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  • Sticky's Avatar
    05-25-2015, 05:31 PM
    There was a time when 400 wheel horsepower seemed like a lot out of the stock frame N54 turbos. Then the 500 wheel horsepower mark was crossed. Then the 600 wheel horsepower mark. Now, we are on the verge of cracking 700 wheel horsepower with modified stock frame N54 turbochargers. Who ever thought this would be possible? It truly is impressive and truly a milestone in N54 tuning. Really, it's stunning considering how many times in the past people would complain about the 'tiny' snails on the N54. Well, those tiny snails are making some big power with the right modifications. BimmerBoost would like to congratulate member @The Ghost for his achievement. His data and details are below. Continuing from my previous thread, I decided to go back to the dyno to do a few tweaks. My setup is as follows: N54, FBO, 6MT JB4 G5, Custom back-end flash VTT 2+ turbos (20T, clipped) VTT turbo inlets, w/BMS DCI BMS Port Injection kit Split Second injector controller (AIC1-G4H) Fuel-it Stage 3 dual LPFPs e85 Stock exhaust (catted) The only change since last time is I ditched my customer rear inlet, replacing it with the VTT silicone hose. This fits much better and is actually shorter than the one I build by a good bit. I didn't have long on the dyno, so I upped the boost slights (holding 27.x) and added some mid range timing (10 degrees max now). I was very pleased with the results. Here are a few notes: I still have a tip-in rich condition, which I will fix in the PI map Boost is not hitting target (28psi) - I may change the JB4 rpm-based duty bias to see if it will hold 28psi (there seems to be more pwm headway, albeit small) The car kept making power with timing - I think I could run 2 more degrees as VTT did, perhaps cracking 700whp - I decided not to risk popping the motor today :) I'm still waiting to remove the catted exhaust in favor of a 3.5" single Attached are some dyno comparisons: Comparison between my previous personal best and my runs today My maxed FBO meth/e85 car vs. my final tune today FBO map 0 baseline vs. today's final tune Here is the datalog of the last run: http://datazap.me/u/ghost/dyno-log-3-105?log=0&data=1-3-4-11-18-24-25-26-27-28-29&zoom=30-81 Special thanks to Terry@BMS for the extensive support and parts, Fuel-it, and VTT for badass products and killer support.
    101 replies | 1181 view(s)
  • Sticky's Avatar
    05-23-2015, 06:53 PM
    The network has become increasingly skeptical of 1/4 mile times coming out of the Middle East and specifically the Yas Marina drag strip located in Abu Dhabi in the UAE. Recently, a very fast run from a C63 showing an impossible 60 foot time raised eyebrows and Middle Eastern members conceded the timing equipment at Yas Marina was off when this was questioned. This leads to the logical follow up questions of how long has the timing equipment been off for? How many runs are suspect? How is a hot desert environment providing times so much quicker and faster than the rest of the world? BoostAddict contacted Yas Marina and the NHRA regarding this issue. Middle Eastern members state this was just a glitch and the circuit is NHRA accredited. That is not true. Yas Marina has not renewed its NHRA license since 2012. This is the response to BoostAddict's inquiry on the matter from Mark Hughes, the NHRA World Wide Consultant: This response means any run from 2013 on is suspect. We already have evidence the timing equipment is off and the only conclusion one can draw is that without an NHRA license, inspection, and accreditation the playing field is not level and that cheating has been going on. Frankly, it appears the cheating is rampant. As we do not know who cheated, when they cheated, etc., the only course of action is to invalidate all Yas Marina records from 2013 on from when they lost their NHRA license. Until this matter is resolved and Yas Marina again has an NHRA license and has been inspected this network will not recognize any runs or records from the drag strip as valid. When the trapspeeds.com database goes live on this network, all Yas Marina runs from 2013 on will receive an asterisk next to them indicating them as suspect and invalid. BoostAddict only received a response from the NHRA. Yas Marina has yet to comment on the matter despite being asked the same questions as the NHRA. However, if 'accidental miscalibration' is going on at a strip like Yas Marina with its reputation and resources and it failed to renew its NHRA license we wonder how many other suspect drag strips there are in the Middle East. It is stunning that the Yas Marina Circuit would not value its integrity and reputation higher than this. This issue now calls into question the validity of all Middle Eastern strips and times. It is unfortunate for honest enthusiasts who just want to enjoy their cars to be caught in the middle of this issue. It is simply a result of administrative failure and those who do not have the integrity to compete honestly on the 1/4 mile dragstrip with enthusiasts worldwide.
    38 replies | 1188 view(s)
  • Sticky's Avatar
    05-23-2015, 06:41 PM
    The network has become increasingly skeptical of 1/4 mile times coming out of the Middle East and specifically the Yas Marina drag strip located in Abu Dhabi in the UAE. Recently, a very fast run from a C63 showing an impossible 60 foot time raised eyebrows and Middle Eastern members conceded the timing equipment at Yas Marina was off when this was questioned. This leads to the logical follow up questions of how long has the timing equipment been off for? How many runs are suspect? How is a hot desert environment providing times so much quicker and faster than the rest of the world? BoostAddict contacted Yas Marina and the NHRA regarding this issue. Middle Eastern members state this was just a glitch and the circuit is NHRA accredited. That is not true. Yas Marina has not renewed its NHRA license since 2012. This is the response to BoostAddict's inquiry on the matter from Mark Hughes, the NHRA World Wide Consultant: This response means any run from 2013 on is suspect. We already have evidence the timing equipment is off and the only conclusion one can draw is that without an NHRA license, inspection, and accreditation the playing field is not level and that cheating has been going on. Frankly, it appears the cheating is rampant. As we do not know who cheated, when they cheated, etc., the only course of action is to invalidate all Yas Marina records from 2013 on from when they lost their NHRA license. Until this matter is resolved and Yas Marina again has an NHRA license and has been inspected this network will not recognize any runs or records from the drag strip as valid. When the trapspeeds.com database goes live on this network, all Yas Marina runs from 2013 on will receive an asterisk next to them indicating them as suspect and invalid. BoostAddict only received a response from the NHRA. Yas Marina has yet to comment on the matter despite being asked the same questions as the NHRA. However, if 'accidental miscalibration' is going on at a strip like Yas Marina with its reputation and resources and it failed to renew its NHRA license we wonder how many other suspect drag strips there are in the Middle East. It is stunning that the Yas Marina Circuit would not value its integrity and reputation higher than this. This issue now calls into question the validity of all Middle Eastern strips and times. It is unfortunate for honest enthusiasts who just want to enjoy their cars to be caught in the middle of this issue. It is simply a result of administrative failure and those who do not have the integrity to compete honestly on the 1/4 mile dragstrip with enthusiasts worldwide.
    38 replies | 246 view(s)
  • Tony@VargasTurboTech's Avatar
    05-21-2015, 02:38 PM
    Our awesome test car in Boston running our N55 Stage 2 JB turbo took his car to the track for the first time since it opened last night. He only got two passes before a spill shut the track down. His results? How about 12.18ET at 121.44, with a not great 2.08 60ft. Then on his very next pass he made a few adjustments, and managed an 11.73ET at 122.7, with a better 60 ft of 1.85. This incredibly was done on PUMP gas 93 octane, a single meth nozzle, and 18-20PSI! Shant is really showing off his driving skill here, with near perfect shifts, and NLS shifting on the runs. Video of the run: Keep in mind, our Stage 2 DBB currently holds the N55 1/4 record with a pass of 11.42 at 123.1 with an AT, E50, more timing, and nearly an identical 60ft. The AT alone will make up the 3/10ths of a second difference in the passes, let alone the higher timing. Here is log showing the car running 6-4 degrees of timing and a timing FLATLINE all the way through 4th. What this means is, as soon as he gets some more octane in the car, and can hold timing through 4th gear, this is an easy low 11 second car with at least 3-4MPH trap in it. Lets not even talk about turning up the boost a little bit...:naughty: http://www.datazap.me/u/vargasturbotech/shant-jb-n55-tester-logs-9-drag-strip?log=0&data=1-3-4-5-11&zoom=110-202 Bottom line the car has a TON left in it, and its already so close to taking the 1/4 record, well from us, but from an AT! If you want a dyno queen, you have other options, if you want N55 turbos that hold real drag racing records, your only option is VTT! Great work Shant! We appreciate all your hardwork, and nice driving!
    27 replies | 919 view(s)
  • Sticky's Avatar
    05-23-2015, 12:38 AM
    It is puzzling that BMW is so aware of its history yet at the same time chooses to ignore its production aspects. The 1972 BMW 3.0CSL was a homologation special. It stands for Coupe Sport Lightweight (and now you know why the E46 M3 CSL badge was important). It was meant to go racing and go racing it did. Yet BMW sold it to the public. The car won the European Touring Car Championship in 1973. It would take second place in 1973 at the Nurburgring Touring Car race. From 1975 until 1979 it was undefeated winning the European Touring Car Championship each season. The 'Batmobile' as it is widely known dominated racing and built a legendary reputation. That is why BMW is honoring it much like they did the M1 with the M1 Hommage concept. Unfortunately, while BMW remembers its racing history it does not produce anything like an M1 or E9 CSL today. If you even mention the i8 or M6 as spiritual successors you do not understand the Motorsport emphasis of the originals. They made their name and were built for the race track. Do not get too excited about this modern take on the 3.0 CSL as it will never see production. The car makes extensive use of CFRP and carbon fiber to keep weight low. There are no details on the drivetrain as it is primarily a design and lightweight technology showpiece. As the name implies, a 3.0 liter inline-6 has to be under the hood. What that inline-6 could be is anything but an S55 motor would not be a bad choice for a modern interpretation. It's too bad BMW does not actually produce anything like this. Go ahead and look at the pictures and dream about them putting the car into production. BMW 3.0 CSL Hommage. Racing flair with a touch of class. Munich/Cernobbio. Amid the audacious design studies and automotive beauties from a bygone era gathered at the Concorso d'Eleganza Villa d'Este, the BMW Group presents its new BMW 3.0 CSL Hommage – and in the process makes a pretty formidable statement of its own. This model is the BMW Design Team's tribute to the 3.0 CSL, a timeless classic and iconic BMW Coupé from the 1970s. "Our Hommage cars not only demonstrate how proud we are of our heritage, but also how important the past can be in determining our future," says Adrian van Hooydonk, Senior Vice President BMW Group Design. "The BMW 3.0 CSL Hommage represents a nod to the engineering achievement exemplified by the BMW 3.0 CSL in its lightweight design and performance. With intelligent lightweight construction and modern materials, the 3.0 CSL Hommage brings the character of that earlier model into the 21st century, showing it in a new and exciting guise," he says, summarising the approach the design team took with the BMW 3.0 CSL Hommage. Lightweight design past and present. "CSL" stands for "Coupé Sport Leichtbau" (coupé, sport, lightweight). With its aluminium bonnet, boot and wings, Plexiglas windows and equipment rigorously pared down to the bare essentials, the old BMW 3.0 CSL tipped the scales around 200 kg lighter than its sibling model, the BMW 3.0 CS. Unsurprisingly, then, it was predestined for a career on the race track. Whereas the material of choice in the 1970s was aluminium, today carbon fibre – or carbon-fibre- reinforced plastic (CFRP) – offers the optimum weight-to-strength ratio. These high-strength fibres are even lighter and stronger than aluminium. And the BMW 3.0 CSL Hommage makes generous use of the high-tech composite, reinterpreting the concept of lightweight design for the modern age. Wherever CFRP is used, it is also visible – rendering the lightweight design principle tangible both inside and out. The BMW Group is a world leader in the production and application of CFRP in automotive design and can already boast many years of experience in series production of CFRP structural parts for the BMW M and, in particular, the BMW i. The exterior: power and elegance. Karim Habib, Head of BMW Design, explains the thinking behind the design of the BMW 3.0 CSL Hommage: "For BMW designers like us, the BMW 3.0 CSL is a style icon. Its combination of racing genes and elegance generates an engaging aesthetic that continues to win hearts even today. The BMW 3.0 CSL Hommage celebrates many of those characteristic features, but without copying them. Indeed, some of the parallels are not immediately obvious. We wanted people to sense the family resemblance rather than see it straight off." The BMW 3.0 CSL Hommage is a vision of pure athleticism: the elongated body is set off by distinctive air deflectors, powerful wheel arches and prominent spoilers to the roof and tail. Despite its size, the aerodynamic elements are key in enabling air to flow optimally along the sides of the vehicle. The front air deflector serves to vent the engine compartment, while wings over the rear wheels ensure optimum airflow around the vehicle. Small rear-view cameras serve to further reduce aerodynamic drag. The large rear spoiler increases downforce on the driven rear axle and in so doing improves power transmission. The Air Curtain and Air Breather systems guarantee optimum ventilation of the wheel housings. And the sheer self-confidence and sporting prowess of the BMW 3.0 CSL Hommage are perfectly summed up in the original colour of its spiritual predecessor – Golf Yellow. The front end – muscular athleticism. Boasting one of the broadest and lowest front ends of any vehicle in the BMW Group, the BMW 3.0 CSL Hommage's front exudes pure power and athleticism. At the centre, the characteristic BMW kidney grille stands tall in citation of the more upright styling of the kidney grille of yesteryear. The size and spatial depth of the kidney grille symbolise the output of the powerful six-cylinder in-line engine with eBoost. At the same time, the finely wrought geometry of frame and kidney struts lends the front end an air of quality and exclusivity. The characteristic four-eyed face gives a contemporary, hexagonal interpretation of front-end sportiness. Laser light and LED technology facilitate slender, state-of- the-art lighting graphics, and the flat contours of the headlamps generate that characteristically focused BMW look. A stylised "X" inside the lights divides the lighting functions and conjures up memories of the X-shaped headlamp stickers once used in long-distance racing. Horizontal LED strips create a visual bond between headlamps and kidney grille while at the same time emphasising the broad, flat impact of the front end. A large carbon-fibre front splitter reduces the gap between road and front end and, in combination with the kidney grille, offers a modern interpretation of the earlier car's highly distinctive shark nose. Two circular openings and a series of elongated slots pay tribute to other elements featured in the earlier car, but offer a new interpretation for the 21st century. The sides – contrapuntal elegance. The vehicle sides are in elegant counterpoint to the marked athleticism of front and rear. The long wheelbase and elongated bonnet appear to stretch the Hommage's silhouette. A continuous, horizontal line encircles the vehicle by way of paying tribute to a distinctive stylistic feature of the earlier BMW 3.0 CSL: its all-round chrome trim. In combination with the black highlight beneath, the continuous line intensifies the flat, elongated appearance of the sides. A particular detail of the BMW 3.0 CSL Hommage is the roofline. Consciously subdivided into three, the line recalls the distinctive upper section of the BMW 3.0 CS – one of the first coupés to feature a roof that did not flow into the tail. Compared with the ubiquitous fastback coupés of the day, this was both an innovation and a design statement, a feature that exuded athleticism and elegance in equal measure. In keeping with the BMW 3.0 CSL, the Hommage features a BMW logo on each of the C-pillars. The all-round shoulderline is also the starting point for the subtle, finely sculpted surfaces of the sides. It follows the development of the shadowy areas behind the front wheel all the way to the lit surfaces above the rear wheels. This interplay between light and shade lends movement and dynamic intensity to the generous surfaces of the vehicle's sides. Dark CFRP areas narrow the gap between the sides and the road, again paying tribute to the consistent lightweight design of the BMW 3.0 CSL. In combination with the black graphic accents, the dark lightweight elements reduce the perceived height of the vehicle and further emphasise its flat silhouette. The black 21" alloy wheels in matt and high-gloss bi-colour versions offer an additional unique highlight. Air control blades in the interstices of the wheel rims, meanwhile, serve to further optimise aerodynamics. The rear end – a muscular presence. As with the front end, the vehicle's tail is broad and muscular in design. Generous surfaces generate presence, horizontal elements emphasise width. A particular highlight is the styling of the rear lights: an LED strip above the spoiler links the two lights, thus giving the rear end a formal framework. The powerfully sculpted rear apron with CFRP diffusor creates a visual impression of the BMW 3.0 CSL's raw power. Even viewed from above, the BMW 3.0 CSL is extremely dynamic. From kidney grille to headlamps, the bonnet traces a broad "V" – a nostalgic throwback to a distinctive and dynamic element of earlier BMW coupés. The interior – purist elegance. Pared down to a minimum, the interior of the BMW 3.0 CSL Hommage puts its lightweight design on show and renders its racing character elegantly tangible. All interior elements are there out of absolute necessity, every part has a high- quality design, structural or drive-related function. In the all-CFRP interior, the only wood-like presence is the "instrument panel" – a cross-member and purely structural element. This is a clear reference to the interior of the earlier BMW 3.0 CSL, which featured an all-round wood trim throughout the interior. In the new version, only the small central eBoost charging display interrupts the wooden instrument panel. Infotainment is equally minimalist in concept: a central display on the steering column informs the driver of the current gear, speed, revs and shift point.  Racing genes and lightweight design with finesse. Other racing features include bucket seats with high-quality stitching, a six-point belt and red anodised safety features such as the outlet nozzles for the extinguishing foam, the fire extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The only elements in the rear of the vehicle are two helmets integrated into the transmission tunnel. These are held in place by a belt when not in use. In the place of a rear seat bench, there are only covers for the eBoost energy accumulators. Special reflector technology in combination with LED strips create an impressive 3D effect on the covers. In its use of cutting-edge materials and detailed solutions, the BMW 3.0 CSL Hommage displays technical sophistication and subtlety of form. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. The door design is as minimalist as it is expressive: precise, clean surfaces trace an arc rearwards, lending the door element a flowing, dynamic quality. The door openers combine a DTM-style pull strap with the elegant handle-integrated opener of the earlier BMW 3.0 CSL, resulting in the hybrid solution of a nylon pull strap located directly behind the grab handle in the door. As with the interior as a whole, this detail lends expression to the unique character of the BMW 3.0 CSL Hommage: a winning combination of lightweight design, athleticism and elegance.
    21 replies | 935 view(s)
  • Sticky's Avatar
    05-21-2015, 08:44 PM
    This is a pretty ugly beatdown but what it does is show just how fast the AMS Alpha 9 Porsche 997 Turbo package is in a street setting on pump gas. The video claims the Alpha 9 is running 600 horsepower with a custom Undercover Performance tune but considering AMS shows 800+ horsepower on 93 octane for the package there is some serious sandbagging going on here. The Stingray looks and performs as if it is stock. It ends up looking as if it is standing still. What we really learn here is that the Alpha 9 package on pump gas is tough to beat on the street. From a stoplight a rear wheel drive does not have much of a chance even if it has big power simply due to how effectively the 911 Turbo puts the power down. Ok, so it easily beats up on a Stingray and looks very fast. Now how about this car picks on somebody its own size? The AMS Alpha 9 Porsche 997.1 Turbo package starts at $19,995.95 and includes: TiAL Bolt on, Ball bearing turbochargers with advanced geometry billet aluminum compressor wheels Plex PBC Boost Controller COBB AccessPort W/Custom Tune 5.5” thick high flow intercoolers with smooth cast endtanks 4 ply reinforced silicone turbo discharge pipes Steel wire reinforced silicone turbo inlet pipes Cast Y pipe with smooth merge Carbon fiber upper intercooler ducts Line hardware and fittings Heavy Duty Injectors
    19 replies | 513 view(s)
  • Sticky's Avatar
    05-21-2015, 04:41 PM
    The next gen battle between these popular M and AMG vehicles will soon be in full swing. Now we know the S55 engine in the BMW M3/M4 is underrated despite its claimed output of 425 horsepower. Thanks to Eurocharged Dynojet baseline testing of the new W205 C63 AMG S we know that car is also underrated despite its claimed 503 horse output. Eurocharged was kind enough to do a comparison between the two on their Dynojet dyno for us. You will notice the readout is not RPM but time and the reason for this is explained by Jerry@Eurocharged: "I did it in time view so you can see how long each car takes to accelerate under load. Ironically, both cars accelerate to redline in 13 seconds under load. Blue is C63S Red is M3 Both are my cars and 100% stock." The C63 AMG S obviously makes more power and torque. Considering its bigger 4.0 liter V8, this is no surprise. Its 467 wheel horsepower and 489 lb-ft of torque at the wheels comfortably exceed the M3 S55's ~425 wheel horsepower and ~430 lb-ft of torque at the wheels. This particular graph shows a bit of a spike in the M3's torque as the turbo comes on showing a value above 450 but this seems to be an anomaly from the norm. The reason the peak values are not listed on the graph is due to an accidental shift at redline while on the dyno causing a spike for the M3. Whoops, these things happen and so the comparison is not perfect. Considering how hard graphs like this are to come by we appreciate the effort from Eurocharged. What we can clearly see is the that C63 M177 has a big torque advantage namely down low. This is to be expected from the bigger V8. The BMW S55 motor has to rev more and has more lag. Interestingly the horsepower difference between the two toward redline is negligible. The M177 hits its power peak before the S55. The S55 uses its revs to keep power fairly level as its torque curve also drops toward redline. It is not a classic naturally aspirated M motor curve or a high rpm engine by any means but BMW still has to use revs to mitigate displacement differences to a degree. AMG also is tuning the M177 for more torque down low than the M178 in the AMG GT S which is tuned for more top end punch. The next overlay we will bring you is tuned versus tuned.
    16 replies | 1210 view(s)
  • Sticky's Avatar
    05-21-2015, 08:38 PM
    This is a pretty ugly beatdown but what it does is show just how fast the AMS Alpha 9 Porsche 997 Turbo package is in a street setting on pump gas. The video claims the Alpha 9 is running 600 horsepower with a custom Undercover Performance tune but considering AMS shows 800+ horsepower on 93 octane for the package there is some serious sandbagging going on here. The Stingray looks and performs as if it is stock. It ends up looking as if it is standing still. What we really learn here is that the Alpha 9 package on pump gas is tough to beat on the street. From a stoplight a rear wheel drive does not have much of a chance even if it has big power simply due to how effectively the 911 Turbo puts the power down. Ok, so it easily beats up on a Stingray and looks very fast. Now how about this car picks on somebody its own size? The AMS Alpha 9 Porsche 997.1 Turbo package starts at $19,995.95 and includes: TiAL Bolt on, Ball bearing turbochargers with advanced geometry billet aluminum compressor wheels Plex PBC Boost Controller COBB AccessPort W/Custom Tune 5.5” thick high flow intercoolers with smooth cast endtanks 4 ply reinforced silicone turbo discharge pipes Steel wire reinforced silicone turbo inlet pipes Cast Y pipe with smooth merge Carbon fiber upper intercooler ducts Line hardware and fittings Heavy Duty Injectors
    19 replies | 197 view(s)
  • Sticky's Avatar
    05-23-2015, 07:31 PM
    All right, here we go. A comparison test between three of the hottest European sports cars on the market. All three of these are two seat coupes (yes, the 911 is a 2+2) and all three start at over $100k. Beyond that these are very different vehicles in their execution. Let's start with the Jaguar F-Type R which Car and Driver puts in last place. The Jaguar is the only all wheel drive car in this comparison (The 911 GTS is available with all wheel drive) and it suffers a significant weight penalty due to this. 4088 pounds for a two seat sports car? Ouch. The addition of all wheel drive certainly helps the 0-60 time and 1/4 mile elapsed time as the 5.0 liter supercharged V8 can effectively put the torque down. 0-60 comes in 3.4 seconds and the 1/4 mile in 11.7 @ 122 putting the Jaguar in the middle of the two acceleration wise. It also pulls the least amount on the skidpad and is the slowest through the slalom. It's just a boat. Now the AMG GT S is significantly lighter than the Jaguar F-Type R at 3677 pounds. It also offers better weight distribution at 47.5/52.5 front to rear. That is spectacular for a front engine turbo V8 car and the rear transaxle dual clutch transmission setup is partially to thank for this. The F-TYpe R on the other hand is a nose heavy 54.5/45.5 front to rear which is something you would expect to see out of an Audi and not a Jaguar. The AMG GT S with its M178 twin turbo V8 is the quickest and fastest of the bunch. 11.2 @ 127 is very quick but to be expected as this is a magazine time. Independent 1/4 mile testing shows 11.4 @ 126 so it is certainly at least realistic. The AMG GT S is easily the quickest and fastest car of the trio. So why is the Porsche 911 GTS chosen as the winner? Well, it does a few things better than the other two. For one, it's very light in comparison at 3276 pounds. It also pulls the most on the skidpad, shows the best braking performance, and is the quickest through the slalom. It's easier to toss around. These are sports cars, right? Now the Porsche 911 GTS is the least powerful car here with the smallest motor at 3.8 liters and it is naturally aspirated. It still puts up incredible (and head scratching) numbers of 11.9 @ 118 in the 1/4 mile. We have never seen a GTS test that fast and we are skeptical the 430 horse and 325 lb-ft of torque car can do this anywhere other than a magazine. The Jaguar is said to lack polish. It's fast and offers great torque but is just lacking in refinement. It is exciting though. The AMG GT S is said to 'mimic' the 911 but we do not buy that. It's its own car with its own execution. It isn't trying to be a 911. Car and Driver states it is simply a bit too big to be truly agile. It's handling numbers say otherwise and 36XX pounds is not exactly hefty in today's car climate. The 911 gets the nod because it is the most refined driving machine. It certainly is the lightest, most tossable, and best braking. It's a true sports car. The only downside is that it is outmuscled by the others but isn't that where the GT3 steps in? Or for someone who really wants more muscle in a straight line, the 911 Turbo. COMPARISON TESTS VEHICLE 2016 Jaguar F-type R Coupe 2016 Mercedes-AMG GT S 2015 Porsche 911 Carrera GTS BASE PRICE $104,595 $130,825 $115,195 PRICE AS TESTED $110,845 $151,075 $138,750 DIMENSIONS LENGTH 176.0 inches 179.0 inches 177.5 inches WIDTH 75.7 inches 76.3 inches 72.9 inches HEIGHT 51.6 inches 50.7 inches 51.0 inches WHEELBASE 103.2 inches 103.5 inches 96.5 inches FRONT TRACK 62.4 inches 66.1 inches 60.6 inches REAR TRACK 64.1 inches 65.0 inches 61.4 inches INTERIOR VOLUME F: 52 cubic feet F: 55 cubic feet* F: 50 cubic feet R: 17 cubic feet* CARGO 11 cubic feet 12 cubic feet 14 cubic feet POWERTRAIN ENGINE supercharged DOHC 32-valve V-8 305 cu in (5000 cc) twin-turbocharged DOHC 32-valve V-8 243 cu in (3982 cc) DOHC 24-valve flat-6 232 cu in (3800 cc) POWER HP @ RPM 550 @ 6500 503 @ 6500 430 @ 7500 TORQUE LB-FT @ RPM 502 @ 3500 479 @ 1750 325 @ 5750 REDLINE / FUEL CUTOFF 6600/6600 rpm 7000/7000 rpm 7600/7900 rpm LB PER HP 7.4 7.3 7.6 DRIVELINE TRANSMISSION 8-speed automatic 7-speed dual-clutch automatic 7-speed dual-clutch automatic DRIVEN WHEELS all rear rear GEAR RATIO:1/ MPH PER 1000 RPM/ MAX MPH 1. 4.71/6.6/44 2. 3.14/10.0/66 3. 2.11/14.6/96 4. 1.67/18.3/120 5. 1.29/23.7/156 6. 1.00/30.0/186 7. 0.83/36.0/186 8. 0.67/46.0/186 1. 3.40/6.3/44 2. 2.19/9.9/70 3. 1.63/13.2/93 4. 1.29/16.7/117 5. 1.03/20.5/144 6. 0.84/26.3/184 7. 0.63/34.2/193 1. 3.91/5.9/47 2. 2.29/10.1/80 3. 1.65/13.9/110 4. 1.30/17.7/140 5. 1.08/21.5/170 6. 0.88/26.0/189 7. 0.62/37.3/175 AXLE RATIO:1 2.56 3.67 3.44 CHASSIS SUSPENSION F: multilink, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: control arms, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar BRAKES F: 15.0-inch vented disc R: 14.8-inch vented disc F: 15.4-inch vented, cross-drilled, grooved disc R: 14.2-inch vented, cross-drilled, grooved disc F: 13.4-inch vented, cross-drilled disc R: 13.0-inch vented, cross-drilled disc STABILITY CONTROL fully defeatable, competition mode fully defeatable, competition mode, launch control fully defeatable, competition mode, launch control TIRES Pirelli P Zero F: 255/35ZR-20 (97Y) R: 295/30ZR-20 (101Y) Michelin Pilot Super Sport F: 265/35ZR-19 (98Y) R: 295/30ZR-20 (101Y) Pirelli P Zero F: 245/35ZR-20 (91Y) R: 305/30ZR-20 (103Y) C/D TEST RESULTS ACCELERATION 0–30 MPH 1.3 sec 1.3 sec 1.4 sec 0–60 MPH 3.4 sec 3.0 sec 3.6 sec 0–100 MPH 8.0 sec 6.9 sec 8.5 sec 0–130 MPH 13.7 sec 11.7 sec 14.6 sec ¼-MILE @ MPH 11.7 sec @ 122 11.2 sec @ 127 11.9 sec @ 118 ROLLING START, 5–60 MPH 3.9 sec 3.7 sec 4.2 sec TOP GEAR, 30–50 MPH 2.2 sec 2.1 sec 2.7 sec TOP GEAR, 50–70 MPH 2.8 sec 2.4 sec 2.8 sec TOP SPEED 186 mph (gov ltd, mfr's claim) 193 mph (gov ltd, mfr's claim) 189 mph (drag ltd, mfr's claim) CHASSIS BRAKING 70–0 MPH 137 feet 141 feet 136 feet ROADHOLDING, 200-FT-DIA SKIDPAD 1.00 g 1.05 g 1.06 g 610-FT SLALOM 43.4 mph 45.2 mph 46.2 mph WEIGHT CURB 4088 pounds 3677 pounds 3276 pounds %FRONT/%REAR 54.5/45.5 47.5/52.5 37.7/62.3 FUEL TANK 18.5 gallons 17.2 gallons 16.9 gallons RATING 91 octane 91 octane 93 octane EPA CITY/HWY 15/23 mpg 16/24 mpg* 19/26 mpg C/D 275-MILE TRIP 11 mpg 11 mpg 13 mpg SOUND LEVEL IDLE 47 dBA 54 dBA 54 dBA FULL THROTTLE 83 dBA 90 dBA 89 dBA 70-MPH CRUISE 72 dBA 74 dBA 75 dBA *C/D estimated. tested in Schwäbisch Hall, Germany, by ERIC TINGWALL
    12 replies | 525 view(s)
  • Sticky's Avatar
    05-21-2015, 02:20 PM
    Many of the readers here have very nice cars with a lot of money invested in them. Whether it be wheels, engine upgrades, whatever, potential theft of parts or the car itself is a very real danger. It's certainly worse for our members who live in areas where violent car theft is an everyday threat and occurrence such as South Africa or Ukraine. It really can and does happen anywhere with this particular instance taking place in Brazil. The thieves targeted this car and waited until it went into the garage with the door coming down before tripping the sensor to get in. The problem is they targeted an armed off-duty police officer. As soon as the first thief approaches the door he is ready and opens fire point blank. The other two scatter as he chases them down. One of the thieves was killed and the other two were apprehended. This certainly shows the value in protecting oneself.
    5 replies | 1814 view(s)
  • Sticky's Avatar
    05-21-2015, 04:36 PM
    The next gen battle between these popular M and AMG vehicles will soon be in full swing. Now we know the S55 engine in the BMW M3/M4 is underrated despite its claimed output of 425 horsepower. Thanks to Eurocharged Dynojet baseline testing of the new W205 C63 AMG S we know that car is also underrated despite its claimed 503 horse output. Eurocharged was kind enough to do a comparison between the two on their Dynojet dyno for us. You will notice the readout is not RPM but time and the reason for this is explained by Jerry@Eurocharged: "I did it in time view so you can see how long each car takes to accelerate under load. Ironically, both cars accelerate to redline in 13 seconds under load. Blue is C63S Red is M3 Both are my cars and 100% stock." The C63 AMG S obviously makes more power and torque. Considering its bigger 4.0 liter V8, this is no surprise. Its 467 wheel horsepower and 489 lb-ft of torque at the wheels comfortably exceed the M3 S55's ~425 wheel horsepower and ~430 lb-ft of torque at the wheels. This particular graph shows a bit of a spike in the M3's torque as the turbo comes on showing a value above 450 but this seems to be an anomaly from the norm. The reason the peak values are not listed on the graph is due to an accidental shift at redline while on the dyno causing a spike for the M3. Whoops, these things happen and so the comparison is not perfect. Considering how hard graphs like this are to come by we appreciate the effort from Eurocharged. What we can clearly see is the that C63 M177 has a big torque advantage namely down low. This is to be expected from the bigger V8. The BMW S55 motor has to rev more and has more lag. Interestingly the horsepower difference between the two toward redline is negligible. The M177 hits its power peak before the S55. The S55 uses its revs to keep power fairly level as its torque curve also drops toward redline. It is not a classic naturally aspirated M motor curve or a high rpm engine by any means but BMW still has to use revs to mitigate displacement differences to a degree. AMG also is tuning the M177 for more torque down low than the M178 in the AMG GT S which is tuned for more top end punch. The next overlay we will bring you is tuned versus tuned.
    16 replies | 98 view(s)
  • Sticky's Avatar
    05-23-2015, 07:24 PM
    All right, here we go. A comparison test between three of the hottest European sports cars on the market. All three of these are two seat coupes (yes, the 911 is a 2+2) and all three start at over $100k. Beyond that these are very different vehicles in their execution. Let's start with the Jaguar F-Type R which Car and Driver puts in last place. The Jaguar is the only all wheel drive car in this comparison (The 911 GTS is available with all wheel drive) and it suffers a significant weight penalty due to this. 4088 pounds for a two seat sports car? Ouch. The addition of all wheel drive certainly helps the 0-60 time and 1/4 mile elapsed time as the 5.0 liter supercharged V8 can effectively put the torque down. 0-60 comes in 3.4 seconds and the 1/4 mile in 11.7 @ 122 putting the Jaguar in the middle of the two acceleration wise. It also pulls the least amount on the skidpad and is the slowest through the slalom. It's just a boat. Now the AMG GT S is significantly lighter than the Jaguar F-Type R at 3677 pounds. It also offers better weight distribution at 47.5/52.5 front to rear. That is spectacular for a front engine turbo V8 car and the rear transaxle dual clutch transmission setup is partially to thank for this. The F-TYpe R on the other hand is a nose heavy 54.5/45.5 front to rear which is something you would expect to see out of an Audi and not a Jaguar. The AMG GT S with its M178 twin turbo V8 is the quickest and fastest of the bunch. 11.2 @ 127 is very quick but to be expected as this is a magazine time. Independent 1/4 mile testing shows 11.4 @ 126 so it is certainly at least realistic. The AMG GT S is easily the quickest and fastest car of the trio. So why is the Porsche 911 GTS chosen as the winner? Well, it does a few things better than the other two. For one, it's very light in comparison at 3276 pounds. It also pulls the most on the skidpad, shows the best braking performance, and is the quickest through the slalom. It's easier to toss around. These are sports cars, right? Now the Porsche 911 GTS is the least powerful car here with the smallest motor at 3.8 liters and it is naturally aspirated. It still puts up incredible (and head scratching) numbers of 11.9 @ 118 in the 1/4 mile. We have never seen a GTS test that fast and we are skeptical the 430 horse and 325 lb-ft of torque car can do this anywhere other than a magazine. The Jaguar is said to lack polish. It's fast and offers great torque but is just lacking in refinement. It is exciting though. The AMG GT S is said to 'mimic' the 911 but we do not buy that. It's its own car with its own execution. It isn't trying to be a 911. Car and Driver states it is simply a bit too big to be truly agile. It's handling numbers say otherwise and 36XX pounds is not exactly hefty in today's car climate. The 911 gets the nod because it is the most refined driving machine. It certainly is the lightest, most tossable, and best braking. It's a true sports car. The only downside is that it is outmuscled by the others but isn't that where the GT3 steps in? Or for someone who really wants more muscle in a straight line, the 911 Turbo. COMPARISON TESTS VEHICLE 2016 Jaguar F-type R Coupe 2016 Mercedes-AMG GT S 2015 Porsche 911 Carrera GTS BASE PRICE $104,595 $130,825 $115,195 PRICE AS TESTED $110,845 $151,075 $138,750 DIMENSIONS LENGTH 176.0 inches 179.0 inches 177.5 inches WIDTH 75.7 inches 76.3 inches 72.9 inches HEIGHT 51.6 inches 50.7 inches 51.0 inches WHEELBASE 103.2 inches 103.5 inches 96.5 inches FRONT TRACK 62.4 inches 66.1 inches 60.6 inches REAR TRACK 64.1 inches 65.0 inches 61.4 inches INTERIOR VOLUME F: 52 cubic feet F: 55 cubic feet* F: 50 cubic feet R: 17 cubic feet* CARGO 11 cubic feet 12 cubic feet 14 cubic feet POWERTRAIN ENGINE supercharged DOHC 32-valve V-8 305 cu in (5000 cc) twin-turbocharged DOHC 32-valve V-8 243 cu in (3982 cc) DOHC 24-valve flat-6 232 cu in (3800 cc) POWER HP @ RPM 550 @ 6500 503 @ 6500 430 @ 7500 TORQUE LB-FT @ RPM 502 @ 3500 479 @ 1750 325 @ 5750 REDLINE / FUEL CUTOFF 6600/6600 rpm 7000/7000 rpm 7600/7900 rpm LB PER HP 7.4 7.3 7.6 DRIVELINE TRANSMISSION 8-speed automatic 7-speed dual-clutch automatic 7-speed dual-clutch automatic DRIVEN WHEELS all rear rear GEAR RATIO:1/ MPH PER 1000 RPM/ MAX MPH 1. 4.71/6.6/44 2. 3.14/10.0/66 3. 2.11/14.6/96 4. 1.67/18.3/120 5. 1.29/23.7/156 6. 1.00/30.0/186 7. 0.83/36.0/186 8. 0.67/46.0/186 1. 3.40/6.3/44 2. 2.19/9.9/70 3. 1.63/13.2/93 4. 1.29/16.7/117 5. 1.03/20.5/144 6. 0.84/26.3/184 7. 0.63/34.2/193 1. 3.91/5.9/47 2. 2.29/10.1/80 3. 1.65/13.9/110 4. 1.30/17.7/140 5. 1.08/21.5/170 6. 0.88/26.0/189 7. 0.62/37.3/175 AXLE RATIO:1 2.56 3.67 3.44 CHASSIS SUSPENSION F: multilink, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: control arms, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar BRAKES F: 15.0-inch vented disc R: 14.8-inch vented disc F: 15.4-inch vented, cross-drilled, grooved disc R: 14.2-inch vented, cross-drilled, grooved disc F: 13.4-inch vented, cross-drilled disc R: 13.0-inch vented, cross-drilled disc STABILITY CONTROL fully defeatable, competition mode fully defeatable, competition mode, launch control fully defeatable, competition mode, launch control TIRES Pirelli P Zero F: 255/35ZR-20 (97Y) R: 295/30ZR-20 (101Y) Michelin Pilot Super Sport F: 265/35ZR-19 (98Y) R: 295/30ZR-20 (101Y) Pirelli P Zero F: 245/35ZR-20 (91Y) R: 305/30ZR-20 (103Y) C/D TEST RESULTS ACCELERATION 0–30 MPH 1.3 sec 1.3 sec 1.4 sec 0–60 MPH 3.4 sec 3.0 sec 3.6 sec 0–100 MPH 8.0 sec 6.9 sec 8.5 sec 0–130 MPH 13.7 sec 11.7 sec 14.6 sec ¼-MILE @ MPH 11.7 sec @ 122 11.2 sec @ 127 11.9 sec @ 118 ROLLING START, 5–60 MPH 3.9 sec 3.7 sec 4.2 sec TOP GEAR, 30–50 MPH 2.2 sec 2.1 sec 2.7 sec TOP GEAR, 50–70 MPH 2.8 sec 2.4 sec 2.8 sec TOP SPEED 186 mph (gov ltd, mfr's claim) 193 mph (gov ltd, mfr's claim) 189 mph (drag ltd, mfr's claim) CHASSIS BRAKING 70–0 MPH 137 feet 141 feet 136 feet ROADHOLDING, 200-FT-DIA SKIDPAD 1.00 g 1.05 g 1.06 g 610-FT SLALOM 43.4 mph 45.2 mph 46.2 mph WEIGHT CURB 4088 pounds 3677 pounds 3276 pounds %FRONT/%REAR 54.5/45.5 47.5/52.5 37.7/62.3 FUEL TANK 18.5 gallons 17.2 gallons 16.9 gallons RATING 91 octane 91 octane 93 octane EPA CITY/HWY 15/23 mpg 16/24 mpg* 19/26 mpg C/D 275-MILE TRIP 11 mpg 11 mpg 13 mpg SOUND LEVEL IDLE 47 dBA 54 dBA 54 dBA FULL THROTTLE 83 dBA 90 dBA 89 dBA 70-MPH CRUISE 72 dBA 74 dBA 75 dBA *C/D estimated. tested in Schwäbisch Hall, Germany, by ERIC TINGWALL
    12 replies | 99 view(s)
  • Sticky's Avatar
    05-20-2015, 09:21 PM
    HRE traditionally has made lightweight forged wheels available in their lineup. Yours truly runs their Competition Series rims because they are strong, light, and they also look good. Yes, you do not have to sacrifice looks for performance and HRE tests their wheels in real Motorsports competition. The stress on a rim does not get any more intense than repeated hot lap after hot lap in a Motorsport environment. Those of you familiar with the Continental Tire SportsCar Challenge know how intense the racing is. If these rims can survive that, they can survive almost anything. Fall-Line Motorsports and Rum Bum Racing both have praise for the rims and have won championships using them. Pretty good company to be in, right? The wheels are available from 17 to 20 inch diameters and 8 to 13 inch widths. The only thing we are missing are the weight figures. HRE SHOWS MOTORSPORT EXPERTISE WITH NEW SERIES RC1 HRE adds lightweight RC103 wheel to its dedicated motorsport line-up San Diego, Calif. (May 2015) – Most people know that racing wheels need to be lightweight, but the key is creating a set that any racing team can use with confidence for multiple seasons without issue. HRE Wheels has proven they know the formula to the perfect racing wheel and have now expanded their offerings with the Series RC1 at a more affordable price. The Series RC1 is a product of years of racing with teams like Fall-Line Motorsports and Rum Bum Racing in the Continental Tire Sports Car series, a wheel that lead both teams to championships for 4 out of the last 5 years. HPA Motorsports is the first team to equip its pair of Volkswagen Jettas with the RC103 for the 2015 Pirelli World Challenge season. The new Series RC1 debuts with a single style with design cues from the popular HRE street wheel designs, engineered for optimal performance on any track machine, such as the BMW M3. The RC1 is available in diameters ranging from 17 to 20 inches and widths range from 8 to 13 inches, along with configurations for center lock vehicles. “The Series RC1 is the perfect example of how we prioritize high strength, low weight, and stiffness for our motorsport wheels,” said HRE President Alan Peltier.“ The result is a clean, purposeful design that simply performs.” All HRE wheels are engineered to minimize unsprung mass and rotational inertia for optimal acceleration, handling and braking performance. Each wheel is built-to-order and there are nearly infinite fitment, color and finish options available for the ultimate custom-tailored wheel buying experience. About HRE Performance Wheels: HRE designs, engineers and manufactures 3-piece and 1-piece forged aluminum alloy wheels for Racing, Performance & Luxury cars and SUVs in their San Diego, California-based, TÜV-approved facility. HRE’s built-to-order wheel sets offer a customized choice of offsets, widths and finishes, resulting in a uniquely personal style and performance solution for each customer’s application. HRE wheels are sold through select high-end car dealerships, specialty retailers and performance companies worldwide. For more information, visit www.hrewheels.com or call an HRE wheel expert at (760) 598-1960.
    1 replies | 1834 view(s)
  • Sticky's Avatar
    Today, 02:40 PM
    The best automotive performance bargain in the world? That would be the 2016 Mustang GT350. There will of course be those who point to the Dodge Hellcat models with the Challenger starting at $60,900 and offering much more power with the 707 horsepower twin screw supercharged V8. The thing is, the Hellcat might win in raw torque per dollar but the Mustang GT350 comes in roughly $12k less and offers a much more nimble package. The GT350 will run circles around the Hellcat on a track as the portly Dodge sticks to being a one trick pony with that trick being going fast in a straight line (as long as it maintains traction). The GT350 sounds incredible with its unique flat-plane crank high revving naturally aspirated V8. Hell, the GT350 is the next best thing to a Porsche 911 GT3 and for those who want a manual transmission it actually offers something the Porsche can't at a fraction of the cost. The GT350R on paper looks like it will offer GT3 level performance, if not superior performance, for far less money. This is very aggressive pricing from Ford and the GT350R despite going to $63495 is quite a bargain itself. The problem will be actually getting a GT350 or GT350R for the MSRP. That said, well done Ford.
    13 replies | 59 view(s)
  • Sticky's Avatar
    05-20-2015, 10:33 PM
    The MKVII Golf R continues to impress with its tunability and APR has raised the bar again on the platform. Just earlier this month APR went 11.9 @ 114 with their Stage I software and an intake. The elapsed time improves with the Stage II software, APR intake, and downpipe to 11.793 @ 114.41. This is on 93 octane pump gas and street tires. Keep in mind, there is more in this car whether it be on 93 octane or with race gas. Breaking into the 11's with bolt ons on the Golf R platform should basically be expected as the norm. Now we need to see how far into the 11's the car will go on the stock turbocharger. The Stage II software with bolt on is putting out 382 crank horsepower. We want to see the numbers at the wheels but that is a very solid gain: If the Golf R is doing this with basic tuning imagine what the Golf R420 will do out of the box and then with tuning. It's a good time to be a VW enthusiast.
    11 replies | 324 view(s)
  • HRE_Wheels's Avatar
    05-23-2015, 07:57 PM
    An interesting color combo here you do not see every day. How does a grey BMW F10 5-Series on Satin Gold wheels from HRE Grab you? The wheels are from the HRE Classic series which puts a modern spin on classic designs. This set is the 301M. The looks are subjective obviously but we think this is different and that it looks good while still keeping it classy. David Bush Photo​.
    5 replies | 698 view(s)
  • Sticky's Avatar
    05-21-2015, 09:33 PM
    Ok, ok, this is not a car motor. Relax. That does not make it any less badass. Boost is used in various applications and it is fun to see what various engine builders come up with for a variety of platforms. BoostAddict simply felt this motor deserves some recognition for its awesomeness. The specs? Capacity: 6.0 Litres Block Layout: 90 deg AC2A-F Aluminium Alloy V8 Cylinder Heads: DOHC 4 Valve Per Cylinder Intake Manifold: Magnesium; Tuned Length Intake Plenums: Carbon Fibre Exhaust Manifolds: Tuned Length; Stainless Steel Sump: Magnesium 12 Litre with Internal Oil Cooler Induction: Sequentially Quad Turbocharged Intercooling: Dual Liquid to Air Intake Charge Coolers Engine Management: Nizpro-Visteon with Dual Drive by Wire Throttles Ignition: Direct Fire; Coil on Plug Injectors: 1200cc Per Minute; Dual Squirt Maximum Output: 1500hp; Governed @ 8250 rpm Maximum Torque: 1120 ft lbs; Governed @ 6200 rpm Maximum RPM: 8400 rpm Limited Idle Speed: Neutral 700 rpm Idle speed: Forward 850 rpm Idle speed: Reverse 650 rpm Maximum Fuel Consumption: 8.6 Litres Per Minute @ 1500hp Absolute Boost Pressure: 260 kpa Fuel Type: Shell 100 Octane V-Max Racing Unleaded Pretty epic, right? Carbon fiber intakes, magnesium manifold, 8400 rpm redline, and 38 psi of boost. This engine is called the VZR-60DEQT and sees applications in boat racing. The Australians over as Nizpro have our respect and then some.
    7 replies | 262 view(s)
  • Sticky's Avatar
    05-21-2015, 09:27 PM
    Ok, ok, this is not a car motor. Relax. That does not make it any less badass. Boost is used in various applications and it is fun to see what various engine builders come up with for a variety of platforms. BoostAddict simply felt this motor deserves some recognition for its awesomeness. The specs? Capacity: 6.0 Litres Block Layout: 90 deg AC2A-F Aluminium Alloy V8 Cylinder Heads: DOHC 4 Valve Per Cylinder Intake Manifold: Magnesium; Tuned Length Intake Plenums: Carbon Fibre Exhaust Manifolds: Tuned Length; Stainless Steel Sump: Magnesium 12 Litre with Internal Oil Cooler Induction: Sequentially Quad Turbocharged Intercooling: Dual Liquid to Air Intake Charge Coolers Engine Management: Nizpro-Visteon with Dual Drive by Wire Throttles Ignition: Direct Fire; Coil on Plug Injectors: 1200cc Per Minute; Dual Squirt Maximum Output: 1500hp; Governed @ 8250 rpm Maximum Torque: 1120 ft lbs; Governed @ 6200 rpm Maximum RPM: 8400 rpm Limited Idle Speed: Neutral 700 rpm Idle speed: Forward 850 rpm Idle speed: Reverse 650 rpm Maximum Fuel Consumption: 8.6 Litres Per Minute @ 1500hp Absolute Boost Pressure: 260 kpa Fuel Type: Shell 100 Octane V-Max Racing Unleaded Pretty epic, right? Carbon fiber intakes, magnesium manifold, 8400 rpm redline, and 38 psi of boost. This engine is called the VZR-60DEQT and sees applications in boat racing. The Australians over as Nizpro have our respect and then some.
    7 replies | 105 view(s)
  • ninjacoupe's Avatar
    05-24-2015, 12:01 PM
    Used for about 10k miles. Has very few nicks or scratches but does have some wear in one spot along the bottom on onw side, as shown in the second pic These are 179 new asking 125 shipped to 48 states
    7 replies | 175 view(s)
  • Sticky's Avatar
    05-21-2015, 04:04 PM
    This is a very nicely done size comparison of three intercoolers for the 3.5 liter twin turbo Ecoboost V6 available in the Ford F150. As we all know reducing heat soak in turbo motors when tuned is a big deal for performance. The owner compares the factory intercooler, an ATP aftermarket unit, and an AMR aftermarket unit. Let's take a look at the results. He starts by measuring the intercoolers. OEM: ATP: AMR: Now, many F150 Ecoboost owners complain about heat soak stock and especially when tuned. The factory unit is fairly tiny offering a width of 3 inches. The ATP unit steps this up to 3.5 inches. AMR really goes big with 5 inches. The owner reports that the difference in temps is night and day with the AMR unit especially after WOT passes. On the F150ecoboost forums owners are saying they wish they had this size comparison earlier as it would make choosing an intercooler much easier. The AMR unit certainly is a major upgrade especially when compared to stock.
    6 replies | 259 view(s)
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