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  • Sticky's Avatar
    06-30-2015, 02:21 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    47 replies | 2053 view(s)
  • Sticky's Avatar
    07-03-2015, 03:07 PM
    This picture says quite a lot. Namely that the oem BMW 335i N54 turbos are tiny. Fortunately there are two of them but when seeing the size of the turbo compared next to a GTX30R the N54 oem turbocharger looks like a little itty bitty baby turbocharger does it not? That is what makes the fact these OEM housings are hitting almost 700 wheel horsepower all that more impressive. It truly is remarkable when put in this type of context. It also shows just how good of a job the turbo vendors are doing on the platform.
    21 replies | 1117 view(s)
  • Sticky's Avatar
    07-02-2015, 06:03 PM
    More and more flash tunes continue to come out for the S63TU engine platform which is used in the BMW F10 M5 and F13 M6. BrenTuning's approach is not just one of an ECU (engine control unit) tune but also addresses the DCT transmission with TCU (transmission control unit) adjustments. The TCU settings are modified to give full torque delivery and lock up on peak boost. BMW likely tunes the transmission the way they do from the factory to protect it for longevity as they do not exactly replace the clutch discs but say they are 'lifetime' units which is really just a cost cutting and warranty measure. That said, by modifying the torque delivery profile one can improve the performance even without increasing boost pressure by unleashing what is already there. Do not expect lifetime clutch life though. As far as the power and torque gains from the ECU tuning BrenTuning on 93 octane pump gas managed to gain on a Mustang Dyno an additional 31 horsepower and 106 lb-ft of torque at the wheels. This is tune only with the only difference from stock being a Magnaflow rear section which does not do much for power output. The gains are seen down low with a massive increase in torque that starts to taper toward redline explaining why the peak torque gain is so much larger than the peak horsepower gain. This is not a motor designed for big top end power but sees massive gains down low in torque. This tune should provide a massive kick in the pants you can feel. As far as pricing, BrenTuning is asking a very reasonable $995. For now it seems they are flashing only in house but mobile flash kits are supposed to come soon. Great stuff as usual from BrenTuning.
    7 replies | 933 view(s)
  • Sticky's Avatar
    Yesterday, 05:30 PM
    Trying to interpret foreign dynos and converting their units to provide meaningful data is somewhat of a headache. For Americans, putting it on a good old Dynojet produces numbers that provide the greatest context. Still, what we can see here is that Porsche is providing exactly what they said they would and maybe a couple extra horses. The Maha dyno reads out at the crank but still has to somehow convert the output it measures to derive the crank figures as it is not an engine stand dyno but using the moving wheels to derive the graph. 391.6 PS is 386.24 horsepower at the crank. The GT4 is rated by Porsche at 385 horsepower. Pretty much right on the dot as it should be considering Porsche is artificially limiting the car to not step on the toes of its big brother 991 Carrera S with which it shares the same 3.8 liter flat-6 engine. Torque is at 304.72 lb-ft and Porsche rates the car at 309 lb-ft so it's basically a wash and this could be influenced by the fuel quality and air temperature. What we learn is that the GT4 is positioned specifically and deliberately to deliver less output than the Carrera S with the same motor which means you can expect nice tune only gains on the motor to bring it up to where it should be. We are looking forward to seeing what the Dynojet tells us.
    12 replies | 240 view(s)
  • Sticky's Avatar
    07-02-2015, 07:04 PM
    More great runs from our friends in Russia here. We have a Porsche 991 Turbo with the PP-Performance RS650 tuning package going up against a stock Lamborghini Aventador and a Weistec supercharged W204 generation C63 AMG Black Series. The PP-P tune for the 991 Turbo and S from what we understand is piggyback based. The 991 Turbo and S both have the same sized turbochargers. A PP-P tuned 991 Turbo S went as quick and fast 9.896 @ 137.78 when trying to oneup Simon Motorsport on the recently discredited Yas Marina drag strip. Well, these runs are not on the Yas Marina dragstrip but done by the Russians known for Moscow Unlimited. The first run has the PP-P tuned Turbo go up against the Lamborghini Aventador and the Porsche wins. No surprise here at all considering how a stock 991 Turbo S did against a stock Aventador. The 991 Turbo gets through the 1/4 mile quicker and faster with a 10.359 @ 132.085 compared to the Aventador 11.059 @ 129.525. It is also faster through the kilometer as the Turbo pulls 169.846 miles per hour to the Aventador's 169.206. The Aventador closes the gap as speeds rise. The second run has the Turbo go at it with a Weistec supercharged W204 C63 AMG Black Series said to be at 700 horsepower so we assume a 2.3 liter blower package. The Black Series is set up for the track and not kilometer drag racing so the owner wisely removes the rear wing which creates downforce at the expense of aerodynamic drag. The 991 Turbo wins covering the quarter mile in 10.650 @ 131.389 compared to the C63 AMG 11.644 @ 127.456. The kilometer numbers are 19.401 @ 169.976 for the 991 Turbo compared to 20.669 @ 166.434 for the supercharged C63 Black Series. It certainly is interesting that the PP-Performance tuned 991 Turbo numbers in the Russian air do not approach what PP-P shows in the hot desert air of Yas Marina in the UAE. You will have to explain that inconsistency yourself.
    10 replies | 453 view(s)
  • Sticky's Avatar
    Yesterday, 05:55 PM
    Fluid MotorUnion does some outside the box thinking and quirky things although many of them are form over function. We would like to reference their BMW E9X M3 S65 V8 velocity stack system as support for this as an example. They may be onto something here though. The McLaren F1 uses gold foil in the engine bay as a heat reflector. It looks like Fluid MotorUnion is trying to take the same approach here to prevent heat soak and keep the M5 air boxes cooler by applying gold foil wrap to them. In theory this of course should work as gold is an excellent heat reflector. We would like to see some data in support of the function though rather than pictures of how cool it looks under the hood.
    8 replies | 447 view(s)
  • COBB Tuning's Avatar
    06-30-2015, 06:36 PM
    Back from Pikes Peak and we just wanted to post up some of the info from the blog. This is a bit of data that we have collected over some the past few months. This same data is what we put into our calibrations to make sure they work no matter the variable! Here is some info from the blog I figured I would post up so you guys can check it out! READING/WRITING OF THE ECU How long does it take? The initial install of the Accessport takes around 6 minutes. Once installed, a map change takes approximately 1 minute. Map changing is done on the Accessport and you can select from calibrations that come preloaded on the device. We have Stage1 maps that are for otherwise stock cars as well as Stage2 maps that are made for cars with upgraded exhaust systems. These calibrations come for ACN91, 91, 93, and 100 octane fuels. We do require that a battery charger be connected to the car for the initial Accessport install process on the 991 turbo. Once installed, a battery charger is not required for map changes. DATALOGGING A great deal of time and resources have been invested to make sure we are offering an exceptional, feature rich, tuning tool. One that can not only flash but also allow the end user to monitor the health and status of their car; something that only the COBB Accessport can do! Data collection is an instrumental part of making a proper calibration. Without data you are only taking an educated guess of the vehicle’s state. The Accessport is able to datalog the most crucial parameters for the Engine Control Unit at a sample rate of 45 samples per second. We currently have the ability to log every single factory monitor as well as a slew of custom created monitors that not even Porsche can see! As we continue to learn more about these cars, we will have the ability to create custom monitors using any data that is reported to, or calculated by, the ECU. Below is an example of a small sample of data monitors we currently have access to, viewed in conjunction with a dyno run from one of the many 991 turbos we have been testing with: Over the previous months we have flown around the country and tested our OTS maps for these cars in varying climates and elevations using a variety of fuel grades. A majority of the R&D was performed out of our COBB SoCal facility which has access to some very poor quality 91 octane fuels as well as 100 octane race fuel. We have also performed a great deal of testing in extreme climates and elevations. From a freezing Pikes Peak to an extremely hot and humid Puerto Rico, we were able to test the cars and calibration files in a variety of relative air densities. Below, we’ll take a look at a few of the quirks we’ve learned along the way: -First, the factory intercoolers leave much to be desired even in stock form. With raised boost pressure we have seen intake temps as high as 185*F while in Puerto Rico and 205*F on Pike Peak pushing the pressure ratio of turbos in an extremely low barometric pressure environment. Intercoolers will be a highly recommended upgrade for these cars in the future as cooling the intake charge will be absolutely vital for making power in a safe manner. -The fuel system on the 991 Turbo seems to be a bit more capable than that of the previous 997.2 Turbo. We have experimented with alternative fuel mixtures and thus far have had great results. We have successfully tested up to E30 in a Stage2 Turbo S without any issues whereas the direct injection fuel system on the 997.2 Turbo car is not capable of maintaining pressure with that amount of ethanol content. We will continue to experiment with alternative fuel blends in order to find and push the limitations of the factory fuel system. -The turbochargers on the 991 Turbo appear to be more efficient than those of the previous generations. We performed some exhaust gas back pressure testing in the 991 and compared the results to those from a 991.1 Turbo. We noticed that the 991 spools earlier as well as holds boost longer with less back-pressure. Back-pressure is still quite high in the upper RPM range but not as bad as the 997.1. Below is a dyno plot illustrating the differences between the 991 and 997.1: The solid line is from the 997.1 and the dashed is from the 991. The blue line is the barometric pressure (InHg), pink is temperature (*F), red is relative boost pressure (psig), and orange shows exhaust manifold pressure (psig). You can see that the 991 spools quicker and makes more boost with less back pressure than with the 997.1. The average boost from 2200RPM to 6500RPM on the 991 in this example was 19.4psi with and average exhaust gas back pressure of 24.2psi. The average boost for the 997.1 over the same rev range was 17.3psi with an average exhaust back pressure of 24.182psi. At 6500RPM the exhaust back pressure of the 991 is just shy of 10psi lower than that of the 997.2. In general, it is preferred to keep exhaust gas back pressure at a minimum in order to keep temperatures under control. When exhaust gas back pressure is too high it puts excessive strain on the turbocharger and effectively lowers the overall volumetric efficiency of the engine. POWER GAINS The 991 Turbo’s gains on the OTS (Off The Shelf) maps are substantial. This is a graph of a bone stock 2015 991 Turbo S with just a flash. As you can see the car picks up a lot all over the power band! Another strong example of a car we have tuned with some basic bolt-on modifications: This is a graph of a bone stock 2015 991 Turbo S with just a flash. As you can see the car picks up a lot all over the power band! Another strong example of a car we have tuned with some basic bolt-on modifications: If you have any questions on the 991 stuff please feel free to email me and ask! Thanks! -Mitch
    3 replies | 390 view(s)
  • Sticky's Avatar
    Yesterday, 07:18 PM
    TTE (The Turbo Engineers) Germany does some very cool stuff including C6 RS6 V10 twin turbo upgrades. Unfortunately, the US market did not receive the monster twin turbo V10 C6 generation RS6 which is certainly a downer considering the 'US hates wagon' excuse can not be applied as the car was also produced as a sedan. That is water under the bridge. Despite the US market not getting the car we still like to see what it is capable of and it certainly is capable of a ton of power and torque as the dyno results below reinforce. These are hybrid turbos and completely plug and play. TTE takes the OEM setup and gives the turbos larger forged billet compressor wheels and new intake pipes. The result is turbos capable of over 900 crank horsepower and 867 lb-ft of torque: The dyno states the output is 901.4 horsepower in 'normal' output. Below the 'engine output' is 951.8 horsepower. What the difference between normal and engine is we are not sure. Wheel output is below the two of these at 767.6 horsepower to all four wheels. We would love to see it on a Dynojet but these are impressive numbers. Take a look at the acceleration from a standstill to 150 miles per hour: Further details on this turbo upgrade can be found here. Too bad people in the USA can't play with it: TTE850+ Performance Upgrade Turbochargers RS6 C6 V10 The RS6 C6 with its 5.0 V10 Bi-Turbo engine and 580 PS is the most powerful Audi series production engine to date. Our TTE850+ turbochargers will push the V10 to beyond 850PS with ease. Some tuners like KSF Motorsport and MRC Tuning have seen results at over 900PS+ making these hybrid RS6 upgrade turbochargers the biggest maybe available anywhere, yet still totally Plug & Play. Power level reserved only for true hyper cars and still remaining perfect for driving to go get your family shopping, not loosing any drivability. Engineered & Enhanced The formula to making a TTE850+ starts with a much larger forged milled billet compressor wheel, chosen because is highly efficient, new generation type with ultra thin blades, creating extremely high flow for comparative size, giving a compressor map that's very wide. TTE850+ Yield a maximum air flow rate of 615litres a second Vs stock of 500 (estimated). The intake pipes included with this upgrade has been CNC milled and hand finished to match and smooth the transition to the larger compressor inlet opening to lower turbulence and maximise velocity. We also give the stock turbines a special curved clip, a grinding process to the turbine blade tips, curved to alleviate stress from process and clipping the length reduces blade area, thus increasing gas flow and so reducing back pressure, lowering exhaust gas temperatures, allowing safer higher boost level's. This process also gives a secondary advantage of removing some material, lightening the turbine thus reducing rotational mass improving moment of inertia. Dyno's have shown no little to no loss in response vs stock yet huge gains in power and torque. Significant attention is given to port the exhaust runners at the flange to match and smooth the transition from head to exhaust runner for maximum gas speed and so improving efficiency to the turbine. Firstly by CNC then hand finished. Actuators used are uprated sprung OE units fitted with our reinforced clamps for trouble free operation. These also can also be modified/set to customer needs and specifications. Equilibrium Precisely balancing our turbochargers is a key critical factor for longevity and performance. Good balance improves acoustics also. Subsequent great care is taken with all TTE turbochargers with this regard. Firstly parts are balanced at slow speeds up to 2800RPM in multiple planes using our single parts machine, then components are assembled and then the CHRA are dynamically balanced yet again but this time at up to 250,000 RPM in multiple planes using our in house VSR machine to acquire the ultimate equilibrium, to a standard far higher than OEM. Supplied with a balance test result document. Key Points Genuine IHI Housings & Components CNC Optimized Intake Pipes included Highly Efficient Next Gen Billet Compressor Geometry Optimized Compressor Cover Machining Clearances CNC Port Matched Exhaust Runners Special Curved Clipped Turbines Genuine IHI Uprated & Reinforced Synchronized actuators Dynamically Balanced & Supplied with test result document Fitment As Original. Plug & Play 850+ PS Capable Designed, Machined & Built by TTE in Germany We offer brand new or exchange (depending on stock). We also can offer to upgrade your used turbochargers Brand New Price 7890.00 euro inc vat To Recondition and upgraded a used set of RS6 V10 to TTE850+ Spec, Price is 2799.00 Euro inc vat Shipping does vary but 50.00 euro is a good guide for Europe wide. Reconditioning price shown is based on overhauling and reconditioning, upgrading a undamaged used turbochargers within specification. Only once cleaned and dismantled, inspected then a firm price be made
    2 replies | 160 view(s)
  • Sticky's Avatar
    Today, 02:27 AM
    This Audi RS7 we have seen in action before going up against a tuned BMW F82 M4 where it performed very much like a stock RS7. The tuner VAG-Doctor (no gynecologist jokes please) must have actually done some work to the RS7 this time as it does much better going up against a PP-Performance tuned Porsche 991 Turbo. The RS7 loses against the 991 Turbo but it puts up a strong fight this time with faster trap speeds. In the 1/4 mile the RS7 goes 10.9 @ 128.48 which is exactly the range for a tuned RS7. The Porsche 991 Turbo goes 10.40 @ 132.32 which is about the same we saw out of this same car previously against an Aventador. The second race has the 991 Turbo square off against a tuned CLS63 AMG 4MAtic with its M57 tuned by Ramon Performance whoever they are. The 991 Turbo catches the CLS63 sleeping at the line and gets a nice jump. The CLS63 has no chance to catch up and loses the kilometer drag race. At the 1/4 mile marker the 991 Turbo manages a 10.314 @ 133.42 to the CLS63 10.962 @ 129.823. The kilometer figures for the 991 Turbo is 18.982 @ 172.07 to the CLS63 19.753 @ 149.328 as the owner clearly let off. It's too bad the CLS63 and the RS7 did not go at it as they are more evenly matched.
    1 replies | 226 view(s)
  • Sticky's Avatar
    07-03-2015, 02:44 PM
    This is so absurd in a BoostAddict kind of way. It is just flat out awesome. 9000 pounds of six wheel drive German street legal tank designed to conquer anything in its path with a twin turbo 5.5 liter AMG V8 under the hood sending power to all six wheels. If that doesn't get your attention you simply are on the wrong website. BenzBoost announced that Weistec officially had 6x6 G63 AMG's in stock earlier this year and also that they planned to upgrade the models with the full Weistec Engineering M157 upgrade catalog which includes larger turbos to take power to 700+ horsepower depending on tuning and fuel. Here is a full build of one such model with the Weistec M157 upgrades detailed in Weistec's customary professional manner. Take note tuners, this is how you display builds. Especially a build that deserves to be detailed like this one. There is a video below but there are no dyno numbers which we think we can let slide this time as finding six wheel drive dyno machines is probably slightly hard to source. Additionally, this type of build and vehicle shows how far Weistec has come. This giant vehicle metaphorically represents their giant stature in the AMG tuning world. They are able to bring in and sell a $850k+ SUV for street legal US consumption and on top of that modify it. Who else can say that? Epic work Weistec. Epic. Bold, giant, beautiful, scary, unique… You'll never get the same response twice from onlookers with this post-apocalyptic-ready creation from AMG. Most likely because with a very limited number of them gracing our planet, there’s a very good chance you’ll never even see one in person. It's about as rare as they come. Weistec is an importer able to permanently import a G63 6X6 into the US (and specifically including California) for use on public roads for those looking for a very rare and unique vehicle that will shock and awe everyone. This dark matte black leviathan is an example of an imported, and legalized ultra rare vehicle that has then undergone Weistec G63 6X6 Upgrade Package. The build was simple and straightforward. The M157 5.5L Biturbo V8 found in the six wheel drive AMG is the same power plant we here at Weistec know extremely well and have been able to break world records with. Naturally, Weistec knew exactly what to do to generate the most power to each of the six wheels without compromising reliability and driveability. Weistec Turbo Impellers replaced the factory units, paired with the industry's only true downpipe and midpipe upgrade, ECU Calibration, Bulletproof Transmission, TCU Calibration and other Weistec engineered performance products completed this wild package giving this vehicle monster power to match its monster demeanor. - Turbo Impeller Upgrade - Downpipe and Exhaust System - Spark Plugs - High Flow Air Filters - ECU Calibration - TCU Calibration - Bullet Proof Transmission, AWD However, this posting wouldn't be complete without a test drive… Watch the video below to see how we did.
    0 replies | 320 view(s)
  • Sticky's Avatar
    Yesterday, 06:40 PM
    Rumors are swirling regarding the Giulia coming to the USA and namely the high performance Quadrifoglio variant. A quick visit to the website shows the US branch promoting the Giulia Qaudrifoglio so they seem to be teasing it for the US market and gauging feedback. We did of course contact FCA (Fiat Chrysler Automobiles) and received a response regarding its US sales that did not confirm or deny anything. Basically a meaningless response with no substance. There is no official confirmation but all signs currently point toward Alfa Romeo bringing this car to the USA as a 2017 model year vehicle. Alfa Romeo frankly needs the US market to reach its ambitious sales goals. Watch the video below which will make you certainly hope they do bring it over:
    1 replies | 98 view(s)
  • Sticky's Avatar
    Today, 12:40 AM
    The internet is clearly bored when this garbage is getting front page press on every automotive website. Autocar is generating hits the best way they know how which is by click baiting with speculation. It's based on comments from BMW M head Frank Van Meel so at least they didn't just make it all up. The Japanese once tried a horsepower cap. It didn't work. What it did was hold them back. We can guarantee if Mercedes and Audi are stomping BMW in output then BMW is going to lose their enthusiast core and M cars will no longer be viable. This is more true now than ever with M cars basically becoming dragsters. A 600 horsepower cap is just as meaningless as Van Meel's statement, “For now, 600bhp is the most you can get in an M car." BMW is already offering over 600 horsepower anyway if you go by the real output at the wheels. His statement seems to be saying 600 horsepower is the most you can get right now, as in today, which is true. If BMW only offers 600 horsepower for the next generation M5 that likely means closer to 600 at the wheels. The new BMW M3/M4 are rated at 425 horsepower which on paper is very close to the 414 the E9X M3 offered. The reality is that the new M3 and M4 are much more powerful than implied. This manual transmission being eliminated statement at least has some basis in reality but it's a topic that comes up every year. The F10 M5 was reported to ditch the manual and it didn't. The F80 M3 was supposed to ditch the manual and it didn't. Van Meel has a point that the DCT outsells the manual and Porsche of course learned this lesson and only offers the driver oriented GT3 in PDK for this reason. BMW M's head of engineering stated the M3 would always have a manual. The manual is definitely dying but do not write it off completely just yet. We would expect the next generation M5 to likely not have a manual but there is room for a manual transmission in the BMW lineup as long as enthusiasts continue to demand one. Let us all not forget how badly Autoblog messed this up. Van Meel understands this, "It’s difficult to say we’ll stick to the manual, but we still have a big fan community for manuals and we are not going to take away something the customer wants to have.” The main conclusion is that Autocar's article is garbage. BMW will offer more than 600 horsepower as they already do. The limit is not in the motor but in putting that power to the ground. Expect all wheel drive on the next generation M5 for this reason. Great click baiting by Autocar. Well done. Now if they could only put as much effort into real news and reporting. Source
    0 replies | 257 view(s)
  • Sticky's Avatar
    Yesterday, 11:38 PM
    Be forewarned, there is a bit of tuner politics going on here. That said, recently something caught our eye and also caught a few tuners eyes. BenzBoost received an e-mail from MTB Germany regarding their Stage I tuned for the Mercedes W205 C63 AMG M177 engine. A day later, Rebellion Automotive sent us a very similar graph offering a similar product with the dyno graph in German. To us, it looked like MTB and Rebellion releasing their products at the same was more than a coincidence as was the same style of dyno graph betwen the two with both being in German. This is the not the first time we have seen this. Why would a UK tuner be promoting with German graphs unless their source was German? This type of thing happens often where tuners who are not vendors send us products hoping we feature them. Usually we dismiss these but BenzBoost is interested in making friends and promoting products so our users are aware of their options even if they are from non-supporting vendors. This is why you read articles on products and achievements not just from the people who pay to advertise. It is also why we were glad to show more options on a new platform like the AMG M177 motor. Something interesting happened after the articles went up. More than once source saw these MTB and Rebellion articles and mentioned Rebellion was sourcing from MTB Germany. BenzBoost asked Rebellion about this and they said they do all their work in house. BenzBoost also asked Rebellion if their tune was a piggyback like the MTB tune but was told it is a flash. BenzBoost asked for a flash vs. piggyback overlay from Rebellion but did not receive it. One of the tuners to notice all this was Renntech who said they prefer to stay out of these things but since Rebellion was implying behind the scenes to supply their M133 piggyback box (Renntech since released a flash tune) that they had to set the record straight. Interesting, especially considering you can see Rebellion marketing the MTB dyno bay under their name: Renntech definitely did not like the implication that Rebellion is supplying them especially when Rebellion is the one that looks to be supplied and is reselling: Striking similarity between those boxes and graphs that MTB and Rebellion post. We asked MTB directly if they supply Rebellion. They did not confirm it but they did not deny it: Rebellion denied it: "The reason the dyno is in german is because our physical delivery vehicle isnt arriving until first week in July. We had to go to Germany to work on a Clients vehicle which was one of the first delivered. ... In the UK there is only around 10cars total so far! I have a team of coders on my payroll experts in various fields.. Not other companies.." Now, Renntech alleges the V2 Rebellion box released in April 2014 copies the Renntech design: "Again: they just found out where we got our wiring and hardware from… Still these are NOT the same boxes, even if they use the same connectors. We have a different hardware + a different program that we have programmed by ourselves. In the end we will not get future units from the same supplier to avoid these problems in the future." So Renntech is changing suppliers to avoid potential copy cats naturally. Renntech is using TTE for their M133 turbo upgrade because TTE already began doing the work so it is logical to use them as a supplier. Rebellion also uses TTE as do many other companies. Building turbos is what TTE (The Turbo Engineers) in Germany does. Renntech waited until they had full control of the ECU before venturing into the turbo upgrade. Rebellion automotive did not. Renntech Regarding the M133 Turbo: "We played with an upgraded turbo from the beginning (September 2013) but since the results were not better to start with compared to Stock turbo and Box, we decided to wait until we have full ECU access. Meanwhile MTB sent a unit over to TTE (the turbo engineers) They also didn’t get much better results but still… The TTE unit was “born” and available from then on, this is why we decided NOT to go our own way with the Turbo upgrade but just to buy the TTE unit as well. The truth is as well, that Rebellion never had whatsoever “development” work on anything. I am sure TTE will confirm that the even didn’t know a firm called Rebellion existed until February/March 2014." Now of course there are politics at work here. Rebellion did not directly state they supply Renntech but implied it: "2015 22:00:46: Matt - Rebellion: You know where the renntech turbo comes from right? 07/06/2015 22:01:16: LondonViking: Same as where you got yours TTE 07/06/2015 22:02:57: Matt - Rebellion: You know who developed the turbo for the A45 with TTE back in October 2013? 07/06/2015 22:03:11: Matt - Rebellion: And has been updating the range with TTE 07/06/2015 22:04:00: LondonViking: I know what your answer will be but and ? 07/06/2015 22:04:21: Matt - Rebellion: Yes it was us 07/06/2015 22:04:43: Matt - Rebellion: And the question why the renntech box is very very similar to ours.. 07/06/2015 22:04:55: Matt - Rebellion: I promise you we are not a guess work company 07/06/2015 22:05:20: Matt - Rebellion: We are a development company and we push the boundaries to a brief 07/06/2015 22:05:36: Matt - Rebellion: Fir most of our customers they want fast road cars 07/06/2015 22:05:53: Matt - Rebellion: For* 07/06/2015 22:24:29: LondonViking: Sorry for the late reply but if you claim their box is a replicate of yours that's interesting 07/06/2015 22:27:49: Matt - Rebellion: I'm not claiming anything �� 07/06/2015 22:28:56: LondonViking: Aren't you saying between the lines they've copied your stage I box ? 07/06/2015 22:31:34: Matt - Rebellion: Not at all. I'm still slightly confused as to why the group insist we have not provide info when we have provided more than anyone else" This certainly is interesting. The truth is probably that Rebellion has a German source and the logical conclusion is that the source is MTB based on the evidence provided although we can not say this with 100% certainty as neither MTB or Rebellion will confirm it. Renntech does not like the implication that the Rebellion box and the Renntech box are similar due to Rebellion's work and is switching suppliers as they believe Rebellion sourced the same supplier as Renntech in a move to copy. You can decide on your own what the truth is.
    0 replies | 230 view(s)
  • Sticky's Avatar
    07-03-2015, 06:27 PM
    Congratulations to FFtec for breaking the Ecoboost Mustang trap speed record! Their Ecoboost work continues to impress and their FF600 Ecoboost Mustang package in particular. Unlike the previous records, this is not some stripped out dedicated drag car. This is a full interior and full weight street car. Full interior, power steering, air conditioning, all the seats in place, and only the tires are changed to drag slicks. There were three passes and on the final pass the owner who does not have extensive drag racing experience clicked off a ridiculously impressive 11.593 @ 121.76: Very nice numbers. The question is, how much power is the car making to hit these figures? FFtec previously posted what looks to be the same car hitting 520 wheel horsepower. We do not have the full breakdown on the parts of the FF600 package but if the earlier dyno results are anything to go by it should be something like this: - Technical Details - Turbo System BorgWarner EFR8374 @ ~33PSI FFTEC CylHead/Turbo Flange Adapter FFTEC Intake System FFTEC Chargepipe System FFTEC EcoEconomy Intercooler FFTEC Exhaust System Cylinder Block FFTEC Forged Pistons FFTEC Forged Rods OEM Crank OEM Cylinder Block -- No BlockGuard, Sleeves, CSS, etc. Cylinder Head OEM Cylinder Head -- no Port/Polish OEM Valves OEM Valve Springs OEM Camshafts ECM/Electronics COBB Accessport Protuned by our own Calibration Staff Well done FFtec:
    0 replies | 171 view(s)
  • Group.america's Avatar
    Today, 08:29 AM
    RS7 engine is so sick when tuned... love to put that engine in my little A3.. then we may have a chance vs something
    1 replies | 226 view(s)
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