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  • Tony@VargasTurboTech's Avatar
    Yesterday, 11:47 AM
    Put the car on the dyno tonight, for a few runs with the new intakes on. The results were pretty much as expected, we can most likely get more power out of the car, but 640WHP on stage 2's (or RB's), very very doubtful. These results were had with no tuner on hand, Dzenno is Skiing, and made me 2 maps one with low timing and one with the high timing (the same timing we ran last time on the dyno), well due to a miscommunication on my part they were left for IJEOS(shop car), instead of I8AOS for the car these are on. So they were unusable meaning we had one back end flash, with timing set to 10-13.5 up top, which is 2 degrees less then we ran on the previous dyno session records. We also were having a very hard time getting boost smooth in the JB, Terry, and I worked at it for about 20-40 logs, and got it to this level of smoothness, for some reason the PID had to be dropped way down as very small PWM changes were making big swings in boost, even with PID this low boost would still do weird things. It would spool then quickly drop boost, then build it again, which is that little depression in TQ you see from 3500-4250 or so, after that boost would smooth out, and track pretty well to redline. On the previous dyno the Stage 2 record was achieved on 29psi peak to 17.5 psi at redline as that is all we could make. These numbers were achieved with 27 psi peak to 22 psi at redline. We couldn't go any higher as we were getting a LOT of corrections, and LPFP was going nuts, but we can easily hold 25+ psi to redline if we can get the other issues figured out, but BP and shaft speed with those little compressors is going to be up there, and not healthy. If we matched the previous boost in the midrange, and fixed the boost drop off then rebuild issue, the curves down low would basically be identical. As far as LPFP something is really going on there, I will investigate tomorrow, as its pretty scary. With this against us, we still managed to make 576WHP/615WTQ with all these issues, once Dzenno gets back, and we can have a tuner on hand as we dyno, as well as get the LPFP, and boost figured out, the graph will smooth way out, and we have no doubt should achieve 600WHP with a few more psi, and less timing corrections. Either way, the intakes do exactly advertised, offer you much more flow to redline, and a much more flat power curve where it counts in the high end of the rev band. I threw a graph in there against 2+ as well, there really is no comparison, 2+ leaves the 15T's in the dust on about the same boost midrange and 2 psi more up top. All, and all we are happy, and these delivered as expected, once we get tuning sorted, we should have nice clean graph, and right around 600/600. Not bad for a set of Stage 2's...:naughty: Break down: VTT Stage 2's Billet 15T's VTT Silicone intakes VTT Silicone Charge pipe VTT Double Barrel HPFP upgrade Fuel-it Stage 2 LPFP with 450 inline Cobb AP with PTF custom back end flash JB4 100% E85 All runs done in 4th gear Stage 2 Silicone Vs Stage 2 Stock intake Stage 2 Silicone Vs Stage 2+ Data Zap Log Jb Log
    43 replies | 376 view(s)
  • Sticky's Avatar
    01-23-2015, 11:01 AM
    BMW did not produce a Z4 M car with the newest E89 generation vehicle. They raced one, but they did not actually build a street legal M car based on the E89 Z4. That's life and nothing can be done about it. These pictures below though sure make everyone wish they did build a Z4 M. This E89 Z4 is lowered on HRE S101 wheels. They are finished in a gunmetal paint which compliments the grey Z4 well. The car also features an aftermarket diffuser, trunk spoiler, front lip, and sideskirts. Oh BMW, what a marvelous car an E89 Z4M would have been. As that car does not exist this owner added on a Motiv turbo kit, Dodson upgraded DCT clutch packs, and JRZ RS coilovers creating what is the next best thing to a factory E89 M effort. Modification List: – Grigio Telesto – Motiv 750 Single Turbo – Gruppe M Intake – HPF Intercooler – Dodson Upgraded Clutch Packs – HRE S101 – AP Racing – Radical BBK – JRZ RS Pro Coilovers – Umbrella Cup Kit – Hotchikis Sway Bars – Meisterschaft Valvetronic Exhaust – Tommy Kaira Rowen Rear Bumper – 3D Design Front Lip – 3D Design Trunk Spoiler – Bride Japan Vorga Seats – Custom Focal & Audison Sound SYstem
    39 replies | 928 view(s)
  • Sticky's Avatar
    01-21-2015, 04:23 AM
    A VWBoost member recently got his MKVII Volkswagen GTI tuned by Eurodyne and posted the results. He did some research prior to getting his tune and compared the more prominent options on the market. That means of course the big name APR and REVO as well. Keep in mind this user does have a Eurodyne tune but also keep in mind the data he is using for this comparison is not of his own creation (although the graph overlays based on that are his). From what we see Eurodyne has the smoothest curve and APR is tuned aggressively down low to the detriment of top end performance. Arin @ APR has since stated, 'Altered boost control to get a little better spool and smoother delivery. We tweaked boost, ignition and lambda, mostly towards redline, to power to carry better too.' That statement acknowledges the torque delivery you will see for yourself. Look over the data and come to your own conclusion. Thank you to @Irishace for the compilation. I pulled together a comparison chart of known third party dynojet dynos for Revo, APR, and Eurodyne. Notes about this graph: Graph shows WHEEL horsepower results Graph shows Tune ONLY results Data used for Revo curve was taken from a dynojet posted by a Revo user Data used for APR curve was taken from a dynojet posted by HS Tuning Data used for Eurodyne curve was taken from dynojet posted by myself Datapoints are taken at 250 RPM increments These are not exact figures as I do not have access to Winpep files but they will be precise to +/- 3WHP for each data point gathered Now people are using my data and comparison to determine optimum shift points for these cars as it has been stated in past that there is no point in shifting beyond 6000rpm. Well this appears to be mostly true, Eurodyne is proving that it is getting the most it can up top and pushing that sweet spot up in the RPM. One fella came up with this comparison that shows that you can run the Eurodyne car out another 500rpm in each gear, which would indicate that it should pull an APR car on roll race given the dyno curves posted. This is all paper racing of course, but there is a fun little discussion going on. APR Eurodyne Have a look at another graph comparison of another company using the ARP tune but their results are also with a downpipe, again my Eurodyne results are tune only. This is a direct comparison again of their results on a dynojet in STD correction. Now here is the torque comparison of the USP APR + Downpipe graph with the Eurodyne Tune Only Graph. Attached are the HS Tuning APR graph, I used the 93 Octane only run for the data points along with the Revo graph that I used to gather the data points for the original graph. I will rework the torque graph for the originals tomorrow. And finally, here is the torque chart for HS Tunings APR dyno, Revo and Eurodyne:
    40 replies | 265 view(s)
  • TTFS's Avatar
    01-20-2015, 04:51 AM
    We were pleased to have this clean F82 M4 brought to us so we could install our Race Pac Stage 1 on it. We are very happy with the results, we have included a few graphs comparing the previous tuner box that was installed on the car with our TTFS Race Pac Stage 1 and TTFS Race Pac Stage 1 with Meth. Vehicle: BMW F82 M4 DCT Modifications Before: Brand X Piggy Back Box Catless Gintini Downpipes Akrapovic Exhaust - Downpipes back Wheels/Tires and Suspensions: 20 inch HRE wheels with Pirelli P Zero tires 275/30/20 Front 295/30/20 Rear H&R Lowering Springs Fuel: 10 gallons of 93 pump gas blended with 2 gallons of E85 All runs were done in All Wheel Drive mode on our DynoCom dyno in M2 Mode. The car has a DCT Transmission and all runs were done in 4th Gear. Graphs: Brand X Map 1 Brand X Map 2 TTFS Race Pac Stage 1 TTFS Race Pac Stage 1 with meth Brand X Map 1 VS TTFS Race Pac Stage 1 Brand X Map 2 VS TTFS Race Pac Stage 1 Brand X map 1 VS TTFS Race Pac Stage 1 with meth Brand X map 2 VS TTFS Race Pac Stage 1 with meth Brand X map 1, Map 2, VS TTFS Race Pac Stage 1 vs TTFS Race Pac Stage 1 with meth Pictures of the Meth set up: Pictures of the Vehicle:
    17 replies | 1787 view(s)
  • Terry@BMS's Avatar
    01-23-2015, 01:32 PM
    Had a chance to get our development M3 strapped down for some preliminary tuning with the PURE turbos. The purpose of the testing was to evaluate the boost control, fueling, and timing, and not necessarily to extract the most power out of the setup. The test car is a 2015 DCT running a JB4, PURE Turbos, ER pipes, BMS meth kit, and K&N drop in filters. The fuel was a mix of 25% E85, 25% 91, and 50% 100. Meth was a 70% mix. There is a lot more than I want to get in to with this post so I'll just throw up a few random notes along with a bit of data. 1) All runs were done using the JB4 progressive meth control which keeps boost at stock like levels UNTIL methanol is flowing. This prevents dangerous tip-in knock and lean conditions that can come along with non-integrated meth kits. And if you ever run out of methanol or got forbid a line comes loose, you don't lose the engine. 2) These PURE turbos spool much better than I expected they would. It's really not that much worse than stock and very similar to RB turbos on an N54 for those of you coming from that platform. 3) Fueling is a major headache. The JB4 is able to alter the air/fuel ratio & fuel trims (within limits) as you can see in the attached dyno charts showing power at various air/fuel ratios. I've found the engine runs much smoother at leaner than I'd expect air/fuel ratios. Like high 12s at higher RPM. If you get it in the 11s it has a nasty misfire/stutter tendency. There is a lot more work to be done on the fueling end and we may also need to tighten up the spark plug gap for these power levels. 4) I've recently started testing a new method for JB4 direct timing adjustment intended for large turbos. It increases the adjustment window an extra 4 degrees or so. I'm thinking it will come in handy for pump gas large turbo tuning. On the current fuel mix & meth at around 29psi I found MBT to be higher than I expected. In the 11-12 degree range at higher RPM. 5) I let off most runs at around 6500-6800rpm but I can verify the turbos hold full boost to redline without issue. I'll wind it out more on the dyno next time around. Up next I'll need to grab some 60-130 times for comparison to the stock turbos! Hoping for 6s! The best our 650whp M5 ever did on a 2% slope was 7.1s.
    20 replies | 857 view(s)
  •'s Avatar
    01-22-2015, 09:51 AM
    Gintani is proud to introduce our full F8X M3/M4 ECU tune. With full access to the DME (Engine ECU) and great understanding of it our team has achieved great power and unlocked features such as cold start delete and cat delete. The ability to read/write from the ECU and our vast background in Forced Induction motors has allowed us to fine tune the car to great levels. Allowing the monster to come out when needed while having the comforts of a daily driven car. Our stage 1 tune on a bone stock car produced over 60WHP & 70WTQ on our DynoDynamics Dyno with 91 octane and only a small PSI increase. Much less pressure on the turbo's then a piggyback tune. With better octane fuel and downpipes 100+WHP will soon come. Our tune is a full ECU flash with no piggyback unit/Plug in box. For the past couple years piggyback tunes have grown. Piggyback tunes trick the vehicles turbo's to boost higher by playing with the voltage signals coming from the DME. With no control air/fuel ratios the power spikes up and down the powerband. Careful review of our dyno will show higher numbers while keeping the powerband stock like. Curves up and down the dyno flow almost identical to the factory powerband, achieving great smooth power. After months of dyno after dyno, and track after track our full F8X M3/M4 Tune is ready to go: 91,93,100 Octane applications Fuel Air/Fuel Ratio Adjustments Race Fuel Applications Top Speed Limit Removal Increase RPM limiter Exhaust Valves Fully Open Full Cat Delete Cold Start Delete Fuel Overrun (Catless cars only,dumps fuel for flame/burble effect from exhaust) At this moment in time the ECU must be removed and shipped to us for tuning, or you can come visit us at our Southern California facility. Price: $1299
    17 replies | 1039 view(s)
  • Omni's Avatar
    01-19-2015, 10:18 PM
    This build began due to the fact that, like many, I am a horsepower addict. Although I've owned and built many cars, the E39 M5 has been my overall favorite, honestly. My previous M5, a Lemans Blue 2001, was driven hard every day i owned it, and was a great car even with no modification. BUT, eventually ~330whp wasn't doing it for me anymore. I ended up supercharging the car, and enjoyed the extra 200whp thoroughly. The best numbers I ever made out of my ESS supercharger kit, @ 9psi and water/meth injection, was 546whp/453ft-lbs. But then eventually I got used to it, and I decided it wasn't enough. After a lot of careful consideration, I determined that even though the S62 is a phenomenal engine, it wasn't the proper power plant for me to attempt to push more and more power out of. Building that engine would've been very costly, and frankly I'm not convinced the block has enough structural rigidity to handle very high torque levels. So I ended up parting out the car and returning it to stock, with intentions of buying something else that had greater power potential. After a few months of driving the car without the blower, I was going through boost withdrawal. So in an effort to deal with my boredom, I decided to do a nitrous setup in the car to temporarily deal with my speed addiction. I ran a two fogger, 150 shot, and enjoyed roasting the tires at a push of a button for a little while. The most power I got out of that setup was 460whp/574ft-lbs. Eventually my M5 was sold, and after owning a M52 swapped E30 M3 for a while, I found myself happily back in another E39 M5. My original intent was to keep this M5 stock, and enjoy a beater turbo E36 that I owned as my fun, go-fast car. But after some time, I realized I was driving my terrible condition, smoking, turbo E36 exponentially more than my clean, comfortable, M5. So I started brainstorming… Why not combine the two? As my knowledge of the M5x line of engines and their power capabilities grew, I was increasingly drawn to the idea of replacing my tired S62 (the motor was in need of some refreshing) with a fully-built S52. I felt that I could combine the engine I really wanted, along with the chassis I really wanted, and then I'd have the best of both worlds. Essentially, that's what I did. I was able to sell the S62, trans, harness and ecu, and take the same amount of funds and buy a brand new, fully built S52, and Getrag 420G 6 speed trans. I took all the turbo components off the E36 and parted out the rest of the car. Then, I let the fun begin... Engine Details: S52, 8.5:1 compression CP pistons Eagle rods Full Supertech valvetrain (+1mm intake, Inconel exhaust valves) SS O-ringed block, with matching receiver groove in cylinder head 11mm ARP 2000's ATI Damper Other Details: Precision 6266 CEA, T3 .82 a/r Turbine housing SPA Manifold 3.5" Exhaust 4" Intake Tial 38mm waste gate Tial 50mm BOV 80lb Siemens Injectors Walbro 400 Fuel pump Devils Own Direct Port Water/Meth Setup UUC Twin Feramic Disc Clutch Kit -My biggest goals with the build were to build a very responsive turbo kit, with a broad power band, and with as much torque as possible. Choosing the 3.2L was a great decision. I'm also running a custom 3.62 M5 differential. The combination of displacement and gearing make this 4100lb sedan accelerate and feel more responsive than my 3100lb e36 with the boosted 2.8L M52. I am very very pleased with the driving dynamics of the car overall. Far more torque and power than my supercharged S62 ever could deliver, with the only sacrifice being the loss of the immediate throttle response that the S62 is known for. But believe me, once the car comes into boost, there are absolutely no regrets! -The engine is tuned on a factory e36 M3 OBD2 ECU, by Nick G of Technique Tuning. The first time moving under its own power: Here is a brief cruising video to enjoy the wonderful harmony of the inline 6 and turbo sound: Here is a 55-145mph pull at ~650whp: -So far, the highest peak power numbers to date are 707whp/708ft-lbs: Unfortunately, I was having some electronic boost control issues, which left the overall power band not quite as smooth is some previous graphs, but there will be plenty more results to come! I'm looking forward to sharing progress with the car, as well as plenty of racing footage this upcoming season. Thanks to all for the interest!
    14 replies | 1826 view(s)
  • Sticky's Avatar
    01-21-2015, 06:12 AM
    Whomever owns this LP570 Super Trofeo Stradale in Florida sure has been giving the car a bit of a workout. It certainly appears to be the same LP570 Super Trofeo Stradale (referred to as STS henceforth) that recently did a couple runs with a C7 Corvette Z06. It also went head to head with a Porsche 991 Turbo on the dragstrip. In that encounter, the LP570 STS had a best trap speed of 126.33 miles per hour. Not bad for a track oriented Gallardo that has weight stripped out to get it into the 31XX pounds range and aerodynamics designed to generate downforce for the track. The 570 horsepower 5.2 liter naturally aspirated and direct injected V10 is also clearly quite a stout mill. So does a BMW F82 M4 have a chance against the Lambo? Certainly, especially if tuned. Keep in mind we have already seen tuned M3/M4's go 11.1 on the dragstrip and the best we have seen out of this LP570 STS is an 11.3. The M4 gets a poor launch although it leaves the line before the LP570 STS. A 2.11 60 foot time is nothing to write home about for the M4. The 1.79 60 foot for the Lambo does not exceed the 1.75 it managed last time with launch control when it went 11.342 @ 125.52. Despite this worse 60 foot the LP570 STS goes 11.184 @ 132.05 to the F82 M4's 11.869 @ 121.61. Why does the LP570 STS trap about 6.5 miles per hour higher this time out? Well, the owner removed the rear wing which no doubt helps. Almost 7 miles per of trap speed just by taking off the spoiler? Perhaps it is within reason when the winter air is factored in as well. It is up to you to decide if that difference is just due to less drag and running in January as the car is stated to be stock. The M4 definitely needs drag tires and some more aggressive tuning to make this a race.
    12 replies | 1442 view(s)
  • Sticky's Avatar
    01-24-2015, 08:32 AM
    This is not surprising as BimmerBoost last year reported that all wheel drive coming to the M5 is an inevitability. What is surprising is just how quickly things are moving in that direction as BMW is already testing an xDrive all wheel drive equipped F10 M5. This all wheel drive M5 was spotted in Sweden which during the winter as you can see is a pretty good place to test traction. Apparently the front wheels did a slight burnout prompting a photographer to go underneath and see the front driveshaft confirming all wheel drive. All wheel drive is coming because these cars have become so heavy and utilize so much low end torque. The M5 is more about muscle than ever in its history and really is becoming a dragster. Well, the traditional rear wheel drive layout is making traction a problem and considering most owners just want to go fast in a straight line instead of hustle around the track (the old AMG recipe) traction off the line is the point of emphasis. Especially considering that the next generation M5 will likely get a tweaked F10 M5 S63TU 4.4 liter twin turbo V8 with horsepower bumped to the ~630 range. It is unlikely that BMW will release an all wheel drive F10 M5 (although they clearly could) and more likely that this is a test mule for the next generation M5 powertrain which will be very similar to the F10 M5 powertrain. Expect more weight on the nose, more understeer, and for traditional BMW handling characteristics and balance to take a back seat toward straightline performance. It was nice knowing you M.
    23 replies | 644 view(s)
  • Sticky's Avatar
    01-19-2015, 08:41 PM
    That did not exactly take long now did it? The C7 Z06 is well over the 700 wheel horsepower mark with pulley and cam modifications. To put this result in context LMR previously hit 661 wheel horsepower with a tune, American Racing Headers, and a prototype intake. Now that they changed the upper and lower pulleys on the 1.7 liter OEM blower they got an additional 82 wheel horsepower. What should stand out to you though is that absurd torque figure of 794 lb-ft at the wheels. In other words, just under 170 lb-ft of torque at the wheels more than with the tune, exhaust, and headers. So what is next? Well, this is what will become their Stage II package. The entire breakdown is as follows: - LMR Cold Air Induction - American Racing stainless steel headers with high flow cats - NGK Spark Plugs - MSD 8.5mm Spark Plug Wires - 160* Thermostat with Billet Housing - LMR (Overdrive) Harmonic Balancer - LT4 Cam Package -Tool Steel Custom Cam -Double Valve Spring kit(Retainers, locaters, keepers, and seals -Pushrods -Cam Phaser Kit Yes, it does have a cam upgrade so to get over 800 wheel horsepower it looks like it will take some more boost and headwork. Probably more aggressive tuning or E85 as well. We wonder how much the 1.7 liter blower has left in it if anything at all. Also they are going to run into fuel system issues soon. What they will do about the fuel is anyone's guess but they probably have solutions.
    25 replies | 123 view(s)
  • Sticky's Avatar
    01-20-2015, 11:01 PM
    The extent to which this garbage about Mercedes-AMG motors circles the internet boggles the mind. Fortunately BenzBoost is here to sift through it for you and tell you what is really going on. You may remember many sites incorrectly stating that the GLE63 AMG would feature the M177/M178 engine instead of the M157. For some reason people still have not gotten it through their heads that the M157 is not going anywhere just yet even though the upcoming C63 AMG and AMG GT are getting a new 4.0 liter M177/M178 motor. Just because the AMG C-Class gets a motor that is not shared with its big brothers (something that started with last generation's W204 C63 AMG which apparently people have forgotten) does not mean every AMG model will suddenly be phasing out its M157 V8 for an M177/M178. So garbage like this article from Autocar that states, 'Mercedes 5.5-litre AMG V8 to be phased out in 2016' is idiotic. It is beyond words really. The 2016 GLE63 AMG was not just introduced only for them to change the motor the same year. Not to mention, more models featuring the M157 V8 are on the way and the E63 AMG, CLS63 AMG, ML63 AMG, SL63 AMG, S63 AMG, G63 AMG, and GL63 AMG all will continue using the motor so where is this phasing out occurring? Exactly nowhere. The C63 never had the M157 and neither did the AMG GT. All cars equipped with M157 V8 motors as of today will continue with M157 motors into 2016. Autocar quotes no source and contradicts themselves in their own article stating, 'That said, given existing product cycles, it seems likely that the engine will remain in production until towards the end of the decade.' No kidding guys, the M157 is going to be with us for several more years. Way to get the internet eating your BS and telling you it's cotton candy. How are you paid for this? Source
    13 replies | 658 view(s)
  • Sticky's Avatar
    01-23-2015, 04:06 PM
    Low 10 second performance on the stock internal AMG M156 V8? Yep. This Weistec Stage III supercharged W204 C63 is from the Middle East and ran in Abu Dhabi at the Yas Marina 1/4 mile drag strip. The C63 AMG put down a very impressive run of 10.215 @ 136.658 on a 1.470 60 foot time. The car of course features the 3.0 liter twin screw Weistec M156 supercharger package and in addition the Weistec 'Bulletproof' transmission upgrade. As far as C63 AMG's are concerned this is the quickest and fastest stock internal pass recorded. Additionally, compared this time to a 10.4 @ 134.43 an Australian C63 managed with the Weistec Stage III package on pump gas. With race gas and maybe slightly more boost it certainly looks like a 9 second C63 AMG on stock internals is possible. Video below (recorded with a potato unfortunately): EDIT: The car features aftermarket forged internals:
    15 replies | 353 view(s)
  • Sticky's Avatar
    01-21-2015, 08:53 AM
    Another round in the Viper vs. Z06 straightline saga. This time we have modified examples going at it though. You may remember how the stock C7 Z06 vs. stock Gen V Viper TA runs almost broke Chevy fanboy forums. The result even managed to piss Hitler off. Well now that C7 Z06 modifications are out there what is the result if a modified C7 Z06 with 661 wheel horsepower courtesy of headers, full exhaust, and a pulley tries a Gen V Viper with an aftermarket intake, exhaust, and tune? See for yourself. Let's hope the internet stays up despite the result. 2015 Corvette Z06 mods: -Custom AFE Intake -ARH Headers -2.4 Upper Pulley -Lashway Motorsports Tune -661whp / 613rwtq -Manual Trans 2014 Viper TA mods: -Intake -Full exhaust -Tune by Unleashed Tuning
    13 replies | 156 view(s)
  • Sticky's Avatar
    01-24-2015, 11:41 AM
    Very nice numbers here from a GIAC tuned Porsche 991 Turbo S. The vehicle is running the GIAC Stage II race gas tune which is an ECU flashed tune. In addition to the tune plus race gas this 991 Turbo S has the Tubi catless race exhaust and the IPD intake plenum. The owner used launch control on the runs and as you can see the car was incredibly consistent. 132 mile per hour traps each time and the 60 foot ranges by less than 1/100 of a second. That is some serious consistency not to mention the launch control system is highly efficient hitting 1.4X. The tires used are Dunlop Sport Maxx Race which is a street tire but basically an R compound. So what else is needed for this car to be the first US 9 second 991 Turbo? Good question. It is somewhat perplexing why US 991 Turbos can not break out of the 10's yet we are seeing many record breaking results on the same dragstrip in the Middle East.
    11 replies | 358 view(s)
  • Sticky's Avatar
    01-24-2015, 08:31 PM
    The M133 engine is finally getting more flash options on the market. Up until now Renntech was the only tuner offering a real flash tune. The vast majority of the other M133 tuning options were piggyback tunes which of course have their plusses and minuses depending on your tuning goals. Flash tunes tends to offer more control over various parameters but it is ultimately personal preference. What is important is that M133 tuning is taking strides forward which is good for everyone. Eurocharged recorded a baseline wheel horsepower figure of 330. After the tune this rises to 380 for a very impressive gain of 50 wheel horsepower. The baseline torque figure is 334 lb-ft at the wheels. After the tune the peak torque rises to 430 lb-ft at the wheels for a gain of 96 lb-ft. The M133 definitely offers incredibly torque stock and tuned. The turbo does look like it runs out of steam past 5500 rpm though as if the torque did not drop off so sharply the M133 would easily make over 400 wheel horsepower. The Eurocharged tune retails for a very reasonable $999. The ECU must be sent in to either the Houston or Toronto location. OBD-II flashing is not yet possible but that will come with time. This is just the beginning but the future of M133 tuning certainly is bright.
    12 replies | 233 view(s)
  • Sticky's Avatar
    01-20-2015, 06:41 AM
    Comments are circulating the internet from Porsche engineering head honcho Wolfgang Hatz regarding the upcoming 911 GT3 RS. He stated the new GT3 RS will be a bigger jump from the GT3 than it was previously. Also, that the 911 GT3 RS will have an 'all new' motor. Making sense of the comment about a new motor means taking a look at the current 991 GT3. It has a 475 horsepower 3.8 liter flat-6 engine. It offers 25 horsepower more than the 3.8 liter flat-6 unit in the 997.2 GT3 RS 3.8. The 997.2 RS 4.0 raised the bar over the 997.2 GT3 RS 3.8 with 500 horsepower. Impressive output on paper but at the wheels you can see the motors are making some insane numbers. Porsche is actually somewhat conservative in the output figures. We expect the 991 GT3 RS 4.0 to top the 457 wheel horsepower of the 997.2 RS 4.0 which would mean over 457 wheel horsepower. With a crank rating of 515-525 expected PorscheBoost believes 47X wheel horsepower is the right target for the new RS 4.0. That is of course speculation but it is based on precedent. By 'all new motor' we obviously do not expect a new ground up design but a reworked 991 GT3 unit as it makes the most logical sense. If that is the case, the 4.0 displacement makes the most logical sense. Since the new 4.0 with its fancy direct injection and higher redline can not take a back seat to the previous engine lest Porsche wants to fuel debate on whether they should have abandoned the Metzger design the new car has to exceed it meaning more than 500 horses. In this context all new engine means compared to the previous generation 911 GT3 RS and not the current 991 GT3 model. We will know for sure in March when it makes its official debut in Geneva. Oh, and although it will launch with a PDK there may be a manual option. Maybe.
    1 replies | 1106 view(s)
  • Sticky's Avatar
    01-22-2015, 12:42 PM
    Remember that 1010 wheel horsepower C6 Z06 posted the other day? The one that was said to be in 'street' trim? Well here is another C6 tuned for the street except this one has another 700+ wheel horsepower for the streets. Exactly what streets is the owner driving this car on? We do not have the full specs but the motor is an LS variant although not the Z06 LS7. It is also tuned on a ProEFI 128 standalone ECU. At 9 psi the output is roughly 900 wheel horsepower. The fuel used is VP C85. Whomever built this clearly wants to own the streets it's driven on.
    6 replies | 123 view(s)
  • Sticky's Avatar
    01-22-2015, 03:54 PM
    We finally have pricing info for the new 2016 Mercedes AMG GT S sports car. The car will start at $129,900 which is aggressive pricing from Mercedes-AMG depending on your perspective. The Porsche 911 Carrera starts at $84,300 so it definitely is cheaper than the AMG GT S. However, the 911 Carrera will not be anywhere near the AMG GT S level of performance. Even if you go up to the 400 horsepower Carrera S model which starts at $98,900 the 911 still can not gear near the AMG GT S performance threshold. The 430 horsepower GTS model for $115,159 gets closer (although it lacks the AMG GT S power and turbo torque punch) but at that point why not spend the extra $15k and get the superior AMG GT S? Or maybe not spend anything more at all and get the standard AMG GT model coming later? That is when the AMG GT S pricing starts looking really good as in order to match its performance in the Porsche lineup it will take the 911 Turbo model. That car at $151,000 is not exactly a value and in comparison to it the AMG GT S certainly starts to look like one. Especially considering that for less than 911 Turbo money and slightly more than 911 GTS money you get a 503 horsepower twin turbo V8 and a fairly lightweight rear wheel drive dual clutch equipped sports car. Keep in mind, the standard AMG GT will come in cheaper than the AMG GT S which means Mercedes-AMG really has put some pressure on the Porsche 911 and exposed it as being overpriced. Which the 911 certainly is.
    5 replies | 420 view(s)
  • Sticky's Avatar
    01-19-2015, 09:02 PM
    We know Porsche has a more hardcore Cayman GT4 on the way. The wait just seems to be Porsche picking which auto show they intend to debut it at. Thanks to this past month's Detroit Auto Show we have some concrete details on the car and it is pretty much what we expected. Porsche's engineering head Wolfgang Hatz told Top Gear that the car will have roughly 400 horsepower. From that we surmise it means a powerplant borrowed from the Carrera S. Naturally aspirated power, 3.8 liter flat-6, and just slightly detuned (at least on paper). The GT4 is expected to be more hardcore than the 987 Cayman R. The Motorsport division has their hand in it so while the engine may not be a real Motorsport engine or engineered by that division everything else will be. Less weight, revised suspension, aerodynamics, the works. Hatz considers the vehicle an entry level race car compared to the GT3. We will have to see the final specs to decide how accurate that is but this vehicle will be what the Cayman GTS should have been. Source
    0 replies | 1081 view(s)
  • Sticky's Avatar
    01-23-2015, 12:19 PM
    To run low 10's in an MP4-12C all you need is a tune and drag radials. Here is the proof as that is exactly what AMS Performance achieved. This McLaren MP4-12C features only an AMS Alpha Tune for 93 octane pump fuel and drag radials. Yep, those are the only modifications. AMS states their tune gains over 100 horsepower at the crank over the 616 horsepower MP4-12C file. We would like to see a dyno at the wheels but here are the AMS crank figures on 93 octane pump: Average gain of 100 horsepower and 105 ft-lbs of TQ throughout the entire RPM range Power increases of over 115HP compared to the stock tune between 4600 to 6900 rpm Torque increases of 124 ft-lbs compared to the stock tune between 4500 to 5600 rpm Alpha tune maximum HP output: 716 HP vs stock tune 629 HP Alpha tune maximum TQ output: 601 ft-lbs vs stock tune 476 ft-lbs The addition of drag rubber makes it possible for the MP4-12C to hook well with an impressive 1.58 60 foot time. The result is a 10.159 @ 138.19 pass. Another way to look at this is that with exhaust modifications as well as race gas this car is well into the 9's. Also to put this result in context, check out what McLarenBoost member @AWD75 did with his stock MP4-12C on street rubber: The scary thing is that the MP4-12C looks to be 9 second capable as well as 140+ mile per hour trap speed capable with bolt ons and pump gas. Well done @ALPHA Performance!
    6 replies | 83 view(s)
  • Sticky's Avatar
    01-20-2015, 07:02 AM
    Tesla fanboys eat these videos up about how 'fast' their electric sedans are. The Tesla P85D is a very impressive piece of engineering so we can just get that out of the way. It puts down incredible torque figures and has put up a good fight in drag races against the Ferrari 458 Italia and even the all wheel drive Lamborghini Aventador. It gets off the line quickly, we all get that part. It is not going to beat Hellcats though. It is not going to be a lot of todays performance cars for that matter. That is unless their tires go up and smoke and they abandon the run. Is an 11.6 @ 114 anything to be proud of on the dragstrip today from a stock car? Not really. A 10.4 @ 133 on the other hand is definitely worth bragging about.
    5 replies | 135 view(s)
  • Sticky's Avatar
    01-19-2015, 11:32 PM
    We all knew the new Mercedes-Benz GLE63 AMG would make its debut at the Detroit Auto Show as Mercedes-AMG said so and offered teasers. Not to mention all the spyphotos for the car over the past year. So what is shocking about the new 'coupe' SUV? That so many sites got the details about it just plain wrong. BenzBoost stated after the official teaser surfaced that the M157 V8 engine made the most sense although it was not yet officially confirmed. To reiterate this point: 'There are rumors out there that Mercedes will stick the M177 engine under the hood instead of the M157 which does not make too much sense to BenzBoost. The reason being is that the GLE63 AMG is essentially a coupe version of the ML63 AMG. The ML retains the M157 V8 so the increase in cost not to mention the smaller motor for a 5000+ pound vehicle that will benefit from the displacement seems like a long shot. People would want the same tow capacity in this as the ML63 for the same money, wouldn't they? There is supposed to be 'utility' after all. ' Well, it turns out the logical choice was made and the GLE63 AMG does share the ML63 AMG drivetrain and M157 V8 although output for the 'S' version goes to 585 horsepower matching the E63 AMG S and CLS63 AMG S models. Mercedes-AMG essentially has made the 'S' designation the new Performance Package option. So how did so many people get this wrong? Let's name a few of them: Jalopnik: 'Update: This story incorrectly said the GLE63 S gets the newer 4.0-liter AMG twin-turbo V8. It doesn't, so the text has been fixed. Sorry!'' Well, they at least admit their mistake. Car and Driver: 'We might have expected AMG to go with the newer and more efficient M177/178 4.0-liter V-8, which is fitted to the Mercedes-AMG GT and the upcoming next-gen C63 AMG' They did expect the new motor and what they based that on other than being new we have no idea. Autoblog: 'Mercedes isn't saying what lies under the hood of the GLE63 AMG Coupe yet. Although given the name, we suspect a version of the brand's 4.0-liter twin-turbocharged V8 is the likely choice. It's offered in the latest C63 AMG with either 469 or 503 hp.' Where are you guys getting your info? Carscoops: 'The same eight-cylinder lump powers the C63 AMG where it's rated for 476PS (470hp) in the base version and 510PS (503hp) in the S model, as well as the AMG GT sports car where it's offered with 462PS (456hp) and 510PS (503hp). In the GLE 63 AMG Coupe, it will probably get closer to 600-horses to compete with BMW's rivalling 575PS (567hp) X6M.' Talk about just totally messing it up. BenzInsider: 'With that factor in consideration, the likely engine of the Mercedes GLE63 AMG Coupe might be a 4.0-liter biturbo V8. The said engine can be found under the hood of the C63 AMG with an output of either 469 or 503 hp. So, expect the power of the GLE63 AMG to be somewhere along the 500 hp range in order to present a viable alternative to the X6.' What kind of insider info do you guys get? The reason BenzBoost is pointing this out to you is to show what has become of automotive reporting these days. One site reports something without any basis in reality and then everyone else picks it up, changes a few words around, and publishes their new 'story' on the topic. How much actual thinking and work is going into this stuff? These are also some big automotive names folks. They shouldn't be making these kinds of mistakes. Nobody is perfect but part of the problem with everyone moving from magazines to the internet for their info is that the wrong information travels VERY fast and nobody even seems to care.
    3 replies | 266 view(s)
  • Sticky's Avatar
    01-19-2015, 11:57 PM
    AudiBoost took a look at the Audi Prologue Concept at the LA Auto Show last year and it certainly was a nice looking car. Under the hood Audi stated they had a 605 horsepower 516 lb-ft of torque 4.0 TFSI V8 that was a tweaked unit borrowed from the RS7 and RS6 models. You can think of that early Prologue Concept as an S9. Audi decided to give the car some steroids and what looks to be 'RS' treatment. The result is 677 horsepower and 701 lb-ft of torque by adding an electric drivetrain into the mix. The car looks much meaner than the previous concept with new wheels and an aggressive stance. It certainly looks the part and if Audi does produce an A9 let's hope they keep the design elements in tact. Most people are not paying attention to the drivetrain (we sure are) but that an Audi employing similar technology drove itself to the CES (Consumer Electronics Show) which certainly is a big deal. However, if you have 701 lb-ft of torque under your right foot do you really even want the computers to be doing the driving? A range topping RS9 sounds great to AudiBoost. It probably does not sound great to the bean counters. Don't just tease us with something this awesome Audi. Four spectacular cars round off Audi’s presence in Las Vegas. They are the TT Roadster, RS 7 Sportback and R8 LMX production models as well as the Audi prologue piloted driving showcar which was purpose-built for CES. The showcar expresses progressive technology in its entire character. Its brightly lit interior fuses the car’s architecture with the display and control concept to create a novel unit. The entire front of the instrument is executed as a three-part touch display. Add to this an innovative, ultrathin and flexible OLED (organic light-emitting diode) display. The showcar’s hybrid powertrain has a muscular 4.0 TFSI working together with a powerful e-motor. System power output of 505 kW (677 hp) and a combined torque of both engines of 950 Nm (700.7 lb‑ft) enable the Audi prologue piloted driving to accelerate from 0 to 100 km/h (62.1 mph) in 3.5 seconds. Its CO2 emissions are 185 g/km (297.7 g/mi).
    4 replies | 211 view(s)
  • Sticky's Avatar
    01-23-2015, 01:12 PM
    Most users on this network know FFTEC from their BMW N54 turbo upgrade work. FFTEC does a lot more than just BMW's and tackles a variety of turbo platforms. The turbo kit you see below is FFTEC's Nissan GTR VR38DETT turbo upgrade kit which definitely shows some impressive numbers. We not not have the full specs but let's take a look at the kit and the numbers it has achieved on the dragstrip: As per usual FFTEC the hardware quality looks great. What about the performance? This GTR consistently runs 158-161 trap speeds in the 1/4 mile with the FFTEC kit: Low 9's and 160's, not bad at all. Regarding pricing we are still waiting on that information as well as the complete specification rundown with options. For now, enjoy the preview of the kits capability. @MikeB@FFTEC
    4 replies | 87 view(s)
  • Sticky's Avatar
    01-24-2015, 08:53 AM
    The Acura NSX debut at the Detroit Auto Show was somewhat overshadowed by Ford taking over the entire show with a barrage of performance cars. Well, that is what Acura gets for teasing the new NSX forever and finally getting burned by losing the spotlight. That is how it goes but an interesting tidbit that came out of the show that everyone glossed over was that the chief engineer for the NSX Ted Klaus said to expect a Type R variant. The previous NSX of course was offered in Type R guise just not in the USA. So what would a Type R variant mean? Probably 30 or so more horsepower than the standard 550 the NSX offers along with some weight stripped out. An all wheel drive twin turbo V6 NSX with 580 horsepower and a 9-speed DCT transmission moving a more hardcore and lighter version? Sounds good to us. Source
    3 replies | 77 view(s)
  • Sticky's Avatar
    01-21-2015, 02:34 AM
    Nice to see before and after dyno results from an exhaust only change on an Audi R8 V10 5.2 model. The dynamometer used is a Mustang so keep in mind the numbers tend to read conservatively compared to other popular dynos. Additionally, the R8 V10 5.2 is detuned compared to it use in Lamborghini Gallardo models. With just the exhaust system horsepower at the wheels goes from 380 to 393 for a gain of 13 wheel horsepower. The torque figure improves by 7.8 lb-ft at the wheels and there are gains through the curve. These are not huge numbers but they would be even greater with a tune to make use of the reduced backpressure. Also, uncorking the V10 produces a glorious sound as it winds itself out over 8000 rpm. Good data along with the video but capturing the aural quality outside of the dyno chamber may be a good idea for next time.
    2 replies | 219 view(s)
  • Sticky's Avatar
    Yesterday, 10:37 AM
    Fabspeed announced last year they would offer a tune for the Porsche 991 Turbo and 991 Turbo S. The initial graph they posted showed 95 horsepower gains although the graph was from a European dyno showing crank figures. The European dyno makes sense as it appears Fabspeed is rebranding a European piggyback. At the time Fabspeed stated nobody had the ability to flash the 991 Turbo ECU which was incorrect as GIAC had and has that ability. At $4995 it is difficult to defend the Fabspeed piggyback with the GIAC flash option on the market. Porsche tax? Yep. Regardless here are the dyno results for the Fabspeed module on a Porsche 991 Turbo. All wheel horsepower goes from 486 wheel horsepower to 537 wheel horsepower for a gain of 51 horses at all four wheels. The torque figure is very impressive for the 991 Turbo even in stock form as it puts down 607 lb-ft to all four wheels. With the tune 672 lb-ft at the wheels is available as early as 2600 rpm making for a huge kick in the pants down low. $5k for this module though? It would make sense as a value option compared to the GIAC flash. As it stands... well, decide for yourself.
    2 replies | 178 view(s)
  • Sticky's Avatar
    01-20-2015, 11:46 PM
    The Lamborghini Aventador 50th Anniversary edition is a 200 unit (100 coupe, 100 roadster) limited edition model honoring 50 years of Automobili Lamborghini. It adds on roughly $100k to the base price of the standard model on which it is based. For that, you get 720 horsepower courtesy of some exhaust and tuning tweaks. Also, some exclusive paint, aerodynamics, and upholstery for your extra $100k. The Aventador in the video in the roadster variant meaning it is heavier than the coupe at about 4200 pounds. The Nissan GTR it runs is obviously modified although we do not know the extent to which it is modified. What we do know is it make easy work of the Aventador Roadster. It must be a somewhat humbling experience for a Nissan to just destroy a $600k+ limited edition Aventador by over a second in the 1/4 mile. That said, we all would take the Aventador. The GTR proves you can make anything fast. You can't make anything an Aventador.
    2 replies | 122 view(s)
  • Sticky's Avatar
    Yesterday, 09:53 AM
    An absolutely awesome Vengeance Racing VRSC850 package build here. The C7 Stingray LT1 gets 12 psi of boost courtesy of a Paxton Novi 1500 centrifugal blower. The owner opted to stroke the motor getting a new crank along with new forged internals. In addition American Racing headers Vengeance Racings ported LT1 heads, a VR cam, and methanol injection are added into the mix. The result on 12 psi and 93 octane pump gas with the meth is 851 horsepower at the wheels and 794 lb-ft of torque at the wheels. Performance that can be replicated every day if the owner desires. The full build is below. It certainly makes a strong argument for modifying a base base C7 for power rather than the C7 Z06. Recently, we had a client of ours come by with his white C7 Corvette looking for some changes. He wanted to do some simpler modifications like lowering the car, exhaust and short shifter, but the real goal was to extract as much as he could out of the C7 platform on pump gas. With our proven C7 Corvette Performance Packages, it made the decision for us and the client easy. We decided to move right on to the top and go with our VRSC850 Performance Package with the ECS Novi 1500 supercharger running at 12psi. With all of the supporting mods, this would equate to great power and reliability that was ready for the street. The first stage in the process of building out the VRSC850 package is to take care of the short block. The bottom end of the LT1 power plant is stroked out to 416c.i. and the internals go to a forged rotating assembly thanks to products from Callies, Wiseco, ARP and Calico. In addition to the short block mods, a set of VR CNC ported LT1 cylinder heads are outfitted and VR stage 1 416 cam is installed. After motor assembly is complete, we bolted up the ECS 1500 supercharger and laid the motor in the cradle. As the air exits, it now passes through a set of American Racing Headers longtube headers. We also installed the AlkyControl dual nozzle methanol injection system to cool the charge and add fueling/octane to the system for more power. Modifications Installed VRSC850 C7 Corvette Performance Package Includes: VR 416c.i. LT1 Stroker bottom end - Callies 4" crank/Callies 6.125 Rods/Wiseco Custom Forged Pistons/Calico coated bearings/ARP fasteners VR CNC Ported LT1 Cylinder Heads VR Custom Camshaft Kit - VR Stage I 416 camshaft American Racing Headers Longtube Header System B&B Bullet Exhaust System MGW Short Throw Shifter ECS Novi 1500 Supercharger @ 12psi AlkyControl Dual Nozzle Methanol Lowered on OEM bolts OEM Intake Manifold Vengeance Racing Professional Installation Vengeance Racing Custom ECU Calibration How how did the new build on this C7 perform? Final power levels after our Vengeance Racing custom ECU calibration came out to 851.82rwhp and 794.08wtq on 93oct and meth injection!
    2 replies | 51 view(s)
  • Sticky's Avatar
    Yesterday, 11:02 AM
    Since the launch of the MP4-12C McLaren has continued to refine the platform. They offered a 616 horsepower ECU tune upgrade for the MP4-12C. They then launched the 650S model with refined styling and more power. It appears the 650S is about to be updated as well with a new 675 LT model. Whether the styling changes is anyone's guess but the test mule does have the front and rear lights covered. Does this mean more P1 inspired touches? That can only be a good thing. Regarding the motor it is getting a power boost to 666 horsepower. How this will be achieved has yet to be disclosed but it could be with changes to the tune or exhaust. They likely will refine both aspects. The car is expected to also drop a significant 100 kilograms. That is a significant drop and should make the 675 LT model just absurdly fast on top of the already very fast 650S. Expect an official reveal in Geneva in March and for the model to be limited to 250 units rather than for it to replace the 650S outright. Source
    2 replies | 44 view(s)
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