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  • Sticky's Avatar
    Yesterday, 11:58 PM
    I can't say I'm surprised. Very good assessment. I still would opt for the 8L90 in the C7 though as the only other choice is the manual and the 8L90 just offers superior performance. It just isn't a DCT in behavior.
    19 replies | 926 view(s)
  • Sticky's Avatar
    Yesterday, 11:53 PM
    This video is just under a minute long which hardly does the amount of work that goes into installing an AMS Alpha 16 kit on a Nissan GTR justice. This particular VR38DETT is no longer displacing 3.8 liters but 4.1 as it is stroked and built with forged bottom end pieces. As far as how long it actually takes to install something like this it is basically over a full day's work and then some to get everything in place and then put the motor back in the car. Installing turbo kits is always easier on paper:
    0 replies | 1 view(s)
  • inlineS54B32's Avatar
    Yesterday, 11:29 PM
    I didn't like it - I really didn't. Now, this was in a C7 Vette (convertible) - and I only put maybe 400 miles on the car (if that). I drove it hard when I could - but was in Orlando - and there isn't much good open road out there that I could find given the time I had. Point is, if we are comparing it to a PDK or a DCT transmission - they aren't comparable. It really bothers me that Chevy/GM claim this shifts faster than the PDK and/or DCT when the DCT/PDK is always in gear (supplying torque to the ground). Even compared to my "old" DCT M3, there is a definite pause/power interruption that you can feel between the shifts - where you just don't really feel in the M3 or a 911. Also, the rev matching isn't 100% (sometimes it's perfect, other times it seems to get confused) - it just has more "jerk" than a true DCT transmission. The delay from the point of paddle pull to actual shift is literally laughable in comparison too. Say you are in 8th gear going 70 on the highway, and want to drop 4-5 gears - you stab the paddles a few times, and it takes what feels like light-years compared to an M. It's more that they came out and attacked the DCT/PDK - and claimed superior shift times that bothers me. I am sure the capability of the transmission is superior in terms of what it can handle/etc., but for what I want in a transmission (where there is no clutch) - this just didn't do it for me. If they threw a DCT in that C7 Corvette - I would have purchased the car I rented - that's how much I loved that Vette. It's so damn good - and has so much capability - but seriously, the transmission ruined the car for me. It was AMAZING when the gears were sequentially going up (i.e. launching from 0 to whatever speed you want) - but playing around in the corners, or dropping a few gears to get on it when going highway speeds - it just didn't compete. I am being overly harsh - but this is because of what GM said. If you are going to say your transmission is superior - it better be. It just wasn't up to snuff IMO - but that's just my opinion. For 99% of daily driving, it would be fine; it's for when you want to act like a fool that it's just not comparable to a dual clutch or even SMG.
    19 replies | 926 view(s)
  • Sticky's Avatar
    Yesterday, 11:13 PM
    More and more software is getting out there for the third generation 2.0 TSI EA888 engine. GIAC has released their Stage II and Stage II+ software which applies to the Volkswagen MKVII GTI and 8V generation Audi A3. Let's take a look at the performance results with the software. GIAC fortunately provides numbers at the wheels on a Mustang dynamometer. It is no secret we prefer wheel numbers here exactly how they read on the dyno rather than a tuner taking liberty with drivetrain losses and crank horsepower calculations. The first graph shows the Stage 2 tune with an intake, rear exhaust ,and upgraded intercooler on 91 octane pump fuel overlaid against the stock car and the Stage I tuned car. The GTI stock puts down 204 horsepower and 258 lb-ft of torque at the wheels. Stage I takes this to 247 and 307 respectively. Stage II further improves the numbers to 287 horsepower at the wheels and 354 lb-ft of torque at the wheels. That is almost 100 lb-ft of torque at the wheels more than stock. Impressive. The Stage II+ requires a full turbo back exhaust as well as an upgraded intercooler and intake. GIAC did not show Stage II+ numbers unless their Stage II dyno with an intake, exhaust, and upgraded intercooler is essentially a Stage II+. This is a bit confusing. They also do not show 100 octane numbers for whatever reason although they say they have a race gas tune. GIAC did take their MKVII GTI to the strip and ran 12.608 @ 111.8 which is not bad. This was with race gas though and the details and slip are here: With race gas, drag radials, and supporting modifications we expected a bit more but mid 12's essentially with bolt ons from the GTI is not bad. Compare the Stage II MKVII GTI to the K04 Extreme MKVI GTI for example: MKVII tuning is shaping up quite well.
    0 replies | 26 view(s)
  • Sticky's Avatar
    Yesterday, 10:28 PM
    Bending an S65 V8 rod like this is hard to do. The factory connecting rods are forged and designed to handle high rpm stress. It was not RPM or too much torque that killed this rod however. The engine swallowed a bit of water and the result is what you see below. It goes to show that you can have very strong parts but things can still go wrong that have nothing to do with the tune or metals used. Thank you to VAC Motorsports for the pictures:
    5 replies | 67 view(s)
  • Sticky's Avatar
    Yesterday, 08:06 PM
    Really? The 8L90 is that bad? It performs great...
    19 replies | 926 view(s)
  • inlineS54B32's Avatar
    Yesterday, 07:55 PM
    Really? To each their own, but for the same price - I don't understand it. Drive the "8 speed automatic transmission that shifts faster than Porsche's PDK" - and then see if you can believe anything that GM is trying to shove down our throats. It's the worst transmission I have ever used; is not even comparable to a PDK - in fact, it's not comparable to the DCT on my 5 year old (geez, it's getting old) M3. Not even close. It's a crappy transmission - and they are blatantly twisting the facts (how they can get away with saying this legally is beyond me). This car has the same transmission. I don't mind Cadillac trying to compete - but for the same price, I would go with the one not screaming "Look at me! I compare to an M3!" (and doesn't make up stats on their crappy transmission). :)
    19 replies | 926 view(s)
  • auaq's Avatar
    Yesterday, 08:34 AM
    Wow, those ads have convinced me to go buy the Oldillac! Never mind the photoshop ......
    19 replies | 926 view(s)
  • Sticky's Avatar
    Yesterday, 03:13 AM
    Talk about a close call! Ekanoo Racing and Boost Logic came up just short of taking the overall Nissan GTR 1/4 mile record. As a reminder, the record belongs to AMS with an absurd 7.700 @ 186.51 1/4 mile pass. Ekanoo Racing was off by only 5 thousandths of a second! So AMS retains the trap speed and elapsed time record but Ekanoo and Boost Logic should be proud. 7.705 @ 184.74 miles per hour is nothing to scoff at. The listed specs are as follows: Boost Logic BL2200 T4 Turbo Kit Boost Logic 4.1L Motor ShepTrans Syvecs ECU We would love more details (starting with a full timeslip) such as the fuel, boost, power it is making, etc. Obviously it is very competitive at the top of the GTR World but the main things to take away are that it is running a Boost Logic BL2200 kit on a built 4.1 liter motor with a Syvecs standalone ECU. AMS can breathe a sigh of relief but that record is going to be broken and soon at this rate. <div id="fb-root"></div><script>(function(d, s, id) { var js, fjs = d.getElementsByTagName(s); if (d.getElementById(id)) return; js = d.createElement(s); = id; js.src = "//"; fjs.parentNode.insertBefore(js, fjs);}(document, 'script', 'facebook-jssdk'));</script><div class="fb-post" data-href="" data-width="466"><div class="fb-xfbml-parse-ignore"><a href="">Post</a> by <a href="">Boost Logic</a>.</div></div>
    1 replies | 77 view(s)
  • Sticky's Avatar
    Yesterday, 02:57 AM
    Wow is right. Hopefully you are sitting down and not in public when you watch this video as if you are a true car enthusiast you likely will get aroused. The naturally aspirated era at Ferrari is essentially over (the V12's remain naturally aspirated) and 488 GTB does a quite the job softening the blow. It may not have quite the throttle response or aural quality of the 458 Italia but the design is stunning and the massive torque certainly allows for the driver to make the rear step out basically on demand. Is anyone really going to cry about a 671 horsepower mid-engine twin turbocharged V8 Ferrari with 560 lb-ft f torque? This is going to be a hell of car.
    0 replies | 84 view(s)
  • Sticky's Avatar
    Yesterday, 02:02 AM
    With a price point over $400k Ford will not have trouble keeping the GT a rare commodity. Apparently Ford believes the GT should be priced in the Aventador range. At over 400,000 dollars it certainly moves the Ford GT upscale and well past the $150k starting point of the previous generation car. We all knew it would be more money than the previous generation car we just did not know it would be this much more. $250k rumors already made the GT sound very expensive but $400k+? Wow Ford. Ford Performance head Dave Pericak told Car and Driver that production will be in the hundreds, not thousands. It will be very rare and very expensive. It is somewhat of a shame it will not be accessible as the previous gen GT. Source
    0 replies | 59 view(s)
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