126,000, the 540C Coupé can be pre-ordered now with deliveries scheduled to being in early 2016. The 540C Coupé is a pure McLaren, and a pure sports car, sharing its DNA with the models in the Super Series and Ultimate Series, including a light weight carbon fibre chassis and race-derived technologies. It is fitted with a mid-mounted 3.8-litre twin turbocharged V8 engine which has been developed to be responsive and thrilling, even at low engine speeds. As its name suggests, the Sports Series dedicated application of the award-winning McLaren power unit generates 540PS at 7,500 rpm and 540Nm of torque at 3,500-6,500 rpm. With stop-start technology, it offers optimised levels of efficiency and a longer range suited to the typical usage of cars in this segment. At the heart of the 540C, as with the 570S, is the unique carbon fibre MonoCell II chassis which has been newly designed with a greater focus on day-to-day usability, offering improved ingress to and egress from the cabin, along with class-leading occupant protection and safety. A dry weight of as low as 1,311 kg (2,890lbs) is achieved as a result of this lightweight structure and the use of aluminium body panels. This figure sees the 540C almost 150kg lighter than its closest competitor. Power is delivered through the rear wheels via a seven-speed seamless shift gearbox (SSG) which, aided by the low weight of the 540C, sees the 0 to 100km/h (62mph) sprint completed in 3.5 seconds, 0 to 200km/h (124mph) in just 10.5 seconds, and on to a top speed of 320km/h (199mph). Given this level of performance, 25.5 mpg on the EU combined cycle and emissions of just 258 g/km are an impressive achievement. A subtly revised aerodynamic package and a dedicated wheel design mark out the 540C Coupé against the more powerful 570S Coupé. Unique aero blades below the front bumper channel cold, clean air through the lower bodywork and up over the sculpted bonnet, flanked by large LED headlamps. At the rear, the diffuser sits between the twin exhausts which exit below the rear bumper. The aerodynamically-led styling of the Sports Series Coupé includes intricately designed dihedral doors which include the elegant floating door tendon. This design feature channels air along the length of the door into the two integrated air intakes mounted in the rear quarter panel. This creates a clean path for the air to flow along the bodywork with minimal drag, directing air to the flying buttresses at the rear of the cabin which optimise air flow over the rear deck to increase downforce levels and aid engine cooling. An integrated spoiler at the trailing edge of the rear deck provides optimal downforce. The 540C Coupé is fitted with distinctive new cast alloy wheels, available with silver or stealth finish, 19-inch at the front and 20-inch at the rear. These are fitted with Pirelli P Zero™ tyres as standard, which have been developed specifically for the Sports Series to offer high levels of performance in all conditions, with progressive levels of grip and a focus on comfort. The 540C retains the Formula 1™-derived Brake Steer system, designed to aid cornering through the application of braking force to the inside rear wheel. This enables later braking into corners, and earlier application of power on exit. The 540C features a newly-developed suspension system ensuring enhanced levels of driver engagement and refinement on both road and track. The system uses front and rear anti-rollbars Formula 1™- style dual wishbones and independent adaptive dampers. The damper tuning has been revised on 540C, over 570S, with more focus on day-to-day road driving. Adaptive dampers offer control over bump and rebound settings using the familiar McLaren 'Normal', 'Sport' and 'Track' handling settings, with the Sports Series having its own unique damper settings. In 'Normal' mode, the system provides a refined yet engaging ride, while the 'Sport' and 'Track' settings allow a greater level of focus and engagement when required. Twin damper valves ensure precise control, while dual wishbone suspension provides optimised levels of ride quality and driver feedback. The interior of the Sports Series has been created with a focus on space and ergonomics, offering great outward visibility and interior space for occupants and their belongings. Organic curves carried inside from the exterior design bring delicate tension without aggression to ensure the cabin remains a welcoming environment. Inside the cabin, the 540C Coupé is luxuriously appointed with leather upholstery to the seats, dashboard and lower doors as standard. The 'floating' centre console features a seven-inch IRIS touchscreen which controls all elements of the infotainment system. The air conditioning controls are also incorporated, as first seen on the McLaren P1™, minimising switchgear in the cabin. The touchscreen also controls the standard DAB digital radio, as well as satellite navigation, Bluetooth telephony and media streaming, voice activation and the audio media player. The IRIS system also includes the electronic owner's manual. The McLaren 540C Coupé is the second model to join the Sports Series, and sits alongside the 570S Coupé. Both models are available to order from the dedicated global McLaren retail network, operating in every major automotive market, in more than 30 countries. Pricing for the 540C Coupé starts from £126,000.
    3 replies | 187 view(s)
  • Sticky's Avatar
    04-21-2015, 03:11 PM
    Nice domestic heavyweight battle here featuring cars all up over 800 horsepower. The camera car is a Gen V Dodge Viper (the newest one) that is run on 93 octane and features a fairly large shot at 200+ to put it somewhere in the 800 whp range. The Corvette C6 is running an unstated blower (likely a centrifugal) and is said to make 830 whp. The Boss 302 features a TVS Eaton blower and also a shot of juice. From the Viper owner: "My carmaking a touch over 800hp on spray and 93. Corvette is a blower/meth, etc.. has claimed 830whp before, Boss is a TVS making 775 + 125 shot. All of us have some changes planned, but here are last nights results. " All of these cars are fairly close to one one another. Runs are from 55-160 or so. 1st run vs. Boss 302: The Viper takes this pretty easily. The Boss is quick but the Viper up top just pulls away. 2nd run vs. C6: Neck and neck with the Viper letting off. Looked like the C6 might have an edge if they stayed in it past 160. 3rd run vs. C6: Viper looks to get a bit of a jump and it's over. Great stuff from a trio of very quick domestics.
    1 replies | 222 view(s)
  • Sticky's Avatar
    Yesterday, 03:11 PM
    Performance critiques aside the BMW i8 is the most exotic looking BMW produced in... well, since the 70's M1 itself. It points to the future of BMW design and powertrain philosophy. So can the factory looks be improved upon? You should be the judge of that. This i8 is lowered, features a wrap, and the defining characteristic is the HRE RS102 three piece wheels featuring a color matched center to the signature BMW 'i' blue trim. You have a three tiered color scheme of white, black, and the light blue and BimmerBoost feels it works and works well. The carbon HRE centercap is also a nice touch. As is the white/blue BMW roundel. The blue scheme may be a bit much for some but this is not a BMW designed to be understated to begin with as the doors show. What do you think?
    1 replies | 210 view(s)
  • COBB Tuning's Avatar
    Yesterday, 02:13 PM
    After a few long weeks and late nights we are nearing full release of our Stage 3 Off The Shelf maps for the 997.1 Turbo! These maps are for you 997.1 Turbo guys out there who are running intercoolers, COBB or ID 1000cc injectors, and an exhaust. These maps will come out for all gases we have supported in the past, ACN91, 91, 93, and recently 100. But the best part, in my opinion, is the added E85 map! We have a few guys out in the wild testing these maps for us already but we are releasing alpha maps here to get some additional real world data before we proceed with the full release. Alpha Stage3 OTS Maps Most of you know or have heard how wonderful E85 can be, but haven’t had an easy way to properly run it in your .1 yet. These new Off-The-Shelf maps will give those of you with COBB 1000cc injectors, exhausts, and aftermarket intercoolers the ability to run it! Power increases are pretty dramatic, even over 100 octane. Above shows our new Stage3 E85 OTS Map (Green) vs. Stage2 100 (red) and Stage2 ACN91 (blue) maps. With E85 the peak gains and increased area under the curve are substantial over our crummy California pump gas. Gains of nearly 100whp (19.7%) and 100ft/lbs (18.5%) of torque are realized between the two (green The power increase in Stage3 E85 over Stage2 100 octane are still impressive! Gains of an additional 45whp (8%) and 57ft/lbs (10%) of torque were seen. For those of you running regular 91 or 93 expect to see an increase of 17-19% in whp and 16-18% ft/lbs of torque. The one nasty aspect of E85 is that the blend tends to change in the winter to E70 in many states. These maps do not support E70 only E85. Please check with your station to see which blend you are getting or better yet, you can test it yourself. QuickFuel makes these cheap handy test kits: Since these maps are in alpha release there are a few key things we would like to see from you guys who choose to run these maps(E85 and gasoline). Please open the Alpha How-To file in the Box link below or at the top of the page for further instructions. Alpha Stage3 OTS Maps Please, if you decide to take part in the alpha testing, any and all data would be great for us to have! Please send all logs, questions, comments, or concerns directly to the Porsche Expert Group ( Feel free to email me directly as well at or Mitch This is also my first time posting here so feel I should give a brief introduction. My name is Jon Hebbeln and I have been with Cobb for the past two and half years, some of you may have met me when I was the retail calibrator at Cobb SoCal tuning anything from Stage1 Subarus to 1000whp GTRs and everything else Cobb supports. I recently transitioned out of retail tuning and started doing R&D calibration for the Porsche in an attempt to help with the demand and keep Mitch from working 24/7 (he’s going to continue to do it anyway haha). I also personally wanted to thank you guys for the support you have shown Cobb over the past year as we continue to improve and innovate the Porsche tuning market.
    1 replies | 140 view(s)
  • Sticky's Avatar
    Yesterday, 05:32 PM
    The 2015 on Mustang GT's just continues to impress but we of course are familiar with the capability of the Coyote motor. Still, numbers over 700 horsepower at the wheels on pump gas are just absolutely breathtaking to behold. Not to mention they were just a hair away from 600 lb-ft of torque at the wheels. The numbers are a bit all over the place as Roush is still testing their setup. It is based on an Eaton TVS 2.3 liter roots supercharger unit. The Phase I kit will be that basic supercharger and the Phase II and III will take things further. This particular car tested a 75mm pulley, upgraded fuel injectors, a revised Roush fuel pump booster kit, and different tuning. The numbers range from 710 to 747 horsepower at the wheels and the torque figures range from 547 to 599 lb-ft at the wheels. Impressive numbers no doubt about it. People will naturally compare these results to the 3.0 liter Whipple twin screw numbers on the same platform. Interestingly, the smaller blower is showing higher numbers on pump gas but using 93 octane whereas the Whipple numbers are on their standard low boost kit and 91 octane. Regardless, 700+ wheel horsepower with a blower on pump gas is not only a possibility, it is reality.
    1 replies | 75 view(s)
  • Sticky's Avatar
    04-20-2015, 06:41 PM
    Are you used to the new Mercedes SUV naming scheme yet? Yeah, me either. Regardless, this will be the new mid-size SUV in the lineup. Essentially, slotting in behind the GLA-Class but under the GLE-Class. Mercedes will take on the BMW X4 and Porsche Macan with this car. Let's go over the styling first. As this is a concept car, do not expect the production version to look like this. Mercedes does this all the time. They launch an awesome concept to drum up attention and show what they are capable of only to redact almost everything in production. You think the GLC will really have those exhaust tips when it goes on sale? No way. It also will not have those diffusers, the same stance, wheels, etc. Expect the same basic shape and the lights. As far as the models there will be a GLC63 AMG. This makes up for the letdown in Mercedes-AMG not building a GLK63 AMG. A GLC63 AMG is the perfect SUV for taking the fight to the other Germans in the mid-size performance SUV segment that Mercedes is already winning with the GLA45 AMG let alone a M177 twin turbo V8 powered car offering over 500 horses. Let the debate on the styling commence. Mercedes-Benz Concept GLC Coupé The next coup Stuttgart / Shanghai. In a flowing transition, Mercedes-Benz lands the next coup: the Concept GLC Coupé is a near-production-standard study that carries the successful GLE Coupé formula over into a more compact segment. The dynamically expressive show car combines typical stylistic features of a coupé with the sensually pure design idiom of coming SUV generations. This emotively appealing fusion is further enriched with details that are strong in character. A twin-blade radiator grille, powerdomes on the hood and a four-pipe exhaust system form an aesthetic contrast to the harmonious, almost organic main body section. On the other hand, elements from the rugged off-road world, such as enormous 21-inch tires, front and rear underbody protection, increased ground clearance and side running boards, are indicative of the off-road performance potential of the Concept GLC Coupé. Gorden Wagener, Head of Design at Daimler AG, puts it in a nutshell: "With its modern and sensual design idiom, the Concept GLC Coupé gives a foretaste of future SUV models from Mercedes-Benz. At the same time, it embraces the typical values of tradition-steeped Mercedes-Benz coupés". The same successful blend of the multifunctional SUV and the emotively appealing coupé world of Mercedes-Benz that was so enthusiastically welcomed with the GLE Coupé is now repeated with the Concept GLC Coupé. However, the near- production-standard show car inhabits a more compact segment, as demonstrated by the external length of 186.2 inches (4.73 meters) and the 111.4 inch (2.83- meter) wheelbase. These two dimensions, together with the striking and muscular main body section, elongated greenhouse and large 21-inch wheels, provide an ideal basis for the typical, almost dramatic proportions of the sportily youthful coupé generation with the characteristic off-road touch. Distinctive front end, sculptural headlamp design At the front, a short, crisp overhang with upright radiator grille and twin-blade louvre so characteristic of sporty Mercedes-Benz models give a first indication of the sporty philosophy behind the Concept GLC Coupé. The credo "Born to race on every ground" is confirmed by the powerdomes on the hood, the sweeping lines of the A-wing below the radiator grille, the large side air intakes and the visually dominant underbody protection. Like all the trim elements on the concept vehicle, this typical SUV feature radiates in silver shadow to form an attractive counterpoint to the solar-beam paintwork and the all-round claddings in matte gun metal magno paintwork. Reminiscent of light sculptures, striking LED headlamps decisively shape the expressive face of the Concept GLC Coupé. All functions are united in one housing: for illumination, the daytime running lamps and turn indicators use the upper strip inserts, dubbed "eyebrows" by the designers. Below them are three rotating lenses, which appear to positively float in the deep, three-dimensional space and which adapt to the situation to optimally illuminate the road or terrain. Of course, the headlamps are non-dazzling for oncoming traffic in lower beam, upper beam, cornering light or active light mode. This is achieved by blanking out the light cone in the area of oncoming vehicles. Side profile with low-slung coupé greenhouse and large SUV wheels The perfection with which the intrinsically contrary design worlds of the coupé and the SUV have been brought into harmony with each other is revealed in particular by a side view of the just under 63 inch high (1.60-metre) Concept GLC Coupé with the typical, elongated roof line of a sports coupé. Like the integrated roof rails and fully recessed door handles, the squat greenhouse with its frameless side windows blends perfectly into the vehicle's flanks to additionally underscore the coupé-like character. The interplay with the high beltline, wide shoulders and accentuated wheel lips gives rise to extreme proportions that lend the Concept GLC Coupé a thrilling dynamism. This highly charged interaction is given extra emphasis by the drawn-in waist between the dropping line and the lower, rearwards ascending light- catching contour. A clear indication of the more prominent SUV genes is given by sill extensions reminiscent of the side running boards on a classic SUV. Flush with the outside edge of the body, wide 21-inch wheels with large, heavily profiled tires combine with the relatively high ground clearance to endorse the sportily dynamic off-road ambitions of the Concept GLC Coupé. Rear end with distinct coupé heritage The rear view of the precisely 78.7 inch (two-metre) wide Concept GLC Coupé in particular reveals the wide, muscular shoulders with harmoniously modelled wheel arches that house 21-inch (53.3 cm) wheels with 285/45 R 21 wide-base tires. The four polished stainless-steel tailpipes of the exhaust system provide a visual highlight. Mounted in pairs above an A-wing similar to the one at the front and featuring characteristic underbody protection, the tailpipes underscore the sporty look of the coupé. Overall, it is the styling of the rear end that most clearly accentuates the coupé genes of the concept vehicle. Narrow, split tail lights, centrally positioned brand star and a sharp spoiler lip emphasize a design line that made its debut with the S-Class Coupé and which all Mercedes-Benz coupé models have since followed. Relocated to the lower section of the bumper, the number plate as well as the typical form of the rear window with its rounded upper area are among the further stylistic features. The night design of the LED tail lights sets a new tone. Adapted from the headlamps, the strips at the top are home to the turn indicators, which use chasing lights to signal a change of direction. A circular rear light encloses a central lens that adaptively augments the brake lamp for even better visibility. Technical details provide a stimulating contrast Hard technical details give an additional emotive appeal to the Concept GLC Coupé with its almost organic form of the main body section. For example, excitingly designed components such as two-part, open light-alloy wheels, wing-look exterior mirrors and the already mentioned four exhaust tailpipes set a deliberate stylistic contrast intended to underscore the technological claim of the show car. The same goes for the underbody protection with front and rear cooling ducts and the headlamps and tail lights, which resemble light sculptures. Power aplenty: all-wheel-drive powertrain producing 367 hp The drive technology aboard the Concept GLC Coupé matches the vehicle's looks. A V6 powerplant delivering 367 hp (270 kW) and 384 lb-ft (520 Nm) makes for a highly sporty level of performance. Familiar from AMG sports models, the direct- injection biturbo engine is teamed with a 9G-TRONIC nine-speed automatic transmission and 4MATIC permanent all-wheel drive to provide the show car with emphatic acceleration while at the same time giving an acoustically audible note to the impressive performance. Depending on the transmission mode setting, the tailpipes give off either a commandingly subdued rumble or the passionate sound of a high-powered sports car. Extension to the SUV world of Mercedes-Benz The SUV world of Mercedes-Benz has room for further models, such as a production version of the Concept GLC Coupé. The wide range of models allows customers the flexibility to order a tailor-made vehicle to suit their personal preferences. At the same time, the show car would enrich the trendsetting coupé world of Mercedes-Benz with a new all-rounder while providing a logical addition to models such as the four-door coupés. In addition to spawning entirely new classes of vehicle, these models have also exerted a considerable impact on the model policies of all manufacturers. They have also proved an outstanding success on the sales front.
    0 replies | 274 view(s)
  • Sticky's Avatar
    04-22-2015, 08:15 PM
    If the stock Aventador does not stand out enough for you then give Vorsteiner a call. They have a bevy of body pieces and wheels for you to choose from. These include their Zaragoza aero wing (pictured), an active aero wing, a Zaragoza front spoiler, front splitters, side skirts, and rear diffuser. All in carbon fiber of course. Leaving the wheels stock once adding a carbon body kit is a bush league move and Vorsteiner has plenty of forged wheels to choose from to help set your Aventador apart from all the guys at the yacht club. Enjoy the pictures and dream. That's what I am doing.
    0 replies | 158 view(s)
  • Sticky's Avatar
    Yesterday, 02:02 PM
    No surprise here as everyone knows the W205 design will be available as a coupe. The two door version of the C63 AMG was spotted testing and just like the W204 generation before it the coupe will come to market after the sedan. How does the design translate to a coupe? The test mule is of course camouflaged so not every detail is visible but one can get a good idea of the general design. The rear end features the AMG style quad pipes but the trunk appears to be a bit different along with the rear lights. The front is essentially the exact same thing. The drivetrain of course obviously will be the exact same. Are there any question marks? Well, it looks like there is an opportunity for a C63 AMG Convertible as the W205 C-Class coupe does have a convertible variant. Mercedes has never produced a C AMG convertible. This might create a bit of overlap with the E-Coupe although that model does not have a convertible AMG variant. Expect the C63 AMG coupe to be officially revealed at a show later in the year.
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  • Sticky's Avatar
    04-24-2015, 04:50 PM
    There are not a lot of forced induction options for the new Dodge Viper. Really, there aren't any that are tuned on the factory ECU. D3 Engineering has an interesting solution using a plug and play ProEFI standalone ECU. We have already seen them hit 950 wheel horsepower on the stock internals with E85. The Dodge engineers made sure to make the Viper V10 stronger in the Gen V car so it could be turbocharged on the factory motor. We contacted D3 Engineering for more details on their stock internal turbo kit. It retails for $44,999. Why so much? We have no idea. Hopefully D3 Engineering lets us know but that is a ton of money for a pair of turbos and a standalone. Here is what is included: Gen 5 SRT Viper (2013+) ProSpeed TT Stage 1 -D3PE Twin Turbo System -D3PE Stainless high flow exhaust system -D3PE air to water intercooler system -D3PE oil catch can system -D3PE fuel system upgrade -Triple disk clutch upgrade -ProEFI standalone ems system -Full integration with factory components (no lights, all OEM functions work) -ProEFI boost control -ProEFI traction control -ProEFI rolling antilag -ProEFI fuel and oil pressure safety -ProEFI flex fuel control -Installation at our state of the art facility -ProEFI dyno tune- custom mapping -800+whp on 93 octane -Capable of 1000+whp with upgraded engine (call for pricing) Most of the goodies come from the ProEFI ECU and the ECU itself is not what one would call expensive. Regardless, this really is the only working solution this network knows of right now. RSI (Racing Solutions) claims to have working turbo setups but there are some horror stories about them out there we will delve into at a later date. For now, this is the only game in town although a supercharger is on the way from another party. 950 whp on the stock internals and low boost with the ability to crank it up is definitely nice:
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  • Sticky's Avatar
    04-24-2015, 03:12 PM
    This latest press release from Acura includes some interesting tidbits on the upcoming second generation NSX. What do we learn? Well, we learn that the gasoline powerplant will displace 3.5 liters and of course it will be a twin turbocharged motor with direct fuel injection. It is also a dry sump design. They are using a new ablation casting technology which is said to result in unparalleled chassis rigidity. The first NSX was famous for its stiff yet lightweight chassis. Speaking of weight, there are 10 heat exchangers used to cool the Hybrid drivetrain. Will they be able to keep this car light? It also has all wheel drive. Acura terms it Super Handling All-Wheel Drive and this system uses advanced torque vectoring. It sounds like this car is going to do some incredible things in the corners and powering out of them. The transmission is a 9-speed DCT unit. The car will be very tightly geared while still offering speeds for the highway to keep revs low and MPG high. This vehicle is shaping up very well. New Technical Details of the Next Generation Acura NSX Revealed at SAE 2015 World Congress and Exhibition . DETROIT, April 23, 2015 – In advance of the market launch of the highly anticipated next generation Acura NSX, the engineers leading the supercar's development shared new technical details and design strategies with the automotive engineering community at the April 22nd SAE Detroit Section dinner, held in conjunction with the SAE 2015 World Congress and Exhibition. Additional information about the team's efforts to achieve a true "New Sports Experience" included details of the NSX's world's first body construction process that helped create a multi-material space frame resulting in class-leading body rigidity, the advanced total airflow management system and an update on NSX's power unit specifications. Ted Klaus, chief engineer and global development leader of the new NSX, introduced key powertrain, body and dynamic performance engineers who shared new product and technical details in their related areas of the development. The unprecedented sharing of technical details prior to the car's market introduction reflects the desire of the NSX development team and the company to inspire the imagination of automotive and technology enthusiasts along with the next generation of engineers. "Our goal is to create something altogether new and exciting, something that advances the concept of a next generation supercar in the spirit of the original NSX," said Klaus. "In order to provide NSX-level value, we needed to push ourselves to experiment with, refine and then realize many new technologies." Significant technical revelations concerning the NSX included: - The NSX includes Acura's first use of a revolutionary multi-material space frame design that delivers class-leading body rigidity while remaining lightweight. 1 - World's first automotive application of new ablation casting technology resulting in world-class body rigidity for ultimate handling and control. - World's first use of a three-dimensionally formed, ultra-high-strength steel A-pillar, supporting class-leading rigidity and crash performance while providing outstanding outward visibility. - The NSX achieves top-in-class aerodynamics targets without the use of active aerodynamic elements, while its three-motor Sport Hybrid power unit is cooled through 10 heat exchangers all thanks to a total airflow management strategy that maximizes the flow of air around and through NSX. - Displacement of the NSX's all-new twin turbo V-6 engine was confirmed to be 3.5-liters. - The NSX will mark the introduction of the most capable and highest torque capacity Super Handling All-Wheel Drive system in Acura history. - The latest proprietary logic advances Acura's two decades-long pursuit of Super Handling that proactively responds to driver inputs, allowing the NSX to achieve a new level of line trace while at the same time intelligently supporting the driver in changing environments. Additional details on each of these engineering achievements follow: Multi-Material Body Acura's First Application of a Multi-Material Body with Space Frame Construction Developing the Most Rigid-in-Class, Multi-Material Body At the core of the NSX mission to deliver timeless sports car values is an aluminum- intensive, multi-material space frame. This innovative space frame represents a next-generation leap in body design with class-leading technology that is exclusive to Acura within the automotive market. Based on internal data, the all-new Acura NSX multi-material body is by far the most rigid in its competitive set. While the all-aluminum monocoque body of the original NSX was ahead of its time, current aluminum and ultra-high-strength steel-intensive body architecture has been taken to the limit for supercar design. "For this new NSX development, anything and everything that could offer incredible base rigidity and lightweight design was on the table," said Shawn Tarr, principal engineer and Acura NSX body development leader. "We considered all-aluminum unibody, carbon fiber monocoque and space frame designs and ultimately engineered a multi-material space frame because it offers the lowest weight and best rigidity, precision and hybrid powertrain packaging capability of any design." A key advancement in casting technology allowed the NSX development team to realize a quantum leap in body design, for the first time being able to engineer a vehicle with castings in key locations for rigidity, that also support the ductility necessary for placement within crush zones. World's First Application of Ablation Casting The Acura NSX heralds the world's first application of ablation casting technology in the automotive industry. Ablation casting combines traditional casting methods with rapid cooling techniques to offer the design flexibility and rigidity of casting with the ductility and energy absorption characteristics of extruded material. Traditional castings provide the ultimate rigidity in space frame and other body designs, but have traditionally suffered a major drawback: traditional castings are brittle. With the no-compromise performance goals of the NSX, a groundbreaking new casting method within the crush zones had to be used. - The ablation process allows the ultra-rigid castings to be located within the crush zones and to function as large aluminum nodes, or junction points. Aluminum extrusions are then inserted into sockets in the ablation cast nodes, which act as fixtures that hold the space frame in place during welding. - During the welding process, shorter stitch welds can be applied, enhancing the exceptional, repeatable precision of the NSX space frame construction by reducing heat deformation during the production process. - Ablation castings also enable traditional aluminum castings to be used at strategic locations in the space frame and as the primary mounting points for suspension and power unit components, in addition to being the reference and temporary attachment points during the highly accurate space frame construction process. - Full space frame construction and vehicle assembly are conducted on-site at the new Performance Manufacturing Center (PMC) in Marysville, OH, providing a high level of quality control. New A-Pillar Construction Technique In addition to the world's first casting technology, the NSX applies an all-new three- dimensionally formed ultra-high-strength steel A-pillar that provides next- generation rigidity and precise shape specification tolerances. The previous generation NSX had a thin A-pillar that provided very good outward visibility. Reflecting this heritage with modern rigidity and roof crush performance requirements demanded this new, ultra-high-strength production method. Advanced Materials Strategy NSX represents an advanced expression of modern body design theory: the strategic integration of multiple materials to achieve optimal body performance for numerous targets, including rigidity, dynamic response, superior fit-and-finish and occupant protection. - The aluminum-intensive space frame is complimented with precisely crafted ultra-high-strength steel and anchored with a carbon fiber floor together producing body performance at its peak. - For the new NSX, the body design and technologies are about more than just raw performance – a goal of any supercar development. In keeping with the human-centered supercar concept, the NSX development team went further, to optimize how the car's performance capabilities are experienced by the driver through the body. - Drivers will experience all of the on-the-rails handling provided by the Sport Hybrid SH-AWD power unit because it is communicated in high- fidelity through the most rigid body in its class. Total Airflow Management Engineering a Next Generation Thermal and Aerodynamic Package via Total Airflow Management To meet the challenge of the ambitious performance targets, radical packaging design and exotic styling for the next generation Acura NSX, the development team had to totally re-imagine the thermal and aerodynamic engineering for this modern supercar so that maximum energy is extracted from the flow of air around and through the NSX with the highest efficiency. This new total airflow management strategy supports component cooling, aerodynamic performance (drag and downforce) at a very high level without the use of active aero technology, while also contributing to even more dynamic styling. Computational fluid dynamics (CFD) was used extensively during development to allow the U.S.-based development team to maximize the performance of a power unit being developed in Japan. CFD models were run on computers totaling many years' worth of computational uptime. Thermal CFD was effectively used in two ways during development: first, for the proof-of-concept in establishing heat management strategy at the earliest development stage and second, for continuous thermal performance improvement as the vehicle matured through development. Extensive involvement of thermal CFD with design engineers during the development enabled maximum design optimization. Along with the use of advanced CFD, wind tunnel and real world testing, the development team also employed computerized lap-time simulation models of some of the world's most legendary proving grounds that could then be run on chassis- dynamometers allowing testing and validation of computer models for thermal management. - The all-new NSX employs 10 air-cooled heat exchangers responsible for cooling the front twin-motor unit (TMU), twin-turbo V6 engine, rear direct-drive electric motor and 9-speed dual clutch transmission (DCT). - The all new, twin-turbocharged 3.5-liter V6 engine at the heart of the Sport Hybrid SH-AWD power unit requires the greatest cooling and receives it through three radiators: one center and two side units to get maximum airflow volume and efficiency. The center radiator is tilted forward 25-degress, allowing the largest, optimized configuration that best utilizes the inherent pressure gradient while maintaining the strict low center of gravity targets of the NSX's Advance Sports Package. - Condenser and power drive unit (PDU) coolers are efficiently packaged in front of the center engine radiator. - The TMU is cooled passively through strategic use of air in the front motor room and by a heat exchanger mounted in front of the right engine sub- radiator. - The 9-speed DCT is cooled by two heat exchangers, one mounted in front of the left engine sub-radiator and the other in the engine compartment. - Twin-intercoolers located in the signature side intakes are used to cool the intake air charge. Supercar Aerodynamics NSX achieves top-class aerodynamic balance and supercar aerodynamic downforce without the use of active aero. Aerodynamic drag is minimized, even while moving large airflows through NSX as it inhales and exhales. Aerodynamic downforce is created through the total airflow management focus on utilizing airflow through each vent, as NSX exhales, and through more traditional aerodynamic shape optimization. NSX has undergone extensive testing at the company's state-of-the-art wind tunnel in Raymond, Ohio, using ultra-detailed 40-percent-scale models that replicate all of the intake and exhaust vents, heat exchangers and major under-hood components. These highly accurate scale models replicate drag and lift performance with near perfect approximation. It has been verified and put through its paces at the company's full-scale wind tunnel in Japan, and on real and simulated proving grounds throughout the world. Total airflow management vents and precision ducting also help create strong, consistent downforce for NSX and were tuned to optimized forms with aerodynamicist and designer input during working wind tunnel sessions. - Six vortices flow at the rear of the NSX including those that support creating the highest downforce across the rear deck lid. - Flowing from below the car and exiting through meticulously optimized lower, rear diffuser fins is a critical vortex that further anchors NSX to the ground. Uniquely, the fins are not parallel to each other, but are narrower toward the front of the car and wider at the rear. This design creates low pressure and further maximizes downforce. Sport Hybrid Super Handling All-Wheel Drive A new handling paradigm decades in the making The groundbreaking Sport Hybrid SH-AWD dynamic torque vectoring technology applied to this all-new NSX represents research and development that has been ongoing for well over two decades. Next-generation torque vectoring Acura has been continuously refining its advanced torque vectoring technology while in parallel developing new ways of accomplishing the timeless sports car values of lightweight, rigid chassis and potent powerplants. This all-new Sport Hybrid SH-AWD represents a system injected with more electric power, delivered more directly, managing more internal combustion power than any system Acura has engineered to date. In keeping with the development team's 'human-centered supercar' concept, the new NSX and its Sport Hybrid Super Handling drivetrain were truly engineered from the driver out. While the NSX provides a new sports experience with 'on rails handling,' its Super Handling technology was optimized to enhance the driving experience by responding instantaneously and intuitively to the will of the driver. - Super Handling is brought to its pinnacle form in NSX where the strengths of electric motors –delivering zero delay acceleration – allows the NSX to offer dynamic torque vectoring even at low vehicle and engine speeds. - Super Handling logic has progressed along a parallel path with hardware. While many advanced automotive technologies are focused on feedback, measurements of how the vehicle is reacting, NSX uniquely applies additional technology to focus on accurately responding to driver input through immediate, precise application of torque at each wheel at any moment. - Using cutting edge computer-aided engineering (CAE) optimization software, engineers created a double-wishbone, double lower control arm front suspension that decouples the twin-motor unit (TMU) torque from the driver's experience at the steering wheel, providing timeless sports car steering communication to the driver with a new experience of on rails handling provided by the precise torque vectoring of the TMU. - Variable gear ratio steering is applied to further enhance the confident, race-ready driving dynamics of the all-new NSX. Powertrain Sport-Hybrid SH-AWD Power Unit Powering the Sport Hybrid Power Unit with Racing Technologies As announced at the 2015 North American International Auto Show, the new NSX will utilize an all-new power unit from a clean sheet design. At its heart is an all-new longitudinally mounted twin-turbo V6 engine that is mated to an all-new, Acura-developed 9-speed DCT with an electric motor that applies its torque directly to the crankshaft for higher output with immediate power delivery to the rear wheels. - The new engine has a displacement of 3.5-liters and utilizes pinnacle racing technology, applying both direct and port injection to its design. - The 75-degree V-angle and dry sump design optimizes engine rigidity and further supports the NSX's Advanced Sports Package by allowing the engine and components to be lowered in the chassis to the maximum extent, resulting in the lowest center of gravity in its class. This also supports the advanced packaging of other engine components. - The engine's dry sump design also helps maximize vehicle performance in high lateral-G conditions. - The rear direct-drive electric motor applies its torque directly to the crankshaft. - The 9-speed DCT's main, counter, secondary and output shaft design maximizes the advanced sports package through a configuration that lowers weight and helps to center the mass nearer the driver.
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