Close

Activity Stream

Filter
Sort By Time Show
Recent Recent Popular Popular Anytime Anytime Last 24 Hours Last 24 Hours Last 7 Days Last 7 Days Last 30 Days Last 30 Days All All Photos Photos Forum Forums Articles Articles
Filter by: Popular Articles Clear All
  • Sticky's Avatar
    04-20-2017, 12:41 PM
    To BimmerBoost's knowledge this is the most powerful E82 1M out there. It comes from Sports Mind in Bahrain which is a Doc Race dealer. The 773 peak horsepower is nice but look at the torque curve. The spool and shape is incredible. This is with 34 psi of boost on VP C85 fuel: Beautiful. It has to be a ton of fun to drive although some BimmerBoost members are questioning the spool. Just an incredibly well done 1M.
    191 replies | 1347 view(s)
  • Sticky's Avatar
    04-07-2017, 11:22 PM
    Here it is, the Weistec W.4 AMG M157 5.5 liter V8 turbocharger upgrade package. BenzBoost showed teasers previously of the turbo hardware and a preliminary dynograph. Well, the production kit shows 856 horsepower and 759 lb-ft of torque at the wheels. That is at all four wheels on a 2016 W212 E63 AMG S. Additionally, with 91 octane pump fuel at 20 psi with supplemental methanol injection. The car also has the Weistec 722.9 Bulletproof transmission upgrade: That is a ton of power and torque and keep in mind this is not with the turbochargers turned up as this M157 is stock internally. There will be a W.5 package with forged internals which of course have been available from Weistec since last year. What will this turbo upgrade do with a built M157 and the turbos cranked up? Well, we will soon find out but expecting 1000+ is within reason. As for performance the W.4 was measured at 60-130 in 6.153 seconds: We will have to wait and see on the 1/4 mile times. Overall, Weistec has done a ton of testing on the W.4 upgrade and you can rest assured that it delivers as advertised: http://weistec.com/m157-w-4-package.html M157 W.4 Package The M157 W.4 package is the package for customers seeking the pinnacle of performance and refinement. At the core of the M157 W.4 Package is the M157 W.4 Turbo Upgrade. Taking a giant leap ahead of all other available upgrades, the M157 W.4 Turbochargers completely replace the factory units. They are ball bearing, featuring CNC machined billet aluminum compressor wheels capable of flowing 65lb/min. To feed these monster turbochargers, completely new airboxes and intake tubes are included. The Weistec Turbo-Folds provide significantly increased flow of exhaust gasses compared to the stock turbo-fold. The Weistec M157 True Downpipes perfectly mate up to the M157 W.4 Turbochargers to ensure minimal restriction once the exhaust gasses have gone through the turbine. An Engineered Solution The W.4 Turbochargers are the most capable production turbochargers available for the M157 engine. The W.4 Turbocharger Package which includes our M157 ASV/Water-Methanol Injection System is capable of producing 1000+ crank horsepower (820~850HP at the wheels on a Dynojet Dyno) on 91 octane pump gas. What’s equally impressive is that these numbers are achieved at only 20psi, and 20 psi is only the beginning. The goal of the W.4 Turbocharger Package was to have a complete package that provides amazing gains in power and performance, but does not require race gas, or an iced down intercooler system. Something that can be daily driven, filled up at any gas station, and is within power capacity of the factory engine internals. Control = Reliability While the M157 engine is a very robust engine in factory form, we have seen a couple weak leaks at extreme power levels. The most common is a bent connecting rod. If the engine is producing a sustained 1000 lb-ft of torque (820-850 lb-ft at the wheels) or more, all it takes is one knock event to bend a rod. This was taken into consideration with the ECU tuning for the W.4 Power Package as they can make far more power and torque than a stock M157 engine can handle. Boost is controlled and tapered up to the peak of 20psi as RPM’s increase. This creates a broad torque curve that remains under 800 lb-ft (at the wheels) while allowing power to continually increase towards redline, minimizing stress on the rods as well as the rest of the drivetrain. With a fully built M157 and other supporting upgrades, expect to see significantly higher power numbers as the Turbochargers can flow enough air volume for 1400+ crank horsepower! Key Features: Ball Bearing Turbochargers Removed Restriction of Stock Turbo-Folds Weistec M157 Airboxes with Turbo Intake Tubes Greatly Increased HP and Torque Improved Throttle Response Eliminated Top Speed Limiter Optimized Fuel, Spark and Boost CNC Billet Aluminum Compressor Wheel Upgrade 65lb/min Compressor Flow Improved Airflow Aggressive Exhaust Note Free Flowing Exhaust 1000+HP Capable
    91 replies | 1023 view(s)
  • Sticky's Avatar
    03-31-2017, 08:41 AM
    Doc Race's top mount N54 manifold is popular for several reasons. One, it is a quality piece that actually fits the way it is supposed to. That is kind of a good thing to have so you aren't hammering your manifold to get your hood to close. Also, they have experience doing turbo manifolds for over a decade now. Their piece simply works well and produces great numbers. Let's take a look at the dyno runs: Here is the breakdown: 14psi on map1 20psi 28psi 31psi At 31 psi you see 738 wheel horsepower on the Dynojet. Also 695 lb-ft of torque at the wheels. The graph is not exactly the highest resolution but it is a good looking curve and the manifold works well at various boost levels. Just a solid product as to be expected from Doc Race.
    60 replies | 1245 view(s)
  • Sticky's Avatar
    04-06-2017, 04:22 PM
    TPG Tuning recently ran an incredible 140+ mile per hour pass in the 1/4 mile with their F82 M4 shop car. That led to BimmerBoost wondering how they were solving the problem with the S55 engine's crank hub spinning. Well, they are not solving it. Mitigating it is perhaps a better term but the root of the problem is the design of the crank itself. BMW went cheap. Too cheap. Especially for an M car when they decided to put the timing and oil pump gear on a separate piece instead of integrating it as in the S63 V8 design. As that engine goes into a more expensive car BMW did not go as extreme in cutting costs. Also, it is not like this is the first time BMW has screwed up on a BMW M motor but in the past there were real solutions. There is no real solution for the F80 M3 and F82 M4 and there likely never will be: Basically, to do this correctly and fix the problem you need to re-engineer the crank design. That is not cheap. Can it be done? Yes. Is anyone going to do it? Probably not. Even if they do will people line up to buy it? The final cost likely makes it not worth the investment. At least TPG Tuning feels that way. Other solutions have been tried. Gintani's approach was a one piece crank hub: This piece was tested on Maximum PSI's car but the crank hub spun. Gintani believes they did not torque the piece correctly but whatever happened the crank hub spun. Speaking of Maximum PSI, they are trying a different approach now. They are going to drill the crank: Is that going to work? Who knows. We will have to wait and see. You may be asking, how did TPG Tuning have success and how is their motor holding together? Well, they are using a one piece billet crank hub design but with some additional changes: There may also be a bit of luck involved but their motor is holding together for now and the crank hub is not spinning. It is not like they are not beating on it either. The problem is really for everyone else modifying the platform. The crank hub just feels like a ticking time bomb and as power is added the issue is only compounded further. TPG Tuning also is not offering their pieces to the public: It is not hard to relate to TPG Tuning. The BMW tuning community is hypocritical. They want fast cars yet are not willing to put in the work to get there. Those who do put in the work are chastised if things do not work out as planned. It is like dealing with a bunch of spoiled brats. Especially when it comes to the M3 world. This is all very unfortunate as the S55 was such a promising platform. There is no need to write it off completely as cars are making big power but if in the back of your mind you know a failure is coming at some point how can you really enjoy it? Enthusiasts just have to hope someone figures out a solution someday. BimmerBoost would like to thank Jason @ TPG Tuning for his time and to wish TPG Tuning good luck on their goal of breaking into the 9's on the S55 platform.
    27 replies | 4028 view(s)
  • Sticky's Avatar
    04-14-2017, 04:24 PM
    This is glorious and well deserved. Remember when Pure Turbos released their excellent M177 turbo upgrade for the W205 C63 platform and an idiot by the name of @1fastc63s started running his mouth about how the dyno numbers are fake, Dime's turbo upgrade is better, and proceeded to challenge everyone on Instagram to race in order to prove it? Well, he got his wish. Oh boy did he get his wish. Let's start with a DME Tuning tuned C218 CLS63 M157 with two passengers pulling the Dime turbo upgraded W205 C63 S M177: Well, that did not work out as planned, did it? Now to truly highlight the insecurity and immaturity of this kid with the C63 S, here he is getting pulled by an F82 M4 on the factory S55 turbochargers and a DME Tuning ECU flash tune. The beatdown is so bad he tilts the camera down and refuses to provide the rest of the footage: He mad? He mad: Way to go winner!
    32 replies | 2401 view(s)
  • Sticky's Avatar
    04-21-2017, 06:31 PM
    When you can no longer option your BMW M car with a manual transmission and an automatic is the only choice the conversion of the M brand from roadcourse to dragstrip will officially be complete. That is exactly where we are headed according to BMW M's VP of sales and marketing Peter Quintus. We already know the next generation F90 M5 will be available with a ZF automatic gearbox. Why? Because the unit is already tried and tested with the Audi C7 RS6 and RS7 which are all wheel drive models. The M5 going to all wheel drive puts more stress on the drivetrain and with all that twin turbo V8 torque a stout gearbox is needed. Why spend the money to develop a new dual clutch for the all wheel drive system when you can just plug in ZF's solution? That is exactly what Mercedes-AMG did with the W212 and W213 generation 4Matic E63's. Fine, they are cutting costs. No surprise there. However, the manual looks like it will follow the dual clutch out the door. That is not good: He also says the manual gearboxes can not cope with the torque which is a joke. He also takes a shot at American manual gearboxes which seem to have no trouble with big torque: Awful shift quality? Based on what? Also, how is the ZF automatic any lighter than a good manual gearbox? It isn't. It is heavier. So what the hell kind of logical argument is that? What this comes down to is that M is moving to all wheel drive to put the torque down and if the next generation M3 and M4 are all wheel drive they will simply plug in the ZF gearbox rather than develop a dual clutch. The DCT is still the enthusiast and performance choice and the manual is obviously the choice for driver interaction. Oh well, this is the new M. Source
    35 replies | 1012 view(s)
  • Sticky's Avatar
    04-12-2017, 10:41 PM
    "Ask any racer. Any real racer. It don't matter if you win by an inch or a mile. Winning's winning." Everyone remembers that quote from the first Fast and the Furious movie. You know, the movie that was about street racing and the scene that surrounded it? Well, something happened to the franchise. It shifted focus from car racing to action scenes. This was good for the box office but there is little remaining for car enthusiasts. The reason the Fast and the Furious originally appealed is that chase scenes, races, and awesome cars were the focus. The vehicle action scenes almost seem forced in the later movies. Bloomberg posted an excellent piece detailing how things changes. Let's just take a look at a few of their data points: You can read the full (and very well done) article here: https://www.bloomberg.com/graphics/2017-fast-and-furious/ At least there is room for a new movie or even franchise that is more centered around cars as the Fast and the Furious moved toward big budget action scenes and Hollywood starpower.
    31 replies | 1751 view(s)
  • Sticky's Avatar
    04-11-2017, 03:12 PM
    Talk about some pretty impressive hardware! Evolve took their tuned F10 M5 to Vmax event which is essentially top end racing. Their ECU tuned F10 M5 did not shy away from some stout competition and it did incredibly well. C7 Audi RS6. The all wheel drive wagon gets the F10 M5 as it just goes WOT off the line but the M5 runs it down and passes easily. Just a much stronger top end pull: Next up is a tuned W205 C63 AMG S. The C63 just is outclassed: Now we get to the good stuff. How about a Pagani Huayra? The odds of ever seeing one are slim let alone getting a run with one. The Huayra features a 700 horsepower AMG M158 twin turbo V12. Yes, it can be tuned although this seems to be a stock example. It is blistering fast in stock form and only weighs 3064 pounds. The M5 and the Huayra are door to door but then the Pagani starts to edge at higher speeds. The BMW sedan really hangs in there well against an incredible exotic: Next up is a Lamborghini Huracan. It just does not have the top end pull to compete: Finally, a Porsche 991 Turbo S. The Porsche just rockets off the line and has a huge lead. The M5 has to run it down but begins to close the gap. It actually manages to catch up and pass. An event like this where the M5 can really stretch its legs is well suited to its strengths.
    19 replies | 2846 view(s)
  • Sticky's Avatar
    04-17-2017, 06:42 PM
    We expected a price in the $10k range and that is exactly what Porsche is pricing the 991.2 Carrera S Powerkit at. As you know, the 991.2 GTS models include the Power Kit as standard. What you get is 450 horsepower courtesy of larger turbochargers and new software. Additionally, a new brake cooling system along with the PSE (Porsche Sport Exhaust) system and Sport Chrono with dynamic engine mounts are included. The kit will be available for retrofit for Carrera S models at Porsche dealers starting in June. What about the Carrera? It is left out because Porsche does not want Carreras stomping S and GTS models. PorscheBoost has a feeling that as soon as the part numbers get out there some enterprising base 991.2 owners will figure out a way to do the retrofit themselves without Porsche's blessing.
    35 replies | 494 view(s)
  • Sticky's Avatar
    04-01-2017, 07:53 PM
    With the 991.2 GTS model Porsche is taking their 3.0 liter flat-6 to a stated 450 horsepower and 405 lb-ft of torque. What the GTS includes is larger turbochargers and new tuning compared to the standard 911 Carrera and Carrera S. The X51 package or Porsche Power Kit can be retrofitted by the dealer but only onto the S model. The 911 Carrera is left out in the cold for some reason (as many people would likely not buy the S if it was available) and the GTS of course has it standard. Let's take a look at the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine 9A2 3.0 991.2 Carrera S Horsepower: 420 Torque: 369 lb-ft Boost Pressure: 16.0 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 51mm compressor/45mm turbine 9A2 3.0 991.2 Carrera GTS Horsepower: 450 Torque: 405 lb-ft Boost Pressure: 18.0 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 55mm compressor/48mm turbine Now, the engines are effectively all the same thing. Porsche is sharing parts and cutting costs. The only real difference is the turbocharger sizes, boost pressure, and tuning. The Carrera and Carrera S only differ by 2mm in turbo compressor size. The GTS however has a 6mm larger compressor and 3mm larger turbine. The difference on paper between the Carrera and S is supposed to be 50 horsepower: Carrera: Carrera S: It is roughly a 30 wheel horsepower difference which is not huge and easily mitigated and exceeded with minor modifications. The GTS will offer at least this much power and torque over the S. We do not have a dyno of one yet as it is not on the streets yet but expect over 400 horsepower to the wheels. If one is interested in power they should know that the base Carrera has the exact same engine internals as the other motors and can easily handle 450+ horsepower. Frankly, going to a set of hybrid turbos with larger wheels than the GTS will produce a lot more power at a fraction of the cost. How much more? We are going to have wait and find out.
    28 replies | 1098 view(s)
  • Sticky's Avatar
    04-25-2017, 12:33 AM
    The BMW M3/M3 and Porsche 911 have quite a bit in common this generation. Why? Because both have twin turbocharged and direct injected 3.0 liter six-cylinder powerplants. You can also get either with a dual clutch or manual transmission with power sent to the rear wheels. Let's look over the specifications of the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine Piston Speed FPM: 3759.842 BMW S55 Horsepower: 425 Torque: 406 lb-ft Boost Pressure: 18.1 psi Bore x Stroke: 84.0mm x 89.6mm Redline: 7500 rpm Compression Ratio: 10.2:1 Intercooler: Water to Air Turbos: 51mm compressor/43mm turbine Piston Speed FPM: 4409.449 Obviously, we all know the S55 engine is highly underrated by BMW. Recently, when Porscheboost was doing some testing at VF-Engineering on their Mustang dyno the opportunity presented itself to overlay a stock S55 with the stock PorscheBoost project 991.2. Here is the result, both dual clutch examples stock on 91 octane pump fuel: What is interesting to note is that the spool on the 991.2 Carrera 9A2 is much better than the BMW S55. The Carrera is spooled by 2400 rpm and the S55 has more lag by roughly 1000 rpm. That is significant. You will notice once spooled the curves are fairly similar. The S55 does have more peak torque and horsepower but the difference is not as large as one would expect. The difference in torque is only 3 lb-ft at the wheels. A wash. Not bad for what on paper is supposed to be 74 lb-ft. The 911 is making more torque than Porsche is letting on by quite a bit. The difference in peak horsepower is 15 at the wheels. This is attributed to the S55 making power to 6850 rpm while the 9A2 is tailing off past 6400 rpm. Both torque curves are dropping hard but the S55 maintains a top end edge from 6400-6800 rpm. Revving either engine out to their 7500 rpm redline does not gain anything and short shifting is preferred for maximum performance. It is interesting that the 9A2 engine with less boost and slightly lower compression is so close. It is also interesting the spool is so much better but Porsche likely concentrated very hard on quick spool down low to appease naturally aspirated purists who would complain about lag. The engine comes on strongly and quickly. It is no wonder the 9A2 knocked out the S55 in its category at the 2016 International Engine of the Year Awards. In an ideal world we would be able to toss a Carrera S and a GTS onto this dyno to see how Porsche is really separating their 9A2 motors. We do have Dynojet numbers posted for the Carrera and S but the GTS is the variant we are all eagerly awaiting to see. This is the difference between the turbocharged 991.2 Carrera S 3.0 and the naturally aspirated 991.1 Carrera 3.4: BMW of course has the Competition Package version of the S55 and now the CS version in an even higher state of tune essentially doing what Porsche does in offering the same motor in different flavors. The main difference though is that Porsche changes the turbochargers and not just the software offering greater differentiation and tuning value in this respect. What is clear is that the turbo era is elevating power and torque to heights we have never seen and it will result in a far greater proliferation of tuning for Porsche and BMW models than ever before.
    24 replies | 839 view(s)
  • Sticky's Avatar
    04-03-2017, 06:22 PM
    Well, it took a while but the S85 V10 is finally showing what it is capable of with a big blower. Note, this is with a Vortech YSI supercharger. Also note, this is a low compression 5.5 liter S85 V10 stroker build. The green line showing 793 wheel horsepower and 530 lb-ft of torque at the wheels is at 10 psi on pump gas and meth. The red line showing 862 wheel horsepower and 599 lb-ft of torque at the wheels is at 12 psi with race gas and meth. They believe they are at about the limit of the blower but the YSI is known for being overspun and still making power. They think they can hit 900 whp with Ignite Red racing fuel and perhaps even more with the billet YSI wheel. Also interesting to note, Gintani usually does not advise boosting S65 or S85 stroker designs at least not with high boost. This is definitely a monster and with a DCT swap will usher in a new era of S85 V10 performance.
    18 replies | 836 view(s)
  • Sticky's Avatar
    04-12-2017, 09:21 PM
    The BMW 335i N54 in the video features an unnamed single turbo conversion kit and is running E85. The Nissan GTR is said to have the AMS Alpha 7 upgrade package which is a fairly mild upgrade considering the car is still on the factory turbochargers. Furthermore, this GTR is on 91 octane pump fuel. It is hardly bringing its best to this fight. The 335i does win and pulls up top but is it really anything to be proud of to just edge a Nissan GTR with bolt ons on pump gas? There will be a rematch with the GTR on E85. Whatever happens, it can always get a turbo upgrade and make this race a waste of gas. GTR - Alpha 7 package, built trans, on 91 pump. 335i - Single Turbo, Full bolt ons, and E85.
    11 replies | 1299 view(s)
  • Sticky's Avatar
    04-10-2017, 02:50 PM
    Quadruple digit horsepower from the factory is a rarity even in today's golden age of horsepower. We may be at the zenith though if this rumor is true. Apparently, the Demon Hellcat will offer 1023 horsepower on race gas. That is insane. It is also entirely possible. The aftermarket is hitting 1000+ horsepower with the Hellcat. The motor is fully forged from the factory as well. If Dodge goes to a bigger twin screw blower as is rumored, 1000 horsepower on race gas is within reason. Here is the source of the rumor: <blockquote class="instagram-media" data-instgrm-captioned data-instgrm-version="7" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:31.75925925925926% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAABGdBTUEAALGPC/xhBQAAAAFzUkdCAK7OHOkAAAAMUExURczMzPf399fX1+bm5mzY9AMAAADiSURBVDjLvZXbEsMgCES5/P8/t9FuRVCRmU73JWlzosgSIIZURCjo/ad+EQJJB4Hv8BFt+IDpQoCx1wjOSBFhh2XssxEIYn3ulI/6MNReE07UIWJEv8UEOWDS88LY97kqyTliJKKtuYBbruAyVh5wOHiXmpi5we58Ek028czwyuQdLKPG1Bkb4NnM+VeAnfHqn1k4+GPT6uGQcvu2h2OVuIf/gWUFyy8OWEpdyZSa3aVCqpVoVvzZZ2VTnn2wU8qzVjDDetO90GSy9mVLqtgYSy231MxrY6I2gGqjrTY0L8fxCxfCBbhWrsYYAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div> <p style=" margin:8px 0 0 0; padding:0 4px;"> <a href="https://www.instagram.com/p/BSqnQimgcCb/" style=" color:#000; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none; word-wrap:break-word;" target="_blank">The monster has finally broken cover. Here are the power figures: Power Mode 1: 757hp Power Mode 2: 815hp Power Mode 3 1023hp Now the last power Mode is achieved with only the following parameters in place: 1. Race Fuel: 100 octane or better 2. Crate PCM (crate purchased separately from the car for approximately $3,000) 3. Drag Mode Initiated, allowing higher RPM and broader power delivery in this drag mode... Car will break 9s stock and deep into 8s with few modifications just like the Hellcat has dipped into the 9s quite easily. Driving around town with 815hp from the 6.2L V8 is nuts. STOCK. @dodgeofficial has built a weapon of a car. Internals of the car have been significantly strengthened as is the biggest weakness of the Hellcat, the driveshaft. You will be able to push this car deep into 1000hp easily with the right modifications without the use of race fuel in power Mode 2, just how Hellcat owners have seen 1000whp with their cars. Dodge is one of those companies that listens to its customers and they have literally given us what we all want. I love my MOPAR vehicles just as much as my Italian exotics.....Mopar or no Car baby 🏎💨💨💨💨</a></p> <p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;">A post shared by T H E D A R K E S T R I D E (@thedarkestride) on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2017-04-09T13:12:29+00:00">Apr 9, 2017 at 6:12am PDT</time></p></div></blockquote> <script async defer src="//platform.instagram.com/en_US/embeds.js"></script> Too good to be true? We'll find out soon enough.
    19 replies | 393 view(s)
  • Sticky's Avatar
    04-03-2017, 11:00 AM
    This is impressive considering the competition is a blown 6.2 liter Corvette LT4 V8 which runs over 130 miles per hour in the 1/4 mile stock. This is of course a longer 1/2 mile race which favors the car with more power. That car happens to be the F82 M4. Fuel-It! has their S55 port fuel injection system on the car as well as Pure Turbos Stage 2 S55 turbocharger upgrade. The car also has a BMS JB4, BMS intake, BMS charge pipes, and an ACF exhaust. The Z06 belongs to BMS and is an automatic with E30, a tune, intake, and 2.3 upper pulley. The run is recorded through the Corvette Performance Data Recorder which unfortunately only offers one camera angle but that angle is enough to show the M4 pull away easily.
    14 replies | 1258 view(s)
  • Sticky's Avatar
    04-03-2017, 12:40 PM
    GAD Motors does some really incredible builds and Mercedes-AMG work. Recently they swapped a built 5.8 liter M157 into an E-Class coupe effectively creating the monster E63 AMG Coupe Mercedes did not. Not much is beyond their ability so no reason to doubt them here although there are many questions. Unfortunately, getting answers from GAD Motors in Germany is difficult not only due to the language barrier but also because they do not have a strong internet presence. At least they do not in the USA. The dyno clearly shows 922 horsepower and 775 lb-ft of torque: Monster power and ahead of anything any other tuner has shown despite the numbers being at the crank and not at the wheels. How are they keeping the transmission together? How are they fueling it? What is the M178 fuel system limit? If they are upgrading the dual clutch transmission who is providing the parts and what are their capabilities? Also, what does all of this cost? Unfortunately, answers to these questions are not easy to come by.
    20 replies | 799 view(s)
  • Sticky's Avatar
    04-15-2017, 05:13 PM
    Why is it important to point out that BimmerBoost member @NJ-M4 drives his F82 M4 daily? Because it shows his car is not some fragile dyno queen. He beats on it. He has the TPG Tuning S55 crank hub fix and thus far has not had any problems. Here are his thoughts on the matter: Let's hope we aren't jinxing him here but here is his full modification list: JB4 / Xona Rotor Turbos / Precision Tuning Custom Tune & Flash by Kevin Baldi/ AEM Meth Kit / Dodson Sportsman Clutches / GTS Trans Flash / Akrapovic Exhaust / DSS 1200 HP Axles / ER Downpipes / ER Chargepipes / Maximum PSI Intake / Bootmod3 / HRE R101s / Mickey Thompson 305 ET Street S/S rears and Bridgestone RE71R 275 fronts. He is making 690 horsepower to the tires: Solid power. Also solid track times: Does this mean he is in the clear or that the crank hub is a not a problem? No. Maybe he is just lucky. Maybe it also means that the hysteria surrounding the issue is overblown.
    10 replies | 1136 view(s)
  • Sticky's Avatar
    04-26-2017, 11:10 PM
    BimmerBoost member @pits200 has an automatic BMW 335xi with the VTT GC N54 turbocharger upgrade. The car has 115k miles on it and has not exactly been babied as it has been tuned for over 100k miles at this point. This is important to point out as the GC upgrade is obviously making big torque but his trans is holding the power at 26 psi of boost. It is running well as the drag race video below will testify to. He knows the transmission is on borrowed time but so far with a TCU flash it's holding together and not slipping. You can read his build thread here if you like. ETS FMIC BMS Filters JB4 MHD Backend VTT GCs
    15 replies | 604 view(s)
  • Sticky's Avatar
    04-20-2017, 08:52 PM
    This race comes after a race from earlier this month that also featured the BMW F80 M3 Competition Package and Giulia Quadrifoglio except with the W205 C63 AMG S taking the place of the ATS-V. Well, as the C63 was the slowest of the trio anyway the American contender in the segment makes for a good replacement. As a reminder, the ATS-V and its LF4 3.6 liter twin turbo V6 is rated at 464 horsepower and 445 lb-ft of torque. As crank output in this group does not tell the whole story the ATS-V puts down about 438 rear wheel horsepower and 431 lb-ft of torque at the wheels on a Dynojet stock. Unfortunately, that isn't enough. The ATS-V gets smoked exactly as it should. It is the heaviest car of the trio. It traps roughly 114 miles per hour in the 1/4 mile so ignore the Cadillac test ringers. What you see here is a real world representation and the ATS-V is just overmatched. The M3 and the Quadrifoglio again are close with the Alfa Romeo edging. What about the trap speeds? The French at Motorsport Magazine don't know what those are.
    14 replies | 622 view(s)
  • Sticky's Avatar
    04-07-2017, 04:11 PM
    A blown M3 S65 V8 should not be losing a roll on race to a naturally aspirated S65 V8. That is exactly what happens here though. Why? Well, several factors. To be noted, the supercharged M3 is an E93 convertible which is about 450 pounds heavier than the coupe. It also has a passenger that looks fairly hefty so let's just say the difference is 650 pounds or so. The E93 is also a 6-speed manual meaning it is at a shift speed disadvantage. The E92 M3 DCT has bolt on modifications and some weight saving measures. It belongs to BimmerBoost member @gzim335. He added Gintani E85 flex fuel tuning and says his car is much faster with the higher octane fuel and new tune. It is hard to argue with the result:
    12 replies | 997 view(s)
  • Sticky's Avatar
    04-11-2017, 01:22 PM
    Almost 700 wheel horsepower here from the S55 motor. This car is on 100 octane race fuel but does not have supplemental methanol injection. The turbochargers are upgraded Pure Turbos Stage 2 S55 units. The result is 683 horsepower and 657 lb-ft of torque at the wheels. In what correction factor you ask? Well, that is not specified. Some of these 'tuners' need to get out of the habit of taking low resolution cell phone shots of graphs and simply posting full graphs with all the details: The F80 M3 also features upgraded DCT clutches and a back end flash to work with the BMS JB4 S55 piggyback. The intake is also upgraded as are the downpipes. Great peak numbers without any methanol band-aids.
    11 replies | 724 view(s)
  • Precision Raceworks's Avatar
    04-01-2017, 11:31 AM
    Precision Raceworks is offering a group buy on their E-Series Elite Fueling solution. Considering how many BimmerBoost members are pushing the limits of their fuel system, this is definitely something they will want to look into. E-Series Elite Fueling Solution ***GROUP BUY*** This is for group buy with no limit on quantity at a price of $1,899.99 per kit or $2,199.99 with AIC Split Second Controller This is not a Pre-order, all orders will ship within 48hours of final payment We have had many customers wanting to single source a complete package of impeccable quality and a reasonable price. So here it is we are proud to offer the ELITE FUELING SOLUTION. This package contains everything needed to support hybrid twins, big single turbo cars, or any other need for fuel your e-series might have. This group buy will run for 6 weeks only then all orders will be full price. This will not be your typical group buy where you have to wait weeks or months or longer to get your product after the group buy ends. We are not using your money to fund a new product we have hundreds of satisfied customers right now. Final payment notices will be sent out 1 week prior end of group buy and will be due by Saturday May 13th 2017 We will ship all orders within 48 hours of final payment meaning all orders will ship Monday May 15th 2017 and or Tuesday May 16th 2017. You can join the group buy here by going to our website and paying a non-refundable deposit for your spot in the group buy. Share the link spread the word there truly is no limit of the number of kits we can sell. In the event we are up over 100 people we will expedite more inventory as needed. Precision Raceworks is selling the highest flowing fuel kit on the market capable of supporting all of your horsepower needs for a fraction of the cost of similar kits on the market. · This Elite Fueling Solution fits the following BMWs: 2008-2012 E82 BMW 135i & 135is 2007-2011 E90/E91 335i & 335xi N54 2007-2013 E92/E93 BMW 335i & 335xi 2011-2012 E92 BMW 335is
    12 replies | 677 view(s)
  • Sticky's Avatar
    04-26-2017, 10:21 PM
    Careful, the quote you are about to read is drenched in estrogen. "The 840-hp Dodge Challenger SRT Demon from Fiat Chrysler is so inherently dangerous to the common safety of motorists that its registration as a road-worthy automobile should be banned." Somehow the hyperbole being spewn seems to be much more dangerous especially to common sense. If we really want to get down to what is safe for our roads more people will be killed or injured by senior drivers than those with a Demon. Frankly, no Demons are even on the road so how is the author coming to the conclusion that the car needs to be kept off public roads for safety reasons? Well, because the premature and negative conclusion fits the narrative. This is one of those same people that sees a gun and automatically classifies it as an assault rifle based on the appearance and not the application. You know what the world needs? More Dodge Demons. More manufacturers that take enthusiasts into account. More cars that are fun to drive and less vehicles that are tuning into appliances that remove the driver from the equation. What does this person think is going to happen? A Demon on the road is just going to suddenly start driving into people? Owners will be drag racing across crowded parking lots? A teenager in a Honda who just got out of seeing a Fast and the Furious movie is more dangerous on the road than an adult behind the wheel of a performance car they paid for and are familiar with. The Demon is no more dangerous sitting in traffic than any other car. A 5700+ pound sport utility vehicle crammed with luggage and passengers traveling over the speed limit on the highway that physics simply will not allow to stop in the same distance as a lighter car is a much more dangerous proposition than the Demon. Truckers who have not slept for who knows how long hauling tons of goods on the highway across the country are a much more dangerous proposition than the Demon. If anything, the Demon is safer than the standard Hellcat. It is built for traction off the line which means you can get into trouble a lot easier with tire spin on the standard Hellcat. The tires offer more grip, not less. How is the Demon a result of misguided corporate choices? It is built to be the quickest production vehicle in the 1/4 mile and achieves that goal. It does so on an NHRA dragstrip, not the street. Did someone forget those exist? A place where you can take your car and run as fast as you want to without endangering the public? The Demon is the result of incredible engineering, development, and effort. Dodge did not randomly roll some dice and end up with the Demon. What they accomplished for the money has never been achieved. This kind of fear mongering is an enemy to the entire automotive world: It is not banned for being too fast. The NHRA requires a roll cage for cars that are quicker and faster than set limits. If the Demon is 'too fast' so are a host of other street legal cars. All that is necessary to get them into compliance is a roll cage you hack. It is not the Demon that needs to be removed. It is this garbage from Automotive News. The author did not even have the courage to put their name on it. That tells you what the purpose of it actually is. Source
    7 replies | 958 view(s)
  • Sticky's Avatar
    04-21-2017, 11:32 PM
    Now that is more like it! The N55B30T0 3.0 turbo engine in the BMW F87 M2 does not have the prettiest torque curve. It's definitely a stump puller. That is what tuning is for and Pure Turbos and PTF (Pro Tuning Freaks) were able to tremendously improve upon the factory output. How does 509 rear wheel horsepower and 510 lb-ft of torque at the wheels sound? The torque curve still heads south fairly quickly but the motor is not running out of steam anywhere near as soon in the rev range. The torque curve holds until almost 5k rpm whereas the factory curve starts dropping off at 3k rpm. The car now can make full use of its 7k rpm powerband. What are the full specs? Here you are: 18.5 psi of boost on a 91 pump and D85 mix. Port injection is obviously key as well. Just a very well tuned example.
    11 replies | 743 view(s)
  • Sticky's Avatar
    04-15-2017, 07:21 PM
    At one point people would have told you this was impossible to achieve. Yet, here we are. @MR747 managed to break into the 9's with his W204 C63 AMG using a 3.0 liter Weistec M156 twin screw supercharger. He did it with a stock internal M156. Note, this is not the P31 option with the stronger factory engine internals. That makes the achievement all the more impressive. Let's go over the mod list Ms109 fuel Stock Fuel system and Weistec stage 3 injectors Front and back seats out for weight loss Stock Bottom End Stock Heads 60mm Pulley IAH rebuilt gearbox Custom Ceramic Coated intake pipes MBH headers exhaust dropped at mufflers A little bit of weight loss but nothing too crazy there. He didn't even touch the heads. A great launch with a 1.565 60 foot deserves a fair share of the credit. Simply a remarkable achievement with more in it if he wants it:
    8 replies | 1132 view(s)
  • Sticky's Avatar
    04-05-2017, 02:01 PM
    The Trump administration continues to trim the fat and there is plenty of fat to spare at the EPA (Environmental Protection Agency). The administration plans to virtually eliminate federal funding for EPA emissions and mileage testing. Do not shed any tears for the EPA. This is the same agency that attempted to stop you from modifying your own car and fine you $37,500.00 if they deemed a car is out out compliance. Yes, even a race car or just something you tinker with in your garage. The EPA has an ally in CARB which is already fighting the White House on emissions regulations and how that battle shakes out remains to be seen. The Trump administration has also proposed eliminating 50 EPA programs as well as reducing the EPA budget by over 30% entirely. An EPA spokesperson had the following to say: Kind of hard to believe that statement when the EPA constantly expanded and tried to secure more funding. Not to mention directly attempting to fine car enthusiasts and force their policies on the taxpayer. It looks like the bloated eco-monster that was the EPA is finally being reigned in. Source
    4 replies | 1567 view(s)
  • Sticky's Avatar
    04-05-2017, 04:41 PM
    This is some big news considering that the new turbocharged VR30DDTT 3.0 liter V6 is proving problematic for tuners. AMS is getting Infiniti USA's blessing (and likely the ECU codes) to tune Q50 and Q60 models creating an Alpha Red package. The AMS products will be offered through Infiniti's motorsport catalog. Furthermore, you will be able to order these products directly through a dealer. Whether that means you can finance the performance parts directly into the purchase of the car is not clarified. It also is not clarified how the warranty will be affected. Considering the factory output of the VR30DDTT and how hard its turbochargers are pushed no doubt one can expect turbo upgrades among the usual bolt ons. This is definitely a major coup for AMS and the Alpha brand.
    12 replies | 660 view(s)
  • Sticky's Avatar
    04-14-2017, 08:46 PM
    The BoostAddict.com project 991.2 is finally getting underway. The first modification chosen was the IPD Plenum. Why? Frankly because of the skepticism that surrounds the product and the claimed gains. Just look at the Porsche 991 Turbo S dyno numbers and the monster gains with the product. Compared to the 991 Turbo and S models the 991.2 Carreras have smaller 3.0 liter flat-6 motors that are moving less air. However, as they are all now turbocharged the plenum potentially poses a similar restriction. I contacted IPD and told them I intended to test their product. In return for using the BoostAddict.com Project 991.2 and arranging the dyno time I received a discount on the product. IPD also provided the install to make sure it was done properly. VF-Engineering generously provided use of their facility and it was chosen because they have a Dynojet and a Mustang dyno in-house. Now, the test car is RWD and a base C2 but in order to dyno the car the front wheels need to be moving due to the wheel speed sensors. That meant the Dynojet was disqualified. Note, if you have a 991.2 Carrera, S, or GTS and intend to get a Dynojet graph make sure you find an all wheel drive linked Dynojet. As you read in the Mustang vs. Dynojet article the Mustang is a more conservative load bearing dyno. That being said, the baseline numbers are very strong: 345 horsepower and 327 lb-ft of torque to the wheels on the Mustang completely stock at 1000 miles on 91 octane pump gas. Considering the 370 crank horsepower rating this is a very healthy example. The car also clearly is underrated. You will notice a bit of a dip in certain areas on pull three. The car is quite consistent but heat soak starts to become a factor. IPD changed out the factory plenum for their plenum with the car still strapped on the dyno. This is not easy to do. It is recommended that one do the plenum install on a lift. The good news though is that the engine does not need to be dropped to do it. The bad news is you have to remove the taillights, bumper, spoiler, fans, etc. Almost everything needs to come off the back. Make sure someone with experience installs the part. So what are the plenum testing results? There is an average hp gain, average torque gain, and max gain of 21 horsepower and 21 lb-ft of torque. There is even a modest increase in the peak figures but the area to focus on is from 3700 to 5200 rpm: Let's compare pull number 2 from the baseline to the plenum to give a clear picture: The shape and area of the gains in the curve is reminiscent of the 991 Turbo. Basically, there is more meat in the middle of the powerband. An area that gets a lot of use. Average horsepower goes from 266 to 270. Average torque goes from 290 to 294. Peak horsepower increases by three wheel horsepower and peak torque by 6 lb-ft. The max gain though is 21 horsepower and 21 lb-ft of torque at the wheels at 4700 rpm. Now, this is with no tuning changes and no fueling changes later in the day when the car was warm and air temps increased. The plenum is showing gains in less favorable conditions which is a good thing. Now, do I feel it seat of the pants? Not exactly. I do not feel a spool gain or a throttle response gain but there is a sense of added urgency when revving out past 4000 rpm. This is difficult to quantify which is why we have the dyno to measure and not our butts. Is the part worth $950? Yes. It's free horsepower and torque in the mid-range. It is coming from removing a restriction and not from increasing boost or messing with octane. Some people speculate boost pressure increases but the factory gauges are not showing me any different numbers in this regard. Personally, I'm sold. If I didn't like it or feel it was not doing what was advertised I would take it off the car. Hopefully more people test it and see for themselves. IPD mentioned that some of their gains on the other turbo Porsche models are so large they even dial back the graphs to show the worst runs as people do not believe them. The proof is right in front you. The plenum is a great place to start when modifying your turbocharged 911. P.S. A huge thank you to the crew from IPD along with VF-Engineering for being so generous with their time and making this a successful test. Thank you! The original factory piece for those that are curious:
    10 replies | 617 view(s)
  • Sticky's Avatar
    04-04-2017, 06:31 PM
    The mid-size performance SUV segment just got a very interesting entrant. The only one powered by a twin turbo V8. Say hello to the new 2018 Mercedes-AMG GLC63 and GLC63 Coupe models. Only the coupe version gets the GLC63 S variant. That means if you want the full 503 horsepower from the M177 4.0 liter twin turbo V8 you will have to opt for the coupe. Otherwise, the M177 is detuned to 469 horsepower which can of course be remedied with aftermarket ECU software. The transmission is a 9-speed MCT. What this means is that the torque converter is replaced with wet clutch packs. This improves shift speed and response compared to a traditional automatic. The tow capacity is not provided. 19 inch wheels with 235/55 front tires and 255/50 rear tires are standard. The S model has 20 inch wheels standard with 265/45 front tires and 295/40 rear tires. What is the price? Well, Mercedes-AMG did not announce the MSRP in the press release. The GLC43 starts at $55k so expect around $70k base for the GLC63. With the aftermarket tuning for the M177 well underway expect the GLC63 to quickly establish itself as the king of performance in the segment at least in raw power. Apr 4, 2017 – Affalterbach. Mercedes-AMG set a milestone when it launched the first ML55 in 1999. The combination of a high-performance engine with the space and practicality of an SUV opened up an entirely new market segment in which AMG has continued to thrive. With the new GLC63 SUV, GLC63 Coupe and GLC63 S Coupe, Mercedes-AMG once again occupies an exceptional position in the marketplace. For the first time in the Mercedes- AMG lineup, a mid-size SUV will now be available with a powerful eight- cylinder biturbo engine. The handcrafted AMG 4.0L V8 biturbo engine produces 469 hp in the GLC63 SUV and GLC63 Coupe and a mighty 503 hp in the GLC63 S Coupe. Acceleration from 0-60 mph takes just 3.9 seconds in the GLC63 SUV and Coupe, and an impressive 3.7 seconds in the GLC63 S Coupe. Each of these three new performance models feature an air spring suspension with adaptive, adjustable damping, AMG Performance 4MATIC+ all-wheel drive with fully variable torque distribution, a rear-axle limited-slip differential and a high-performance braking system. As a visual indication of their links with Mercedes-AMG sports cars, all new GLC63 models sport the AMG Panamericana grille, which was previously reserved for the AMG GT family of sports cars. In addition, the new models offer all the advantages of a Mercedes SUV: ample room for passengers and luggage, comprehensive array of safety equipment and superior traction in all road conditions. The new Mercedes-AMG GLC63 SUV, GLC63 Coupe and GLC63 S Coupe occupy exceptional positions in their respective markets on every front. They are the only vehicles in their segment to be powered by an eight-cylinder biturbo engine, thus meeting the wishes of customers who are looking for a midsize SUV with superior power delivery and a highly emotional, unmistakable engine sound. "For us, the new GLC63 is a quite special vehicle. It is no easy job designing an SUV to be highly sporty and dynamic while at the same time offering inherent extreme driving stability and efficiency. This required us to put our heart and soul, along with our many years of SUV expertise, into the development of this vehicle. The result is an SUV that can be driven with high precision and agility and which, if required, is equally at home on a high-speed lap of the race track. With our V8 biturbo engine, we hold a decisive unique selling point in the performance market. What is more, with both SUV and Coupe variants available, we offer the widest choice in the segment. The technical closeness to our sports cars is visually underlined by the Panamericana grille, which was previously reserved for our AMG GT models," says Tobias Moers, CEO of Mercedes-AMG GmbH. Unique offering in the segment with V8 biturbo engine Both SUV and Coupe variants of the GLC63 are offered with the proven, handcrafted AMG 4.0L V8 biturbo engine, producing 469 hp and 479 lb-ft of torque. The GLC63 S Coupe produces a massive 503 hp and 516 lb-ft of torque. Acceleration from 0-60 mph takes just 3.9 seconds in the GLC63 SUV and Coupe, and an impressive 3.7 seconds in the GLC63 S Coupe. V8 biturbo closely related to engine in the Mercedes-AMG GT The handcrafted AMG 4.0L V8 biturbo engine is already used in numerous AMG Performance vehicles, including in the AMG GT sports car family (with dry sump lubrication). A characteristic feature of this engine is that the engine's two turbochargers are positioned inside the cylinder "V". The main advantages of this design are the compact engine construction, optimal throttle response and low exhaust emissions. Each engine is assembled by one mechanic in the engine shop at AMG's headquarters in Affalterbach, Germany according to the "one man - one engine" principle. Short shift times, high efficiency: AMG SPEEDSHIFT MCT 9-speed transmission The new GLC63 SUV, GLC63 Coupe and GLC63 S Coupe all feature the AMG SPEEDSHIFT MCT 9-speed transmission, which made its debut in the Mercedes- AMG E63 S. The driver benefits from extremely short shift/response times. Fast multiple downshifts and the double-declutching function make for highly emotional shifting. A start-off wet clutch replaces a traditional torque converter in this new transmission, saving weight and optimizing the response to the driver's accelerator pedal input. AMG Performance 4MATIC+ variable all-wheel drive After the Mercedes-AMG E63 S Sedan, the GLC63 now comes with AMG Performance 4MATIC+ all-wheel drive. This intelligent system unites the advantages of different drive concepts: fully variable torque distribution to the front and rear axles ensures optimal traction right up to the physical limit. The driver is also able to rely on high driving stability and handling safety under all conditions, even in snow. The transition from rear-wheel to all-wheel drive and vice versa is seamless, as intelligent control is integrated into the overall vehicle system architecture. An electromechanically controlled clutch connects the permanently driven rear axle to the fully variable front axle. The best possible torque distribution is continuously computed according to driving conditions and driver's input. Transitions are seamless and based on a sophisticated matrix. Alongside traction and lateral dynamics, the all-wheel drive also improves the longitudinal dynamics for even more powerful acceleration. For a personalized experience: AMG DYNAMIC SELECT drive programs The four AMG DYNAMIC SELECT drive programs "Comfort," "Sport," "Sport+" and "Individual" allow the driver to extensively influence the characteristics of the GLC63 SUV, GLC63 Coupe and GLC63 S Coupe by modifying key parameters such as the response of engine, transmission, suspension, steering, ESP® and all-wheel drive. Independent of the DYNAMIC SELECT drive programs, the driver has the option of pressing the "M" button to switch directly to manual mode, in which gearshifts are executed exclusively using the shift paddles on the steering wheel. The suspension settings can also be specially selected if required. "Comfort" is a balanced drive program with a comfort-oriented suspension and steering set-up as well as a fuel-efficient powertrain configuration with early upshifts – including smooth gearshifts and a restrained engine sound. The ECO start/stop function and coasting function are activated in this mode. When the driver releases the accelerator in a speed range between 37 and 99 mph, the clutch of the MCT transmission opens and the engine is decoupled from the powertrain. Electronics lower the engine speed to idle and driving resistance is reduced by the compression and friction forces of the engine on overrun. The DYNAMIC SELECT "Sport" and "Sport+" drive programs are designed for high driving dynamics. This results from an agile accelerator pedal characteristic with direct set-up and emotively appealing gearshifts with shorter shift times and double-clutching function on downshifts. The increased idle speed in "Sport+" enables especially fast acceleration from rest. The GLC63 Coupe and GLC63 S Coupe have an additional "RACE" drive program, in which all driving parameters are configured for maximum performance. With a total of five drive programs, this Performance SUV once again offers the widest choice in the segment. Exhaust system with flap technology for variable engine sound An emotional V8 engine sound comes courtesy of an exhaust system with flap technology. This flap is controlled automatically depending on the AMG DYNAMIC SELECT drive program, the power demanded by the driver and the engine speed. Optionally available is the AMG Performance exhaust system, which allows the exhaust sound to be modulated at the press of a button. Specific suspension for maximum lateral and longitudinal dynamics The agility, highly dynamic lateral acceleration and maximum grip of the new GLC63 SUV, GLC63 Coupe and GLC63 S Coupe models comes courtesy of a new AMG suspension system which features fully-supporting multi-chamber air springs. This suspension setup ensures exceptionally high levels of camber stability, driving dynamics and steering precision. The front axle features a four-link design with special steering knuckles, optimized elastokinematics and radial brake connections. Independent wheel control and wheel suspension elements enable higher lateral acceleration with minimal torque steer. The concept for the rear axle was carried over from the AMG E63 S Sedan and specially matched to the requirements of the GLC. The model-specific multi-link concept impresses with highly precise wheel control and increased stiffness. The AMG-specific rear axle carrier makes the wider track possible in comparison with the GLC from Mercedes-Benz, while the contact surfaces of the wheel bearings have also been moved further outwards. Other measures include AMG-specific wheel carriers, stiffer elastokinematic tuning and higher negative camber. Individual driving experience thanks to three-chamber air suspension system Thanks to a sporty spring and damper set-up and continuously variable damping, the new three-chamber air suspension system combines exemplary driving dynamics with excellent road roar and tire vibration characteristics. The stiffness of the air springs can be adjusted over a wide range by activating or deactivating individual air chambers, making for perceptibly enhanced comfort and handling. There are three degrees of spring tuning depending on the selected drive program and current driving status. The spring rate is hardened automatically in the event of sudden load changes, fast cornering, heavy acceleration or heavy braking, effectively reducing roll and pitch while stabilizing the GLC63 SUV, GLC63 Coupe and GLC63 S Coupe. The adaptive damping can be set in three stages – "Comfort," "Sport" and "Sport+" - thus, both relaxed comfort on long journeys and maximum sportiness are possible. Rebound and compression levels are adjusted independently of each other, and the freely programmable maps permit a wide spread between minimum and maximum damper force. The difference between the comfortable and sporty suspension settings is even more refined and is clearly perceptible – depending on driving style. The GLC63 SUV and Coupe both come equipped with standard 10-spoke Titanium Grey light-alloy wheels with a high-sheen finish (front: 8 x 19 / rear: 9 x 19) with 235/55 R 19 tires at the front, and 255/50 R 19 tires at the rear. The GLC63 S Coupe comes with 5-twin-spoke light-alloy wheels painted in Titanium Grey with a high-sheen finish (front: 9.5 x 20 / rear: 10 x 20) with 265/45 R 20 tires at the front and 295/40 R 20 tires at the rear. Several other wheel and tire combinations are available, including forged, staggered fitment wheels with especially wide tires. Rear-axle limited-slip differential: optimal traction under all conditions For improved traction and driving dynamics, both the GLC63 SUV and Coupe come with a mechanical rear-axle limited-slip differential, while the GLC63 S Coupe uses an electronic rear-axle limited-slip differential. Both differentials reduce the slip on the inside wheel when cornering, without control intervention by the brakes. As a result, the driver is able to accelerate out of corners even earlier thanks to the improved traction. The vehicle remains more stable when braking from high speed, while the limited-slip differential also improves traction when accelerating from a standstill. Overall, the rear axle has been specially matched to the higher driving dynamics of the new Performance SUVs. The greatest benefit of the electronic rear-axle limited-slip differential is even more sensitive and precise control, which pushes the critical threshold higher, making it even easier to drive at the vehicle's limits. The three-stage ESP® with "ESP ON," "ESP SPORT Handling Mode" and "ESP OFF" settings work in perfect unison with the rear-axle limited-slip differential and is optimally tuned to provide outstanding dynamics. Precise, agile handling: speed-sensitive sports steering The electromechanical, speed-sensitive sports steering provides precise, agile handling with authentic feedback. The driver benefits from the variable steering ratio and optimized response. The steering also features variable power assistance with the two modes "Comfort" and "Sport." The power steering is dependent not only on the vehicle's speed, but also on the instantaneous lateral acceleration, selected AMG DYNAMIC SELECT drive program and setting of the adjustable damping. Expressive front end with Panamericana grille A striking characteristic of the exterior design is the expressive front end: the new GLC63 SUV, GLC63 Coupe and GLC63 S Coupe are the first Mercedes-AMG Performance vehicles to feature the Panamericana grille, which was previously reserved for the AMG GT family of sports cars. This design statement affirms the consistently dynamic design of the new Performance SUV and Coupe. A wide front bumper inspired by the design of a jet wing and a large front splitter embodies the power of both new models. The Panamericana grille gives a clear view of the GLC63's cooling technology – a typical attribute from the world of motor sport and a further differentiation from the other GLC models. Wider wheel arch claddings at front and rear lend emphasis to the muscular looks. The new side sill panels make the SUV and Coupe appear to sit lower on the road while elongating the overall lines. On the GLC63 S Coupe, Matte Iridium Silver inserts make for a distinctive appearance. The muscular rear end is dominated by a wide rear bumper and a diffuser in grained black. The trim on the diffuser board is also finished in Matte Iridium Silver. The GLC63 SUV is provided with a spoiler lip on the roof, while the spoiler lip on the GLC63 Coupe and GLC63 S Coupe is familiar from its prior appearance on the AMG GLC43 Coupe. The exhaust system is finished with two high-gloss chrome- plated twin tailpipe trims. Interior also with a consistent focus on driving dynamics The interior underscores the leadership ambition of the new GLC63 SUV, GLC63 Coupe and GLC63 S Coupe in terms of driving dynamics. Driver and front passenger seats are finished in MB-Tex man-made leather combined with DINAMICA microfiber, which unite excellent lateral support with functional ergonomics. The instrument panel is trimmed in Black MB-Tex man-made leather, with the GLC63 S Coupe additionally receiving contrasting topstitching. The high-grade look is underlined by aluminum trim. The touchpad is flanked by the AMG DYNAMIC SELECT switch and numerous AMG-specific controls, such as the button for the 3- stage AMG RIDE CONTROL suspension, 3-stage ESP® or optionally the button for the AMG Performance exhaust system with flap control. The GLC63 S Coupe variant comes with an even more extensive equipment package, including an AMG Performance steering wheel in Black Nappa Leather / DINAMICA microfiber, in combination with leather appointments and an AMG instrument cluster with red highlights. Exclusive optional extras The AMG Performance Studio offers technical and design highlights to make the Mercedes-AMG GLC63 SUV, GLC63 Coupe and GLC63 S Coupe even sportier, more exclusive and more individual. The following provides just a selection: AMG Performance exhaust system with flap control at the push of a button Greater differentiation of the sound characteristics by two additional exhaust flaps Sound characteristics dependent on selected drive program - clear differentiation between a full sound in the "C" and "S" drive programs and a distinctly sporty sound in the "S+" and "RACE" drive programs (GLC63 Coupe and GLC63 S Coupe only) Additional control of the sound characteristics via button on the center control panel in the center console AMG Night package: Front splitter of the AMG front bumper in High-Gloss Black Inserts in the AMG side sill panels in High-Gloss Black Exterior mirror housings in High-Gloss Black Waistline trim strip and window frame in High-Gloss Black Roof rails (SUV only) finished in Matte Black AMG Exterior Carbon Fiber package: Exterior mirror housings in carbon fiber Spoiler lip in carbon fiber 20-inch light-alloy wheels 21-inch light-alloy wheels 21-inch forged wheels AMG Performance Studio interior: Upper section of instrument panel and waistlines in Black Nappa- look MB-Tex man-made leather with contrasting topstitching (GLC63 S Coupe) Two-tone Nappa leather in Red Pepper/Black or Platinum White/Black Black Nappa Leather AMG Performance seats for driver and front passenger with more heavily contoured seat shape for enhanced lateral support, with integral head restraints and "AMG" badge in the seat backrests The new 2018 Mercedes-AMG GLC63 SUV and Mercedes-AMG GLC63 Coupe will celebrate their auto show debuts at the New York International Auto Show.
    11 replies | 678 view(s)
  • Sticky's Avatar
    04-26-2017, 09:42 PM
    BimmerBoost is filled with people chasing horsepower. Some of them get sick of trying to push BMW's motors to lofty heights. Fortunately, that is where the BoostAddict.com Automotive Performance Network comes in to cater to all enthusiasts. @lamboworld previously had a 2008 FBO E82 135i and a 2009 FBO E89 Z4 35i. Now he has a C6 Z06 that makes 585 to the tires naturally aspirated and goes well over 700 wheel horsepower with nitrous: Here is the full mod list: Advanced Induction 280cc head porting with milling of.03 Replaced guided with CHE guides OEM Intake Valves and Replaced Exhaust Valves with Ferrea Hollow 2040P BTR 660" Platinum Dual Spring kit with TI Retainers Chromoly Pushrods ARP Head Bolts Straub Bushing Trunions Hinson C7R Chain Comp Cam: 226/246, .60x/.61x, @ .050", 114+2 LSA Mamo Ported MSD Intake NW 102 TB 160 Thermostat NGK TR7 Iridium Plugs Haltech 103 Intake Kooks Headers and Catted X Pipe B&B Fusion Gen 3 Exhaust Mild to Wild switch on dead pedal DRM Bilstein Shocks with bushings lowered on Stock Bolts Monster LT1-S Triple Disc Organic Clutch with Slave and Remote 36" bleeder. Motul RTF 600 Clutch Fluid Elite Engineering 1/4" Tunnel plate with Thermal ABS Nitrous Outlet MSD Plate Kit Nitrous Outlet Heater Katech Belt Tensioner with Belt Nitrous Outlet C6 Stand Alone Fuel tank with C16 Nitrous Outlet Purge Kit Nitrous Express Maximizer 4 Progressive Controller Custom Nitrous Switch for Arm, Heater and Purge Lingenfelter LNC 2000 Timing Retard Custom Billet Aluminum Nano and Nitrous Bottle brackets SB Painted Proform Valve covers Coils Relocated under Haltech heat shield with custom MSD plug wires Skip Shift Eliminator R888's for the Track Custom Crystal Grey Powder Coated Spyders for Track Machine Face Cup wheels with MPSS and Jake Center Caps Eagle LED Tail Lights Lingenfelter Clutch Stop GM 427 Hood Emblems Not a bad way to go, is it? Especially with the tuning value C6 Z06's offer today.
    15 replies | 241 view(s)
More Activity