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  • Tony@VargasTurboTech's Avatar
    01-29-2016, 07:18 PM
    There is a lot of interest in fueling on the N54 platform. This is necessitated of course by limitations of the direct fuel injection system. Many guys are now running supplemental port fuel injection in addition to upgrades to the direct fuel injection system. VTT (Vargas Turbocharger Technologies) is upgrading their project car's fuel system. They are not selling these upgrades but it certainly is fueling (haha, get it?) a big discussion on the BimmerBoost forums regarding the topic. The car is running the VTT 'Shotgun' direct injection upgrade along with a port fuel injection system. Further details on how VTT is upgrading the fuel system from Tony@VargasTurboTech are below. Decided to get the car ready for big power once we get the built motor back, and throw the stage 3 back on it. Bought the Radium triple surge tank, 3 Walbro 450's, and was able to tuck it into the trunk cubby for a completely stealth system that can easily support 1000-1200WHP on 100% E85. I have each pump wired to a relay, one pump is triggered by the factory signal, second pump comes in at 10 psi, 3rd at 20 psi. Took quite a bit of work, but to me this is the cleanest way, everything in the tank stays nice and stock except one return fitting, and the rest is hidden from view, and extremely quiet. Couldn't be happier with the set up, and honestly it cost me around $1200 to do it not counting my labor, that's not bad considering what other kits cost. If anyone has any specific questions on how its set up, I would be happy to answer them. Basically this is the break down. Stock pump feeds stock filter, which feeds surge tank, 3 pumps into a 3 to 1 Y fitting. Three -6 in one -8 out. -8 all the way to the FPR, then -8 out of the FPR -8 to dual -6 Y fitting, one -6 up to shotgun, one -6 to PI. -6 return from FPR to surge tank, -6 from surge tank to driver bucket. Anyone trying to make real power on these motors is going to need a fuel system like this, until a real double or triple drop in option is available
    135 replies | 2763 view(s)
  • Sticky's Avatar
    02-04-2016, 07:43 PM
    Congratulations to BenzBoost member @charliekay who is so close to the 9's in his supercharged W204 C63 AMG that he can taste it. He upgraded to the Weistec 3.0 liter Stage III twin screw blower and ran 10.22 @ 137.09 which was a considerable improvement from the 10.83 @ 129.22 he managed on the Stage II 2.3 liter blower. Now with different wheels and tires he shaved it down to 10.173 @ 139.18 on a 1.549 60 foot. Obviously a better launch than the previous 1.606 60 foot so the new tire setup is helping. He is just a hair away from the 9's but as @charliekay is an Australian member keep in mind the weather is not doing him any favors right now. In the winter we might see that elusive 9 second pass which is certainly impressive for a stock internal supercharged M156.
    91 replies | 489 view(s)
  • Sticky's Avatar
    01-22-2016, 09:31 PM
    BimmerBoost member @cryptocar has a 2013 F30 335xi. These models are equipped with the N55 turbo motor. A fairly well known problem is the BMW oem charge pipe fails. It happens with stock boost and on stock cars and not just on modified examples. @cryptocar's car was modded with the Dinan Stage I tune. A weak tune, as we already demonstrated in an N55 tuning dyno comparison. Due to the Dinan tune on the car and their claim the charge pipe doesn't break unless messed with the dealer refused to warranty the charge pipe which is a $450 part and dealers charge up to $500 to replace it. @cryptocar could not get the dealer to warranty the part and Dinan was not any help. Here's a quick overview: Frustrating right? Dealer won't warranty the part as they can say the car is modded and Dinan refuses to help as they say this is a common failure on the N55. Let's get some more details: So he is out the money on the charge pipe and labor which he should not be. The illusion of the Dinan warranty safety net with BMW is exactly that, an illusion. It is a strong marketing ploy and that is primarily how they use it. The first thing BMW, Dinan, and basically any of these companies these days will do is try to get out of honoring a warranty. They have people and departments dedicated to this task. Ask yourself this question. What is the point of paying more for a Dinan product that is supposedly safer if Dinan will hang you out to dry blaming BMW and BMW will hang you out to dry for running the Dinan product? Even if it is a BMW dealer that sells Dinan parts? You would be in the same position with any other part from anyone else, wouldn't you? Ultimately, what wins out is not honoring if the warranty if they can get away with it. They got away with it.
    34 replies | 2144 view(s)
  • Sticky's Avatar
    01-30-2016, 05:51 PM
    Many of you are wondering why someone would ditch the S62 5.0 liter V8 under the hood of the E39 M5 for a smaller BMW inline-6 motor. Well, these results make a strong argument for such a swap. This E39 M5 belongs to BimmerBoost member @Omni. You can read all about his decision to do the swap in a past article. Even at lower power levels than the car runs currently it was a beast. @Omni beat up on a tuned Cadillac CTS-V Wagon as well as a tuned F13 M6 Gran Coupe. With the car now making over 800 to the wheels it is safe to say he can take on even more stout competition. He is running a Precision 6266 turbocharger at 35 psi of boost. 100% methanol is injected in a direct port setup. A water and methanol blend is utilized as well before the compressor. Tuning is by @NickG of Technique Tuning and done on the stock DME no less. The result? 813 horsepower and 819 lb-ft of torque at the wheels which works out to comfortably over 900 at the crank. However you feel 800+ horsepower at the wheels is serious power and this may be the world's most powerful E39 at this point. Simply incredible results and props to @Omni for continuing to push the boundaries.
    27 replies | 2878 view(s)
  • Tony@VargasTurboTech's Avatar
    Yesterday, 07:59 PM
    Hello everyone, by now most of you have seen the waves our new N54 GC turbocharger offering is making on the platform, so it's time to spill the beans on all the details, such as pricing, availability, fitment, logs, ordering giveaway, etc. We will start with pricing. the pricing schedule will be as outlined below. What is included with the default kit is turbos, inlets, charge pipe. If you already have inlets, you get a discount, if you already have one of our charge pipes (no one does yet, but a ton on order) you can get another discount. Intro Price: Intro Price: $3799 Turbos only without inlets, and CP Intro Price: $3899 Turbos with CP only (you already have either our 2" inlets or another 2" inlet brand, stock frame 1.75-1.80" inlets will NOT work) Intro Price: $3999 Turbos with Inlets, and CP both MSRP once intro price is over: MSRP: $4299 turbos only without inlets, and CP MSRP: $4399 Turbos with CP only MSRP: $4499 Turbos with inlets, and CP We will be doing the intro price for the first 20 sets sold, after that prices go up to MSRP. Availability: They are available on our website right now for Pre-order at the intro price. Sign up for the website, and use discount code VTTGCINTRO our initial order is 50 sets of these from our manufacture, we expect them arrive to us in about 30-60 days. As soon as they come in, the pre-orders ship the next day, after that we will keep stock on hand meaning, any order ships the same of next day ordered, if done so by 3pm PST, if not the next day. VTT buy back program: If you have a current set of VTT hybrid turbochargers this is the buy back offer when purchasing a set of new GC turbochargers. Stage 1: $500 credit towards your purchase, to be refunded once turbos are sent back Stage 2: $1000 credit towards your purchase, to be refunded once turbos are sent back Stage 2+: $1500 credit towards your purchase, to be refunded once turbos are sent back We do not offer any buy back for other manufactures N54 turbochargers, if you have a set try to sell them, if you have a current unfilled order speak with them about your options. Customer Appreciation Giveaway: The way we will be doing our giveaway is a little different, and gives the people who really want a set of these, the ultimate odds to get a free set. Here is how it will work. For the first 20 intro sets, every person who orders is eligible for the giveaway, for each 10 sets ordered we will give one set away, meaning by the time we get to 20 sets sold, you have a 1 in 10 chance of winning! This is a much better contest in our opinion, instead of 1 in 2-300 odds of winning, its 1 in 10, and it keeps people who are just entering the contest to possibly win, and sell the turbos from doing so. This contest if for people who truly want a set of these, and want very high odds of winning. We will make another thread for the contest, but it will be simple, our website tracks date of order, as soon as we hit the first 20, we pull a random number between 1-20 twice, and that number gets a full refund of their purchase price! Simple, and effective. (Yes this giveaway will actually happen) Fitment: Currently we are offering GC kits for N54 335LHD, 135,535,Z4. RHD fitment is coming, we are having the rear housing cast, but it takes a couple months. For the 135/535/Z4 guys, the 335 kit fits your vehicles just fine with one small change of a rear water line, which you can either buy from us, or BMW, we provide the part number. You simply purchase the 335 kit with the CP included, and retrofits the rear turbo to the 335 orientation. We have seen this done, on quite a few cars in the past with zero issues. For RHD vehicles due to the steering shaft, you will need to RHD housing, and charge pipe orientation. Do not fear it is coming! You will finally have a 750WHP RHD option! Some details as taken from our website.: WHP Level supported (with proper fuel, upgrades, and tuning) Stock-750WHP We are proud to introduce the latest in our line of N54 turbocharger products the VTT "GC"turbochargers. This is a new N54 turbocharger from the ground up, using 100% new parts throughout. Some of the ground breaking features are fully new turbocharger from the compressor housing, to the bearing housing, to the turbine housing, we had them engineered to fit in the stock N54 location, but the full flow of a much larger turbo. You will not find any huge TD04HL wheels stuffed into the tiny stock turbine housing. Every part on these turbos were designed around our specific goals for power, flow, and reliability. What we ended up with is a turbocharger that can utilize the stock location while providing enough flow for 750WHP.+ To do this we increase the area inside not only the manifolds, but also the turbine, and compressor housings, we also slightly increase AR ratio on the turbine housing to free up even more flow, while not giving up anything in spool. To put it bluntly, there is no other 750WHP capable turbocharger option on the market single or twins that can match the spool, ease of fitment, power or reliability of our "GC" turbochargers! A few more details: Upgraded thrust: Every set of stage GC turbos comes with a performance upgraded thrust to extend the life of the turbochargers. Billet Compressor wheels: Billet compressor wheels are used to maximize flow per shaft revolution Turbine housing is cast from 22+NB Stainless steel Dyno Graph, and Logs: I am sure most of you have seen the dyno graph, but if not here it is. We made 736WHP/675WTQ on 30 psi, and 9-9.4 degrees of timing. We kept TQ down on purpose to try to not break anymore motors, if we went for big boost down low, 750WTQ is easily on tap. Please note the MHD is reading high on boost due to the 4 bar scaling, our AEM log is true boost in the manifold. Datalogs: MHD Log External AEM log
    33 replies | 421 view(s)
  • Sticky's Avatar
    01-27-2016, 11:12 PM
    Russian BenzBoost member @Vasily1 has a variety of nice boosted toys. One of them is this W212 Mercedes-AMG E63 built by GAD Motors. They call it 'Stage VIP' which is essentially 'Stage Fat Wallet' as it is pretty much a custom build tailored to what @Vasily1 wants. On an intermediate tune (in other words there is more in it) the car puts down 1115 horsepower and 1018 lb-ft of torque at the crank. This makes it difficult to compare to Dynojet outputs at the wheels or other dynos. There is no doubt the car is absurdly fast. We have not seen anything on this setup yet due to the Russian winter which is certainly understandable. When things get warmer he will go to events and try it out against some stout competition. He trapped 142.5 in the 1/4 mile although this was not measured on an NHRA sanctioned dragstrip. You can get an idea as to the performance capability in the video below where the E63 runs a Huracan. Despite the Huracan getting a huge lead the GAD E63 runs it down and pulls past. The 1/4 mile trap speed in the video is 139 miles per hour. The E63 also runs a PP-Performance tuned F12 M6. It makes easy work of it running a 10.58 @ 138.76. The M6 only manages a 12.19 @ 126.8 in comparison. It will be interesting to see what the car does at the next round of Moscow Unlimited events and @Vasily1 has talked about getting it out to a drag strip. GAD Motors certainly is building some potent M157's.
    31 replies | 1084 view(s)
  • Sticky's Avatar
    01-27-2016, 02:30 PM
    The E60 M5 camera car in the video belongs to BimmerBoost member @tjav8b. His car is no slouch in stock form thanks to the S85 5.0 liter V10 under the hood but his is not stock. It is boosted courtesy of a Vortech based supercharger kit meaning it is quite potent especially on the top end. He decided to take his car to a 1/2 mile race event in Florida where there was a variety of competition. Competition that included this CTS-V that suddenly just pulls away like the M5 is standing still. We do not know the modifications on the CTS-V. All we know is it is impressive to say the least. The CTS-V trapped over 170 on this run and the M5 managed 159 miles per hour. Thank you @tjav8b for sharing the video and not caring about a win or loss.
    20 replies | 1570 view(s)
  • Sticky's Avatar
    01-21-2016, 01:05 PM
    Stock internal 2015 Mustang GT? Check. Whipple 2.9 liter twin screw supercharger? Check. Drag tires? Check. MS109 race gas? Check. Stock manual transmission? Check. Put all that together and you get a 2015 Mustang GT that runs 9's in the 1/4 mile at over 150 miles per hour of trap speed. We knew the Whipple 2.9 liter supercharger made quite an impact on the new Mustang GT S550 models. On 91 octane pump gas it adds 317 horsepower to the rear wheels for numbers in the mid 600 to the wheels range. What is it doing on MS109 race gas with custom tuning from Lund Racing? That's a good question but we would venture to guess quite a bit more. The 1/4 mile result certainly is impressive to say the least. As is the 1.47 60 foot time.
    31 replies | 625 view(s)
  • Sticky's Avatar
    01-27-2016, 04:11 PM
    A Lamborghini catching fire is nothing new. It can even happen to a car that is stock. With high horsepower built twin turbo examples there certainly is a lot more heat generated and accidents can happen with such builds such as what you see in the video here. That is why it is puzzling that rather than addressing the issue Underground Racing is attempting to sweep it under the rug. We all know they have some of the strongest Audi/Lamborghini V10 builds in the world. As a matter of fact, this car set a record before burning down and UGR is touting the record but ignoring what happened to the car. Why are they being so insecure here? UGR apparently forced MotorTrend who was at the event and caught this Gallardo catching fire on video to pull their footage. They apparently have forced others to delete their videos as well. That even includes deleting comments about the incident: That seems a bit paranoid, doesn't it? Deleting comments? Pulling videos? Blocking users from commenting on social media? This network does not believe in such censorship by tuners. We want to know what happened and for customers as well as potential customers to be made aware of any issues as their safety is the primary concern here. Underground Racing is handling this issue poorly and enthusiasts do not appreciated being bullied by tuners. Rest assured this article is not going anywhere.
    28 replies | 596 view(s)
  • Sticky's Avatar
    02-03-2016, 03:43 PM
    This is getting ridiculous. We were already blown away by the Gen V Viper making quadruple digit horsepower on the stock motor this early on in its tuning. A tuner by the name of Unleashed Tuning managed to hit 1002 horsepower to the wheels on 93 octane. Calvo Motorsports has taken things quite a bit further on 93 octane pump gas with 1187 rear wheel horsepower and 1175 lb-ft of torque at the wheels. What allows this kind of pump gas power? It is tuned on a Motec M1 standalone ECU. Calvo's tuner believes they could easily get it over 1200 whp on pump as well but they think they are pushing the motor far enough as is. No knock, no detonation, and no issues with almost 1200 whp on 93 octane pump fuel. The scary thing is it can go further but nobody wants to be the first one to find the limit of the Gen V Viper internals. What can you say? The new Viper is badass.
    28 replies | 368 view(s)
  • Sticky's Avatar
    01-30-2016, 06:41 PM
    Congrats to AudiBoost member @spool twice who improved his 11.881 @ 115.93 1/4 mile run in his B8.5 Audi S5 to 11.652 @ 117.81. This is the quickest B8.5 Audi S5 time to date. What makes it impressive is this is still on the stock blower with no weight reduction as well as with Dunlop street tires. Mod list: - GIAC stage II v2 Race - GIAC TCU 4,000 rpm launch control - AFE filter - 034 Throttle Body Boot - Drilled hole in airbox - x-pipe mod - E85/93 octane mix - AWE-Tuning pulley Track density altitude at the time of the run was 567 feet. That means there is probably a more in it. Maybe a mid 11 at roughly 119 miles per hour? Definitely quick but there is not much more left to get out of the OEM blower. It will be interesting to see if he takes it further.
    32 replies | 529 view(s)
  • Sticky's Avatar
    01-26-2016, 06:35 PM
    Well, this is a new horsepower for turbocharged Porsche flat-6 motors. The record previously stood at 1560 horsepower from a 996 Turbo tuned by Undercover Performance on a ProEFI ECU. That was also achieved with nitrous though and what makes the new record remarkable is it is boost only. Thanks to a Protomotive Built 4.2 liter flat-6 motor and boost from a pair of Forced Performance 3794 turbochargers this 997 GT2 achieves 1564 horsepower and 1189 lb-ft of torque to the wheels. That is on E85 fuel and 33.3 psi of boost. What would the numbers be on a Dynojet? We are not sure but probably a bit less. It is also conceivable that the car has more in it. We do not have any more details and the owner is not sharing any photos. It seems he wants to let the car do the talking at 1/2 mile roll on events. It's not going to have any trouble getting its competition talking, that is for sure.
    24 replies | 701 view(s)
  • Sticky's Avatar
    01-23-2016, 04:52 PM
    A discussion on the BimmerBoost BMW Performance forums regarding a weak F80 M3 and F82 M4 S55 flash tune touched off a debate on the state of BMW F-Series flash tuning and the current capabilities. You may remember that the BMW F-Series Tricore ECU's were cracked at the end of 2014 allowing limited flash tuning. Limited is correct as nobody is doing any OBD-II flashing of BMW F-Series models. At least not without a bench flash first which means physical access to the ECU is necessary. Some people think we will not have OBD-II flash tuning for the F-Series any time soon if ever at all. So what is the solution? Why is flash tuning important? Well, piggyback tunes can only influence parameters in the ECU that are already there. They can not change the programming. Flash tunes can change the programming. You see new flash tunes popping up all the time for the new turbo BMW models. What many don't realize is most of these flashes are the exact same thing from the exact some source. One source is BR Performance in Belgium. Basically, a tuner buys the tools or codes to 'flash' the F-Series ECU from a certain source. This is essentially a crack that allows certain modifications to the software. Tuners then claim to be able to flash but really they are modifying a small set of parameters without complete definition of all the software tables and files. Everyone sells this flash software and charges money for that flash. This is how tuners make money on software. Some tuners have more access than others and some use different sources. The thing is, for the vast majority, they are just reselling the same damn thing which has limited capability due to this early stage of tuning without all the parameters being defined. Some blind tuning takes place and much of it is trial and error. Playing it safe by modifying only certain aspects that everyone modifies is the easiest course of action and what most tuners are doing. The tuner at ACM (Autocouture Motoring) went on the BimmerBoost forums and posted these results for an F10 M5 they tuned: Over 800 wheel horsepower is impressive, right? Especially with a flash tune. That flash tune is only part of the picture as this setup relies on a BMW JB4 piggyback and a boost control module as well: F10 M5 mods: -ACM S3 flash tune -Pure S1 turbos -BMS JB4 + BCM -AMS downpipes -Meth -Dodson clutches -Full Akrapovic -MSR intake -93 octane In order to get the most out of a turbo upgrade or even basic tuning on the F-Series almost necessitates using a piggyback to influence the factory ECU parameters. If tuners had complete control of the ECU they could do this all with a flash by itself. They don't. We do have limited tuning capability of the F-Series ECU today but we are going to see these sort of hybrid tune setups for a while. We already saw similar things take place in the N54 world. Things will progress but as BMW is the most unfriendly company in existence to enthusiasts who want to modify their own cars reverse engineering BMW's work is practically impossible without inside factory sources helping things along. Brute force cracking attempts take forever with the encryption employed these days and is sort of like trying to win the Lotto. Even Dinan had to quit that approach and go the piggyback route. Keep all of this in mind when tuners discuss flash tuning capabilities on the F-Series. Most overstate what they can do in order to get sales. Nobody has real control of the ECU software except BMW.
    18 replies | 1514 view(s)
  • Sticky's Avatar
    02-11-2016, 12:14 AM
    This video is not being posted due to the cinematography. With no camera views from inside the cars we usually dismiss this stuff as junk. It is not hard to get a couple Go Pros these days and show clear HD video. However, the commentary of the butthurt AMG owner is glorious to behold. Which of these cars is faster stock for stock? The W205 C63 AMG S is both quicker and faster. However, as it is rear wheel drive it takes a bit more skill to launch. Need proof? A stock W205 C63 went 12.5 @ 119 in the 1/4 mile. A stock W205 C63 AMG S went 11.6 @ 120 on a better 60 foot. Almost a full second difference due to launch quality. A stock X5M will run low 12's at close to 115. You can look at a Dinan tuned example in the 1/4 mile (because it performs almost like stock anyway) here. If you ran the cars from a roll, the X5M would lose every single time. They are not running from a roll though and that means the traction advantage is with the all wheel drive 5000+ pound behemoth. The X5M in the first dig race gets the hit and wins easily. The second run has an even start and the X5M just edges ahead. That is the end of the racing and then the excuses begin to pour out from the AMG owner. First, he talks about how he put $50k down. Yet, he didn't spend any of that on drag tires or driving lessons which is where the money clearly needs to go. The AMG owner then asks for a 60-180 run. Seriously? You don't even know you have a 155 mph limiter on there? Plus 130 miles an hour is plenty to show who has the stronger top end. The AMG owner says in Germany a 1/4 mile doesn't mean anything. Well, even the Germans probably know you should know how to launch if you're going to run on the street from a dig against an all wheel drive car. Plus the 1/4 mile specs should tell him his best race is a roll. He's using the German argument here (poorly) to say the car is designed for the Autobahn. The X5M is from a German company as well though so he's reaching for anything. The guys on the side of the X5M did not give him a roll race and said they wanted to run again but in a 1/4 mile. So, they ran their race and won. The C63 guy says he has an E63 on order after that. Good, because it looks like he needs the all wheel drive of the E63 to mask his driving and his bullshit. Lulz
    22 replies | 904 view(s)
  • Sticky's Avatar
    01-23-2016, 09:22 PM
    Insane numbers, just insane. Hellion decided to take things to the next level with their 2015 on Mustang GT twin turbo kit. Previously they ran 55mm Precision turbochargers. Those were good for quadruple digit power as well putting down roughly 1100 to the wheels. Even on the stock internals they made 949 to the wheels. The car receiving the 64mm units has a built shortblock from MMR. The heads, cams, and intake are still stock. They do not prevent Hellion from achieving 1416 rwhp and 1152 lb-ft of torque at the wheels at 29 psi of boost. With the 55mm turbos they broke into the 8's with a 155 mph trap speed. The question is, what will it do now with more power on the 64mm turbos?
    22 replies | 693 view(s)
  • Sticky's Avatar
    02-05-2016, 05:00 PM
    N54 owners have had a 'downpipe fix' available for some time. N55 owners have not. What is the issue? Basically, if you run a catless downpipe you will get codes from the ECU. This creates a problem when trying to pass emissions, run at a track day, clear codes, etc. In comes Area74 to the rescue with their i02 simulator. It's a fairly straightforward box designed to do one thing. Area74 describes the details and process best below. Here is the nuts and bolts, and a little more of our story/history. For obvious reasons I cant go into any great detail about the software. Many vehicle enthusiast enjoy modifying their vehicles, for appearance and/or power. One major modification happens to be exhaust, wether in be a header/DP with a "sport" cat or completley catless. Either way, increasing flow, increases power. We are in total support, as it's your ride, you paid for it... When cat's are removed, the PCM/ECM is very quick to determine (via testing) that they are missing. this results in a check engine light P0420 and/or P0430. There are lots of tunes available to eliminate this annoyance, either direct programming or an add on unit that will simply autoclear all and any fault codes. This is fine, however....."autoclear" means it clears ANY codes, so even if you have an issue, you will never really know.... Autoclear = erase codes many codes do you have for your engine ? how will you know something went wrong when you should know? Direct tune = P0420, P0430 are often written out of the program, so you never get a readiness "PASS" it simply shows "not ready" or "x" So, how does the io2V3.0 CatSim help...... A programmed microprocessor reads the actual o2 sensor, then through software manipulates it into a voltage signal that resembles a known good cat. Autoclear can be disabled, you won't get a P0420/P0430, it passes the monitors and life is good. If the computer detects a fault, the check engine light will still notify you of a problem. If you run catless (for off road of course) wouldn't you want the check engine light active if a problem occurs? Autoclear is a double bladed sword. JB4 and Cobb use an autoclear. After receiving permission from another site, we spent 8 months developing and providing updates to members as we went along, we worked hard and became very attached to BMW owners, we wanted to provide a solution. KevBquick became our major tester about 6 months ago (we asked permission and for a long standing member to test and provide honest results) sample after sample were sent to KevBquick, data was collected and on Jan 18......of this year, we had great news, it was fixed!!!!!!! In 7 miles, KevBquick passed all readiness monitors for the o2's and cat, running catless and JB4 autoclear off......he called the io2 a "beast!" In all that time we tested on numerous models, Toyota, Honda, chevrolet, Dodge, Jeep, ford, and nailed everyone!!!!! Product page:
    18 replies | 1015 view(s)
  • Sticky's Avatar
    02-04-2016, 04:11 PM
    Things have changed a bit regarding rally racing spectators. Why? Well, take a look at the gif posted below and you will understand why. Back in the legendary 80's Group B days as well as other rally classes drivers would have to contend not only with the elements but spectators as well. This speaks for itself.
    13 replies | 1577 view(s)
  • Sticky's Avatar
    01-19-2016, 12:02 PM
    As BimmerBoost wrote earlier this month we believe Dinan's BMW turbo era tuning is weak. We are not the only ones who think this and the more data that comes out the more support there is for the premise. Enzo Performance compared their N55 flash tune on the F32 435i to Dinan's Dinantronics piggyback tune. The results are as you can imagine show the Dinan tune provided the least horsepower and torque despite the higher cost. The stock F32 435i measures at 276 wheel horsepower and 220 lb-ft of wheel torque. The Dinantronics box bumps this to 299 wheel horsepower and 246 lb-ft of torque for modest gains of 23 horsepower and 26 lb-ft of torque respectively. The Enzo Performance N55 ecu flash tune raises output to 323 wheel horsepower and 267 lb-ft of torque at the wheels. Gains of 47 wheel horsepower and 47 lb-ft of torque. Almost double what Dinan provides. Now factor in the cost: Enzo ECU Calibration $1395 Dinan DINANTRONICS $2249 It does not look very good for Dinan, does it? Considerably higher cost and less power and torque. Not to mention you can find 435i flash tunes for less money than what Enzo is charging here. It also shows why Dinan never supported their products with dyno runs. Dinan's classic stance is that a dyno can not accurately represent their products yet BimmerBoost thinks it is because if more people saw these results the more people would not buy Dinan's products. In this turbo era and with a more educated consumer base people demand dyno comparisons such as this. Vendors such as BMS (Burger Tuning) long ago learned to show product results on the dyno and the dragstrip. Dinan is still living in the past where their name is enough. It isn't.
    14 replies | 1536 view(s)
  • Sticky's Avatar
    02-02-2016, 04:12 PM
    A couple nice runs here from a BMS JB4 tuned F10 BMW M5. The car is running a 50/50 blend of meth injection on 93 octane. It also features MSR intakes and R888 tires for traction. The Mustang GT Coyote V8 is blown with a Kenne Bell twin screw at 12 psi on E85. The M5 and Mustang go at it twice. The first run has the Coyote pulling decisively. In the second run the M5 takes the hit and holds off the Mustang GT. They each get a win which is great but it should have been settled with a decisive third race. Maybe we'll see a rematch? The Mustang gets a bonus run with a Paxton supercharged Gen II Dodge Viper at 6 psi of boost. The V10 is also stated to be stroked. The Coyote pulls it impressively so the Viper might want to run more boost next time. A run between the Viper and M5 would be fun to see as well.
    14 replies | 1390 view(s)
  • Sticky's Avatar
    01-18-2016, 01:01 PM
    This all sounds too good to be true and is not verified by Ford. The internet is eating it up though and from our research a Google Plus account not associated with Ford is responsible for this hype. Is it coming from someone just trying to get attention? That would be our guess as the numbers are too outlandish to believe. How is the Ford GT running a 170 trap speed with 720 horsepower? Even if it does weigh the unbelievable 2550 pounds claimed? A 150 trap speed is a best case scenario with those specs and 1000+ horsepower would be necessary for 170. Plus, a 170 trap speed is good for easily going deep into the 8's so someone seems to just be making this up. Basic math alone tells you that. The $600k price may even be accurate but considering the rest of the numbers seem to be made up we would not put any stock in that either. This is just someone guessing and trolling for attention. This happened earlier with video game specs posted as supposedly accurate as well and those numbers were not nearly as ambitious as these. The Ford GT is going to be spectacular but do not expect any of the numbers you see here. Right now, only Ford knows the real details and they have yet to release them. Don't believe everything you read, especially on car sites.
    20 replies | 594 view(s)
  • Sticky's Avatar
    01-21-2016, 11:26 PM
    BimmerBoost already covered how the B58 differs from the N55 it replaces along with dyno charts regarding the actual output of the new motor. The detailed info below is not about power output on the dyno and tuning potential but is straight from BMW regarding the technical design specifications. It is a great read if you have the time and also shows what goes into BMW's technical training. Enjoy the details on the mechanical components, oil supply, cooling system, intake, exhaust, vacuum supply, fuel system, and electrical system. Keep in mind this modular design is going to be with us for a while.
    9 replies | 1704 view(s)
  • Sticky's Avatar
    01-18-2016, 03:21 PM
    How does 516 rear wheel horsepower for an E60 M5 game grab you? Well, if it was naturally aspirated output it would be impressive. As it is from a supercharged car equipped with the ESS-Tuning VT1-625 kit the numbers simply are incredibly weak. Especially for the roughly $9k the kit costs. You would expect that kind of output from a naturally aspirated S85 V10. Frankly, you can get those kind of numbers naturally aspirated with bolt ons and then some. You don't even have to sacrifice your throttle response to do so. Why are the numbers so low for a supercharged S85 V10? A few reasons. First of all, this is a non-intercooled kit. It means it is cheap for ESS to produce and they make good money on what is a basic supercharger kit using the same Vortech head unit, the V3si, they already use in their M3 kits. That lowers the cost for ESS-Tuning and increases their profit margins (why a non-intercooled supercharger using a Vortech V3si is $9k is a good question) considerably. The result is not worth the money when this same output can be hit naturally aspirated for far less money with greater driveability. Look at the baseline from their own dealer EAS (European Auto Source) who is known to have a rather optimistic Dynojet. The car makes 437 to the wheels to begin with. They do not even gain 100 rear wheel horsepower on the baseline. They gain 79 wheel horsepower. Why is anyone bothering with a non-intercooled low boost 5.5 psi kit? Also, why bother with the V3si blower on the 5.0 liter S85 V10? ESS pushes the V3si because that is what they already order from Vortech for the M3 supercharger kits and the self-contained oiling system makes the system easier to install and cheaper to maintain. It certainly isn't doing the motor's output any favors though. Look at what a Vortech T-Trim does against a V3si with the same pulley: It simply flows more air up top. Where you want it on this engine to make big power when revving out. Doesn't 774 wheel horsepower sound a lot more like what a supercharged E60 M5 S85 5.0 liter V10 should be making than 516 to the wheels?
    10 replies | 1560 view(s)
  • Sticky's Avatar
    01-21-2016, 03:55 PM
    The Audi R8 is basically a reskinned Huracan. It has the same dual clutch transmission and same 5.2 liter direct injected naturally aspirated motor. So then why does the Audi R8 only have 540 horsepower while the Huracan gets 610 horsepower from its motor? Due to the ECU tuning. If you want the full 610 horsepower you have to up to the R8 Plus V10 model which starts at $189,900. Is that really worth it when the standard R8 V10 starts at $162,900 and the only difference in output is due to software? Not in the opinion of AudiBoost. A Huracan will run you $237,250 which means either R8 V10 is a value in comparison. AudiBoost thinks pocketing $74k by opting for the standard R8 V10 and getting an ECU tune to eliminate (and exceed) the power disparity makes a whole lot of sense. Then again, do people spending over $200k on a car even care? Audi of America announces pricing for the all-new 2017 R8, the fastest and most powerful Audi production model ever January 20, 2016 | HERNDON, Virginia More powerful and more dynamic than its predecessor, the R8 V10 plus generates 610 hp and 413 lb-ft of torque reaching a top track speed of 205 mph The all-new Audi R8 and R8 LMS racecar were co-developed and share approximately 50 percent of the same parts, including the V10 engine Track-tested around the world, the R8 LMS will make its US racing debut at the ROLEX 24 at Daytona on January 30, 2016 Faster, more efficient, and more capable both on and off the racetrack, the all-new 2017 R8 is the most powerful Audi production model ever. The R8, with its breathtaking performance, high-revving naturally aspirated motor, precise handling and driver-focused interior, embodies the automotive distinction that has become synonymous with the four rings. 2017 Audi R8 Featuring the same naturally-aspirated V10 engine found in the R8 LMS racecar, a completely new application of quattro® all-wheel drive, and a more functional yet technologically advanced cabin, the R8 is the pinnacle of performance for Audi, with no other model bearing a closer tie to racing. Featuring an updated seven-speed S tronic® dual-clutch transmission, which can shift gears in 120 ms, the V10 model, with 540 hp and 398 lb-ft of torque reaches 60 mph in 3.5 seconds and top track speed of 199 mph. The new top model, the R8 V10 plus with 610 hp and 413 lb-ft of torque, catapults from zero to 60 mph in 3.2 seconds and can achieve a top track speed of 205 mph. Weighing approximately 77 pounds less than the R8 V10, the V10 plus features standard Audi carbon ceramic brakes, carbon fiber rear diffuser, front lip spoiler, exterior mirror housings and fixed rear wing spoiler, and for the first time ever in the US, racing shell seats. Racing Heritage and DNA Embodied in the R8 DNA is know-how acquired on the racetrack and from the legacy of Audi endurance racing. For the first time ever, Audi co-developed the all-new R8 with the all-new GT3 race car, the Audi R8 LMS. Both the new Audi R8 and the R8 LMS made significant performance gains, thanks to the close cooperation between race car engineers, motorsports specialists and developers. The result was just under 50 percent common parts shared between the two models including the V10 engine and a new ASF® aluminum construction with innovative light-weight multi-material construction. Design cues throughout the R8 also harken back to its racing roots, such as the prominent wheel arches and vertical lighting design, which are suggestive of the R18 LMP1 racecar. Powertrain and Performance The Audi R8 has always embodied the essence of a true high-performance sports car. Each R8 model leverages a mid-engine drivetrain layout – directly inherited from the original R8 prototype that secured five victories at the 24 Hours of Le Mans. The new R8 offers two updated versions of the infamous high-revving, naturally aspirated 5.2-liter V10 FSI® engine and a seven-speed S tronic dual-clutch transmission, which integrates with the Audi drive select system. Available on the R8 for the first time, Audi drive select offers four modes: comfort, auto, dynamic, and individual, and on R8 V10 plus models, an additional "performance mode" with dry, wet, and snow programming which allows for enhanced performance based on the selected road condition. A new fuel injection system combines the benefits of indirect and direct injection and uses an intelligent engine management control unit to help optimize fuel injection and distribution based on engine load. Seven speed S tronic dual-clutch transmission The new transmission not only focuses on high levels of performance and acceleration but also emphasizes efficiency. On V10 models, the gear ratio configuration is referred to as 6+overdrive, with the top track speed being reached in the 6th gear. V10 plus models feature a gear set uniquely suited for high-performance oriented driving with no overdrive gears. In this set up, gears 3 through 7 feature shorter ratios that provide a closer shift pattern, allowing the V10 FSI® engine to remain at a higher RPM to allow for increased performance. In this configuration, the top track speed is reached in 7th gear. As another benefit to the S tronic dual-clutch transmission, both R8 models offer a launch control program that allows a heightened level of acceleration through precise engine speed and an automated clutch release. KEY SPECIFICATIONS MODEL ENGINE TRANSMISSION HORSEPOWER TORQUE R8 V10 5.2-liter V10 FSI® seven-speed S tronic® with quattro® AWD 540 hp @ 7,800 – 8,700 rpm 398 lb-ft @ 6,500 rpm R8 V10 plus 5.2-liter V10 FSI® seven-speed S tronic® with quattro® AWD 610 hp @ 8,250 – 8,700 rpm 413 lb-ft @ 6,500 rpm Designed for performance As in racing, the aerodynamics of the Audi R8 have been optimized to help balance drag and downforce. The underbody features drag reduction panels to ensure a smooth surface and NACA ports, which allow additional air to be channeled through the engine bay or to other critical drivetrain components. The drag coefficient is 0.34 with adaptive rear spoiler retracted or 0.35 with it extended, and 0.36 with the fixed rear wing spoiler. Chassis and Suspension The chassis for the high-performance sports cars also employs technologies from racing. The R8 uses a double-wishbone design for both the front and rear suspension systems. The suspension weight is kept low through the use of forged aluminum control arms, while local dynamic rigidity has been enhanced by connecting the control arms directly to the ASF® chassis. The all-new R8 also features a completely unique application of the quattro® system. By default, the majority of torque is transmitted to the rear wheels, however, given certain driving conditions, the R8 has the ability to send up to 100 percent of all available torque to the front axle. This is made possible by new technologies such as the electronically controlled hydraulic multi-plate clutch on the front axle, torque vectoring, and quattro integration within the Audi drive select system. Design and Body The mid-engine concept provides the basis for the striking design of the new Audi R8. With the cockpit positioned forward and a long flowing roofline that extends to the rear of the vehicle, the new R8 has an unmistakable silhouette that instantly conveys its racing DNA. The strong shoulder line is now uninterrupted by the new two-piece design of the Audi sideblade and the hidden door handles. Dimensions are similar to the previous generation but further emphasize the flat, wide and muscular characteristics of the R8 – decreasing half an inch in height and length but increasing half an inch in width. The new R8 utilizes Audi expertise in lightweight design through an all-new application of the iconic ASF® lightweight chassis, through the use of 13 percent carbon fiber materials. The new multi-material construction has not only helped lessen the vehicle's static and dynamic weight, with the V10 plus weighing 88 pounds less compared to the previous generation and the V10 weighing 143 pounds less, but also allows for improved chassis performance with 40 percent greater rigidity. Finally, new R8 models also feature an exhaust system with integrated twin-trapezoidal exhaust outlets and variable exhaust flaps that, once opened, provide an electrifying exhaust note. The V10 plus models come standard with black exhaust outlets mated to a sport exhaust system for increased aural excitement. Design and body highlights include: Singleframe® grille with three dimensional honeycomb design and Anthracite Gray finish Full LED headlights with LED daytime running lights and LED taillights with dynamic turn signals Standard on V10 models are 19" 5-V-spoke design cast aluminum wheels in silver finish and standard on V10 plus are 19" 5-double-spoke design forged aluminum wheels in matte titanium finish Adaptive rear spoiler (V10) or carbon fiber fixed rear wing spoiler (V10 plus) Two-piece sideblade design Interior features Like the first generation R8, the interior is defined by the monoposto, the large arc that pays homage to the shape of a racecar cockpit, with driver-oriented, easy-to-operate controls and functions. Behind the wheel is the Audi Virtual cockpit, which replaces the classic instrument panel and instead features a large, high-resolution 12.3-inch display, delivering vibrant color at 60 frames per second. Available for the first time on an R8 is Audi connect®, offering infotainment features such as 4G LTE connectivity, destination entry via myAudi, travel information, Internet radio and a Wi-Fi® hotspot for passenger use. Also, with available Audi connect, Google Earth™ satellite maps appear across the entire virtual cockpit allowing the driver to better navigate each turn in the road or the track ahead. Additional interior features include: Standard 18-way power seats with Fine Nappa leather for V10 models; standard on V10 plus models is a racing shell seat offering more lateral support and contoured seat styling. Three-spoke multifunction flat-bottom sport steering wheel with shift paddles and two steering wheel-mounted satellite buttons (engine Start/Stop and Audi drive select). The R8 V10 plus steering wheel adds two additional satellite buttons for the Performance mode selector and Sport exhaust. Bang & Olufsen® Sound System featuring 13 speakers capable of producing 550 watts of pure, crisp sound (standard V10, optional V10 plus). With uncompromised performance and unmistakable design, the R8 model line has represented the pinnacle of Audi performance since its introduction in 2008, and this all-new 2017 R8 is no exception. Competing as part of the IMSA WeatherTech SportsCar Championship series, the all-new R8 LMS will make its US racing debut at the ROLEX 24 at Daytona on January 30, 2016. Watch as the first generation R8 passes the baton to its worthy successor the all-new 2017 R8: Pricing Detail Model year 2017 R8 starting manufacturer suggested retail prices: MODEL Starting MSRP R8 V10 $ 162,900 R8 V10 plus $ 189,900 Prices above exclude destination charge ($1,250), taxes, title, options, and dealer charges. For more information on the 2017 Audi R8, please visit Always pay careful attention to the road, and do not drive while distracted.
    17 replies | 652 view(s)
  • Sticky's Avatar
    01-20-2016, 11:11 AM
    G-power in 2013 realized they could not compete with the Vortech based single supercharger kits and released a 'mono' supercharger system. As you may know, G-Power previously utilized twin superchargers for their S85 V10 kits and although this made for a fairly nice kit it was ludicrously overpriced. Especially when you factor in that their twin supercharger kits would struggle to outflow a large single supercharger. Ultimately this meant G-Power's twin kits which started at $25,500 for the basic setup and went to $32,500 with slightly higher boost offered poor horsepower per dollar. In comes the new mono kit and here is BimmerBoost's overview from 2013: What you see here is the SKII system which is roughly $20k. Cheaper than the twin supercharger kits but still not cheap. Does it perform well? Yes, just not for the money yet again although it is a better value than it was. You get 590 rear wheel horsepower and 470 lb-ft of torque at the wheels for your cash: This means it easily can beat up on a naturally aspirated or stock E63 M6 as you see in the videos below. Keep in mind these videos come from the dealer in Bahrain who wants to portray this supercharger in the best light to sell as many as possible. That is probably why they have it beating up on a naturally aspirated M6 which it certainly does: Is G-Power suddenly relevant in the S85 V10 supercharger market again? No. There are still higher performance options out there for less money. This kit would essentially struggle against a supercharged DCT E92 M3 in a straightline battle which is not what you expect from a supercharged S85 V10. This option will be relegated to overseas cars whose owners for some reason value the G-Power name. This is still well short of the power that Vortech T-Trim cars are making. The kit certainly sounds good and seems to be well sorted. The appeal of the G-Power name and this supercharger is definitely more for a market like Bahrain than the US.
    9 replies | 1548 view(s)
  • Sticky's Avatar
    02-02-2016, 05:45 PM
    We know the turbocharged 488 GTB should be much faster than the naturally aspirated 458 Italia it replaces. Especially in the 1/4 mile considering the Ferrari now has turbo torque to get it off the line quickly. EKanooRacing took what they say is a stock 488 GTB to the Bahrain dragstrip and here is the result. On a 1.706 60 foot time they managed a 10.372 @ 137.35 miles per hour. That is a very impressive run but this sort of performance should put the 488 GTB roughly even with the 650S from McLaren. So why did we see a 488 GTB lose from a roll to a McLaren MP4-12C which is less powerful than the 650S? Was that 488 GTB a dud? Was the MP4-12C tuned? Is EKanooRacing using race gas? Is the Bahrain dragstrip accurate? All valid questions. We will need to some runs on NHRA certified US strips to put this result in context.
    16 replies | 381 view(s)
  • Sticky's Avatar
    02-06-2016, 09:40 PM
    This is a great race to see with the two previous generation German rivals duking it out with some boost. The C63 AMG belongs to BoostAddict member @gzim335. You likely know the car as it was involved in a controversial race against an F82 M4 with upgraded S55 turbos. The C63 M156 V8 equipped with a Weistec Stage III 3.0 liter twin screw is fast. We know that and an example recently ran 10.1 @ 139 in the 1/4 mile. We do not know which AA supercharger kit is on the E92 M3. It is running meth and higher boost so it is possibly a Level III but hopefully clarification on that will come from the participants. What is clear is that on the stock internals the M156 V8 has an advantage over the S65 V8 on stock internals which is not surprising. The torque certainly pays dividends here as the C63 opens up just enough of a lead to pass the M3 before running into traffic at high speed. While the video is very much appreciated it goes to show how quickly one runs out of space at these speeds and power levels. Hopefully we can see a rematch with multiple runs on open road so it is safer for all involved and nobody has to let off to avoid an accident.
    8 replies | 1371 view(s)
  • Sticky's Avatar
    01-20-2016, 10:11 AM
    A running internet joke is that all BMW owners drive like assholes and that they do not use turn signals. There have even been surveys on the topic which determined owners of blue BMW's are the worst of all. Perhaps there is another explanation than just all BMW owners driving like jerks?
    8 replies | 1365 view(s)
  • Sticky's Avatar
    02-10-2016, 08:12 PM
    We all already know the new B58 3.0 liter turbo inline-6 is underrated and makes considerably more power and torque than the N55 3.0 liter turbo inline-6 it replaces. BMW rates the motor at 320 horsepower and 330 lb-ft of torque at the crank. The M Performance Power Kit raises output to a claimed 355 horsepower and 370 lb-ft of torque. Considering the car is already making more power and torque than that without the power kit as it dynos 331 rear wheel horsepower and 339 lb-ft of torque at the wheels we can only imagine what the actual output is with BMW's power bump. Let's assume gains of another 20 wheel horsepower and 20 lb-ft of torque at the wheels. To find out for sure we will need to see a dyno but there is no denying the car moves very well in the video below. Keep in mind this is an xDrive model which is heavier due to the all wheel drive system. That just makes the 0-200 kph acceleration all the more impressive:
    15 replies | 738 view(s)
  • Sticky's Avatar
    02-03-2016, 04:01 PM
    This should not be a shocker as Hennessey often takes credit for the work of others. Don't believe it? Hennessey patted himself on the back for his HPE700 Mustang GT supercharger system when it is really Whipple's blower and design. Just like how the Hennessey HPE600 AMG GT S tune is really Eurocharged's tune. Jerry Thorton at Eurocharged did the custom dyno tune. Hennessey will essentially resell the $2499 Eurocharged M178 tune at a premium. Why bother with paying for the Hennessey name when you can go straight to the source? Anyone?
    17 replies | 478 view(s)
  • Sticky's Avatar
    02-05-2016, 07:35 PM
    Some good runs here but unfortunately all of the cars do not run each other. The camera car is a Paxton Blown Mustang 5.0 GT Coyote with roughly 700 horsepower. It captures the action as the cars go at it on the highway. The first run is the 700 horsepower STI vs. what is said to be an 800 horsepower Mazdaspeed 3. We would love to know the mods on the Mazda as it is fast! Very, very fast. It makes easy work of the STI from a 60 mph roll the STI itself being no slouch. They go at it again and the second time the STI gets a better start and holds off the Mazda. The STI then goes up against the Mustang camera car. The camera work is poor on this run but the Mustang gets the hit and holds off the STI. Next up is the Mustang and the C63 AMG and they do several runs. The first run has the Mustang jump and it takes an easy lead which it holds. The C63 gets a much better start in the second run and opens a quick lead thanks to the twin screw torque and holds it up top thanks to the M156 top end. The final run between the Mustang and the C63 again has a quick count with the Mustang getting on the throttle first. It is a good race between the two but the GT edges slightly up top. We wish we had more detailed specs on the cars but good runs nevertheless. Edit Mazdaspeed 3 specs: built 2.3 built head PTE6466 e85 lots of boost
    16 replies | 562 view(s)
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