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  • Sticky's Avatar
    07-29-2015, 09:51 PM
    This is something we are going to see more of as the new M3 and M4 battle with the 335i and 135i models equipped with the N54 (with N55's more and more getting into the mix as well). This goes down about as one would expect with the F80 M3 pulling up top. The M3 has the advantage of the DCT transmission. The Eurocharged ECU flash tune with downpipes as this M3 has boosts things considerably. Basically, a bolt on F80 M3 should make a bit more power than a bolt on E9X 335i N54 but the N54 has some additional tricks up its sleeve that this particular example is not running including inlets and E85. This particular N54 is running meth injection though and the F80 M3 S55 is not which is a factor although it is on race gas. Ultimately, these are both 3.0 liter twin turbo direct injected BMW inline-6 motors and which is faster comes down to the amount of mods and really money spent. The M3 will ultimately have the advantages of the DCT transmission and the higher redline. It also is the more complete package to begin with. It's a bit of a shame these are chase view runs on the video (it should be a crime really) but it goes to show how quick a tune and downpipes M3/M4 is and how it stacks up to a bolt on N54.
    25 replies | 674 view(s)
  • Sticky's Avatar
    07-28-2015, 07:22 PM
    An interesting photo was posted from a BMW technical document on the BimmerBoost forums that gives a quick and easy overlay of the BMW N54 and N55 valvetrains including their VANOS camshaft adjustment ranges. The N54 and N55 of course are similar turbocharged and direct injected inline-6 motors sharing the same bore and stroke. They clearly are tuned a bit differently (due to the N55 being single turbo for one) and the N55's addition of Valvetronic plays a role. The N55 has a wider range of intake and exhaust VANOS adjustment as well as larger intake valve lift and cam duration compared to the N54 as the tech document highlights. Potentially the N55 can breathe better up top namely with a large turbo upgrade although tuning VANOS as well as Valvetronic is complicated. VANOS alone is a difficult system to tune and we have yet to see aftermarket VANOS cams working for the N54 or N55 motors. An interesting comparison nonetheless.
    27 replies | 705 view(s)
  • Sticky's Avatar
    07-25-2015, 03:36 AM
    As you likely know the 2015 BMW X5M and X6M are second generation models. Although they still have a 4.4 liter twin turbo V8 and automatic transmission the vehicles were updated to the S63TU 4.4 liter V8 that features the Valvetronic system and they also feature new BMW programming. This necessitates new software for aftermarket tuning and Velos has such aftermarket software for the new M SUV's. The X5M and X6M in stock form are rated by BMW at 567 horsepower and 553 lb-ft of torque. On the Dynojet this translates to 493 wheel horsepower and 499 lb-ft of torque at the wheels. This is less wheel horsepower but more torque than an F10 M5 S63TU. BimmerBoost hates to toot its own horn but sometimes we have to remind people just how good a of a job we do: 'If BimmerBoost were to speculate BMW likely upped the boost a bit with the addition of Valvetronic and tuned the motor for more of a low end torque profile than the F10 M5' That speculation from last year proved accurate. The X5M and X6M are not revving out past 7k rpm and are tuned for more torque down low as these SUV's are expected to actually tow. With the addition of a Stage I pump gas tune peak horsepower goes up to 544 to the wheels and peak torque to 577 lb-ft at the wheels. Gains of 63 horsepower and 78 lb-ft of torque respectively. The X5M and X6M obviously suffer higher drivetrain losses than the F10 M5 or F13 M6 with the automatic transmission and all wheel drive. Tuners will not hit the same peak numbers with the S63TU equipped SUV's as they do with their rear wheel drive DCT M6 coupe and M5 sedan counterparts. It will be interesting to see who gets the X5M and X6M over 600 wheel horsepower first.
    15 replies | 964 view(s)
  • COBB Tuning's Avatar
    07-29-2015, 07:57 PM
    Cobb's Porsche 991 Turbo tuning development continues and they are moving rapidly. Below are results for Cobb Stage I and Stage II OTS (off the shelf) tuning. These numbers are results anyone can expect with the OTS tunes and of course they can be further customized if one wishes. The torque gains massive with just the Stage I OTS tune on pump gas. They were able to pick up an additional 107 lb-ft of torque at the wheels. Stage II on pump gas takes this to 652 lb-ft of torque at the wheels for a gain of 120 lb-ft. The biggest horsepower gains come on race gas but that raises the question of diminishing returns due to cooling issues. PorscheBoost of course already explored 991 Turbo and Turbo S heat soak issues and Cobb is well aware of cooling limitations especially when tuning. Cobb is working on intercooler upgrades to overcome any limitations and push things forward. Impressive work thus far. Our Porsche Experts have been hard at work making sure we’re all set for the Porsche 991 Turbo Accessport release which is getting closer by the day! The most fun part of that process is strapping the cars down to the dyno and seeing just how much power they make after a bit of tuning. We were extremely lucky to be able to work with Porsche of Colorado Springs for the Pikes Peak International Hill Climb. That experience enabled us to learn a TON about these cars and how they react to different tuning strategies, aftermarket bolt-on parts, or differences in fuel quality. Below, we’ll take a look at some of the power gains we’ve seen. First, on an otherwise stock car followed by gains associated with an upgraded exhaust and appropriate tuning. As a note, the data in the graphs was recorded on two separate days however the delta from the baseline pulls remains accurate. Seen here is our initial Stock Baseline pull on 91 octane fuel along with a Stage 1 OTS map using 93 octane fuel. A Stage 1 map would be used on an otherwise completely stock vehicle. Power under the curve is significantly increased throughout the low and mid range. Maximum gains of around 60whp are seen between 3000-4000 RPM. Most impressive is the increase in low-end torque, with gains of over 100 ft/lbs! Next up, Stage 2. A Stage 2 map is calibrated to be used on a car with upgraded exhaust. As is evident with the power gains, the motor is able to flow a significantly greater amount of air with the freer flowing exhaust. With gains of 120 ft/lbs down low and nearly 100 hp at peak, the cars become a whole new animal. We are able to be a touch more aggressive utilizing 100 octane fuel, this will be a great option for customers interested in tracking their car where detonation resistance is key. Stay tuned as we continue development on this platform. At this point, the cars will really need an improved cooling system to make any additional power. We’re already in contact with top intercooler providers in the industry with intentions of overcoming the next bottleneck in power.
    18 replies | 290 view(s)
  • Sticky's Avatar
    Yesterday, 01:35 AM
    Very impressive Stage 2 M178 tuning numbers here from Renntech. As you may recall, Renntech started work on the M178 motor early this year. They showed a baseline of 531 crank horsepower and 472 wheel horsepower. They have the AMG GT S with their turbo upgrade and downpipes up to 682 crank horsepower or 625 at the wheels on their dyno now. Those are some major gains. Torque alone is up by 167 lb-ft over stock. What is also nice to see is how flat the M178 torque curve is once the motor spools and how the torque curve does not really start to drop hard until past 6500 rpm. The M178 in general is definitely breathing better up top than the M177 in the C63 especially this example. Renntech previously shared an acceleration video of their intermediate tuned AMG GT S running up to 195 miles per hour and this time they take it to 199 miles per hour with the Stage 2 setup. The car accelerates hard with the Stage 2 package and the gearshifts look to be about instant. They get to 198 miles per hour in no time. It's incredible how easily the car gets there and with no drama whatsoever. This car is fast. It will be interesting to see how much further Renntech takes it on the turbo upgrade with race gas but for now they obviously are not pushing the transmission beyond its limits.
    12 replies | 392 view(s)
  • Sticky's Avatar
    07-29-2015, 10:11 PM
    Ford held a press day for the upcoming GT350 and GT350R Mustang models at the 2.0 mile long Grattan Raceway in Michigan. Ford provided some key information on the GT350 and GT350R including that their curb weights are 3760 pounds and 3650 pounds respectively. Not light but not super heavy either. Oh, and how about the fact the GT350R beats the 911 GT3 by 1/10 of a second at this racetrack? That is the Ford press claim. Things may change on different days on different tracks but what it shows is that on the racetrack it is a driver's race between the GT350R and the 911 GT3. That is incredible considering the GT350R is less than half the price.
    13 replies | 169 view(s)
  • Sticky's Avatar
    07-25-2015, 12:21 AM
    Porsche released their own photos of the 2016 991.2 prototypes they are testing just the other day. The car is getting some cosmetic changes the most noticeable of which appears to be a center exit exhaust setup for the Carrera and Carrera S models. This tester was spotted undisguised on the streets of Prague but the photographer only managed to snap a picture of the rear end. Is it really an improvement? It seems like change for the sake of change. Frankly the current 991 Carrera exhaust setup seems to work better with the design and this is not as elegant as the 991 GT3 center exit setup due to the pipes being spaced further apart. You be the judge.
    10 replies | 481 view(s)
  • Sticky's Avatar
    07-25-2015, 01:51 AM
    With the spectacularly fast test figures for the McLaren 650S from Road and Track we speculated that the upcoming 675LT may run the 1/4 mile in 10.0 @ 140 miles per hour. As it turns out, McLaren themselves is claiming a 10.4 @ 142 as the 1/4 mile capability of the 675LT. They also are saying it will do 0-60 in 2.8 seconds, 0-100 in 5.5 seconds, and 0-124 in 7.9 seconds. The scary thing is they are probably sandbagging these numbers a bit as we have seen a McLarenBoost member get a 10.6 @ 135 out of a stock MP4-12C let alone what the 650S or the even stronger 675LT can do. Realistically on drag rubber this car looks like it will do high 9's in the low 140's otherwise completely stock. That type of performance is simply jaw dropping. It trounces past supercar benchmarks such as the Ferrari Enzo and Porsche Carrera GT. It is also quicker and faster than any stock car we know of short of the new batch of hybrid supercars including McLaren's own P1. In that context the 675LT is a performance bargain. THE McLAREN 675LT: POWER. A BEAUTIFUL THING Jul 17, 2015 Light weight, optimised aerodynamics, increased power, track-focused dynamics and driver engagement – all characteristics of a McLaren ‘Longtail’ 0-100 km/h (62 mph) in 2.9 seconds; 0-200 km/h (124 mph) in 7.9 seconds; top speed of 330km/h (205 mph) 100kg weight saving makes the 675LT the lightest in its class, and gives a power-to-weight ratio of 549PS per tonne Stripped out, driver focused interior hints at the performance of the most track-focused, yet road legal, McLaren series production model to date Limited production to 500 coupés, which are all sold out The McLaren 675LT, which debuted in production form at the 2015 Geneva Motor Show, is the lightest, most powerful, fastest and most track-focused, yet road legal, model in the McLaren Super Series, and resurrects one of the most revered names in modern-day GT racing – the ‘Longtail’. It is also the most exclusive in the range, with confirmation that 500 coupés will be produced, all of which are now sold. The 675LT, the first McLaren in nearly two decades to wear the LT – or ‘Longtail’ – name, stays true to the spirit of its iconic predecessor with aerodynamically optimised, dramatically enhanced styling that results in 40 percent more downforce than the 650S which it sits alongside in the McLaren Super Series. ‘The Longtail is a famous name in the history of McLaren, first used on the fastest version of the iconic McLaren F1,’ explains Mike Flewitt, McLaren Automotive Chief Executive Officer. ‘The McLaren F1 GTR ‘Longtail’ was the final highly successful iteration of the F1, and it is an appropriate name for the most exhilarating and driver-focused version of the Super Series. The 675LT is the purest distillation of what McLaren stands for – pure driving pleasure.’ The main focus for the 675LT is clear: to deliver maximum performance, engagement and excitement. To achieve this, weight has been reduced by 100kg through the increased usage of carbon fibre – the signature material of McLaren – and by lighter components throughout, including newly developed suspension geometry derived from the McLaren P1™, resulting in an increased track of 20mm. Power of the newly-developed M838TL 3.8-litre twin-turbocharged V8 engine is 675PS (666bhp) at 7,100rpm, with a torque figure of 700Nm (516 lb ft) at 5,500-6,500rpm. These extreme weight saving measures see the 675LT with a dry weight of just 1,230kg (2,712 lb), meaning a power-to-weight ratio of 549PS per tonne. The sprint from 0-100 km/h (0-62mph) takes 2.9 seconds, with controlled torque delivery ensuring optimised traction off the line. Acceleration continues at relentless pace with the 200 km/h (124mph) barrier broken in 7.9 seconds, on to a top speed of 330 km/h (205 mph). Despite these remarkable performance figures, the 675LT returns 24.2 mpg (11.7 l/100 km) on the EU combined cycle, and CO2 emissions remain the same as the other Super Series models, at 275g/km. New carbon fibre bodywork minimises weight and optimises aerodynamic performance, with the addition of a newly designed front splitter, Formula 1™-style nose end-plates and larger ‘Longtail’ Airbrake. The rear deck is also new. These bodywork changes contribute to a significant increase in downforce levels, up 40 percent over the already extremely aerodynamically-efficient 650S. The 675LT is fitted with adjustable settings for both Handling and Powertrain through the Active Dynamics Panel rotary switches. While a system shared with other models in the McLaren range, the Normal, Sport and Track settings are uniquely calibrated to the 675LT, and are designed to provide the most engaging and track-focused experience. The body changes, all driven by aerodynamic needs, increase the design drama. Front ride height is reduced while the track is wider. Handling is optimised through a stiffer and lighter suspension setup, which includes uprights and wishbones derived from those fitted to the McLaren P1™. The adjustable suspension settings have been recalibrated, boosting driving engagement, road holding and agility. Standard-fit Ultra Lightweight 10-spoke forged alloy wheels are the lightest design ever offered by McLaren, saving a combined 800g over the lightest wheel design previously offered. Though noticeably faster, the 675LT also retains much of the 650S’ astonishing usability and practicality. While designed to be even more at home on the track, it is still a highly usable road car with compromise to comfort levels kept to a minimum. The cabin is upholstered in lightweight Alcantara®, and features a four-speaker Meridian hi-fi, DAB digital radio (Sirius satellite radio in North America) and a satellite navigation system as standard. In the pursuit of minimal weight, and to suit its purposeful intent, air conditioning has been removed, but can specified as a no cost option. The driver-focused and minimalist environment is designed to be ergonomically optimised with minimal distractions for the driver. The uncluttered driver zone is void of steering wheel-mounted switches, with clear and concise displays either side of the larger rev counter. Extended carbon fibre gearshift paddles are mounted on a rocker behind the steering wheel. Inspired by those fitted to the McLaren P1™, these are produced from carbon fibre for the first time on the Super Series. A pair of lightweight carbon fibre-shelled bucket seats, upholstered in Alcantara® and embossed leather are modelled on those in the McLaren P1™. These reduce weight by 15kg and improve the connection between car and driver. Carpet and sound deadening materials are limited within the cabin, further reducing weight. ‘The 675LT is the closest thing there is to a McLaren P1™,’ explains Mike Flewitt. ‘It is always so engaging and dramatic, and alongside the McLaren P1™ it’s the most extreme expression yet of McLaren road car engineering. ‘Though brilliant on the track – and likely to be extensively used on track days – the extra engagement and performance is immediately obvious when driving on the road, even at low speeds.’ The 675LT is offered as a coupe only, and limited to only 500 examples worldwide. Priced at £259,500, all have now been sold, with first deliveries scheduled to begin in July. McLAREN 675LT: THE DETAILS As with its namesake which debuted in the 1997 GT season, the 675LT is the most track-focused model in the McLaren Super Series, with a power to weight ratio that eclipses established rivals. Embodying the ethos of the McLaren F1 GTR ‘Longtail’ it focuses on five key characteristics synonymous with the LT badge: lightweight, optimised aerodynamics, increased power, track-focused dynamics and driver engagement. LIGHTWEIGHT A third of parts changed compared to the 650S which it sits alongside in the McLaren Super Series Significantly enhanced M838TL engine in the 675LT features more than 50 percent new components Extensive use of light but strong carbon fibre body panels Ultra Lightweight wheels are the lightest ever offered by McLaren Weight reduction has been a key focus throughout the development programme for the 675LT and, in a subtle nod to its bigger brother, the result is a saving of 100kg over the other models in the Super Series – in line with the savings made by the 1997 McLaren F1 GTR ‘Longtail’ over its hugely successful predecessors, despite the revised bodywork. The weight savings on the 675LT have been achieved through the extensive use of carbon fibre for the body panels, along with lightweight engine, chassis and body structure parts. In addition to the use of carbon fibre, weight saving has been achieved through the application of lightweight engine, chassis and body structure parts. Key weight saving features include: Body panels – 35 percent Chassis – 30 percent Powertrain – 10 percent Interior – 20 percent Electrical – 5 percent DESIGN Like all McLaren models, the 675LT is an engineering-led design. Everything is designed for a reason, form always following function. The design goal with the 675LT was to boost aerodynamic performance – most importantly, downforce and the extra cooling requirements of the more powerful engine. ‘Of course we wanted to deliver a stunningly beautiful car,’ says Dan Parry-Williams, Head of Vehicle Design and Engineering. ‘But the beauty is the result of the very demanding technical targets we set. You could call the 675LT technical sculpture.’ The signature material of McLaren is carbon fibre, having introduced the material to Formula 1 with the MP4/1 of 1981, and then launching the McLaren F1 as the first all carbon fibre road car in 1992. The 675LT has a higher level of carbon than any other car in this sector. As with the McLaren P1™, the carbon fibre panels have optimised lamination to maximise strength and reduce weight. The new 675LT also uses carbon fibre extensively for body panels, which are lighter than aluminium or composites and much stronger. Designed for lightweight and aerodynamic optimisation, the 675LT features the following new panels, all produced in carbon fibre saving a combined 35kg over an aluminium or composite equivalent: Front bumper including larger front splitter and Formula 1™-style end-plates Front under body Side skirts Side air intakes Rear bodyside lower panel Rear fenders Rear deck Rear bumper Rear diffuser ‘Longtail’ Airbrake As with the 650S which sits alongside it in the Super Series, the 675LT boasts exceptional forward visibility, with a very low cowl and the highest points of the front wings are directly above the centre point of the wheels. This simple design feature ensures optimal positioning of the car on track. While using the same basic design for the glasshouse as the other Super Series models, the windscreen is 1mm thinner, saving 3kg, while the rear bulkhead glass is 0.5mm thinner, saving a further 500g. The weight saving measures also include a louvred polycarbonate engine cover. These revisions to the glazing save a combined 4.7kg. Many of the new body panels are finished in lacquered carbon fibre as standard – including the bigger front splitter and side skirts. Other panels can be ordered in carbon finish as an option, including the rear bumper, the front end-plates, side mirror caps and side intakes. The carbon fibre is satin finished, rather than gloss, saving a further 50g, while also allowing a greater level of the weave to be visible. OPTIMISED AERODYNAMICS Agressive carbon fibre front splitter, Formula 1™-style front end-plates and a completely redesigned rear optimise aerodynamics to increase downforce by 40 percent Widened track by 20mm improves grip and agility, while an increased rake angle increases the effectiveness of the rear diffuser ‘Longtail’ Airbrake is 50 percent larger than other Super Series models, generating more downforce, but weighs less The aerodynamic design of the 675LT is shaped to ensure optimum levels of downforce and cooling, with the airflow being worked as efficiently and effectively as possible across, beneath and through the bodywork. The distinctive and aggressive ‘shark front’ is designed to more purposely channel air on to the bonnet above and in to the intakes below. The side skirts elegantly follow the line of the larger splitter; all guiding air into the lower side intake to support cooling. New carbon fibre body panels were designed to deliver greater strength, lighter weight and more dramatic style. Below the newly designed front bumper sits a prominent carbon fibre splitter, 80 percent larger than the other Super Series models, which works the air harder, complementing new Formula 1™-style front wing end plates to increase downforce levels over the front bodywork. These design features aid turn-in and steering sharpness. Turbulent air from the front wheel arches is ‘cleaned’ as it flows towards the rear bodywork by sculpted carbon fibre side skirts running the full length of the lower bodywork. A second, lower air intake is newly incorporated ahead of the leading edge of the rear wheel arch, below a more pronounced side intake behind the door, both of which feed clean cool air into the side-mounted radiators. Producing 675PS (666bhp), the highly efficient 3.8-litre twin turbocharged V8 engine is cooled via larger air intakes than previously seen on Super Series models. However, in order to ensure there was no compromise with weight, the size of the radiators has not been increased. Instead, the angle has been increased, from 15 to 19 degrees, offering a more efficient solution. Front and rear track are widened over other Super Series models by 20mm, improving grip levels and agility, while the front ride height has been lowered by 20mm over the 650S, increasing the rake angle. By sitting lower with an increased rake, the speed of the airflow beneath the 675LT is increased, which expels the air at the rear of the car more efficiently. This increases the effectiveness of the rear diffuser, pressing the car into the ground. Additionally, with air moving more quickly underneath the car and exiting more quickly at the rear, the centre of pressure is moved forwards, increasing front-end downforce. All body panels from the B-pillars backwards are unique to the 675LT, with new rear fenders, including lower bodysides, the entire rear deck, rear bumper, larger rear diffuser and the ‘Longtail’ Airbrake. Each redesigned panel has resulted in reduced weight and aerodynamic optimisation. The rear of the car, like the front, has a more aggressive and purposeful look and is now working harder. The new carbon fibre rear panels are lighter than a composite or aluminium equivalent, and offer higher levels of structural rigidity – important when they have to cope with the substantially increased levels of downforce. The rear deck and sections flanking the exhaust pipes remain exposed; designed to evacuate hot air from the engine bay as efficiently as possible. Open-mesh areas around the distinctive taillights, the rear deck and in the lower bumper expel hot air as efficiently as possible. Design Director Frank Stephenson explains: ‘The design elements of the 675LT are so extreme, including the race-car like venting at the rear. However, it is important to remember that everything is there for a reason, and that design is to optimise cooling and expel the hot air from the engine and those extreme exhausts.’ A lightweight polycarbonate rear screen, which saves 1.7kg over a glass equivalent, features further louvres, while a louvred carbon fibre rear bumper reduces air pressure over the rear wheels. The rear design is completed with a dramatic integrated carbon fibre diffuser. ‘LONGTAIL’ AIRBRAKE As with the other models in the McLaren Super Series, the 675LT is fitted with an active rear Airbrake which operates to increase downforce and optimise braking performance. As with its McLaren F1 namesake, the ‘Longtail’ Airbrake is larger than on previous models – 50 percent larger than on other Super Series models. The reprofiled design flows into the lines of the new carbon fibre rear wings. However, due to its carbon fibre construction, is actually lighter. In ‘Sport’ and ‘Track’ modes, the ‘Longtail’ Airbrake operates with a greater level of functionality providing increased levels of stability, deploying whenever the car senses extra downforce is required, such as during deceleration or when cresting a hill at speed, rather than simply under braking or when manually operated in ‘Aero’ mode. In a straight line, under hard acceleration, the ‘Longtail’ Airbrake automatically lowers, to minimise drag, similar to the DRS function in Formula 1™. CHASSIS CONSTRUCTION Despite the exclusive nature of the brand, and the relatively small production volumes, McLaren builds more all-carbon fibre chassis road cars than any other manufacturer. The heart of the 675LT is the Formula 1™-inspired lightweight carbon fibre MonoCell. This incredibly strong tub weighs just 75kg, yet is 25 percent stiffer than a comparable aluminium chassis, and has an even greater margin of superiority over steel. It is stronger and safer in a crash – and needs no extra bracing or reinforcement such as side intrusion beams. The carbon fibre has enough intrinsic strength without ‘bolt on’ safety beams. It is also more durable than metal, and its greater dimensional accuracy improves build quality. There are also advantages in ease of repair. Front and rear aluminium extrusions and castings are designed to absorb impacts and are easily fixed. Cars with full aluminium or steel chassis use their structures to absorb and crumple on impact, causing more damage and expense to the entire structure. In order to allow the fitment of the McLaren P1™-derived suspension components and lightweight bumper beam, the front and rear subframes on the 675LT have been modified. INCREASED POWER Significantly enhanced M838TL engine in the 675LT features more than 50 percent new components Power of 675PS (666bhp) at 7,100rpm and maximum torque of 700Nm (516lb ft) at 5,500-6,500rpm Lightweight materials and enhancements within the powertrain save 6kg, while a bespoke crossover titanium exhaust saves a further 1.1kg New turbochargers maximise airflow and aid improved throttle response More than 50 percent of parts are unique to the 3.8-litre twin turbo V8 engine in the 675LT, delivering increased levels of power, torque and driveability. Upgrades include new, more efficient turbos, detail design changes to the cylinder heads and exhaust manifolds, new camshaft and lightweight connecting rods, and a faster-flowing fuel pump and delivery system. These changes are so significant, that the engine unit receives a new, unique code – M838TL. The low weight, low inertia power unit produces, as the name suggests, a power output of 675PS and a power-to-weight ratio of 549PS per tonne. POWERTRAIN The engine in the 675LT has been modified to further improve responsiveness and the linearity of the power delivery. The throttle response is enhanced by the fitment of new powertrain components including lighter connecting rods and camshafts. Weight has also been saved by using smaller and more efficient charge coolers which reduce weight by a further 6kg. As with the award-winning engine found in the 650S, the M838TL is one of the lightest and most efficient high performance engines in production. Formula 1™-derived technology and know-how include dry sump lubrication, allowing for higher cornering speeds without oil surge, and a flat-plane crankshaft, which enables the engine to be sited extremely low in the chassis, lowering the centre of gravity and improving handling responsiveness. The twin turbochargers are unique to the 675LT and, although the same size those on the other models in the Super Series, they are more efficient, with a machined-from-solid compressor wheel – rather than cast – maximising airflow into the combustion chambers. The new turbochargers deliver less heat into the charged air, before it reaches the charge coolers and the combustion chambers, which in turn improves fuel and power efficiency. In addition, the turbochargers now have electronic rather than pneumatic recirculation wastegates. These valves relieve turbo pressure when lifting off the throttle. The electronic system gives a more immediate sense of retardation, improving throttle response. More air into the combustion chambers helps performance, and fuel flow is increased due to a new fuel pump. A new exhaust manifold channels air out of the combustion chambers faster, improving power and throttle response. Despite the higher power and torque produced, the 675LT returns 24.2mpg on the EU combined cycle, while emissions are the same as the other models in the Super Series, at 275g/km. On display beneath a lightweight polycarbonate engine cover, the appearance of the 675LT engine is enhanced with a satin-finished carbon fibre plenum and engine bay panels. Unique machined alloy oil and coolant filler caps are also fitted as standard. The 675LT becomes the latest McLaren road car model to be factory-filled with Mobil 1 New Life™ 0W-40. The high technology engine lubricant has an optimum combination of synthetic base oils designed to meet the high performance engine demands. The product's advanced formula contains additives specially developed to better protect the engine by preventing build-up on critical engine parts, allowing McLaren engines to run like new after thousands of miles, even in the harshest driving conditions. REVISED EXHAUST SYSTEM The exhaust system is a bespoke design to the 675LT, and has been produced to improve airflow and optimise engine sound. The system includes a new crossover muffler, which allows for an increased length, optimising gas flow volume for increased power and the clarity of the exhaust note. Two circular exhaust pipes, forged from titanium, exit centrally through exposed bodywork below the rear wing. Despite a more complex design, the bespoke crossover system is designed to optimise performance and reduce weight, saving 1.1kg. ‘Improved driving enjoyment was a priority – not just when driving at 100 percent, but throughout the car’s entire performance envelope, from town to track,’ explains Mark Vinnels, Executive Director – Product Development. ‘An immediate and linear connection between throttle pedal to torque delivery was essential.’ TRANSMISSION The 675LT uses the familiar seven-speed SSG transmission found in the other Super Series models, retaining the Normal, Sport or Track modes. These settings have been recalibrated to produce more eager performance, with optimised throttle response and gearshifts up to twice as fast as previously offered. The newly developed Ignition Cut technology is a technique adopted from Formula 1™ which sees a momentary cut of the fuel spark on gearshift. This delivers the fastest change possible, and is accompanied by a dramatic aural ‘crack’ on both upshift and downshift. For optimal performance, the 675LT uses the innovative Inertia Push technology – pioneered on the 650S. Available when in the Track setting – above 5,000rpm and from 60 percent throttle input – Inertia Push harnesses the built up kinetic energy to deliver an impulse of torque as the next gear is engaged, ensuring no drop in performance as the driver moves up through the gears. As with the 650S, the dual-clutch transmission can operate as a full automatic, a semi-automatic or a full manual. Manual gearshifts are made using steering wheel-mounted carbon fibre rocker paddles, derived from those on the McLaren P1™’. The drivetrain of the 675LT has been developed with a key focus on the interaction between the throttle, engine and the gearbox. Through a bespoke calibration, a smooth and consistent pull-away has been achieved. ENHANCED ESC CALIBRATION Debuting on the 675LT is an all-new Electronic Stability Control (ESC) calibration, including ESC Dynamic mode, which gives the driver an even greater level of control over the throttle and brake inputs. A dedicated ESC button means this safety feature can be turned off entirely. It is available in Sport and Track powertrain modes. In addition, the system also features a level of activation which reduces electronic support and permits greater slip angles. This is designed for safe but fast and entertaining track driving. Track mode allows for greater slip angles than Sport. A single press of the ESC button allows for this reduced level of electronic control. Brake Steer is another technology which boosts the capabilities and agility of the McLaren 675LT. Initially developed by McLaren for Formula 1™ and introduced during the 1997 season, it was quickly banned as it was seen to offer a competitive advantage. The system aids cornering by bringing the vehicle’s nose into the apex by applying braking force to the inside rear wheel, enabling the driver to brake later and get on the power earlier. It offers the same benefits as a ‘torque vectoring’ differential, but by using the same hardware as the ESC system, it can reduce understeer, and help optimise lap times and driving precision. TRACK-FOCUSED DYNAMICS Stiffer springs front and rear provide sharper response Ultra-Lightweight wheels and newly developed Pirelli P Zero™ Trofeo R tyres are the lightest wheel / tyre set ever offered by McLaren Club Sport Pack and Club Sport Professional Packs offer even greater levels of track focus Like all models in the Super Series, the 675LT has Normal, Sport and Track suspension settings. The sportiness of all three settings has been recalibrated to deliver sharper responses and a more connected ride, as Chief Test Driver Chris Goodwin explains: ‘We’ve improved roll stiffness, damping and pitching and it is a slightly edgier, more raw and slightly more harsh car – and that’s intended. But the beauty of the ProActive Chassis Control system, when coupled with our groundbreaking carbon fibre MonoCell chassis, is that ride comfort and refinement have not been unduly sacrificed. It is perfectly suited for a drive from London to Spa-Francorchamps and back for a trackday.’ SUSPENSION New springs front and rear are lighter than previously used, and are the stiffest in the Super Series, as would be expected of a track-focused model. An increase of 27 percent at the front and 63 percent at the rear improves body control and sharper responses, allowing for the 40 percent increase in downforce generated by the revised bodywork and active aerodynamics. This is coupled with a faster steering rack to give a more extreme driver-focused experience. ‘This is a more engaging car, and more alive,’ adds Haydn Baker, Head of Vehicle Line. ‘The driver feels really connected.’ The suspension system also includes uprights and wishbones derived from the McLaren P1™ which save further weight, and increase the track by 20mm over the 650S. This newly-developed suspension geometry is derived from Formula 1™, explains Carlo della Casa, Engineering Director. ‘We wanted to replicate some of the dynamic drama of the McLaren P1™. The uprights, hubs, castor, king pin angles and toe-in/toe-out all contribute to a more extreme driver-focused geometry. In many ways this feels like a track car, and has been engineered with a track mindset.’ PROACTIVE CHASSIS CONTROL (PCC) The 675LT is fitted with the latest generation ProActive Chassis Control, with a unique calibration to ensure the most engaging and track-tailored set up. The pioneering system, which includes active damping, was first introduced on the first of the modern McLaren models, the 12C, and has been developed and engineered further since then with each new model to allow for greater levels of refinement or focus depending on mode selected. Dampers are connected hydraulically and linked to a gas-filled accumulator, providing adaptive responses depending on road conditions and driver preference. It allows for precise roll control in corners while decoupling the suspension in a straight line for excellent wheel articulation and compliance. The system does away with conventional mechanical anti-roll bars, and reduces weight as a result. An anti-roll bar is a staple of other high performance sports and supercars, and a reason why traditionally the ride quality is compromised, particularly at low speed. CHASSIS As with a Formula 1™ car, wishbone suspension is used on all four corners of the 675LT. It is attached to the revolutionary carbon fibre MonoCell – the perfect platform to ensure predictable suspension behaviour, owing to its rigidity and manufacturing precision. The carbon fibre MonoCell chassis is at the heart of each of the Super Series models, and is the Formula 1™-inspired tub that is 25 per cent stiffer than a comparable aluminium chassis, and has an even greater margin of superiority over steel. It is also stronger and safer in a crash, acting as a safety survival cell, as it does in Formula 1™. It weighs just 75kg – much lighter than a metal chassis, as used by the majority of rivals. It is also more durable than a metal chassis, and its greater dimensional accuracy improves build quality and the predictability of its performance. WHEELS AND TYRES Two unique designs of forged alloy wheels are offered on the 675LT, shod exclusively with tyres developed specifically for the most powerful model in the Super Series with technical partner Pirelli. A newly designed Ultra Lightweight 10-spoke forged alloy wheel is fitted as standard, finished in silver or optionally available in stealth. It is the lightest design of wheel ever offered by McLaren, offering weight saving even over the design fitted to the McLaren P1™. The second style is a five-spoke design again offered in silver, with stealth and gloss/diamond-machined finishes also available. In both cases, the wheels are 19inch x 8.5inch at the front and 20inch x 11inch at the rear. Tyres are unique to the 675LT and have been developed by McLaren with technical partner Pirelli – to complement the specific handling requirements. High performance Pirelli P Zero™ Trofeo R tyres are specified as standard which have a stiffer internal structure – providing more response – and six percent more grip than the Pirelli’s highly capable P Zero™ Corsa tyre, widely used on ultra-high performance cars. For those planning less track driving, or in colder or wetter weather, Pirelli P Zero™ tyres are offered as a no-cost option. CLUB SPORT PACK True to the ‘Longtail’ badge, the 675LT is the most track-focused model in the Super Series and, as such, is available with two optional upgrade packs tailored for track usage. The Club Sport Pack includes a titanium roll hoop with four point harnesses and a fire extinguisher. The use of titanium halves the weight of a conventional steel hoop, and this is the first time that the material has been used for a roll hoop in the automotive industry. CLUB SPORT PROFESSIONAL PACK The Club Sport Professional Pack includes the items in the Club Sport Pack, and adds further track-dedicated and styling elements to give the 675LT an even more aggressive and purposeful look. The pack includes extensive carbon fibre detailing and stealth finishing throughout the bodywork. Carbon fibre is also used for the front wing end plates, lower side air intake and the centre of the rear bumper, along with the side intakes, wheelarches and wing mirrors. Exclusive to this pack, the ‘Longtail’ Airbrake is also finished in visual carbon fibre further emphasising the material at the heart of the 675LT. Echoing the original colour of Bruce McLaren’s early racers, McLaren Orange detailing carries through from the brake callipers to the interior with orange embossed leather and contrasting stitching on the fixed-back carbon-shelled racing seats and throughout the Alcantara®-upholstered cabin. This is matched by a luxury leather weekend holdall in stealth black leather. The Club Sport Professional Pack is offered with a choice of four paint colours; Titanium Silver, Storm Grey, Onyx Black and Chicane Grey. All are matched with stealth-finished Ultra-Lightweight 10 spoke forged alloy wheels with Pirelli P Zero™ Trofeo R tyres. DRIVER ENGAGEMENT Newly developed advanced engine control strategy boosts responsiveness Driver-focused cabin upholstered in weight-saving Alcantara®, with carpet and sound deadening materials limited to reduce weight further ‘By McLaren’ themes premiere on the 675LT with five carefully developed bespoke colour specifications With a saving of 100kg over the other models in the Super Series, weighing 1,230 (2,712lb) the 657LT is the lightest model produced by McLaren to date. This lighter weight benefits agility, handling, acceleration and response, while the aerodynamically efficient styling boosts downforce levels at the front and rear. This optimisation improves steering sharpness, turn-in to a corner, and high-speed balance. With 675PS (666bhp) and 700Nm (516lb ft) of torque available, throttle response and driving excitement are maximised, The increased power and torque help throttle response and driving excitement, while the remapping of the control strategy for the engine and transmission also act to sharpen responses and increase the sense of connection between the throttle pedal and the driven wheels, with no adverse effect on CO2 emissions. With the highest power-to-weight figure in its class, the 675LT offers extreme performance both in acceleration and lap times around a racing circuit. But this car is as much about feel as measurement. The 675LT features a host of examples where detailed changes have been with a focus on further enhancing driving enjoyment. These are evident through the powertrain, chassis architecture and within the cabin. POWERTRAIN ‘An engaging driving experience was an absolute priority,' says Dan Parry-Williams, Head of Vehicle Design and Engineering. ‘We focused from the outset on the driving experience and therefore how we wanted to fine tune the sensory cues that a driver responds to, and relies upon. These include sound, throttle response, gearshift, braking and steering. The objective was to make the driver feel completely connected to the car and make the total experience as exhilarating as possible.’ Interaction is enhanced by the Ignition Cut technology during gearshifts. By cutting ignition, rather than fuel supply, gearshifts are faster and are accompanied by a distinct ‘crack’ as the unburnt fuel is ignited by the new spark. A newly developed advanced engine control strategy boosts responsiveness, further harmonising the integration between throttle, engine and gearshift, providing superbly intuitive driving behaviour. A key target, as Davide Bizzari, Powertrain Control Manager highlights, was ‘to remove any hint of dead travel’ from the throttle pedal, so every input, no matter how minor, has an effect. ‘Having a great link from the throttle pedal, to torque delivery, is key for great driveability,’ Bizzari explains. Driver engagement, and the connection between the driver, the engine and the road, is further heightened by the use of lighter internal components in the engine which remove mass and inertia in the drivetrain. DYNAMICS With a clear focus on track activity, but still fully road legal, the 675LT provides the sharpest and most responsive steering of any model in the Super Series. A new steering rack is the fastest fitted to a McLaren model to date, and is coupled to bespoke suspension tuning, including the use of the uprights and wishbones from the McLaren P1™. New specially developed Pirelli P Zero™ Trofeo R tyres offer a six percent increase in grip over the extremely capable P Zero™ Corsa tyre, boosted by a stiffer structure. Underlining the performance intent of the 675LT, carbon ceramic brakes are fitted as standard, 394mm at the front and 380mm at the rear. Brake pedal modulation has been enhanced, taking learnings from the highly efficient systems on the McLaren P1™ and 650S, to provide a feel which inspires confidence. The braking performance, working in conjunction with the active ‘Longtail’ Airbrake and the enhanced levels of downforce, can bring the 675LT to a standstill from 100 km/h (62 mph) in 30.2 metres, or just 3.0 seconds. Tuned, stiffer engine mounts further improve dynamics through the steering and throttle. ‘The whole driving experience has been enhanced to a new level,’ says Dan Parry-Williams. ‘You are instantly aware, from the moment you get behind the wheel, of the extra performance and engagement.’ Chris Goodwin, Chief Test Driver adds: ‘With the 675LT, we have taken the Super Series to another level – because we can. It feels poised on the road, but totally honed for the track. You just want to keep driving, and keep pressing on. Through reducing the weight, and turning up the sensory feelings through every touchpoint, the excitement factor is turned up to 11. The throttle response, brake pedal feel and turn-in are just more alive.’ INTERIOR The cabin of the 675LT has been designed to offer a cocooning, well-packaged and comfortable environment. Fully focused on the driver, it is clear from clutter and distraction but, unlike many track-dedicated roadcars, the 675LT retains a high level of standard equipment, albeit with a focus on saving weight. Carpet and sound deadening materials are limited within the cabin to reduce weight where possible. Lightweight Alcantara®trim with contrast stitching is standard throughout the cabin, which saves a combined 3.5kg versus leather, although a full Nappa leather interior is available at no extra cost. A pair of lightweight carbon fibre racing seats, first seen on the McLaren P1™, save a combined 15kg and provide optimised connection for the driver to the characteristics of the car due, in part, to deeper side bolsters. The new titanium exhaust, including a new exhaust manifold, provides a more inspirational engine note into the cabin. ‘We wanted a more animate driving experience, to convey some sound through the structure of the car,’ says Haydn Baker, Head of Vehicle Line. ‘These stiffer mounts offer improvements on two fronts. Not only do they emphasise the connection between car and driver, but they also act to improve handling and agility minimising any “pendulum effect” when changing direction.’ Heating and ventilation (HVAC) is now controlled via the centrally-mounted touchscreen IRIS screen, rather than through door mounted controls to save weight. The air conditioning unit is removed, saving 11kg, but can be specified as a no-cost option. Carbon fibre is used extensively in the cabin, including the steering wheel clasp, gearshift paddles, lower centre console and HVAC shroud, echoing the lightweight MonoCell chassis. All visual carbon fibre is satin finished as standard, rather than gloss. This shows up the carbon weave more clearly and, at just 0.1mm in thickness, the finish saves further weight which all adds up to the overall 100kg saving. INFOTAINMENT Despite the track-focused set up within the cabin of the 675LT, the most engaging and extreme model in the Super Series retains a high level of specification rather than being a conventional ‘stripped out’ road racer. Standard features include satellite navigation, DAB Digital radio (SIRIUS satellite radio in North America), and a lightweight four-speaker system from audio specialist Meridian. The innovative touchscreen IRIS infotainment system simplifies vehicle commands, reducing the number of switches and buttons in the driver zone. As with all McLaren models, it is set up in portrait, rather than landscape, which is more intuitive and means driver and passenger can sit closer together, optimising weight distribution. FIVE UNIQUE ‘BY McLAREN’ 675LT THEMES As premiered on the 675LT at the Geneva Motor Show, the ‘By McLaren’ designer interiors represent the pinnacle of the range of trims available. Offered in five bespoke colour themes, never previously offered, each specification has been carefully developed to compliment the exterior paint colour with recommended upholstery and trim detailing, cabin stitching, wheels and brake calliper colours. The ‘By McLaren’ colour palette of five colours comprises four new colours formulated for the 675LT. Chicane Grey, Delta Red, Napier Green and Silica White can be specified for the first time, along with the iconic heritage McLaren Orange. McLAREN TRACK TELEMERTY (MTT) The track capability of the 675LT is highlighted by the new McLaren Track Telemetry (MTT), which is standard, with data displayed on the IRIS screen. The system provides real-time information, including laptime, sector splits, lap deltas and comparisons between other users. Post-drive analysis is also available with GPS-based track mapping, lap timing and data-logging with graphical plots of vehicle speed and laptime deltas. As an option, three cameras can be specified which work in conjunction with the data-logging, recording each lap to allow for additional analysis. The cameras are mounted in the front and rear bumpers, and one in the cabin facing forward over the driver’s shoulder. FURTHER OPTIONAL SPECIFICATION In addition to the standard specification, the 675LT can be comprehensively specified with a full range of further options. Full Nappa leather upholstery can be specified for the carbon fibre racing seats, or an electrically adjustable, heated sports seat option is also available. A full variety of convenience options can also be specified for the 675LT, including a vehicle lift system and an electric steering column. This can be specified as a stand-alone item or paired with the heated and electric seats, and with a memory function. THE STORY OF LT The story of the McLaren F1 is one of the most famous in automotive history, with the all conquering GTR moving the game on further, worthy of a place in the motorsport hall of fame. After a successful season in 1995 and 1996, McLaren set about raising the bar once more in order to stay ahead of the competition. While the name and basic architecture remained the same, the 1997 McLaren F1 GTR ‘Longtail’ – or LT – was completely re-engineered from the ground up, and was the ultimate version of the iconic McLaren F1. With enhanced levels of downforce through extended bodywork, and dramatic weight savings, the end result was the most track-focused derivative of all 106 models to wear the McLaren F1 badge. The McLaren F1 GTR ‘Longtail’ raced successfully during the 1997 sports car racing season, including most prominently in the FIA GT championship against specially developed racing ‘prototypes’, and went within a whisker of winning the world title. Notable achievements included victory in the Silverstone 4 hours, the Hockenheim 4 hours, the Spa 4 hours and a 1-2 class finish – 2-3 overall – at the 1997 24 Hours of Le Mans. Despite racing against the much quicker LMP cars, only one lap separated the #41 McLaren F1 GTR ‘Longtail’ from outright victory. The nearest opposition in the GT1 class finished nearly 30 laps behind. And so, McLaren has done it again. ‘LT’ is now the ultra high-performance brand, re-establishing the McLaren ‘Longtail’ heritage. As the first model to wear the iconic badge, the 675LT embodies the ‘Longtail’ ethos, with a focus on light weight, optimised aerodynamics, increas ed power, track-focused dynamics and driver engagement. MANUFACTURING The 675LT is the most exclusive model in the Super Series: only 500 coupés will be built, and all are sold. They will be produced from July 2015 in the McLaren Production Centre, alongside the McLaren Technology Centre, near Woking, England. All cars will be hand built, alongside all models from the Ultimate Series (McLaren P1™ GTR and McLaren P1™), the Super Series (650S Coupé, 650S Spider, 625C Coupé and 625C Spider) and the Sports Series (570S Coupé and 540C Coupé) which enters series production later this summer. McLAREN 675LT TECHNICAL STATISTICS PERFORMANCE 0-97 km/h (0-60 mph) 0-100 km/h (0-62 mph) 0-161 km/h (0-100 mph) 0-200 km/h (0-124 mph) 0-300 km/h (0-186 mph) 0-400m / ¼ mile Top speed Power-to-weight 2.8 seconds 2.9 seconds 5.5 seconds 7.9 seconds 22.5 seconds 10.45 seconds @ 228 km/h (142 mph) 330 km/h (205 mph) 549PS per tonne BRAKING 100-0 km/h (62 mph) 200-0 km/h (124 mph) 300-0 km/h (186 mph) 3.0 seconds, 30.2 m (99 ft) 4.5 seconds, 115 m (377 ft) 6.9 seconds, 254 m (833 ft) ENGINE & POWERTRAIN Engine Configuration Power Torque Transmission V8 Twin Turbo / 3799cc 675PS (666 bhp) @ 7,100 rpm 700Nm (516 lb ft) @ 5,500-6,500 rpm 7 Speed SSG CO2 275g/km Fuel consumption Engine lubricant combined - 24.2mpg (EU), 11.7l/100km urban - 16.1mpg (EU), 17.5l/100km extra urban - 33.2mpg (EU), 8.5l/100km Mobil 1 New Life™ 0W-40 DIMENSIONS & WEIGHT Dry weight Weight distribution Length Width Height 1,230kg (2,712 lb) 42.5 / 57.5 4,546 mm 2,095 mm 1,188 mm
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    Today, 01:12 AM
    If this picture offends you then you somehow wandered onto the wrong website. Our regular readers will understand and even identify with this. Go ahead and laugh.
    7 replies | 441 view(s)
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    Today, 02:56 AM
    The Ford GT as everyone knows had a 5.4 liter V8 motor with a blower on top. Well, the upcoming GT will not have a V8 and the car will not be supercharged. Instead, a 3.5 liter Ecoboost V6 is taking its place and considering the Mustang offers far more displacement that has some people scratching their heads. Those scratching their heads need to understand the Ecoboost V6 is lighter and that Ford is focused on racing with the upcoming car. As they intend to challenge at Le Mans fuel efficiency is at a premium in such an endurance race and the Ecoboost motor will offer far greater efficiency for the power levels. Plus, just listen to it. Relax everyone, things are going to be just fine with a V6 under the hood. This thing is going to be a beast.
    8 replies | 120 view(s)
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    07-28-2015, 10:13 PM
    Some very fast cars in this video. It is shot from the perspective of the bolt on Gen IV Viper so unfortunately we do not get an in car view for each race but that is ok. There are several good runs here we do get to see in their full glory. The first race is a chase view between the C6 ZR1 and the procharged C7 said to be making 820 wheel horsepower with meth injection. The C6 takes the race and it is said to make 900 whp. The bolt on Gen IV Viper camera car runs the C7 next. Considering the Viper is down 200 wheel horsepower it does fairly well until the power disparity shows. The C7 is very, very quick. The bolt on Viper next takes on a UGR (Underground Racing) twin turbo Viper. As you can imagine this is a beatdown. Once the turbo Viper spools and shifts it is gone. It just takes off. The bolt on Viper camera car takes on another twin turbo Viper after this and the result is much of the same. The yellow UGR Viper runs the ZR1 next but this is a chase view unfortunately. The Viper does take the win though. The final race features a T67 Supra against the bolt on gen IV Viper camera car. This is an ugly beatdown. Frankly, the Supra is probably still spooling as this is written. Nice to see cars at various power levels like this go at it to put high horsepower in context.
    7 replies | 248 view(s)
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    Yesterday, 06:17 PM
    Some very encouraging results here from MotorTrend who got their hands on the new W205 generation C63 from Mercedes-AMG. The test numbers are better than what Car and Driver published and closer to what we have seen from independent results with the C63. The 12.2 @ 119.5 1/4 mile sprint is close to the trap speed of independent tests on a drag strip and reinforces BenzBoost's belief that the new C63 is an 11 second car at over 120 miles per of trap speed in stock form. Winter weather alone should prove that but these are good numbers in the summer heat. The car of course is heavy as all tests have shown. 3963 pounds is closer to E-Class territory than what one would expect from a C-Class. The weight distribution is nose heavy with 54% of the weight up front. It is not nearly as well balanced as the AMG GT which is to be expected. Considering the fairly narrow tires for a twin turbo V8 sedan the skidpad number is impressive with 1.01g pulled. Also higher than the .98g recorded by Car and Driver. MotorTrend liked the MCT automatic behavior when going full tilt but around town they found it behaved odd in power delivery. They compared it to the Porsche PDK when driving hard which is certainly a great comparison but a dual clutch transmission it is not no matter how the software masks it. Good numbers regardless that have us excited to see what the upcoming C63 coupe can do. 2015 Mercedes-AMG C63 S BASE PRICE $72,825 PRICE AS TESTED $89,035 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 4.0L/503-hp/516-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 7-speed automatic CURB WEIGHT (F/R DIST) 3,936 lb (54/46%) WHEELBASE 111.8 in LENGTH x WIDTH x HEIGHT 187.0 x 72.4 x 56.5 in 0-60 MPH 4.0 sec QUARTER MILE 12.2 sec @ 119.5 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.01 g (avg) MT FIGURE EIGHT 24.1 sec @ 0.86 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/25/20 mpg ENERGY CONS., CITY/HWY 187/135 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.94 lb/mile
    5 replies | 247 view(s)
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    07-25-2015, 12:01 AM
    Green and grey? Do those two colors really mesh? Or do they clash especially on something as sophisticated as an Audi RS7? That is up to you to decide. Clearly standing out these days with a set of rims is becoming more and more difficult as everything that can be done has been done. Sometimes trying to be different can be taken too far and we assume this is way too far for most Audi RS7 owners. We doubt an older gentleman is going to pull into the country club with this. For a younger owner who wants to stand out this might make sense. It also might scream look at me a bit too much. It is hard to defend neon green rims on a ride that is supposed to be reserved german luxury and muscle. If you want this kind of ostentatious superficial attention, why get an Audi in the first place? It's not surprising this comes from ADV.1:
    3 replies | 298 view(s)
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    Today, 05:45 PM
    It has been a while since BMW introduced the M6 GT3 set to replace the Z4 GT3. BMW Motorsport director stated the 24 Hour Dubai and Daytona races in 2016 are what they are targeting, "That’s obviously what I think customers would like to run and that’s what we’re clearly aiming at." Those are big endurance races and certainly a good time to make a debut. They are also still a ways off which means testing can continue and the car should be ready to go next year. What BMW is doing is tweaking and testing the car for privateer teams, "That’s the focus of our development program is that we hand over a car to the customers that’s already developed, that not necessarily has raced in the hands of a works effort from our side. It’s competition. But as we’ve said before and I would like to stress again, this is really customer racing. Therefore, for us, it’s not an option to enter a prototype on a works level and compete against our customers or potential customers. This is customer racing and nothing but." Do not expect a factory backed effort with the M6 as you saw with the Z4 and M3 previously. As a reminder the M6 GT3 features a 500 horsepower 4.4 liter twin turbo V8 based on the S63TU engine design with a dry sump oiling system. The power is routed through a six speed sequential manual gearbox. With a dry weight of 2866 pounds it should move quite quickly.
    5 replies | 115 view(s)
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    07-25-2015, 06:41 PM
    Despite the Lamborghini Aventador being positioned above the Huracan in the lineup namely in price as well as power Lamborghini has not been afraid to have the Huracan approach Aventador performance. With the previous generation cars the Gallardo with certain models often exceeded the Murcielago namely on the roadcourse. The Aventador of course offers the larger 6.5 liter V12 motor with 691 horsepower and 508 lb-ft of torque. This is sent to all four wheels although not through a dual clutch transmission but an ISR (independent shift rod) transmission. The Huracan uses the Audi derived 5.2 liter FSI V10 with 602 horsepower and 412 lb-ft of torque. This of course is also sent to all four wheels. The Huracan has less power and torque but it also carries roughly 500 pounds less weight and has the shift speed advantage thanks to its dual clutch transmission. On paper this should be close with the Aventador's horsepower allowing it to show the higher trap speeds and pull past the Huracan up top. In practice, that is exactly how it plays out. The race is close with the Huracan getting a slight lead off the line. The Aventador power advantage shows as it pulls past and opens a slight lead to the kilometer market. The Aventador traps 131.93 in the 1/4 mile to the Hurcan's 128.36. At the kilometer mark the Aventador registers 169.84 to 164.35 miles per hour for the Huracan. Close, but Lamborghini makes sure to keep the Aventador just ahead of the Huracan in acceleration and they are well aware of how they position the cars.
    2 replies | 250 view(s)
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    Yesterday, 05:21 PM
    Improving on the factory BMW airbox design for the F80 M3 and F82 M4 is not easy. It is not like the BMW engineers do not design efficient parts themselves but they do have to work within a certain budget and with BMW suppliers as well as deal with strict regulations. As we all know there is room to improve on many BMW factory parts including something like the intake system on the S55 motor in the F80 M3 and F82 M4. Gains really show when someone is running a tune or higher boost as the factory system becomes more of a restriction at that point. Look at the dyno results on a Mustang dynamometer here from AWE-Tuning. The aftermarket part and the factory part perform about the same until the motor is past 3k rpm. At that point the S-Flo system provides greater flow on the test car which is running their piggyback tune and exhaust system. At the factory power levels gains will be minimal but this is a mod for that person trying to extract every last horse and remove restrictions. What the dyno results prove is that the factory intake can be made more efficient and this pays dividends as the motor is pushed harder. Is this system worth the $1595 they are asking for it? Well, that is up to you. For the cost conscious the recently released BMS system is quite the value alternative. The AWE piece sure is pretty though and offers OEM fit and finish.
    1 replies | 438 view(s)
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    07-28-2015, 06:43 PM
    That is the report from the Germans at It certainly is interesting and they have good German sources so we do not doubt them but it is an odd decision. We expected the 991.2 Carrera to get a smaller 2.7 liter motor than the 3.0 liter in the Carrera S. This makes sense based on how the Macan S and Macan Turbo are positioned with the Macan featuring a 3.0 liter V6 and the Macan S a 3.6 liter V6. This means the difference between the two cars is more than just software alone. Software being key in this turbo era as it makes a big difference in output. Some manufacturers even separate their models these days with software changes in output and Porsche is one of them. Take a look at how the Carrera, Boxster/Cayman S, and Boxster/Cayman GTS using the same basic 3.4 liter motor differ in output for proof. The issue is more pronounced with turbo motors as greater gains can be extracted with software tuning than in their naturally aspirated counterparts. That means if Porsche equips the Carrera and Carrera S with the same basic motor it is easily conceivable that the Carrera with a tune will outpower it. Meaning only those obsessed with their warranty or who do not know any better will opt for the S model when the Carrera can easily match or exceed it through software alone. From Porsche's perspective offering the same motor saves money as all they need to do themselves is offer different ECU software. It makes sense from a bottom line standpoint but we would be shocked if no major hardware differences separated the Carrera and Carrera S. Perhaps Porsche will give the Carrera S bigger turbos for this reason as they are not stupid and know people tune turbocharged Porsches. It will be interesting to see what they do. In addition to the engine these features are expected to be added to the 991.2 Carrera and Carrera S: - Overboost button, which lasts for 120 seconds cuts the 0-100km/h by 0,2s to 4,3s for the Carrera and 4,0s for the Carrera S - PASM can lower the car up to 20mm in Sport Plus - New steering wheel button has an Individual mode to save the driver preferences - Chrono Plus Package gets all-wheel steering - Front lift function up to 50mm - PCM with multi-touch screen Source
    2 replies | 331 view(s)
  • Sticky's Avatar
    07-28-2015, 06:12 PM
    Owners of the new Mercedes-AMG W205 C63 are finally hitting the dragstrip. It is good to see real world times and numbers over magazine figures. Especially times like these which are a realistic representation of what your average driver can expect in summer heat on street tires with a stock car. 12.5 @ 119 is not exactly quick or fast and better times for the C63 will come. What it shows is this is not easy. It also shows the C63 is easily an 11 second car with drag rubber and really even street tires as a 2.4X 60 foot time is just poor traction and a bad launch. With a 1.7X 60 foot which is well within reason one can expect times to drop by over a second. BenzBoost believes the stock C63 is capable of mid to high 11's at 121-122. More details from the owner: "With a full tank of fuel, pano roof, and standard seats it weighed in at 4,065 pounds. He is not skinny but he sure is fast! I was only able to get in 2 runs last night due to track issues. It was a cool summer night and the temp was about 80 degrees. I ran 93 Fuel & Tires were around 23-24 pounds in the rear. The biggest issue is getting the car to launch properly. There is a lot of torque this car puts out. I have room for improvement but overall it was a great night. I will be running the car again and making some changes on my end and the car's end. First pass - Sport + with ESP on, Suspension in Comfort 12.679 at 117.63 MPH Second pass - Race with ESP on, Suspension in Comfort 12.506 at 119.14 MPH. I let the car do all the shifting. I did not shift gears via the paddles." People will no doubt compare these times to M3/M4 times achieved but we would like to remind everyone such comparisons are flawed due to the cars running on different days at different tracks. All direct comparisons thus far show the C63 is the faster car and it does make more power and torque. It sure is heavy though.
    2 replies | 323 view(s)
  • Sticky's Avatar
    07-28-2015, 05:51 PM
    Like Ferraris? Like turbos? Like mid-engine layouts? Of course you do. If the only thing stopping you from buying a 488 GTB was the lack of a removable roof so the world can see you enjoying your turbo Ferrari you are in luck. The drop top variant is now here with the 488 Spider. And wow does it look gorgeous. The main difference between the 488 GTB and the 488 Spider is of course the retractable hard top and the extra weight the Spider carries. Everything else is the exact same including the dual clutch transmission and 3.9 liter twin turbo V8 direct injected motor with 671 horsepower. How much? Pricing has not been announced but expect a premium for the 488 Spider. If not on the list it will of course carry a markup as this will be the hot car to be seen in. That is part of the Ferrari experience, isn't it? Expect more details when the car makes its official debut this September in Frankfurt. The Ferrari 488 Spider: performance and effortless driving for maximum drop-top fun Official unveiling scheduled for Frankfurt Motor Show Maranello, 28 July 2015 – Ferrari announces the launch of the 488 Spider, its most powerful ever mid-rear-engined V8 car to feature the patented retractable hard top along with the highest level of technological innovation and with cutting-edge design. Ferrari was the first manufacturer to introduce the RHT (Retractable Hard Top) on a car of this particular architecture. This solution ensures lower weight (-25 kg) and better cockpit comfort compared to the classic fabric soft-top. Just like all previous spider versions of Ferrari's models, this is a car that is aimed squarely at clients seeking open-air motoring pleasure in a high-performance sports car with an unmistakable Ferrari engine sound. Every area of the car has been designed to set new technological benchmarks for the sector: from the aluminum spaceframe chassis and bodyshell to the new turbo-charged V8, aerodynamics that reconcile the need for greater downforce with reduced drag along with the specific cabin air flow demands of an open- top car, and vehicle dynamics that render it fast, agile and instantly responsive. The world premiere of the 488 Spider will be at the Frankfurt International Motor Show in September but can be seen from today finished in the new Blu Corsa livery at The heart of the 488 Spider Beneath the engine cover throbs the 3902 cc turbo-charged V8 that debuted just a few months ago on the 488 GTB. Its performance levels are nothing short of extraordinary: a maximum power output of 670 CV combined with maximum torque of 760 Nm at 3000 rpm send the 488 Spider sprinting from 0 to 100 km/h in 3 seconds flat and from 0 to 200 km/h in 8.7 seconds. This is also an exceptionally efficient engine as it is not only 100 CV more powerful than the previous naturally-aspirated V8 but also has lower CO2 emissions. The turbo V8 has a unique character, delivering increasing levels of power right across the rev range, and completely eliminating the traditional turbo lag with a throttle response time of just 0.8 seconds. This is thanks not merely to components such as the turbos, but also to a sophisticated production process only made possible by Maranello's leading-edge facilities which are shared with the Scuderia to foster the transfer of racing technologies to the road cars. In line with Ferrari tradition, this model has its own absolutely distinctive soundtrack created using solutions such as exhaust headers with longer, equal- length piping and a flat-plane crankshaft. It was also further enhanced by an in- depth study of harmonics and tonality at different engine speeds. The sound is seductive but never invasive when the top is dropped, with both volume and clarity increasing as the engine instantly responds to the accelerator pedal and revs rise, reinforcing the sensation of massive performance. Sculpted by the wind This is also the most aerodynamically efficient Ferrari spider ever built, thanks to a series of complex aero solutions designed to guarantee optimal downforce whilst reducing drag, two normally mutually-exclusive objectives. Maranello's engineers managed to achieve both goals simultaneously by introducing several innovative devices, including a blown spoiler and an aerodynamic underbody incorporating vortex generators. The air flow studies also took into account factors relating to in-car comfort. The electric glass rear wind stop can be adjusted to one of three positions to guarantee maximum comfort when the top is lowered. Fully lowering the wind stop allows the occupants to enjoy the engine soundtrack even with the roof raised regardless of the weather or driving conditions. Form and function sculpted in aluminum Designed around the concept of the retractable hard top, the 488 Spider has a spaceframe chassis made of 11 different aluminum alloys combined with other noble metals, such as magnesium, each one used in a highly specific way. This yields the same torsional rigidity and beam stiffness figures as the coupé, improving the chassis' performance by 23% over that of its predecessor. An extraordinary result, given that the roof is structural, that is only possible thanks to the expertise of the Scaglietti center of excellence that engineers Ferrari's aluminum chassis and bodies. The RHT folds backwards in two overlapping sections to rest flush on the engine in a very compact solution. The mechanism is exceptionally smooth and takes just 14 seconds for the top to fully retract or deploy. Working with aluminum is important not only in functional terms but also because, by tradition, it demands every detail be treated sculpturally to express the technical excellence of the project through its beauty. Cases in point are the flying buttresses which optimally channel air flows to the engine cover, the ribbing on the engine cover and the air intakes with sculpted mesh grilles which lend that area of the car a sense of incredible dynamism. To achieve this result the Ferrari Styling Centre completely reworked the aesthetics compared to the 488 GTB. Speed and control across the board The introduction of a sophisticated simulator, similar to the one used by the Formula 1 Scuderia, allowed the human factor to influence the car's design from the earliest stages by giving the engineers instant feedback from the test- drivers long before the first 488 prototype was physically built. To make its dynamic behavior even more engaging, the development team honed the car's mechanical set-up in tandem with its electronic systems which are now fully integrated with the SSC2 Side Slip Angle Control System, resulting in 12% faster acceleration out of corners than the 458 Spider. Over all, response times are 9% more rapid than the previous Spider without any compromise whatsoever being made in comfort. The car's design was adapted to efficiently meet the typical the demands of open-top driving and use. In fact, the Spider's dynamic behavior is effortless on even the most challenging routes. It is remarkably easy to drive on the limit thanks to flawless handling even on the most demanding of roads.
    2 replies | 168 view(s)
  • Sticky's Avatar
    Yesterday, 02:11 AM
    Not much really needs to be said here. Obviously, this network likes the 2015 Ford Shelby Mustang GT350R. A lot. We like like it. With recent reports about it being able to hang with the Porsche 911 GT3 combined with these good looks we have no problem admitting the infatuation. It's just a hell of car.
    3 replies | 126 view(s)
  • Sticky's Avatar
    Today, 06:42 PM
    We spend most of our time on speed and power here but it never hurts to look good while going fast. This 6-Series certainly looks good with the Prior-Design F13 650i widebody kit. The fitment and paint all look to be very well done almost as if OEM. Which is interesting as we have members here who have purchased Prior-Design products only to report poor fitment. There certainly is likely a difference between the cars and parts used for marketing such as this and what customers actually get simply based on reports and results posted on this network. That said, this particular example of Prior-Design's work combined with wheels from Vossen certainly looks good. Brembo brakes and a GT Haus Meisterschaft exhaust help finish things off.
    2 replies | 101 view(s)
  • Sticky's Avatar
    Today, 04:40 PM
    The new CTS-V is finally getting into the hands of the magazines and Car and Driver is the first to publish their test figures. Now, before we delve into them we want to raise a bit of a red flag with Car and Driver's Cadillac results considering their major disparity in ATS-V testing. Is Car and Driver in bed with Cadillac? Is Cadillac sending tweaked press cars? Are the new Cadillac V models just spectacularly quick? Is it all of the above? Is it none? In all likelihood the CTS-V performs exactly as the numbers here show. We just want to point out that magazine numbers are harder to trust these days and to get the complete picture we need to see some independent results as well as a comparison with its competition for context. With that out of the way let's look at the figures for the 8L90 8-speed automatic equipped version. 0-60 in 3.6 which is highly impressive for a car with this level of torque and a positive displacement blower. 0-100 in 7.5. The 1/4 mile comes in 11.8 seconds at 124 miles per hour. It is essentially a lighter and faster M5. The CTS-V weighs 4129 pounds which puts it at roughly 250 pounds less than the BMW F10 M5 and roughly 450 pounds less than the Mercedes-AMG E63 S and Audi RS7. How about that, the Cadillac is the lightest of the bunch. Unfortunately Car and Driver did not provide a weight distribution figure but the Cadillac is likely balanced better than the nose heavy RS7 and E63. With grip in abundance as highlighted by .98g on the skidpad this car is going to be more playful than its rivals when hitting the turns. That is kind of the point. This thing can do more than just go fast in a straightline even though it should rule the highway compared to its German competition. The Cadillac is the lightest, likely the best handling, and also likely the autobahn king. Things sure are changing. Cadillac sure is pricing themselves like the Germans. The as tested figure of $95,290 is not cheap and certainly creeping up there. The CTS-V is offering German levels of refinement though, arguably better handling and performance, and is cheaper depending on how the cars are optioned out. It certainly is fair for Cadillac to price themselves the way they are considering what the vehicle offers. We will have to wait and see how it stacks up in direct comparisons but things are looking good thus far. The CTS-V is poised to be the cream of the luxury super sedan crop offering the best all around blend of price, performance, comfort, driver involvement, and luxury. Those traits used to be BMW's recipe for success. Specifications VEHICLE TYPE:front-engine, rear-wheel-drive, 5-passenger, 4-door sedan PRICE AS TESTED:$95,290 (base price: $84,990) ENGINE TYPE:supercharged and intercooled V-8, aluminum block and heads DISPLACEMENT:376 cu in, 6162 cc Power: 640 hp @ 6400 rpm Torque: 630 lb-ft @ 3600 rpm TRANSMISSION:8-speed automatic with manual shifting mode DIMENSIONS: Wheelbase: 114.6 in Length: 197.7 in Width: 72.2 in Height:57.2 in SAE interior volume: F:61 cu ft R: 42 cu ft Trunk: 14 cu ft Curb weight: 4129 lb C/D TEST RESULTS: Zero to 60 mph: 3.6 sec Zero to 100 mph: 7.5 sec Zero to 130 mph: 13.6 sec Zero to 150 mph: 17.4 sec Zero to 170 mph: 25.8 sec Rolling start, 5-60 mph: 3.8 sec Top gear, 30-50 mph: 2.0 sec Top gear, 50-70 mph: 2.1 sec Standing ¼-mile: 11.8 sec @ 124 mph Top speed (drag ltd, mfr's claim): 200 mph Braking, 70-0 mph: 149 ft Roadholding, 300-ft-dia skidpad: 0.98 g FUEL ECONOMY: EPA city/highway (C/Dest): 14/20 mpg
    2 replies | 47 view(s)
  • Sticky's Avatar
    Yesterday, 08:13 PM
    This seems very ambitious and difficult to accomplish. Ferrari has a history of lightweight hardcore models but we can not think of one in recent history that managed to shave as much as 440 pounds off the standard model. That standard model being the F12 which in independent tests pushes 3900+ pounds. Some tests have it over 4000 pounds. ~3900 pounds is quite a bit more than the number Ferrari quotes which is which is closer to 3600 pounds. Simply getting the F12 down to Ferrari's own optimistic claims would get rid of nearly 400 pounds. Let's assume for a moment Ferrari performs a miracle and gets 400 pounds off the car. We could expect a real world weight for the F12 in the 35XX pound range at that point. Coupling roughly 3500 pounds with a naturally aspirated 760 horsepower V12 would make for quite a ride. There is no official Ferrari source quoting this weight loss figure or any concrete details about an F12 Speciale. This information comes from Autocar who mentions no Ferrari source and has a history of making grandiose claims such as these that have no basis in reality and are later proved wrong. In all likelihood a lighter F12 Speciale is likely on the way. The weight loss just probably is not almost 450 pounds and that number seems to have been pulled from thin air by Autocar. Source
    1 replies | 118 view(s)
  • Sticky's Avatar
    07-29-2015, 09:23 PM
    In the August 2015 issue of AutoBild there is a small tidbit on the R8 model expected to slot in below the V10 model. Thanks to our German members we can provide you with the details. You will notice on the far right of the article page it is mentioned that a 450 horsepower 2.9 liter V6 will slot in below the V10. This makes sense for several reasons. First of all, Audi themselves confirmed the V8 is gone and set to be replaced with a smaller turbo motor in the R8. Many outlets reported that the 2.5 TFSI inline-5 is the motor that would be used. The next generation RS4 is confirmed to use a turbo V6 powerplant. The logical conclusion based on Audi precedent is that the RS4 and entry level R8 will share the same motor as they did with the 4.2 FSI V8. This means a turbo V6 and AutoBild confirms this. They do not cite a direct source for their report but keep in mind in this same AutoBild article they have an interview with Audi Quattro boss Heinz Hollerweger. It is likely that he wanted this info not attributed directly to him at this stage so he is likely the unnamed source. All signs currently point to the RS4 and R8 sharing powerplants once again.
    0 replies | 201 view(s)
  • Sticky's Avatar
    07-29-2015, 08:43 PM
    The all wheel drive Tesla Model S P85D is very quick for a sedan especially below 100 miles per hour where its 864 lb-ft of torque at the wheels makes for a formidable stoplight car. The McLaren 650S is also very formidable with a much stronger top end punch. What does that mean? It means this race goes down like most P85D races where the Tesla sedan has a slight lead and then the top end horsepower of the internal combustion car it is racing takes over. This race is far closer off the line than the others though as the 650S gets a slight advantage on the launch. The Tesla hangs in for a bit even pulling slightly down low but it's quickly over as the 650S pulls away effortlessly. It is not even close as the 650S puts bus lengths on the P85D. Considering the 650S Spider is quicker than an Aventador there is no surprise in the outcome except that the 650S launches very well and even off the line the Tesla can't open up any real advantage unless it gets the jump as it did in the second race. Note that this is not the 'Ludicrous Mode' upgrade coming from Tesla but all the new mode can do is delay the inevitable as you see here.
    0 replies | 156 view(s)
  • Sticky's Avatar
    Today, 06:21 PM
    Finally some concrete details on what we have all known was coming since 2013. PorscheBoost speculated over a year ago that up to 2.5 liters of displacement would be offered if Porsche used a modular architecture. We do not have the bore and stroke figures yet to confirm but it looks like we predicted this accurately. Porsche will give the base cars a 2.0 liter turbo boxer motor and the Cayman and Boxster S and GTS variants will get a 2.5 liter variant. The GT4 will remain naturally aspirated with its 3.8 liter flat-6 but this is a limited model anyway. The current rumor is this: Boxster/Cayman 240 horsepower 2.0-litre flat four turbo Boxster S/Cayman S 300 horsepower 2.5-litre flat four turbo Boxster GTS/Cayman GTS 370 horsepower 2.5-litre flat four turbo We do trust these numbers floating around the internet as Porsche always historically does incremental horsepower upgrades. We expect things to look more like this: Boxster/Cayman 280 horsepower 2.0-litre flat four turbo Boxster S/Cayman S 330-340 horsepower 2.5-litre flat four turbo Boxster GTS/Cayman GTS 350-380 horsepower 2.5-litre flat four turbo Torque of course is up with the turbo powerplants but the idea of Porsche taking power down goes against what they always do with updates. It is too early to tell right now so people are just guessing, ourselves included. PorscheBoost just believes it guesses better. Source
    0 replies | 85 view(s)
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