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  • Sticky's Avatar
    10-01-2019, 05:20 PM
    You likely saw this special needs teenage girl being paraded about recently as a climate expert. Why some girl who should be in school is going around lecturing people in Europe and North America that they will cause mass extinction in a decade is anyone's guess but maybe she should take her message to Chinese or Indian factories. This is BoostAddict and we approve this message.
    39 replies | 3229 view(s)
  • Sticky's Avatar
    09-25-2019, 05:32 PM
    Dynamometers are machines which are a tool for the automotive industry. Enthusiasts often fight wars on forums over dyno numbers and those numbers are just part of a much larger picture. Recently, dyno numbers from Equilibrium Tuning and their output claims on a Volkswagen MKVII Golf R raised eyebrows. Practically immediately, two well known tuners contacted VWBoost and BoostAddict to state Equilibrium Tuning's Dynocom reads high. Not just high but very high. To be clear, BoostAddict has no association with Equilibrium Tuning and has no experience with their particular Dynocom. What was posted was what was sent to us and sometimes we write articles as a courtesy to those in the industry. It would be quite boring if every article was from a vendor, right? This is the second time this Dynocom vs. Dynojet debate is taking place. Tony Vargas of Vargas Turbo Technologies sent the following regarding the Equilibrium Dynocom: Now, the same car on a Dynojet showing 18% less power is a huge difference. A difference of 71 wheel horsepower in that particular instance. Night and day. To add further fuel to this fire, Equilibrium Tuning recently tested a new Supra on their Dynocom: That is pretty darn close to what we all are seeing for the car and the torque figure might even be a tad conservative. What is the answer here? Who knows. Dynocoms in our experience do tend to read high and we believe VTT's results. Maybe a software update changed how the Dynocom at Equilibrium Tuning reads? Maybe weather or fuel was a factor? Maybe we should ask for multiple graphs from multiple machines to have more data to go on? Maybe, just maybe, we should take the numbers with a grain of salt and remember they are part of a larger performance picture which should be supported with quarter mile and GPS data as well. Make up your own mind.
    30 replies | 3781 view(s)
  • Sticky's Avatar
    09-24-2019, 02:26 PM
    This sounds absolutely fascinating but frankly the engineering involved is way beyond our pay grade. In essence it seems this articulated rod can move and change the position of the piston which then impacts the compression ratio. Here is the technical explanation: That all sounds amazing, right? Now, is this added complexity going to add weight to the rotating mass? Additionally, will the rod be weaker? Is this going to translate into a performance technology or one primarily centered around efficiency? It certainly will be interesting to watch how this technology develops.
    7 replies | 5155 view(s)
  • Sticky's Avatar
    10-01-2019, 05:18 PM
    You likely saw this special needs teenage girl being paraded about recently as a climate expert. Why some girl who should be in school is going around lecturing people in Europe and North America that they will cause mass extinction in a decade is anyone's guess but maybe she should take her message to Chinese or Indian factories. This is BoostAddict and we approve this message.
    39 replies | 281 view(s)
  • Sticky's Avatar
    10-17-2019, 09:50 AM
    A true 1000+ wheel horsepower from the N54 is something the N54 tuning scene waited over a decade for. You might recall Motiv previously claimed to have hit 1000+ wheel horsepower back in early 2018 but that was with dyno manipulation and not a true 1000 wheel horsepower pull. This looks to be the first true 1000+ whp pull: It is uncorrected but that is fine as that means correction factor games are not being played. It truly put that output down as tested. What is involved here? A Syvecs standalone ECU for one. It certainly is interesting this was not done on the factory ECU which some claim to be just as capable as the Syvecs. The block is reinforced using CSS (Cylinder Support Systems): The engine bay looks something like this: More details hopefully to come. The 1000+ whp N54 era now truly is here.
    30 replies | 779 view(s)
  • Sticky's Avatar
    09-25-2019, 05:22 PM
    Dynamometers are machines which are a tool for the automotive industry. Enthusiasts often fight wars on forums over dyno numbers and those numbers are just part of a much larger picture. Recently, dyno numbers from Equilibrium Tuning and their output claims on a Volkswagen MKVII Golf R raised eyebrows. Practically immediately, two well known tuners contacted VWBoost and BoostAddict to state Equilibrium Tuning's Dynocom reads high. Not just high but very high. To be clear, BoostAddict has no association with Equilibrium Tuning and has no experience with their particular Dynocom. What was posted was what was sent to us and sometimes we write articles as a courtesy to those in the industry. It would be quite boring if every article was from a vendor, right? This is the second time this Dynocom vs. Dynojet debate is taking place. Tony Vargas of Vargas Turbo Technologies sent the following regarding the Equilibrium Dynocom: Now, the same car on a Dynojet showing 18% less power is a huge difference. A difference of 71 wheel horsepower in that particular instance. Night and day. To add further fuel to this fire, Equilibrium Tuning recently tested a new Supra on their Dynocom: That is pretty darn close to what we all are seeing for the car and the torque figure might even be a tad conservative. What is the answer here? Who knows. Dynocoms in our experience do tend to read high and we believe VTT's results. Maybe a software update changed how the Dynocom at Equilibrium Tuning reads? Maybe weather or fuel was a factor? Maybe we should ask for multiple graphs from multiple machines to have more data to go on? Maybe, just maybe, we should take the numbers with a grain of salt and remember they are part of a larger performance picture which should be supported with quarter mile and GPS data as well. Make up your own mind.
    30 replies | 549 view(s)
  • Sticky's Avatar
    10-07-2019, 07:41 PM
    This is the first documented failure of a tuned Supra B58 motor. Why did it fail? Who knows. BMW is being blamed by the person doing the work here but that seems like a bit of a stretch with tuning and fueling limitations more likely to be the reason. They reached the limit of the fuel system which is rather easy to do. It is why XDI is working on an HPFP upgrade. It is also why so many B58 tuners are running supplemental methanol injection. They hit around 650 whp, maxed out the fuel system, and then added methanol and another 4 psi of boost: So is it an internal issue when going past 650 whp? Maybe. We have no graph to go on and no logs. It could be tuned for a big torque hit down low and a rod let go. It is early on and people are learning. The motor is to be disassembled but considering they are already blaming BMW for this failure before even taking it apart you likely can not trust the conclusion. All we know is the motor let go and you will want fueling upgrades and a quality tuner especially if running a big turbo. We will see what, if anything, we learn from the teardown.
    20 replies | 1031 view(s)
  • Sticky's Avatar
    10-03-2019, 08:41 PM
    We will let the review from @nn7man speak for itself but want to put emphasis on this user being from the UK and that BoostAddict.com can accommodate international shipping although depending on the country it takes longer and is more involved than shipping in the Continental United States. I recently collected my 991.2 Carrera T after its latest round of upgrades. Original spec was black/black with yellow T trim, manual, PCCBs etc. Since earlier this year the car has been modified in 2 rounds of upgrades. Round 1: Full Kline exhaust system including new headers and 200 cell cats Custom tune by 9e (UK) DSCV3 PASM controller with custom maps written by 9e for the T Exterior carbon by DB Interior leather/alcantara by Exclusive Option Round 2: Upgraded hardware (beautiful quality and materials) from Boostaddict including: Tial M660 turbos Tial upgraded Intercoolers (3D printed) Tial Intake pipes (aluminium) Tial Plenum (3D printed) Updated custom tune by 9e In stock form, 9e originally measured it at 330 WHP (Porsche official 370 PS). It's now making 580 WHP so around 650PS at 12% loss from the crank to the wheels. It's hitting around the same times as a 991.2 turbo S, circa 3.1 60-100mph and 7.5 60-130mph, pretty epic for a manual RWD narrow body. And it weights about 200kg less and feels very light on its feet. It's still on the OEM clutch which is now the weakest link, upgrade to the Sachs 830NM parts next. 9e and Boostaddict have been a pleasure to deal with, I'm delighted with the transformation of the car. The upgrade utilizes the factory housings. This is commonly referred to as a hybrid upgrade. Here are factory turbo specs: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Turbos: 49mm compressor/45mm turbine 9A2 3.0 991.2 Carrera S Horsepower: 420 Torque: 369 lb-ft Boost Pressure: 16.0 psi Turbos: 51mm compressor/45mm turbine 9A2 3.0 991.2 Carrera GTS Horsepower: 450 Torque: 405 lb-ft Boost Pressure: 18.0 psi Turbos: 55mm compressor/48mm turbine The BoostAddict.com Stage 1 upgrade goes to a 61mm compressor wheel and 50.5mm turbine. We will of course not reveal the wheel designs. Here is what you can expect: Turbochargers: New OEM CHRA. ( Bearings, shaft, thrust washers ) Larger turbine wheel 50.5mm Larger 61mm Compressor wheel Core OEM units (starting life from OEM 991.2 C2/4, C2S/4S, or GTS2/4 turbos) are then: - Disassembled and Inspected - Hot Ultrasonic Immersion Cleaned. Di Water rinse. - Shot peened to restore finish to new or better appearance to Compressor and Turbine housings. - 5 Axis turned / Machined. - Reassembled and clocked for installation. Collected the car this afternoon and just got home after a 3 hour journey in the rain. It needs a lot of respect! 2nd gear is completely crazy and 3rd/4th feel massively strong.More to follow once I can do some dry miles but very happy so far :)
    27 replies | 801 view(s)
  • Sticky's Avatar
    10-19-2019, 12:41 PM
    The idea of a compressor powered by electricity is nothing new. Mass adoption of a turbo that uses electricity to instantly spin the compressor before having to wait for exhaust gases certainly would be new. That is what Garrett promises with the E-Turbo set to hit the market in 2021. What is the idea behind this? Classic sequential turbo setups in the past had a small turbo and a big turbo working in concert with the small turbo helping reduce lag before the big turbo got going and took over. The idea will be similar here. You can have a small motor with a large turbocharger and reduce the lag issue significantly with the E-Turbo getting things going in the low rpm range: Mercedes-Benz explored this idea back in 2015 and their M256 inline-6 engines designed in 2016 use an electric compressor. Mercedes refers to this design as an electric auxiliary compressor. The Mercedes design is more mild than what Garett will be introducing and we will likely see more and more powerful 'E-Turbos' from Garrett. Keep in mind the primary goal here is an efficiency gain and the E-Turbo goal is to improve emissions and fuel economy by 20%+ without a performance penalty. Garrett illustrates the key points here: Will we see a benefit in enthusiast cars and sports cars? Probably not initially as the mainstream application is for mass market passenger vehicles. The performance applications will come in time.
    20 replies | 937 view(s)
  • Sticky's Avatar
    10-11-2019, 08:02 PM
    One of the (few) good things Car and Driver does these days is the Lightning Lap which is possible thanks to their resources. This year has a good field but it is missing a few notables namely the C8 Corvette, Mustang GT500, and Ferrari 488 Pista. Unfortunate but here is what we do get in order of laptime from slowest to fastest: 2019 Toyota Camry XSE: Lap Time: 3:25.3 2019 Mazda MX-5 RF Club: Lap Time: 3:17.2 2019 Volkswagen Jetta GLI 35th Anniversary Edition: Lap Time: 3:12.2 2019 Hyundai Veloster N Performance Package: Lap Time: 3:07.7 2019 Genesis G70 3.3T Dynamic: Lap Time: 3:07.3 1999 Acura NSX Zanardi: Lap Time: 3:07.1 2019 Alfa Romeo Stelvio Quadrifoglio Q4: Lap Time: 3:04.8 2020 Lexus RC F Track Edition: Lap Time: 3:02.6 2020 Toyota Supra 3.0 Premium: Lap Time: 3:01.4 2019 BMW M2 Competition: Lap Time: 2:59.7 2019 Porsche Cayenne Turbo: Lap Time: 2:59.2 2018 Alfa Romeo Giulia Quadrifoglio: Lap Time: 2:57.2 2019 Mercedes-AMG C63 S Coupe: Lap Time: 2:57.1 2019 Lamborghini Urus: Lap Time: 2:55.8 2019 BMW M5 Competition: Lap Time: 2:54.0 2018 Porsche 911 Carrera T: Lap Time: 2:53.4 2019 Mercedes-AMG GT63 S 4Matic: Lap Time: 2:49.3 2019 Chevrolet Camaro ZL1 1LE: Lap Time: 2:45.0 2020 McLaren 600LT Spider: Lap Time: 2:42.6 2019 Porsche 911 GT3 RS: Lap Time: 2:41.6 2019 McLaren Senna: Lap Time: 2:34.9 A few things to note. The new Cayenne Turbo tops the Toyota Supra and the M2 Competition. The Mercedes-AMG GT63 S 4Matic is the fifth quickest overall which is mind bending. The cars that punch above their weight are the Camaro ZL1 and Porsche Carrera T. The Carrera T in particular considering its factory horsepower. The Senna is king but the GT3 RS doing what it does without turbos is spectacular. The all time list is below for data junkies:
    14 replies | 1528 view(s)
  • Sticky's Avatar
    10-15-2019, 01:11 PM
    There will those who find this result hard to believe. For those people, BimmerBoost would like to remind them that this JB4 tuned X4M with a bit of ethanol managed a 10.8 @ 126.3 miles per hour and a 60-130 sprint of 8.51 as timed by GPS. Now a Charger Hellcat is plenty powerful but also plenty heavy and about the same weight as the F98 X4M. Additionally, it is rear wheel drive. By the time it gets traction the X4M is long gone. This is a beatdown so large that without video evidence it would be hard to believe. The second video below shows the X3M run a tuned BMW F80 M3 with the following mods: Stage 2 turbos Flash tune 91 fuel with meth Intercooler Intakes Exhaust It wins as well although the F80 M3 did better than the Hellcat. The third video shows yet another Hellcat getting smoked proving the first video is no fluke. The X4M managed a 150.2 mile per hour trap speed in 90 degree weather and 3700 DA. The S58 is no joke.
    18 replies | 747 view(s)
  • Sticky's Avatar
    10-01-2019, 04:52 PM
    HeadGames is well known for their performance cylinder head work on this network. Recently they got a hold of a BMW B58 cylinder head from a MKV Toyota Supra. We did not get the full flow bench figures but did get some interesting insight. @HeadgamesDave stated the following: That is hardly a ringing endorsement of the head. The truth is in the turbo era BMW cylinder head flow has not improved. The reverse actually occurred as with forced induction BMW is not striving to squeeze out every last horse as they did with naturally aspirated motors. On the bright side this means HeadGames should be able to find considerable gains in the head. We also got a small CFM flow teaser and take it for what it is worth: It might be interesting to compare the B58 3.0 cylinder head flow figures to those of another German factory boosted 3.0 six-cylinder. If HeadGames would like to do so, BoostAddict would be happy to provide the cylinder heads off our Porsche 991.2 Carrera project car.
    17 replies | 1024 view(s)
  • Sticky's Avatar
    09-27-2019, 08:12 PM
    Car and Driver got their hands on four very hot cars in the ~60k price range. Amazingly, yes, you can put the 718 Cayman and Ford GT350 Mustang in the same sentence if going by their base price. The GT350 is actually the more expensive car in that case. Options creep up on Porsches though and it is the most expensive of the group but you can indeed compare these cars by price range. So, what is the best? Well, Car and Driver gets it right but they also get the last place car wrong. That car being the BMW M2 Competition. Last place? Really? So a Toyota doing a BMW impression with an inferior motor and transmission options is the better driver's car? Not to mention, a manual transmission example was tested and it was the quickest in the 1/4 mile. A DCT version would easily be the fastest car in this comparison. So power is not the emphasis for the M2's finish yet the Porsche 718 Cayman is punished for supposedly not having enough power. They fault it for having a four-cylinder but seem to forget to mention a more powerful 2.5 liter is an option along with a naturally aspirated flat-6. If the 718 had more power it would win this? Yet the M2 having the strongest motor is faulted for vague steering whereas the 718 has the best steering of the group? These people need to pick a standard and stick to it. The Supra finishes ahead of the 718 yet if this is about the best driver's car how is a car without a manual option better? Especially when it is much heavier too? The Supra is said to be a bargain but it really isn't at almost $60k. The C8 Corvette is a bargain. Now, the first place car is the GT350 and it should be the first place car. It's incredible. As we stated a long time ago, Ford now builds a better M3 than BMW. There is nothing else like the GT350 on the market and that V8 alone is worthy of worship. The result should be as follows: 1. GT350 2. 718 Cayman 3. M2 Competition 4. Toyota Supra Giving the Supra credit for value when it is only a few grand cheaper (which can be negotiated on the other cars) is just plain stupid. Punishing the 718 for power when it offers the best steering feel while stating the M2 is punished for steering feel is odd as well. Whatever, typical Car and Driver.
    16 replies | 1150 view(s)
  • Sticky's Avatar
    10-08-2019, 10:41 PM
    This W213 Mercedes-AMG E63 S is modified by GAD Motos who tunes some of the most powerful AMG's on the planet. This W213 E63 AMG S is modified with their Stage 4 package which is producing a monster 1000+ horsepower E63. GAD finally provided some pricing details and info on their tuning package: The result is 936 horsepower on the stock internals: A ton of power and it propels the 4500+ pound Benz to a 10.1 @ 139.76 miles per hour in the 1/4 mile as measured by GPS: Run video below:
    22 replies | 577 view(s)
  • Sticky's Avatar
    10-07-2019, 07:12 PM
    Great results here for the RB GF (Game Finisher) N54 hybrid turbochargers. You will be hard pressed to find better hybrid results as the 93 octane 25 psi figure shows 582.9 horsepower to the wheels which to BimmerBoost's knowledge is the N54 pump gas power record. 93 octane @ 18-19psi - 516whp https://datazap.me/u/blaster3500/rb-...og=0&data=3-22 93 octane @ 25psi- 582 whp https://datazap.me/u/blaster3500/rb-...og=0&data=3-22 E85- @ 27psi- 681whp https://datazap.me/u/blaster3500/rb-...og=0&data=3-22 Mods: RB GF 19t turbos RB inlets/ RB outlets V8bait tuned MHD flash only PI intake manifold w/52lb injectors BMP stage 3 pump Injen intake Helix intercooler Spec stage 2+ clutch
    15 replies | 519 view(s)
  • Sticky's Avatar
    10-15-2019, 11:01 AM
    Here is the first set of independent test data for the new Corvette although it comes from MotorTrend who is often in bed with manufacturers. The numbers look about right considering Chevy's own internal figures said the car would do 0-60 in 2.9 and a 1/4 mile of 11.3 @ 121. MotorTrend's figures are actually quicker than quoted which raises an eyebrow but not so far out of the stated figures that they will not be repeated. The dual clutch is clearly helping as evidenced by the elapsed time more than anything else. The dual clutch and C8 itself do come with a weight penalty of 3622 pounds. The twin turbo version everyone is waiting for may creep up to 4000 pounds. 2020 Chevrolet Corvette (3LT Z51) DRIVETRAIN LAYOUT Mid-engine, RWD ENGINE TYPE 90-deg V-8, alum block/heads VALVETRAIN OHV, 2 valves/cyl DISPLACEMENT 376.0 cu in/6,162 cc COMPRESSION RATIO 11.5:1 POWER (SAE NET) 495 hp @ 6,450 rpm TORQUE (SAE NET) 470 lb-ft @ 5,150 rpm REDLINE 6,400 rpm WEIGHT TO POWER 7.3 lb/hp TRANSMISSION 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.55:1/1.70:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar STEERING RATIO 15.7:1 TURNS LOCK-TO-LOCK 2.5 BRAKES, F; R 13.3-in vented disc; 13.8-in vented disc, ABS WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, cast aluminum TIRES, F;R 245/35R19 89Y; 305/30R20 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 107.2 in TRACK, F/R 64.9/62.4 in LENGTH x WIDTH x HEIGHT 182.3 x 76.1 x 48.6 in TURNING CIRCLE 36.4 ft CURB WEIGHT 3,622 lb WEIGHT DIST, F/R 39/61% SEATING CAPACITY 2 HEADROOM, F/R 37.9/- in LEGROOM, F/R 42.8/- in SHOULDER ROOM, F/R 54.4/- in CARGO VOLUME 4.0 (frunk)/8.6 (trunk) cu ft TEST DATA ACCELERATION TO MPH 0-30 1.0 sec 0-40 1.5 0-50 2.1 0-60 2.8 0-70 3.7 0-80 4.6 0-90 5.8 0-100 7.1 0-100-0 10.8 PASSING, 45-65 MPH 1.4 QUARTER MILE 11.1 sec @ 123.2 mph BRAKING, 60-0 MPH 97 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.90 g (avg) TOP-GEAR REVS @ 60 MPH 1,300 rpm CONSUMER INFO BASE PRICE $76,945 PRICE AS TESTED $88,305 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 6: Dual front, front side, front side/head BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 18.5 gal EPA CITY/HWY/COMB ECON 16/27/20 mpg (MT est) ENERGY CONS, CITY/HWY 211/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.99 lb/mile RECOMMENDED FUEL Unleaded premium
    19 replies | 280 view(s)
  • Gad6363's Avatar
    10-06-2019, 07:06 PM
    Hi Just ran 10.13 and trapped 224.93km on pump gas only with full weight, the guys at GAD cracked the CPC unit and the car is on steroids Stage 4 upgrades Turbo Upgraded gearbox reinforced downpipes high pressure fuel upgrade engine software CPC reprogramming airfilter
    22 replies | 241 view(s)
  • Sticky's Avatar
    10-15-2019, 01:04 PM
    There will those who find this result hard to believe. For those people, BimmerBoost would like to remind them that this JB4 tuned X4M with a bit of ethanol managed a 10.8 @ 126.3 miles per hour and a 60-130 sprint of 8.51 as timed by GPS. Now a Charger Hellcat is plenty powerful but also plenty heavy and about the same weight as the F98 X4M. Additionally, it is rear wheel drive. By the time it gets traction the X4M is long gone. This is a beatdown so large that without video evidence it would be hard to believe. The second video below shows the X3M run a tuned BMW F80 M3 with the following mods: Stage 2 turbos Flash tune 91 fuel with meth Intercooler Intakes Exhaust It wins as well although the F80 M3 did better than the Hellcat. The third video shows yet another Hellcat getting smoked proving the first video is no fluke. The X4M managed a 150.2 mile per hour trap speed in 90 degree weather and 3700 DA. The S58 is no joke.
    18 replies | 134 view(s)
  • Sticky's Avatar
    10-19-2019, 12:33 PM
    The idea of a compressor powered by electricity is nothing new. Mass adoption of a turbo that uses electricity to instantly spin the compressor before having to wait for exhaust gases certainly would be new. That is what Garrett promises with the E-Turbo set to hit the market in 2021. What is the idea behind this? Classic sequential turbo setups in the past had a small turbo and a big turbo working in concert with the small turbo helping reduce lag before the big turbo got going and took over. The idea will be similar here. You can have a small motor with a large turbocharger and reduce the lag issue significantly with the E-Turbo getting things going in the low rpm range: Mercedes-Benz explored this idea back in 2015 and their M256 inline-6 engines designed in 2016 use an electric compressor. Mercedes refers to this design as an electric auxiliary compressor. The Mercedes design is more mild than what Garett will be introducing and we will likely see more and more powerful 'E-Turbos' from Garrett. Keep in mind the primary goal here is an efficiency gain and the E-Turbo goal is to improve emissions and fuel economy by 20%+ without a performance penalty. Garrett illustrates the key points here: Will we see a benefit in enthusiast cars and sports cars? Probably not initially as the mainstream application is for mass market passenger vehicles. The performance applications will come in time.
    20 replies | 91 view(s)
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