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  • leveraged sellout's Avatar
    Today, 02:13 AM
    It's a shame some states are stuck with 91...we have 93 here in the midwest. Funny though how even with turbo upgrades, the M157 is at most a 700whp (for now) engine, whereas with full bolt-ons (but no turbos) on 93 an S63tu might get very close. Not with torque, this engine is just pornographic in that regard. But...an interesting comparison. Also, tune + boltons on the Audi 4.0 isn't too far behind either. Those inverted heads really help with power production.
    9 replies | 195 view(s)
  • 93siro's Avatar
    Today, 12:58 AM
    I dont know about you guys but im not into having a diesel like powerband. And holy crap thats one expensive way to just upgrade the compressor side. Thats vtt stage 3 price teritory.
    9 replies | 195 view(s)
  • Stevenh's Avatar
    Yesterday, 10:31 PM
    Eh, say what you will, but I'm more interested in real world numbers than hero runs that are using a fire hose for meth injection.
    9 replies | 195 view(s)
  • Sticky's Avatar
    Yesterday, 08:47 PM
    A good reader would not assume the topic was not covered as it already was. I don't link to every past Tesla article in every Tesla article. But whatever, you missed it. You mentioned something and I provided supplemental information. :deadhorse:
    20 replies | 354 view(s)
  • Sticky's Avatar
    Yesterday, 08:43 PM
    500+ wheel horsepower N55's are almost becoming routine. Recently we saw a Pure Turbo Stage 2 upgraded F30 335i cross the 500+ wheel horsepower mark. Well, here is yet another 500+ wheel horsepower N55 although what makes this one different is that it is a DCT car. Why does this matter? Well, because the DCT offers very quick shifts (which we saw pay dividends in a real world race) and because the stock transmission is holding this level of power and torque. How much power and torque? 520 horsepower and 517 lb-ft of torque at the wheels. This is achieved with full bolt ons in addition to the Pure Turbos upgrade, meth injection, and a Cobb/JB4 stack for tuning. The race to 600+ whp is on in the N55 scene.
    4 replies | 187 view(s)
  • klipseracer's Avatar
    Yesterday, 07:45 PM
    Oh, you linked to that article in this article in the comments. You also brought up the topic in an article previous to my comment. But you didn't link your to the article within this article, until I had mentioned it. They're, your seeing whose right now.
    20 replies | 354 view(s)
  • Sticky's Avatar
    Yesterday, 05:13 PM
    I don't know if it will crack 700 on pump but it's easily capable of 700+. I wonder what the limit is really. It's probably the trans. Maybe the internals. I don't know. Weistec does though.
    9 replies | 195 view(s)
  • ezec63's Avatar
    Yesterday, 04:56 PM
    True True that's a massive powerband especially in a RWD car and the SL63 is relatively light for what it is and compared to the other awd M157 cars. It has to be a blast to drive top down burning tires through every gear. Since the stock turbo car made 40whp more on 93 then 91 I wonder what this would make? 700whp? That would be bananas in this car
    9 replies | 195 view(s)
  • Sticky's Avatar
    Yesterday, 04:50 PM
    There are not a lot of forced induction options for the new Dodge Viper. Really, there aren't any that are tuned on the factory ECU. D3 Engineering has an interesting solution using a plug and play ProEFI standalone ECU. We have already seen them hit 950 wheel horsepower on the stock internals with E85. The Dodge engineers made sure to make the Viper V10 stronger in the Gen V car so it could be turbocharged on the factory motor. We contacted D3 Engineering for more details on their stock internal turbo kit. It retails for $44,999. Why so much? We have no idea. Hopefully D3 Engineering lets us know but that is a ton of money for a pair of turbos and a standalone. Here is what is included: Gen 5 SRT Viper (2013+) ProSpeed TT Stage 1 -D3PE Twin Turbo System -D3PE Stainless high flow exhaust system -D3PE air to water intercooler system -D3PE oil catch can system -D3PE fuel system upgrade -Triple disk clutch upgrade -ProEFI standalone ems system -Full integration with factory components (no lights, all OEM functions work) -ProEFI boost control -ProEFI traction control -ProEFI rolling antilag -ProEFI fuel and oil pressure safety -ProEFI flex fuel control -Installation at our state of the art facility -ProEFI dyno tune- custom mapping -800+whp on 93 octane -Capable of 1000+whp with upgraded engine (call for pricing) Most of the goodies come from the ProEFI ECU and the ECU itself is not what one would call expensive. Regardless, this really is the only working solution this network knows of right now. RSI (Racing Solutions) claims to have working turbo setups but there are some horror stories about them out there we will delve into at a later date. For now, this is the only game in town although a supercharger is on the way from another party. 950 whp on the stock internals and low boost with the ability to crank it up is definitely nice:
    0 replies | 82 view(s)
  • Sticky's Avatar
    Yesterday, 04:46 PM
    You can't just look at peak hp. The turbo upgrade provides massive torque. It's not a waste to use this kind of power on 91. It means you can have it every single day. It also means there is just more room to crank it up on race gas.
    9 replies | 195 view(s)
  • ezec63's Avatar
    Yesterday, 04:31 PM
    Yea the crap fuel is a bummer its almost a waste of a turbo upgrade if your going to run it on piss grade 91 octane. On stock turbos they made 645whp on 91 octane so the gain is ~20whp. On 93 octane and stock turbos they made 685whp so more power then this turbo upgraded car on 91. They need to pump in some MS109 or above and really let those upgraded units sing I wonder what they can do.
    9 replies | 195 view(s)
  • onisyndicate's Avatar
    Yesterday, 04:24 PM
    Jesus christ 826 wtrq at 2.7k rpms. Want to talk about throwing your head back! Wiestec has made me appreciate mb more and more!
    9 replies | 195 view(s)
  • 135pats's Avatar
    7 replies | 813 view(s)
  • Sticky's Avatar
    Yesterday, 03:12 PM
    This latest press release from Acura includes some interesting tidbits on the upcoming second generation NSX. What do we learn? Well, we learn that the gasoline powerplant will displace 3.5 liters and of course it will be a twin turbocharged motor with direct fuel injection. It is also a dry sump design. They are using a new ablation casting technology which is said to result in unparalleled chassis rigidity. The first NSX was famous for its stiff yet lightweight chassis. Speaking of weight, there are 10 heat exchangers used to cool the Hybrid drivetrain. Will they be able to keep this car light? It also has all wheel drive. Acura terms it Super Handling All-Wheel Drive and this system uses advanced torque vectoring. It sounds like this car is going to do some incredible things in the corners and powering out of them. The transmission is a 9-speed DCT unit. The car will be very tightly geared while still offering speeds for the highway to keep revs low and MPG high. This vehicle is shaping up very well. New Technical Details of the Next Generation Acura NSX Revealed at SAE 2015 World Congress and Exhibition . DETROIT, April 23, 2015 – In advance of the market launch of the highly anticipated next generation Acura NSX, the engineers leading the supercar's development shared new technical details and design strategies with the automotive engineering community at the April 22nd SAE Detroit Section dinner, held in conjunction with the SAE 2015 World Congress and Exhibition. Additional information about the team's efforts to achieve a true "New Sports Experience" included details of the NSX's world's first body construction process that helped create a multi-material space frame resulting in class-leading body rigidity, the advanced total airflow management system and an update on NSX's power unit specifications. Ted Klaus, chief engineer and global development leader of the new NSX, introduced key powertrain, body and dynamic performance engineers who shared new product and technical details in their related areas of the development. The unprecedented sharing of technical details prior to the car's market introduction reflects the desire of the NSX development team and the company to inspire the imagination of automotive and technology enthusiasts along with the next generation of engineers. "Our goal is to create something altogether new and exciting, something that advances the concept of a next generation supercar in the spirit of the original NSX," said Klaus. "In order to provide NSX-level value, we needed to push ourselves to experiment with, refine and then realize many new technologies." Significant technical revelations concerning the NSX included: - The NSX includes Acura's first use of a revolutionary multi-material space frame design that delivers class-leading body rigidity while remaining lightweight. 1 - World's first automotive application of new ablation casting technology resulting in world-class body rigidity for ultimate handling and control. - World's first use of a three-dimensionally formed, ultra-high-strength steel A-pillar, supporting class-leading rigidity and crash performance while providing outstanding outward visibility. - The NSX achieves top-in-class aerodynamics targets without the use of active aerodynamic elements, while its three-motor Sport Hybrid power unit is cooled through 10 heat exchangers all thanks to a total airflow management strategy that maximizes the flow of air around and through NSX. - Displacement of the NSX's all-new twin turbo V-6 engine was confirmed to be 3.5-liters. - The NSX will mark the introduction of the most capable and highest torque capacity Super Handling All-Wheel Drive system in Acura history. - The latest proprietary logic advances Acura's two decades-long pursuit of Super Handling that proactively responds to driver inputs, allowing the NSX to achieve a new level of line trace while at the same time intelligently supporting the driver in changing environments. Additional details on each of these engineering achievements follow: Multi-Material Body Acura's First Application of a Multi-Material Body with Space Frame Construction Developing the Most Rigid-in-Class, Multi-Material Body At the core of the NSX mission to deliver timeless sports car values is an aluminum- intensive, multi-material space frame. This innovative space frame represents a next-generation leap in body design with class-leading technology that is exclusive to Acura within the automotive market. Based on internal data, the all-new Acura NSX multi-material body is by far the most rigid in its competitive set. While the all-aluminum monocoque body of the original NSX was ahead of its time, current aluminum and ultra-high-strength steel-intensive body architecture has been taken to the limit for supercar design. "For this new NSX development, anything and everything that could offer incredible base rigidity and lightweight design was on the table," said Shawn Tarr, principal engineer and Acura NSX body development leader. "We considered all-aluminum unibody, carbon fiber monocoque and space frame designs and ultimately engineered a multi-material space frame because it offers the lowest weight and best rigidity, precision and hybrid powertrain packaging capability of any design." A key advancement in casting technology allowed the NSX development team to realize a quantum leap in body design, for the first time being able to engineer a vehicle with castings in key locations for rigidity, that also support the ductility necessary for placement within crush zones. World's First Application of Ablation Casting The Acura NSX heralds the world's first application of ablation casting technology in the automotive industry. Ablation casting combines traditional casting methods with rapid cooling techniques to offer the design flexibility and rigidity of casting with the ductility and energy absorption characteristics of extruded material. Traditional castings provide the ultimate rigidity in space frame and other body designs, but have traditionally suffered a major drawback: traditional castings are brittle. With the no-compromise performance goals of the NSX, a groundbreaking new casting method within the crush zones had to be used. - The ablation process allows the ultra-rigid castings to be located within the crush zones and to function as large aluminum nodes, or junction points. Aluminum extrusions are then inserted into sockets in the ablation cast nodes, which act as fixtures that hold the space frame in place during welding. - During the welding process, shorter stitch welds can be applied, enhancing the exceptional, repeatable precision of the NSX space frame construction by reducing heat deformation during the production process. - Ablation castings also enable traditional aluminum castings to be used at strategic locations in the space frame and as the primary mounting points for suspension and power unit components, in addition to being the reference and temporary attachment points during the highly accurate space frame construction process. - Full space frame construction and vehicle assembly are conducted on-site at the new Performance Manufacturing Center (PMC) in Marysville, OH, providing a high level of quality control. New A-Pillar Construction Technique In addition to the world's first casting technology, the NSX applies an all-new three- dimensionally formed ultra-high-strength steel A-pillar that provides next- generation rigidity and precise shape specification tolerances. The previous generation NSX had a thin A-pillar that provided very good outward visibility. Reflecting this heritage with modern rigidity and roof crush performance requirements demanded this new, ultra-high-strength production method. Advanced Materials Strategy NSX represents an advanced expression of modern body design theory: the strategic integration of multiple materials to achieve optimal body performance for numerous targets, including rigidity, dynamic response, superior fit-and-finish and occupant protection. - The aluminum-intensive space frame is complimented with precisely crafted ultra-high-strength steel and anchored with a carbon fiber floor together producing body performance at its peak. - For the new NSX, the body design and technologies are about more than just raw performance – a goal of any supercar development. In keeping with the human-centered supercar concept, the NSX development team went further, to optimize how the car's performance capabilities are experienced by the driver through the body. - Drivers will experience all of the on-the-rails handling provided by the Sport Hybrid SH-AWD power unit because it is communicated in high- fidelity through the most rigid body in its class. Total Airflow Management Engineering a Next Generation Thermal and Aerodynamic Package via Total Airflow Management To meet the challenge of the ambitious performance targets, radical packaging design and exotic styling for the next generation Acura NSX, the development team had to totally re-imagine the thermal and aerodynamic engineering for this modern supercar so that maximum energy is extracted from the flow of air around and through the NSX with the highest efficiency. This new total airflow management strategy supports component cooling, aerodynamic performance (drag and downforce) at a very high level without the use of active aero technology, while also contributing to even more dynamic styling. Computational fluid dynamics (CFD) was used extensively during development to allow the U.S.-based development team to maximize the performance of a power unit being developed in Japan. CFD models were run on computers totaling many years' worth of computational uptime. Thermal CFD was effectively used in two ways during development: first, for the proof-of-concept in establishing heat management strategy at the earliest development stage and second, for continuous thermal performance improvement as the vehicle matured through development. Extensive involvement of thermal CFD with design engineers during the development enabled maximum design optimization. Along with the use of advanced CFD, wind tunnel and real world testing, the development team also employed computerized lap-time simulation models of some of the world's most legendary proving grounds that could then be run on chassis- dynamometers allowing testing and validation of computer models for thermal management. - The all-new NSX employs 10 air-cooled heat exchangers responsible for cooling the front twin-motor unit (TMU), twin-turbo V6 engine, rear direct-drive electric motor and 9-speed dual clutch transmission (DCT). - The all new, twin-turbocharged 3.5-liter V6 engine at the heart of the Sport Hybrid SH-AWD power unit requires the greatest cooling and receives it through three radiators: one center and two side units to get maximum airflow volume and efficiency. The center radiator is tilted forward 25-degress, allowing the largest, optimized configuration that best utilizes the inherent pressure gradient while maintaining the strict low center of gravity targets of the NSX's Advance Sports Package. - Condenser and power drive unit (PDU) coolers are efficiently packaged in front of the center engine radiator. - The TMU is cooled passively through strategic use of air in the front motor room and by a heat exchanger mounted in front of the right engine sub- radiator. - The 9-speed DCT is cooled by two heat exchangers, one mounted in front of the left engine sub-radiator and the other in the engine compartment. - Twin-intercoolers located in the signature side intakes are used to cool the intake air charge. Supercar Aerodynamics NSX achieves top-class aerodynamic balance and supercar aerodynamic downforce without the use of active aero. Aerodynamic drag is minimized, even while moving large airflows through NSX as it inhales and exhales. Aerodynamic downforce is created through the total airflow management focus on utilizing airflow through each vent, as NSX exhales, and through more traditional aerodynamic shape optimization. NSX has undergone extensive testing at the company's state-of-the-art wind tunnel in Raymond, Ohio, using ultra-detailed 40-percent-scale models that replicate all of the intake and exhaust vents, heat exchangers and major under-hood components. These highly accurate scale models replicate drag and lift performance with near perfect approximation. It has been verified and put through its paces at the company's full-scale wind tunnel in Japan, and on real and simulated proving grounds throughout the world. Total airflow management vents and precision ducting also help create strong, consistent downforce for NSX and were tuned to optimized forms with aerodynamicist and designer input during working wind tunnel sessions. - Six vortices flow at the rear of the NSX including those that support creating the highest downforce across the rear deck lid. - Flowing from below the car and exiting through meticulously optimized lower, rear diffuser fins is a critical vortex that further anchors NSX to the ground. Uniquely, the fins are not parallel to each other, but are narrower toward the front of the car and wider at the rear. This design creates low pressure and further maximizes downforce. Sport Hybrid Super Handling All-Wheel Drive A new handling paradigm decades in the making The groundbreaking Sport Hybrid SH-AWD dynamic torque vectoring technology applied to this all-new NSX represents research and development that has been ongoing for well over two decades. Next-generation torque vectoring Acura has been continuously refining its advanced torque vectoring technology while in parallel developing new ways of accomplishing the timeless sports car values of lightweight, rigid chassis and potent powerplants. This all-new Sport Hybrid SH-AWD represents a system injected with more electric power, delivered more directly, managing more internal combustion power than any system Acura has engineered to date. In keeping with the development team's 'human-centered supercar' concept, the new NSX and its Sport Hybrid Super Handling drivetrain were truly engineered from the driver out. While the NSX provides a new sports experience with 'on rails handling,' its Super Handling technology was optimized to enhance the driving experience by responding instantaneously and intuitively to the will of the driver. - Super Handling is brought to its pinnacle form in NSX where the strengths of electric motors –delivering zero delay acceleration – allows the NSX to offer dynamic torque vectoring even at low vehicle and engine speeds. - Super Handling logic has progressed along a parallel path with hardware. While many advanced automotive technologies are focused on feedback, measurements of how the vehicle is reacting, NSX uniquely applies additional technology to focus on accurately responding to driver input through immediate, precise application of torque at each wheel at any moment. - Using cutting edge computer-aided engineering (CAE) optimization software, engineers created a double-wishbone, double lower control arm front suspension that decouples the twin-motor unit (TMU) torque from the driver's experience at the steering wheel, providing timeless sports car steering communication to the driver with a new experience of on rails handling provided by the precise torque vectoring of the TMU. - Variable gear ratio steering is applied to further enhance the confident, race-ready driving dynamics of the all-new NSX. Powertrain Sport-Hybrid SH-AWD Power Unit Powering the Sport Hybrid Power Unit with Racing Technologies As announced at the 2015 North American International Auto Show, the new NSX will utilize an all-new power unit from a clean sheet design. At its heart is an all-new longitudinally mounted twin-turbo V6 engine that is mated to an all-new, Acura-developed 9-speed DCT with an electric motor that applies its torque directly to the crankshaft for higher output with immediate power delivery to the rear wheels. - The new engine has a displacement of 3.5-liters and utilizes pinnacle racing technology, applying both direct and port injection to its design. - The 75-degree V-angle and dry sump design optimizes engine rigidity and further supports the NSX's Advanced Sports Package by allowing the engine and components to be lowered in the chassis to the maximum extent, resulting in the lowest center of gravity in its class. This also supports the advanced packaging of other engine components. - The engine's dry sump design also helps maximize vehicle performance in high lateral-G conditions. - The rear direct-drive electric motor applies its torque directly to the crankshaft. - The 9-speed DCT's main, counter, secondary and output shaft design maximizes the advanced sports package through a configuration that lowers weight and helps to center the mass nearer the driver.
    0 replies | 83 view(s)
  • SpeedLimit?'s Avatar
    9 replies | 195 view(s)
  • Sticky's Avatar
    Yesterday, 02:41 PM
    Incredible gains here and a very well detailed and photographed build from Weistec Engineering. This R231 SL63 AMG receives the full gamut of Weistec M157 performance products which includes their M157 turbocharger upgrade as well as their M157 downpipes. Of course Weistec tuning makes the hardware all work seamlessly and the result is an additional 199 horsepower at the wheels as well as an eye opening 352 more lb-ft of torque at the wheels. That is on 91 octane pump gas, not race fuel. This is what a high quality and well detailed build looks like folks: Weistec installed its in house designed and manufactured Turbocharger Upgrades, True Downpipe and Exhaust Upgrades, ECU Calibration, and Weistec Designed Spark Plugs and gave this gorgeous drop top 199 more horsepower to the wheels, and a whopping 352 more foot pounds of torque to the wheels. This combination creates one of the most exhilarating rides on the planet, while pairing off with the most euphoric V8 sounds ever to bellow out of a set of quad AMG exhaust tips. - Turbo Impeller Upgrade - Downpipe and Exhaust System - Spark Plugs - High Flow Air Filters - ECU Calibration - TCU Calibration Needless to say, the results were staggering.
    9 replies | 195 view(s)
  • Sticky's Avatar
    Yesterday, 01:58 PM
    This network likes EVO. Why? Well, after you watch this video you will understand. British reviews from Autocar or CAR happen to be crap for the most part in comparison. The latter often test in the wet and provides little to no meaningful data. EVO does the best job of blending quality data with subjective points at least as far as British reviews are concerned. The video starts with acceleration figures. The chaps at EVO were smart enough to figure out that maybe they should test the car in the dry and that is what they did. They use launch control, take off, and hit 60 in 2.6 seconds and 100 in 6.2 seconds. The car is blazing fast. Eventually they move to the track. A personal pet peeve is when a magazine will take a car out on the track and not get laptimes. What's the freaking point? Pretty pictures of some drifts? Some subjective points about the steering and chassis? Well, we get all of the above plus a laptime and other laptimes on the same circuit for context. It beats the 458 Speciale but we wonder how much of that is the all wheel drive traction helping on what is a fairly short course. Regardless, it is a highly impressive laptime and just over a second off the 918 Spyder. EVO also points out that Porsche did not send a team. Porsche did not make anyone go to their home office to test the car. They did not monitor the test. They simply threw EVO the keys. It takes two to tango and that is what makes this review so good. Porsche's willingness to allow their car to be tested independently and EVO's work of course. Simply well done and this is why we mentioned Porsche deserves respect and Ferrari deserves none.
    7 replies | 160 view(s)
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