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  • Sticky's Avatar
    05-25-2015, 05:31 PM
    There was a time when 400 wheel horsepower seemed like a lot out of the stock frame N54 turbos. Then the 500 wheel horsepower mark was crossed. Then the 600 wheel horsepower mark. Now, we are on the verge of cracking 700 wheel horsepower with modified stock frame N54 turbochargers. Who ever thought this would be possible? It truly is impressive and truly a milestone in N54 tuning. Really, it's stunning considering how many times in the past people would complain about the 'tiny' snails on the N54. Well, those tiny snails are making some big power with the right modifications. BimmerBoost would like to congratulate member @The Ghost for his achievement. His data and details are below. Continuing from my previous thread, I decided to go back to the dyno to do a few tweaks. My setup is as follows: N54, FBO, 6MT JB4 G5, Custom back-end flash VTT 2+ turbos (20T, clipped) VTT turbo inlets, w/BMS DCI BMS Port Injection kit Split Second injector controller (AIC1-G4H) Fuel-it Stage 3 dual LPFPs e85 Stock exhaust (catted) The only change since last time is I ditched my customer rear inlet, replacing it with the VTT silicone hose. This fits much better and is actually shorter than the one I build by a good bit. I didn't have long on the dyno, so I upped the boost slights (holding 27.x) and added some mid range timing (10 degrees max now). I was very pleased with the results. Here are a few notes: I still have a tip-in rich condition, which I will fix in the PI map Boost is not hitting target (28psi) - I may change the JB4 rpm-based duty bias to see if it will hold 28psi (there seems to be more pwm headway, albeit small) The car kept making power with timing - I think I could run 2 more degrees as VTT did, perhaps cracking 700whp - I decided not to risk popping the motor today :) I'm still waiting to remove the catted exhaust in favor of a 3.5" single Attached are some dyno comparisons: Comparison between my previous personal best and my runs today My maxed FBO meth/e85 car vs. my final tune today FBO map 0 baseline vs. today's final tune Here is the datalog of the last run: http://datazap.me/u/ghost/dyno-log-3-105?log=0&data=1-3-4-11-18-24-25-26-27-28-29&zoom=30-81 Special thanks to Terry@BMS for the extensive support and parts, Fuel-it, and VTT for badass products and killer support.
    104 replies | 1485 view(s)
  • Sticky's Avatar
    05-23-2015, 06:53 PM
    The network has become increasingly skeptical of 1/4 mile times coming out of the Middle East and specifically the Yas Marina drag strip located in Abu Dhabi in the UAE. Recently, a very fast run from a C63 showing an impossible 60 foot time raised eyebrows and Middle Eastern members conceded the timing equipment at Yas Marina was off when this was questioned. This leads to the logical follow up questions of how long has the timing equipment been off for? How many runs are suspect? How is a hot desert environment providing times so much quicker and faster than the rest of the world? BoostAddict contacted Yas Marina and the NHRA regarding this issue. Middle Eastern members state this was just a glitch and the circuit is NHRA accredited. That is not true. Yas Marina has not renewed its NHRA license since 2012. This is the response to BoostAddict's inquiry on the matter from Mark Hughes, the NHRA World Wide Consultant: This response means any run from 2013 on is suspect. We already have evidence the timing equipment is off and the only conclusion one can draw is that without an NHRA license, inspection, and accreditation the playing field is not level and that cheating has been going on. Frankly, it appears the cheating is rampant. As we do not know who cheated, when they cheated, etc., the only course of action is to invalidate all Yas Marina records from 2013 on from when they lost their NHRA license. Until this matter is resolved and Yas Marina again has an NHRA license and has been inspected this network will not recognize any runs or records from the drag strip as valid. When the trapspeeds.com database goes live on this network, all Yas Marina runs from 2013 on will receive an asterisk next to them indicating them as suspect and invalid. BoostAddict only received a response from the NHRA. Yas Marina has yet to comment on the matter despite being asked the same questions as the NHRA. However, if 'accidental miscalibration' is going on at a strip like Yas Marina with its reputation and resources and it failed to renew its NHRA license we wonder how many other suspect drag strips there are in the Middle East. It is stunning that the Yas Marina Circuit would not value its integrity and reputation higher than this. This issue now calls into question the validity of all Middle Eastern strips and times. It is unfortunate for honest enthusiasts who just want to enjoy their cars to be caught in the middle of this issue. It is simply a result of administrative failure and those who do not have the integrity to compete honestly on the 1/4 mile dragstrip with enthusiasts worldwide.
    39 replies | 1534 view(s)
  • Sticky's Avatar
    05-23-2015, 12:38 AM
    It is puzzling that BMW is so aware of its history yet at the same time chooses to ignore its production aspects. The 1972 BMW 3.0CSL was a homologation special. It stands for Coupe Sport Lightweight (and now you know why the E46 M3 CSL badge was important). It was meant to go racing and go racing it did. Yet BMW sold it to the public. The car won the European Touring Car Championship in 1973. It would take second place in 1973 at the Nurburgring Touring Car race. From 1975 until 1979 it was undefeated winning the European Touring Car Championship each season. The 'Batmobile' as it is widely known dominated racing and built a legendary reputation. That is why BMW is honoring it much like they did the M1 with the M1 Hommage concept. Unfortunately, while BMW remembers its racing history it does not produce anything like an M1 or E9 CSL today. If you even mention the i8 or M6 as spiritual successors you do not understand the Motorsport emphasis of the originals. They made their name and were built for the race track. Do not get too excited about this modern take on the 3.0 CSL as it will never see production. The car makes extensive use of CFRP and carbon fiber to keep weight low. There are no details on the drivetrain as it is primarily a design and lightweight technology showpiece. As the name implies, a 3.0 liter inline-6 has to be under the hood. What that inline-6 could be is anything but an S55 motor would not be a bad choice for a modern interpretation. It's too bad BMW does not actually produce anything like this. Go ahead and look at the pictures and dream about them putting the car into production. BMW 3.0 CSL Hommage. Racing flair with a touch of class. Munich/Cernobbio. Amid the audacious design studies and automotive beauties from a bygone era gathered at the Concorso d'Eleganza Villa d'Este, the BMW Group presents its new BMW 3.0 CSL Hommage – and in the process makes a pretty formidable statement of its own. This model is the BMW Design Team's tribute to the 3.0 CSL, a timeless classic and iconic BMW Coupé from the 1970s. "Our Hommage cars not only demonstrate how proud we are of our heritage, but also how important the past can be in determining our future," says Adrian van Hooydonk, Senior Vice President BMW Group Design. "The BMW 3.0 CSL Hommage represents a nod to the engineering achievement exemplified by the BMW 3.0 CSL in its lightweight design and performance. With intelligent lightweight construction and modern materials, the 3.0 CSL Hommage brings the character of that earlier model into the 21st century, showing it in a new and exciting guise," he says, summarising the approach the design team took with the BMW 3.0 CSL Hommage. Lightweight design past and present. "CSL" stands for "Coupé Sport Leichtbau" (coupé, sport, lightweight). With its aluminium bonnet, boot and wings, Plexiglas windows and equipment rigorously pared down to the bare essentials, the old BMW 3.0 CSL tipped the scales around 200 kg lighter than its sibling model, the BMW 3.0 CS. Unsurprisingly, then, it was predestined for a career on the race track. Whereas the material of choice in the 1970s was aluminium, today carbon fibre – or carbon-fibre- reinforced plastic (CFRP) – offers the optimum weight-to-strength ratio. These high-strength fibres are even lighter and stronger than aluminium. And the BMW 3.0 CSL Hommage makes generous use of the high-tech composite, reinterpreting the concept of lightweight design for the modern age. Wherever CFRP is used, it is also visible – rendering the lightweight design principle tangible both inside and out. The BMW Group is a world leader in the production and application of CFRP in automotive design and can already boast many years of experience in series production of CFRP structural parts for the BMW M and, in particular, the BMW i. The exterior: power and elegance. Karim Habib, Head of BMW Design, explains the thinking behind the design of the BMW 3.0 CSL Hommage: "For BMW designers like us, the BMW 3.0 CSL is a style icon. Its combination of racing genes and elegance generates an engaging aesthetic that continues to win hearts even today. The BMW 3.0 CSL Hommage celebrates many of those characteristic features, but without copying them. Indeed, some of the parallels are not immediately obvious. We wanted people to sense the family resemblance rather than see it straight off." The BMW 3.0 CSL Hommage is a vision of pure athleticism: the elongated body is set off by distinctive air deflectors, powerful wheel arches and prominent spoilers to the roof and tail. Despite its size, the aerodynamic elements are key in enabling air to flow optimally along the sides of the vehicle. The front air deflector serves to vent the engine compartment, while wings over the rear wheels ensure optimum airflow around the vehicle. Small rear-view cameras serve to further reduce aerodynamic drag. The large rear spoiler increases downforce on the driven rear axle and in so doing improves power transmission. The Air Curtain and Air Breather systems guarantee optimum ventilation of the wheel housings. And the sheer self-confidence and sporting prowess of the BMW 3.0 CSL Hommage are perfectly summed up in the original colour of its spiritual predecessor – Golf Yellow. The front end – muscular athleticism. Boasting one of the broadest and lowest front ends of any vehicle in the BMW Group, the BMW 3.0 CSL Hommage's front exudes pure power and athleticism. At the centre, the characteristic BMW kidney grille stands tall in citation of the more upright styling of the kidney grille of yesteryear. The size and spatial depth of the kidney grille symbolise the output of the powerful six-cylinder in-line engine with eBoost. At the same time, the finely wrought geometry of frame and kidney struts lends the front end an air of quality and exclusivity. The characteristic four-eyed face gives a contemporary, hexagonal interpretation of front-end sportiness. Laser light and LED technology facilitate slender, state-of- the-art lighting graphics, and the flat contours of the headlamps generate that characteristically focused BMW look. A stylised "X" inside the lights divides the lighting functions and conjures up memories of the X-shaped headlamp stickers once used in long-distance racing. Horizontal LED strips create a visual bond between headlamps and kidney grille while at the same time emphasising the broad, flat impact of the front end. A large carbon-fibre front splitter reduces the gap between road and front end and, in combination with the kidney grille, offers a modern interpretation of the earlier car's highly distinctive shark nose. Two circular openings and a series of elongated slots pay tribute to other elements featured in the earlier car, but offer a new interpretation for the 21st century. The sides – contrapuntal elegance. The vehicle sides are in elegant counterpoint to the marked athleticism of front and rear. The long wheelbase and elongated bonnet appear to stretch the Hommage's silhouette. A continuous, horizontal line encircles the vehicle by way of paying tribute to a distinctive stylistic feature of the earlier BMW 3.0 CSL: its all-round chrome trim. In combination with the black highlight beneath, the continuous line intensifies the flat, elongated appearance of the sides. A particular detail of the BMW 3.0 CSL Hommage is the roofline. Consciously subdivided into three, the line recalls the distinctive upper section of the BMW 3.0 CS – one of the first coupés to feature a roof that did not flow into the tail. Compared with the ubiquitous fastback coupés of the day, this was both an innovation and a design statement, a feature that exuded athleticism and elegance in equal measure. In keeping with the BMW 3.0 CSL, the Hommage features a BMW logo on each of the C-pillars. The all-round shoulderline is also the starting point for the subtle, finely sculpted surfaces of the sides. It follows the development of the shadowy areas behind the front wheel all the way to the lit surfaces above the rear wheels. This interplay between light and shade lends movement and dynamic intensity to the generous surfaces of the vehicle's sides. Dark CFRP areas narrow the gap between the sides and the road, again paying tribute to the consistent lightweight design of the BMW 3.0 CSL. In combination with the black graphic accents, the dark lightweight elements reduce the perceived height of the vehicle and further emphasise its flat silhouette. The black 21" alloy wheels in matt and high-gloss bi-colour versions offer an additional unique highlight. Air control blades in the interstices of the wheel rims, meanwhile, serve to further optimise aerodynamics. The rear end – a muscular presence. As with the front end, the vehicle's tail is broad and muscular in design. Generous surfaces generate presence, horizontal elements emphasise width. A particular highlight is the styling of the rear lights: an LED strip above the spoiler links the two lights, thus giving the rear end a formal framework. The powerfully sculpted rear apron with CFRP diffusor creates a visual impression of the BMW 3.0 CSL's raw power. Even viewed from above, the BMW 3.0 CSL is extremely dynamic. From kidney grille to headlamps, the bonnet traces a broad "V" – a nostalgic throwback to a distinctive and dynamic element of earlier BMW coupés. The interior – purist elegance. Pared down to a minimum, the interior of the BMW 3.0 CSL Hommage puts its lightweight design on show and renders its racing character elegantly tangible. All interior elements are there out of absolute necessity, every part has a high- quality design, structural or drive-related function. In the all-CFRP interior, the only wood-like presence is the "instrument panel" – a cross-member and purely structural element. This is a clear reference to the interior of the earlier BMW 3.0 CSL, which featured an all-round wood trim throughout the interior. In the new version, only the small central eBoost charging display interrupts the wooden instrument panel. Infotainment is equally minimalist in concept: a central display on the steering column informs the driver of the current gear, speed, revs and shift point.  Racing genes and lightweight design with finesse. Other racing features include bucket seats with high-quality stitching, a six-point belt and red anodised safety features such as the outlet nozzles for the extinguishing foam, the fire extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The only elements in the rear of the vehicle are two helmets integrated into the transmission tunnel. These are held in place by a belt when not in use. In the place of a rear seat bench, there are only covers for the eBoost energy accumulators. Special reflector technology in combination with LED strips create an impressive 3D effect on the covers. In its use of cutting-edge materials and detailed solutions, the BMW 3.0 CSL Hommage displays technical sophistication and subtlety of form. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. The door design is as minimalist as it is expressive: precise, clean surfaces trace an arc rearwards, lending the door element a flowing, dynamic quality. The door openers combine a DTM-style pull strap with the elegant handle-integrated opener of the earlier BMW 3.0 CSL, resulting in the hybrid solution of a nylon pull strap located directly behind the grab handle in the door. As with the interior as a whole, this detail lends expression to the unique character of the BMW 3.0 CSL Hommage: a winning combination of lightweight design, athleticism and elegance.
    21 replies | 1132 view(s)
  • Sticky's Avatar
    05-27-2015, 02:40 PM
    The best automotive performance bargain in the world? That would be the 2016 Mustang GT350. There will of course be those who point to the Dodge Hellcat models with the Challenger starting at $60,900 and offering much more power with the 707 horsepower twin screw supercharged V8. The thing is, the Hellcat might win in raw torque per dollar but the Mustang GT350 comes in roughly $12k less and offers a much more nimble package. The GT350 will run circles around the Hellcat on a track as the portly Dodge sticks to being a one trick pony with that trick being going fast in a straight line (as long as it maintains traction). The GT350 sounds incredible with its unique flat-plane crank high revving naturally aspirated V8. Hell, the GT350 is the next best thing to a Porsche 911 GT3 and for those who want a manual transmission it actually offers something the Porsche can't at a fraction of the cost. The GT350R on paper looks like it will offer GT3 level performance, if not superior performance, for far less money. This is very aggressive pricing from Ford and the GT350R despite going to $63495 is quite a bargain itself. The problem will be actually getting a GT350 or GT350R for the MSRP. That said, well done Ford.
    18 replies | 136 view(s)
  • Sticky's Avatar
    05-23-2015, 07:31 PM
    All right, here we go. A comparison test between three of the hottest European sports cars on the market. All three of these are two seat coupes (yes, the 911 is a 2+2) and all three start at over $100k. Beyond that these are very different vehicles in their execution. Let's start with the Jaguar F-Type R which Car and Driver puts in last place. The Jaguar is the only all wheel drive car in this comparison (The 911 GTS is available with all wheel drive) and it suffers a significant weight penalty due to this. 4088 pounds for a two seat sports car? Ouch. The addition of all wheel drive certainly helps the 0-60 time and 1/4 mile elapsed time as the 5.0 liter supercharged V8 can effectively put the torque down. 0-60 comes in 3.4 seconds and the 1/4 mile in 11.7 @ 122 putting the Jaguar in the middle of the two acceleration wise. It also pulls the least amount on the skidpad and is the slowest through the slalom. It's just a boat. Now the AMG GT S is significantly lighter than the Jaguar F-Type R at 3677 pounds. It also offers better weight distribution at 47.5/52.5 front to rear. That is spectacular for a front engine turbo V8 car and the rear transaxle dual clutch transmission setup is partially to thank for this. The F-TYpe R on the other hand is a nose heavy 54.5/45.5 front to rear which is something you would expect to see out of an Audi and not a Jaguar. The AMG GT S with its M178 twin turbo V8 is the quickest and fastest of the bunch. 11.2 @ 127 is very quick but to be expected as this is a magazine time. Independent 1/4 mile testing shows 11.4 @ 126 so it is certainly at least realistic. The AMG GT S is easily the quickest and fastest car of the trio. So why is the Porsche 911 GTS chosen as the winner? Well, it does a few things better than the other two. For one, it's very light in comparison at 3276 pounds. It also pulls the most on the skidpad, shows the best braking performance, and is the quickest through the slalom. It's easier to toss around. These are sports cars, right? Now the Porsche 911 GTS is the least powerful car here with the smallest motor at 3.8 liters and it is naturally aspirated. It still puts up incredible (and head scratching) numbers of 11.9 @ 118 in the 1/4 mile. We have never seen a GTS test that fast and we are skeptical the 430 horse and 325 lb-ft of torque car can do this anywhere other than a magazine. The Jaguar is said to lack polish. It's fast and offers great torque but is just lacking in refinement. It is exciting though. The AMG GT S is said to 'mimic' the 911 but we do not buy that. It's its own car with its own execution. It isn't trying to be a 911. Car and Driver states it is simply a bit too big to be truly agile. It's handling numbers say otherwise and 36XX pounds is not exactly hefty in today's car climate. The 911 gets the nod because it is the most refined driving machine. It certainly is the lightest, most tossable, and best braking. It's a true sports car. The only downside is that it is outmuscled by the others but isn't that where the GT3 steps in? Or for someone who really wants more muscle in a straight line, the 911 Turbo. COMPARISON TESTS VEHICLE 2016 Jaguar F-type R Coupe 2016 Mercedes-AMG GT S 2015 Porsche 911 Carrera GTS BASE PRICE $104,595 $130,825 $115,195 PRICE AS TESTED $110,845 $151,075 $138,750 DIMENSIONS LENGTH 176.0 inches 179.0 inches 177.5 inches WIDTH 75.7 inches 76.3 inches 72.9 inches HEIGHT 51.6 inches 50.7 inches 51.0 inches WHEELBASE 103.2 inches 103.5 inches 96.5 inches FRONT TRACK 62.4 inches 66.1 inches 60.6 inches REAR TRACK 64.1 inches 65.0 inches 61.4 inches INTERIOR VOLUME F: 52 cubic feet F: 55 cubic feet* F: 50 cubic feet R: 17 cubic feet* CARGO 11 cubic feet 12 cubic feet 14 cubic feet POWERTRAIN ENGINE supercharged DOHC 32-valve V-8 305 cu in (5000 cc) twin-turbocharged DOHC 32-valve V-8 243 cu in (3982 cc) DOHC 24-valve flat-6 232 cu in (3800 cc) POWER HP @ RPM 550 @ 6500 503 @ 6500 430 @ 7500 TORQUE LB-FT @ RPM 502 @ 3500 479 @ 1750 325 @ 5750 REDLINE / FUEL CUTOFF 6600/6600 rpm 7000/7000 rpm 7600/7900 rpm LB PER HP 7.4 7.3 7.6 DRIVELINE TRANSMISSION 8-speed automatic 7-speed dual-clutch automatic 7-speed dual-clutch automatic DRIVEN WHEELS all rear rear GEAR RATIO:1/ MPH PER 1000 RPM/ MAX MPH 1. 4.71/6.6/44 2. 3.14/10.0/66 3. 2.11/14.6/96 4. 1.67/18.3/120 5. 1.29/23.7/156 6. 1.00/30.0/186 7. 0.83/36.0/186 8. 0.67/46.0/186 1. 3.40/6.3/44 2. 2.19/9.9/70 3. 1.63/13.2/93 4. 1.29/16.7/117 5. 1.03/20.5/144 6. 0.84/26.3/184 7. 0.63/34.2/193 1. 3.91/5.9/47 2. 2.29/10.1/80 3. 1.65/13.9/110 4. 1.30/17.7/140 5. 1.08/21.5/170 6. 0.88/26.0/189 7. 0.62/37.3/175 AXLE RATIO:1 2.56 3.67 3.44 CHASSIS SUSPENSION F: multilink, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: control arms, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar BRAKES F: 15.0-inch vented disc R: 14.8-inch vented disc F: 15.4-inch vented, cross-drilled, grooved disc R: 14.2-inch vented, cross-drilled, grooved disc F: 13.4-inch vented, cross-drilled disc R: 13.0-inch vented, cross-drilled disc STABILITY CONTROL fully defeatable, competition mode fully defeatable, competition mode, launch control fully defeatable, competition mode, launch control TIRES Pirelli P Zero F: 255/35ZR-20 (97Y) R: 295/30ZR-20 (101Y) Michelin Pilot Super Sport F: 265/35ZR-19 (98Y) R: 295/30ZR-20 (101Y) Pirelli P Zero F: 245/35ZR-20 (91Y) R: 305/30ZR-20 (103Y) C/D TEST RESULTS ACCELERATION 0–30 MPH 1.3 sec 1.3 sec 1.4 sec 0–60 MPH 3.4 sec 3.0 sec 3.6 sec 0–100 MPH 8.0 sec 6.9 sec 8.5 sec 0–130 MPH 13.7 sec 11.7 sec 14.6 sec ¼-MILE @ MPH 11.7 sec @ 122 11.2 sec @ 127 11.9 sec @ 118 ROLLING START, 5–60 MPH 3.9 sec 3.7 sec 4.2 sec TOP GEAR, 30–50 MPH 2.2 sec 2.1 sec 2.7 sec TOP GEAR, 50–70 MPH 2.8 sec 2.4 sec 2.8 sec TOP SPEED 186 mph (gov ltd, mfr's claim) 193 mph (gov ltd, mfr's claim) 189 mph (drag ltd, mfr's claim) CHASSIS BRAKING 70–0 MPH 137 feet 141 feet 136 feet ROADHOLDING, 200-FT-DIA SKIDPAD 1.00 g 1.05 g 1.06 g 610-FT SLALOM 43.4 mph 45.2 mph 46.2 mph WEIGHT CURB 4088 pounds 3677 pounds 3276 pounds %FRONT/%REAR 54.5/45.5 47.5/52.5 37.7/62.3 FUEL TANK 18.5 gallons 17.2 gallons 16.9 gallons RATING 91 octane 91 octane 93 octane EPA CITY/HWY 15/23 mpg 16/24 mpg* 19/26 mpg C/D 275-MILE TRIP 11 mpg 11 mpg 13 mpg SOUND LEVEL IDLE 47 dBA 54 dBA 54 dBA FULL THROTTLE 83 dBA 90 dBA 89 dBA 70-MPH CRUISE 72 dBA 74 dBA 75 dBA *C/D estimated. tested in Schwäbisch Hall, Germany, by ERIC TINGWALL
    12 replies | 594 view(s)
  • Sticky's Avatar
    05-27-2015, 08:24 PM
    These are two naturally aspirated Italian heavyweights slugging it out on the highway. A boosted German luxury sedan spoils the fun however. This video goes to show that the Huracan and 599 are very fast but in the boosted era all it takes is a tune on something like a CLS63 AMG equipped with the AMG M157 5.5 liter V8 to upset the exotics. The action obviously focuses on the Huracan and 599 predominantly and the CLS63 AMG only gets a cameo appearance at the end of the video. Regardless, the Huracan has a 5.2 liter naturally aspirated and direct injected V10 engine with 602 horsepower and 412 lb-ft of torque sent to all four wheels through a dual clutch transmission. The 599 has a naturally aspirated 6.0 liter V12 based on the unit in the Ferrari Enzo with an output of 612 horsepower and 448 lb-ft of torque. Unlike the Huracan power goes to the rear wheels. It does not have a dual clutch transmission but instead a sequential 'F1' manual gearbox. The 599 also carries an extra ~450 pounds. On paper this should be a good race and in practice it is with the Huracan having a slight edge. It is able to maintain the lead it opens up in the lower gears although the 599 appears to inch back in the higher gears. They both get smoked by a tuned M157 though. It sure is tough to beat the modern boosted German V8's once they get a tune.
    16 replies | 352 view(s)
  • HRE_Wheels's Avatar
    05-23-2015, 07:57 PM
    An interesting color combo here you do not see every day. How does a grey BMW F10 5-Series on Satin Gold wheels from HRE Grab you? The wheels are from the HRE Classic series which puts a modern spin on classic designs. This set is the 301M. The looks are subjective obviously but we think this is different and that it looks good while still keeping it classy. David Bush Photo​.
    7 replies | 881 view(s)
  • Sticky's Avatar
    Yesterday, 01:36 PM
    We all know the 707 horsepower twin screw supercharged Hemi Hellcat V8 is absurdly powerful. In stock form it is even underrated. The amount of power and torque the engine is gaining with basic mods is incredible. Even something as basic as a catback exhaust system is showing major gains. This thing just loves to be tuned. The baseline from SeriousHP Houston shows 625 horsepower and 578 lb-ft of torque at the wheels. They added a catback exhaust from Magnaflow and the numbers went to 661 horsepower and 614 lb-ft of torque at the wheels. Those kinds of gains from a simple catback are just plain nuts. Imagine a full exhaust system with headers. The motor seems to be very restricted in stock form which is just absurd considering it already makes well into the 6XX wheel horsepower range off the showroom floor. 800+ wheel horsepower with basic bolt on modifications is well within reason. It also shows just how intense the horsepower war is. The Americans certainly do not look like they intend to lose it.
    14 replies | 153 view(s)
  • Sticky's Avatar
    Yesterday, 01:02 PM
    The recent BMW 3.0 CSL Hommage car is generating quite a bit of controversy. The general reaction of the public and that of enthusiasts here is that the car is ugly. Personally, BimmerBoost feels the design is stunning and a very well done modern take on the classic it is honoring. The styling debate will no doubt rage for time to come (especially once people get accustomed over time to the futuristic design) and is a very subjective matter. What about the engine? Well, BMW has left out drivetrain specifications but as this is a 3.0 CSL you expect a 3.0 liter inline-6 under the hood. The engine that makes the most sense from the current BMW lineup is the S55 motor from the F80 M3 and F82 M4. If we were to guess that is what BMW is using here in modified form. There are no power or torque specifications or really any details on it but what we do have is a clip of the car revving and the interesting note it produces from the side exhaust setup. Perhaps a video of the car in motion and offering some revs will produce some different reactions than those based on just press release photos alone.
    8 replies | 345 view(s)
  • Sticky's Avatar
    Yesterday, 12:41 PM
    This is certainly one that is fun to see. Now, the Porsche 911 GT3 really belongs on the road course. It is not about starightline speed although it is certainly no slouch in that area with its 475 horsepower 3.8 liter direct injected flat-6 engine that revs to an incredible 9000 rpm. The problem is that it is going up against the twin turbocharged and direct injected 4.0 liter M178 V8 under the hood of the AMG GT S which offers both more power and more torque. The GT3 carries roughly 400 less pounds and also has a dual clutch transmission like the AMG GT S. It just simply lacks the muscle of the turbo AMG GT S and it is surprising just how big the gap is in the real world. See for yourself.
    7 replies | 293 view(s)
  • Sticky's Avatar
    Yesterday, 11:31 AM
    This is not a race you see every day. We all know diesels can put out a ton of torque. That is why semi-trailer trucks use turbo diesel motors to tow. This particular Kenworth W900 has some upgrades to its motor and also a driver who clearly knows how to shift the big heavy truck. The E60 M5 is not a torque monster with its 5.0 liter S85 V10 but it certainly has a lot of power and is light compared to a giant truck. It gets the lead here but once the turbo diesel spools and you see the black smoke pouring out it catches up and just barely passes at the finish line. The M5 owner probably would like a rolling highway rematch:
    5 replies | 416 view(s)
  • Sticky's Avatar
    Yesterday, 12:12 PM
    Mercedes killed off the Maybach name only to revive it with the latest generation W222 S-Class. The problem Maybach had is that it was essentially an S-Class with a premium price tag. Sure, they changed some things on the exterior as well as the interior and added Maybach badging. That is basically what this new 2016 Mercedes-Maybach S600 is. Except it is not pretending to be anything other than an S-Class. A $200k S-Class. That money buys you a beautiful and spacious interior. Also a 523 horsepower and 612 lb-ft of torque twin turbocharged M279 6.0 liter V12. The engine for whatever reason is detuned from the S65 AMG 621 horsepower and 738 lb-ft of torque. The Mercedes-Maybach S600 may be aimed at its premium British rivals but the Bentley is more than twice the price. The Maybach premium does not bring it close in prestige, position, and price. When playing at this level those things matter. It is also why Maybach failed in the first place. The Bentley does not look like a fancy version of something cheaper. It is premium to begin with. It simply is what it is which is a heavy, powerful, and opulent British boat. It needs those 811 lb-ft of torque from the twin turbo L-Series V8 to move its ample sized 6041 pound body around. At 5308 pounds the Mercedes-Maybach is the lightweight here. MotorTrend in their comparison comments on how it feels sportier and that it handles better. Does anyone in this class really care about the handling prowess or sportiness? If so, why not just opt for the S65 AMG to begin with as it handles better and is faster than either of these cars? The Bentley may be heavier, it may be slower, and it may handle worse. But it is far better at being a Bentley or even a Maybach than the Mercedes is. The Mercedes-Maybach comes off as an S-Class doing its best impression of a Rolls or Bentley. That just isn't good enough in this segment. You want the real thing. 2016 Bentley Mulsanne Speed 2016 Mercedes-Maybach S600 POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, RWD ENGINE TYPE Twin-turbo 90-deg V-8, alum block/heads Twin-turbo 60-deg V-12, alum block/heads VALVETRAIN OHV, 2 valves/cyl SOHC, 3 valves/cyl DISPLACEMENT 411.9 cu in/6,750cc 364.9 cu in/5,980cc COMPRESSION RATIO 8.9:1 9.0:1 POWER (SAE NET) 530 hp @ 4,200 rpm 523 hp @ 4,900 rpm TORQUE (SAE NET) 811 lb-ft @ 1,750 rpm 612 lb-ft @ 1,900 rpm REDLINE 4,500 rpm 6,200 rpm WEIGHT TO POWER 11.4 lb/hp 10.1 lb/hp TRANSMISSION 8-speed automatic 7-speed automatic AXLE/FINAL-DRIVE RATIO 2.92:1/1.95:1 2.42:1/1.77:1 SUSPENSION, FRONT; REAR Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Multilink, hydraulic and coil springs, adj shocks; multilink, hydraulic and coil springs, adj shocks STEERING RATIO 16.5:1 (est) 15.5:1 TURNS LOCK-TO-LOCK 3.4 2.2 BRAKES, F;R 15.7-in vented disc; 14.6-in vented disc, ABS 15.4-in vented, drilled disc; 14.2-in vented, drilled disc, ABS WHEELS, F;R 9.0 x 21-in, forged aluminum 8.5 x 20-in; 9.5 x 20-in, cast aluminum TIRES, F;R 265/40R21 Dunlop SP Sport Maxx GT 245/40R20 99Y; 275/35R20 102Y Goodyear Eagle F1 Asymmetric 2 DIMENSIONS WHEELBASE 128.6 in 132.5 in TRACK, F/R 63.6/65.0 in 63.9/64.5 in LENGTH x WIDTH x HEIGHT 219.5 x 75.8 x 59.9 in 214.5 x 74.8 x 58.8 in TURNING CIRCLE 41.3 ft 42.3 ft CURB WEIGHT 6,041 lb 5,308 lb WEIGHT DIST., F/R 49/51% 51/49% SEATING CAPACITY 4 4 HEADROOM, F/R 40.1/38.1 in 42.3/37.9 in LEGROOM, F/R 41.9/42.9 in 41.4/40.0 in SHOULDER ROOM, F/R 52.7/52.7 in (est) 59.7/58.7 in CARGO VOLUME 15.6 cu ft 12.3 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.9 sec 2.0 sec 0-40 2.9 2.8 0-50 3.9 3.8 0-60 5.0 4.8 0-70 6.5 6.1 0-80 8.3 7.5 0-90 10.3 9.0 0-100 12.7 10.8 PASSING, 45-65 MPH 2.4 2.1 QUARTER MILE 13.6 sec @ 103.3 mph 13.2 sec @ 110.9 mph BRAKING, 60-0 MPH 110 ft 114 ft LATERAL ACCELERATION 0.84 g (avg) 0.90 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.71 g (avg) 25.8 sec @ 0.75 g (avg) TOP-GEAR REVS @ 60 MPH 1,400 rpm 1,300 rpm CONSUMER INFO BASE PRICE $341,325 $191,975 PRICE AS TESTED $411,123 $204,585 STABILITY/TRACTION CONTROL Yes/yes Yes/yes AIRBAGS Dual front, f/r side/head Dual front, f/r side, f/r head BASIC WARRANTY 3 yrs/unlimited 4 yrs/50,000 miles POWERTRAIN WARRANTY 3 yrs/unlimited 4 yrs/50,000 miles ROADSIDE ASSISTANCE 3 yrs/unlimited 4 yrs/50,000 miles FUEL CAPACITY 25.0 gal 23.2 gal EPA CITY/HWY/COMB ECON 11/18/13 mpg 13/21/15 mpg ENERGY CONS., CITY/HWY 306/187 kW-hrs/100 miles 259/160 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.46 lb/mile 1.24 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Source
    7 replies | 197 view(s)
  • Sticky's Avatar
    Yesterday, 02:08 PM
    This is a bit disappointing as the $165,000 McLaren was poised to be an incredible value as well as put quite a bit of pressure on Porsche. The BoostAddict Network contacted McLaren and was told last month that the 540C would be sold in the USA and globally. Well, McLaren simply changed its mind based on feedback from potential 570S customers. Their statement is: Following feedback from a series of previews where interest from American customers has exclusively been in the 570S, the decision has been taken to concentrate on this model for the launch of Sports Series in the US. There is no change to availability of the 540C or 570S in other markets. So the 540C is still available in all other markets but it has been pulled from the US. The 540C would have represented a tremendous performance value but McLaren is likely protecting its image here. Were they worried the 540C would move them too far downmarket? Are 570S customers really concerned about a 540C model potentially offering too low of an entry point? This happens with many European cars. For example Mercedes traditionally does not bring its smaller gasoline or diesel engines available elsewhere for the SL to the American market. If you wanted a 540C and live in the USA, tough luck. It sure would have been nice to pick up a used example a few years down the line making for one heck of a McLaren and exotic tuning bargain.
    8 replies | 106 view(s)
  • Sticky's Avatar
    Yesterday, 03:02 PM
    We love cars. We love boost. We love women. Combining these three is tough and often we hear stories on the network forums of wives and girlfriends getting upset about how much time and money is invested (that's right, not spent) in modifying and enjoying our cars. Well, here is one woman who understands. She took her stock automatic C7 Z06 out to the Gateway Motorsports Park drag strip and ran 10 second passes on street tires in 700-1400 density altitude. This is our kind of girl. The only thing that would make this better is if the C7 Z06 was manual. That way we could see how she handles a stick. P.S. The SHE-WNZ plate is a nice touch.
    4 replies | 110 view(s)
  • Sticky's Avatar
    Yesterday, 06:57 PM
    This is an absolutely insane amount of horsepower from the Supra which continues to impress today with its iron block inline-6 motor. We do not have the full details on the specifications as they have not been posted but the turbocharger used is a 91 mm Garrett unit. This power is fed through a GM automatic transmission so no, not a factory box that has been upgraded. We also assume there is quite a bit of nitrous involved. How much boost, the engine specs (larger than 3.0 liters we assume), the fuel, etc., are all question marks here. This is very impressive work by Big Daddy Performance Center but it also is not exactly in a street trim car with the exhaust dumping out of the side of the engine bay and what is likely a high stall automatic for drag runs. Hopefully we get more details but the 2JZ engine continues to be pushed and continues to impress. Video: https://www.facebook.com/311576302187441/videos/995831877095210/
    3 replies | 131 view(s)
  • Sticky's Avatar
    Yesterday, 11:54 PM
    Back in 1989 Japanese manufacturers informally agreed to a cap of 276 horsepower on domestically produced cars in order to prevent a horsepower war. BoostAddict believes this agreement handicapped Japanese high performance options with ramifications still felt today. In other words, the cap was about as shortsighted as this Bill Gates statement on RAM, '640k is more memory than anyone will ever need.' The Japanese essentially handcuffed themselves and throughout the 90's you may have noticed how many of their cars neatly on paper adhered to this agreement. The 1990 Honda NSX? 270 horsepower. 1992 MKIV Toyota Supra Turbo? 276 horsepower. 1990 Mitsubishi GTO (3000GT)? 276 horsepower. 1994 Subaru WRX STI? 271 horsepower. 1995 Mitsubishi EVO III? 270 horsepower. The Nissan 300ZX? 276 horsepower. While there may not have been anything official other than what the people involved with JAMA (Japan Automobile Manufacturers Association) knew the manufacturers were all respecting the agreement on paper with their outputs. What was the point of this restriction? For one, for there not to be the never ending horsepower arms race we now have and secondly to reduce Japanese road fatalities. For whatever reason the Japanese tied horsepower to road fatalities and did not see the giant error in their logic. Fatalities have fallen in Japanese car accidents from the 80's to today yet horsepower has risen so make of that what you will. This artificial limit led to a tuning arms race. If you could not get the horsepower from the factory, tuners would give you it. This is part of the reason turbo Japanese cars and tuning became popular. Many of the cars were relatively cheap, plentiful, and horsepower was fairly easy to extract from the turbo powerplants. In the case of the Supra, it literally was as easy as pulling a hose. This gave rise to some legendary builds and tuning houses. Look at the output of this stock 1989 Nissan GTR RB26DETT: 260 horsepower at all four wheels is not shabby for a car from 1989 but it also is not much. Especially with competitor's output rising and the Nissan GTR essentially being stuck at that level of output due to the agreement. Now look at this tuned example with bolt on modifications (baseline figure is with a tune): With a Garrett GT3582R turbo, 6Boost exhaust manifold, Turbosmart 50mm external wastegate, Sard 750cc injectors, an upgraded fuel pump, custom exhaust, and a tune output rises to just under 475 wheel horsepower. In other words, another 200 horsepower at the wheels on the stock internals. Any wonder why tuning the GTR became popular? Especially when you can get crazy with it like this 1000+ horsepower example: In 2005 Honda simply felt they could no longer adhere to the horsepower limit and compete. They released a Legend model with a 300 horsepower 3.5 liter V6. Soon other manufacturers followed and the agreement was over. The truth is the majority of them were making cars with more than 276 horses anyway as the R32 dyno shows but they did not want to break the agreement on paper. The Japanese really were the first ones to dramatically sandbag output. All under the guise of supposedly keeping the roads safer when it was improved safety standards doing that regardless of horsepower. It took a long time for the Japanese to truly recover and start producing world class sports cars again. The current GTR of course is pointed to but look at how long it has taken for Honda to produce a new NSX. Toyota still does not have a real Supra successor or high performance sports car on the market (no the LFA does not count). The good thing is that the Japanese tuning market exploded with the turbo cars barely being pushed from the factory and offering such tuning potential. So, maybe, the agreement was a good thing for enthusiasts. Especially considering the rest of the world ignored it anyway.
    2 replies | 102 view(s)
  • Sticky's Avatar
    05-27-2015, 02:51 PM
    Who needs a Z06? The standard C7 Corvette continues to make a strong argument as far as performance per dollar is concerned. If one intends to mod, the C7 Stingray may actually be the better choice. If you disagree take a look at these results from JTM Motorsports. The car features fairly basic modifications: 2015 A8 Z51 ECS 1500 base kit with 3.75 pulley making 13.5# ARH 1 7/8" no cats with stock NPP mufflers Alky control meth kit JTM Custom cam (very small for stock converter) E85 M/T 18" DR's Everything else is 100% stock including, suspension, shortblock, heads, transmission & converter. Obviously it is an 8L90 automatic model. It uses a centrifugal blower from ECS, American Racing Headers, meth injection, a cam, and E85. Drag radials help put the power down. The result is an incredibly impressive 9.75 @ 145.94 with a 1.563 60 foot time. It looks from the video that the converter was not even loaded fully as they rolled into it. There is likely more in this setup even on the stock LT1 and stock transmission although things may start to break if pushed harder. Regardless, talk about a strong argument for pocketing the change for a Z06 and modifying a Stingray instead.
    1 replies | 127 view(s)
  • Sticky's Avatar
    05-27-2015, 03:11 PM
    Well, mark it down as official. Lamborghini will produce a high performance SUV which really should shock nobody in this day and age. Not to mention, Lamborghini has a history producing SUV's (and even tractors if you want to go there) with the 80's LM002. That LM002 was produced in Italy and had military as well as police applications. The Urus will likely not see the same sort of rugged off-road use by the government but it will see Italian production. Italy wanted to have the production facility due to the jobs it will create. In return, tax breaks are being given to Lamborghini. Politics, right? Ok, we know it is coming and we know it will be produced in Italy. We also know it will use a shared VW SUV platform. Seven derivatives are expected from this platform. How close will the real thing be to the concept? What transmission and motor will be used? Will we see a 4.0 TFSI V8 from Audi under the hood? Maybe the new updated 600+ horsepower and 664 lb-ft of torque W12 twin turbo motor? We will have to wait and see. Source
    0 replies | 115 view(s)
  • Sticky's Avatar
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  • Gad6363's Avatar
    Today, 04:54 AM
    Sticky, I have just sent the link to the man in charge I hope he can solve all the issues, and thanks for having no doubts in my records, I am working on setting better numbers next season with my car and I hope by then Yas would be back on track!
    119 replies | 3722 view(s)
  • Sticky's Avatar
    Today, 04:42 AM
    I know. But what would you have me do? I can't pick and choose as it would make me biased and this network biased. We have to simply press the reset button and I would hope you would as an enthusiast understand this is being done for the benefit of all enthusiasts including yourself. I have zero blame for you. None. I respect your position. I would be unhappy. But ultimately I would understand it will breed a level competitive playing field we can all be proud of. I'm sorry others ruined it for you. That said, I have no doubts about your times. I just can't have this network officially recognize them. It opens a pandora's box. We can positively fix this and I think also it should not be a problem to get you back out on the strip once Yas addresses the issue. Does this sound reasonable and logical to you?
    119 replies | 3722 view(s)
  • Gad6363's Avatar
    Today, 04:39 AM
    You know Sticky what sucks is my time will not be considered because of the abuse of others! I hope things move forward before the beginning of next season and Yas Drag could get things straightened out, I will send the link to the man in charge maybe he can take positive steps to rectify the problem.
    119 replies | 3722 view(s)
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