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  • Sticky's Avatar
    02-26-2018, 06:12 PM
    Weistec is making good on their promise to deliver a turbo upgrade for the BMW M S63TU engine platform. BMW F10 M5 as well as F12/F13 M6 owners will be able to choose from Garrett GTX3071R Gen II, GTX3076R Gen II, and GTX3582R Gen II options. Note, this is a completely bolt on affair. Cores are not required. That means you order up your turbo kit with your choice of turbos and it will replace the stock turbochargers. Everything you need is included: All you need is a tune and of course Weistec can tune it for your or your tuner of choice can do it. It is important to note that output will range depending on supporting modifications. To see the 1000+ horsepower potential obviously a built motor will be necessary with supplemental fueling from methanol. In theory, the upgrade is capable of flowing enough air for 1700+ horsepower. Pricing starts at $11,999.99 and goes up with options and turbo changes. Product page: Key Features: Choice of Garrett Gen 2 GTX3071R, GTX3076R, or GTX3582R Turbos No core charge / exchange Ball Bearing Turbochargers High flowing Weistec Stainless Steel turbine housings Weistec Turbo Intake Tubes and Charge Pipes Weistec 304SS Downpipes (OEM style downpipes are incompatible) Greatly Increased HP and Torque 1300HP to 1700HP Capable depending on turbo selection and with supporting modifications Reuses factory wastegate actuators Bolt in Installation Stainless Braided Oil and Coolant Lines CNC Machined Anodized Coolant and Oil Fittings
    32 replies | 1964 view(s)
  • Sticky's Avatar
    03-08-2018, 09:12 PM
    What does an S63 AMG go for? It starts at $147,500. For that money you expect a premium dealer experience just as the dealer expects a premium profit. This video confirms what many of us fear when dropping our high end cars off at the dealer. They do not give a shit about it and rip you off. The service techs are not exactly the clientele that buys $100k+ cars like the one they are 'servicing' here. You can tell by the way they speak but also what transpires. The S63 literally gets 11 minutes of service time. Anyone want to venture to guess how many hours they bill for what really is minutes of work? How much money do they manage to rip off people in this manner? The rest of the time the techs take the S63 for a joy ride. Seriously, they even take the customer car through a drive-thru. The frosty shakes they pick up melt and leave a sticky residue in the cup holders. Infuriating. The manages calls to say parts in the trunk were supposed to be installed but the techs instead go 'road testing' the car. How many of your cars do you think techs 'road tested' in this manner over the years? What do you expect from people who are not even able to master reading a work order? Should they really be working on $150k+ cars? So, is that all? No, the techs go over curbs at 50+ kph and crack a rim. All of this while talking down on the customer during their joy ride. The service manager attempted to blame the owner but fortunately he has a dash cam. What do we learn from all of this? 1. Ideally, avoid the dealer for work. 2. Get a dashcam and have it running the whole time at the dealer. 3. Never buy or take a car to Mercedes-Benz Mississauga.
    31 replies | 1931 view(s)
  • Sticky's Avatar
    03-02-2018, 02:53 PM
    As you know the Project 991.2 Carrera is undergoing development for the Stage 1 turbocharger upgrade. This upgrade applies to all 2017 on Porsche 991.2 3.0 models including the Carrera, S, GTS, and T. Where we left of was with the car getting a race gas tune on the factory turbochargers. This resulted in 455 horsepower to the wheels with the turbos absolutely maxed out. Just bolting on the Stage 1 upgrade without changing anything in the tune resulted in a gain of 10+ whp: Right off the bat you see an efficiency gain meaning these turbos are doing less work to achieve even more power. Now, tuning is a process. This is to show you the effort being put in to tune these turbos as well as their capability. Not to mention, the skill of the tuner. Nobody else in the world has tuned upgraded turbos on E85 or explored the limits of the 991.2 9A2B6 engine. After some work Gintani achieved 511 horsepower to the wheels with a much stronger top end curve: How much power is that in context? Well, a 991.2 Turbo S puts down 480 whp on a Mustang stock. That is 30 more horsepower at the wheels than the top of the line 911 Turbo. We were not finished there. Gintani kept tuning exploring the limit of the fuel system which had no issue on 100% E85. We found a bottleneck but it was not the fuel system. It was the spark plugs. Gintani hit 540 whp but spark would break up toward redline. They dialed it back a bit settling for 530 whp where the car is happy: We still have more turbo left as this was achieved at 24 psi but from this point forward one has to question what the internals can take as well as what the fuel system has left in it. Keep in mind this is 50 more horsepower at the wheels than a 991.2 Turbo S or in other words an easy 650+ horsepower at the crank. As we do not have a spark plug solution yet (we are exploring all options) this is where we are comfortable leaving it on race gas/ethanol. Pump gas tuning will be wrapped up next week and the numbers posted with an official release. Expect something well into the 4XX range. Methanol testing will also take place with 91 octane pump fuel. Not only to see how much more power can be extracted on pump fuel but for added safety. Those interested in the upgrade should contact me either through e-mail at or PM's here to reserve a spot. The first two spots are already claimed. The turbo upgrade will be available without tuning for those who want to tune on their own. For everyone else, tuning will be complete and ready to go on multiple fuels along with methanol. Now if we could just find some spark plugs that work...
    41 replies | 780 view(s)
  • Sticky's Avatar
    03-04-2018, 10:31 PM
    Porsche 991.2 tuning is still in its infancy as the computer was only recently cracked with it requiring a physical unlock. As you can see in the picture provided getting into the ECU is not simple and requires a tuner with some skill and experience. The good news is the OBD-II portion of the SDI21 ECU is just about accessible to tuners. Cobb's solution is a couple months away: Based on the results of tuning the PorscheBoost Project 991.2 Dimsport received important feedback in logs from Gintani and will have a handheld available any day now. Both handhelds will require the ECU to be physically unlocked though. The good news is those who get their ECU's unlocked will be able to flash various maps. For example, stock, tuned, race gas, E85, etc. Very useful for those who get a turbo upgrade and want to have different maps for various fuels/conditions. We'll have more details on the pricing of the handheld and its operation shortly.
    39 replies | 494 view(s)
  • Sticky's Avatar
    03-12-2018, 07:31 PM
    A somewhat amusing race due to the commentary of the C63 driver. Still, two very strong cars and the W204 C63 is said to have the Weistec Stage III M156 supercharger which means a 3.0 liter blower. The GTR is said to be FBO (full bolt ons) on E85. GTR's on stock turbos can range quite a bit depending on the quality of the tune but this GTR is apparently in the low 6XX all wheel horsepower range. The C63 jumps but the GTR closes the gap somewhat. They stay neck and neck until the C63 pulls up top to an indicated 190 mph. The cars stretched their legs, that's for sure.
    29 replies | 494 view(s)
  • Sticky's Avatar
    02-19-2018, 10:52 AM
    This image leaked out from a garage showing what appears to be the undisguised rear end of the upcoming 992 generation Porsche 911. Based on previous covered up spy photos this seems to be the back of the 911 Carrera S. The image was since deleted from the social media account that posted it which means this is likely legitimate. The 992 is shaping up well.
    23 replies | 836 view(s)
  • Sticky's Avatar
    03-14-2018, 02:13 AM
    Yes, you read that right. An LS7 with DOHC (dual overhead cams) and four valves per cylinder. Mercury just built the baddest naturally aspirated LS7 crate motor out there. If you're thinking of Mercury Marine famous for boat applications that is because Mercury Racing is a subsidiary that builds automotive motors. And wow can they build a motor: Power: 750HP/559 LB-FT @ 8000 RPM Cylinders/Engine Configuration: V-8, 32-Valve Double Overhead Cam (DOHC) Valve Actuation: Shaft Mounted, End Pivot Finger Follower With Mechanical Lash Adjustment Displacement (CID/L): 428/7.0 Bore (IN/MM): 4.125/104.775 Stroke (IN/MM): 4.0/101.60 Compression Ratio: 11.7:1 Induction System: Naturally Aspirated with Twin Electronic Throttle Bodies Fuel Sysrtem: Sequential Port Fuel Injected (SPFI) Fuel Requirements: Unleaded 91 Octane (R + M/2) Ignition System: Individual Coil on Plug, With Integrated Drivers Charging System: 105 Amp (1481 Watt) Alternator Controller: Mercury Racing PCM Cooling System: Water Cooled With 160-degree thermostat Lubrication System: Wet Sump With Modified Holley 302-1 Pan, GM High Volume Oil Pump Oil Requirement: Premium Synthetic 15W-50 for warm weather use Oil Capacity With Filter (Quarts): 6.5 Transmission: Engine is Capable of Operating with Customer Supplied Manual or Automatic Transmission Length (IN/MM): 27.1/688 Width (Across Timing Cover) (IN/MM): 30.27/769 Width (Across Rear of Heads) (IN/MM): 29.1/740 Height (IN/MM): 17.1/435 Weight (LBS/KG): 560/254 Warranty: 12-Month Limited 750 naturally aspirated horses on 91 octane pump fuel. Not to mention the 11.7:1 compression and 8000 rpm redline. Plus the completely revised heads with DOHC. Take a look at the power curve. From 6000 to 8000 rpm this is going to be a ton of fun to wind out: They managed to keep it the same height as the factory LS7 which is impressive. What is the downside? The cost of course. They want $32,995. That includes the ECU and wiring harness. It's easily worth it. What a motor!
    23 replies | 368 view(s)
  • Sticky's Avatar
    03-12-2018, 11:41 PM
    Ever read a forum filled with Porsche 991.1 owners? Spare yourself the trouble and just know every post is about how they won't upgrade to the 991.2 because of how amazing the 991.1 exhaust is compared to the new turbocharged engine sound. Funny how they don't upgrade to the GT3 if it's really about exhaust sound quality, isn't it? Well, those of us that aren't living in the past and actually have high performance Porsches will soon benefit from a new 991.2 exhaust option. This is designed as a GT3 style exhaust with center exit tips and will apply to the 991.2 3.0 models as well as the 991.2 GT3 models. It looks stunning. But how does it sound? Not bad: You will notice in the picture above 3" inlets on the car. These inlets will replace the factory 1.9" and of course be sold here through More details (and parts for the 991.2) to come soon.
    21 replies | 525 view(s)
  • Sticky's Avatar
    02-26-2018, 04:56 PM
    It's always amusing to see the big buck publications make basic mistakes and offer flawed analysis. Anyone reading BimmerBoost already knew the F22 M240i with the B58 motor is faster than the F87 M2 and its N55B30T0. This was covered two years ago, does MotorTrend not know how to Google? Here is what perplexes MotorTrend: A manual M240i ends up trapping higher than a dual clutch M2. MotorTrend's explanation is aerodynamics: Horsepower does rule you @#%@. At no point did it occur to Chris Walton of MotorTrend to look at dynographs of the cars? Maybe rather than simply accept the M2 as having more horsepower and the torque being equal actually verifying the figures? Maybe taking a look at the torque curves and how the engines differ? Is this his first day on the job? BimmerBoost compared these motors way back in 2016. The M2's N55B30T0 has a very poor top end curve: The B58 motor on the other hand while offering similar peak power has a much flatter curve. The M2 having more peak torque at 2500 rpm is meaningless once shifting out of first gear. It never sees that torque figure again whereas the B58 is offering more area under the curve: The M2 gets its advantage off the line and down low precisely because it has a lot more torque at lower rpm and a dual clutch transmission which provides a shift speed advantage. The B58 top end design is so much stronger that past 60 it catches and passes the M2 even with the disadvantage of a manual transmission. The difference would be larger if the M240i was equipped with an automatic. Seriously MotorTrend? Your explanation is drag coefficient? Maybe put in some effort and do your homework so you know what you're talking about?
    21 replies | 766 view(s)
  • Sticky's Avatar
    02-19-2018, 11:32 AM
    Nice of FVD to finally join the 991.2 3.0 tuning party but they are definitely late and not bringing anything interesting to the table. First of all, when you launch a tune you need to prove the output you are making. FVD does not. No graph, no acceleration figures, nothing. The 0-60 claim they provide is slower than stock test figures. Who writes this stuff for FVD? It's terrible: FVD Software Power Gains: Max. Power - 335 kW (455 HP) @ 6500rpm Max. Torque - 580 Nm (428 lb.-ft.) @ 1900rpm Max. Speed - 305 km/h (189 mph) Max. RPM - 7900 rpm Acceleration 0-100 km/h (0-62.5 mph)* - 4.0s They also claim to bump the redline to 7900 rpm and state the stock car revs to 7800. It doesn't. It revs to 7500. So what we have are several mistakes, no proof, and consumers just having to take their word for it. FVD's launch makes GIAC's release look stellar in comparison. Even if FVD is hitting their 455 crank horsepower target the project 991.2 hit that number to wheels with Gintani tuning months ago. Way too little, way too late from FVD.
    24 replies | 470 view(s)
  • Sticky's Avatar
    02-20-2018, 12:12 PM
    This is a battle we have all been waiting to see. The Audi RS7 4.0 TFSI V8 gets a ton of credit and deservedly so. There were those who mocked Audi for providing the smallest twin turbo V8 in last generation's mid-size sport sedan market yet Audi's potent mill proved to be the strongest tune only despite its displacement disadvantage. Amusingly, Mercedes-AMG went to a similar style V8 for the new W213 E63 yet it isn't as strong with a tune as the now old RS7. Obviously, the 4.0 TFSI is stout with RS7's running 10.2's in the 1/4 mile at 133+ which is the stock turbo record in the USA. The RS3 is already beating that. Easily. The little brother barely entered the market and is already kicking ass and taking names. Now what is interesting in the video here is you have an RS7 on upgraded Garrett turbochargers. You will notice there are not really any successful upgraded turbo RS7's running around and this RS7 is said to still be under development. The RS3 has a big turbo setup from Iroz on E85. What happens? The RS3 spanks it. The guy in the RS7 needs his eyes checked if he thinks that was close. Say what you want about having a V8 carrying 1000 less pounds makes a huge difference. So does that dual clutch transmission in the RS3. From a 35 mph roll it's ugly too. The RS3 runs away. Why haven't big turbo RS7's shown well? Who knows. Big turbo RS3's are already crushing them though and it's not likely to get any closer from here on out as 2.5 TFSI tuning accelerates.
    17 replies | 554 view(s)
  • Sticky's Avatar
    02-27-2018, 03:21 PM
    Great results here considering this is an automatic gearbox. As you know the higher power N54's tend to be manuals due to issues with the automatic holding big torque. This particular box was rebuilt by Level 10. Level 10 tends to be hit or miss. Some users report the rebuilt gearbox works well and others that it does not hold any power over stock. Well, this one is holding the power at least as far as on the dyno: 743 wheel horsepower is achieved with 30 psi of boost from the Precision 6870. The motor is built and has custom port fuel injection. Tuning done by @ajehoti of EMP Tuning. Definitely a potent automatic 335i.
    16 replies | 595 view(s)
  • Sticky's Avatar
    02-22-2018, 03:03 PM
    It does not matter what the platform is at some point you will surpass the capability of the factory engine design when adding power/torque. In the Honda world this is fairly common. It's even common in the Nissan GTR world. What do you do when that happens? You go to a billet engine block. The factory design can only be reinforced so many ways but it is always a compromise. A ground-up billet design for the application is the proper (albeit expensive) way to do it reliably. Do you really think those 1500+ horsepower Hondas and 2500+ horsepower Nissan GTR's are doing it on factory blocks? Absolutely not. This is how you get to a custom billet block capable of huge power according to Bullet Race Engineering: 1. Start with an OEM block. Scan it to establish baseline dimensions 2. Improve the design to make it more rigid, more durable, more reliable 3. Load a 130 kilogram block of 6061 aluminium billet into the 4-axis CNC mill 4. Remove most of the material until it looks like a Honda B-series 5. Keep removing metal 6. Now you have a block suitable for all Honda B-series applications that is better in every way and only requires minimal modifications to replace the original block 7. Throw the original block in the skip with the swarf - it's still worth a few dollars as scrap metal What you see there will hold 1700+ horsepower and will run you $7500+ dollars. That may sound like a lot but it is actually affordable. For one, you have the Honda volume so several of these will sell plus it being a four-cylinder requires less material and makes for an easier design. A Nissan GTR VR38DETT 4.0 liter 2500+ hp capable billet engine block can run over $25k. How much power do you want to reliably make and what do you want to spend? That is what it comes down to.
    7 replies | 1803 view(s)
  • Sticky's Avatar
    03-10-2018, 09:12 PM
    It's been in development forever but Motiv's E85 flex-fuel system is officially available to order. Why is this a big deal? Well, if you tune your N54 to run ethanol you obviously know the benefits but ethanol content can vary considerably depending on if it is summer, spring, or winter. With the flex-fuel system your tune will adjust to the ethanol content in the blend you are using on the fly. Here is the price summary of the various components from Motiv that may be needed for Flex Fuel: MOTIV Boost Box ($200) MOTIV Flex Fuel ($175) Fuel line from HPFP to the tank w/ Ethanol sensor ($316 from Fuel-It) Existing User Tune ($50) MHD Flex Fuel Module (TBD) AN Line Fitting Conversion Kit ($200) The flex-fuel unit itself is for sale for $175 as a pre-order: Here is the minimum that you will need to get flex-fuel working: 1. Motiv Flex Fuel box 2. Ethanol Content sensor 3. MHD Flex Fuel module in the MHD App The Ethanol content sensor pricing varies based on options such as if you want the sensor itself, DIY fittings, a full feed line, or engine bay short line upgrade. If single turbo you would likely want the boost box as well. The components you need depend solely on your modifications and setup. Expect modules to start shipping at the end of the month. Congratulations to @jyamona@motive, @martial@mhd, and everyone involved in the project. Hopefully we see these units running on various N54 setups shortly.
    18 replies | 467 view(s)
  • Sticky's Avatar
    03-16-2018, 09:31 PM
    A stock C7 Z06 is a strong car and a great barometer to race against. If you can top a C7 Z06 from a roll, you have a fairly quick car. This E90 335i automatic puts up a pretty good fight against the American torque monster. The weight between the two cars is actually fairly even. The 335i is on full E85 at 22 psi of boost with port injection. It also has a VFSF intercooler. The Z06 ultimately pulls past up top. If you don't want to get pulled and get taunted, you better be pushing more boost in that 335i.
    14 replies | 554 view(s)
  • Sticky's Avatar
    02-23-2018, 01:51 PM
    It seems the 992 hype just can not die down and Porsche put up a press release to address some issues. They do not reveal anything earth shattering but seem to want to emphasize that the 911 will remain a 911. Why was this necessary? It seems the purists are already complaining about certain elements. The shifter is puzzling for sure. It seems Porsche is bracing enthusiasts for some big changes including electrification: “The new 911, too, will be the best 911 of all time.” We'll be the judge of that, thanks. There’s an oft-repeated anecdote from 1990: the setting is a technical seminar in Berlin for engineers in the automotive industry. During a break, two participants are talking about the Porsche 911. One of them, a leading engineer for a major carmaker from southern Germany, says: “If I had to improve that car, I wouldn’t have the foggiest idea. I think it would be incredibly difficult.” The other, a leading engineer at Porsche, regards his counterpart with incredulity—and says nothing. It still elicits a chuckle from August Achleitner today when he thinks of his befuddlement back then in Berlin. Further developing the Porsche 911 has been his job for almost twenty years. Achleitner is the director of the 911 model line and is thus something like the keeper of the Porsche grail. “The heart of the company,” he calls the 911. If one were to strip down everything that bears a Porsche logo, that exemplifies and drives the company, to reveal the core of the brand, it would look like a 911. With its unmistakable flyline—the typical roof line—the 911’s style-defining basic form retains its freshness and trailblazing spirit even today. It’s all about that sporty note The next 911, generation 992, will carry on that proud tradition. “We know where we’re from and where we want to go,” says Achleitner. “The decisive factor is that the 911 generates a driving feeling that no other car can impart.” That’s not meant in an arrogant way, it’s really just the nature of things: the specific seat position, the flat-six engine in the rear, its inimitable sound, the astonishing amount of space, the perfect feedback from the brakes, steering, and pedal system together with the striking suspension, the powerfully dynamic but always easily controllable burst of power, and the one-of-a-kind design that ties it all together, making this car the epitome of what it has meant to be a sports car—for fifty-five years. Achleitner: “We know where we’re from and where we want to go.” The riveting question is how the 911 needs to develop in the future to continue to define the brand as the gravitational core of Porsche. Automotive industry megatrends—including digitalization, electrification, and connectivity—will play a role, as well as the question of how these trends should be evaluated. “With each innovation, the decisive factor for me is whether it suits the character of the 911,” explains Achleitner. “We don’t necessarily have to be the first in this regard with the 911. What’s crucial, rather, is that every innovation be offered in a typical Porsche manifestation.” Here, it’s the designers, above all, who are called on to work their magic, according to the 911 chief. The 996, for example, was the first to feature a navigation system. When Achleitner looks at this model today, he still finds it beautiful and elegant, although he has to admit that some elements strike him as a bit outdated now. It pains him, “because the car suffers for it.” It’s therefore important, he feels, to design digital interfaces between people and machines that are as timeless as possible. “Anything but contrived,” is Achleitner’s creed. He’s convinced: “Even where the public might be expecting a bigger ‘wow factor,’ in the long run a certain aesthetic reserve pays dividends.” The joy of driving always has to be in the foreground But the visual packaging of new technologies is just one aspect. The other aspects involve the capabilities that they enable. “Even when it comes to the individual assistance systems, they have to fit with the 911,” underscores Achleitner. After all, no one buys a sports car because it offers adaptive cruise control or a lane-keeping assist function. “Those are convenient and useful things. But the customer has to make the choice to use them and, above all, be able to switch them off when they’re not desired.” One thing is especially important to him: the joy of driving always has to be in the foreground. “That’s why a 911 will always have a steering wheel.” And if autonomously driving cars break through more quickly than expected? “Then the 911 will be one of the last cars to drive autonomously.” “The decisive factor is that the 911 generates a driving feeling that no other car can impart.” In all discussions of autonomous driving, Achleitner hews to his line: Porsche and the 911 are a bastion of stability amid the hype, which heretofore has primarily consisted of mere announcements and statements. The 911 will not change radically—and yet it does evolve. It was 1997 when the era of air-cooled engines came to an end and the age of water-cooled flat-six engines began. It was 2015 when the last naturally aspirated engine in the rear of the Carrera was completely replaced by a turbo engine. “Some fans rushed the barricades; it was all gloom and doom for many,” recalls Achleitner. “And then the same thing happened as always: nothing.” The new models have always received even more rave reviews than their predecessors. “That encourages us to think about fundamental innovations in the future as well.” Electric drive technology? Why not? Electric drive technology is a good example. “Two years ago I’d have said no way. Today I wouldn’t categorically rule it out,” concedes the head of the model line. Just to preclude any misunderstandings: the Porsche 911, Type 992 is not an electric sports car. But it could be an option somewhere down the line. Achleitner describes his ongoing change of heart: “I drove the prototype of our coming electric sports car, the Mission E, and it was a very compelling experience. And the performance of the Porsche LMP race cars with hybrid drive systems is quite simply sensational.” Achleitner is certain that no car with a combustion engine alone could beat them around the corner. Although he admittedly clings to the flat-six engine, he can, nowadays, imagine an electric motor in the 911. So there will be a next step in terms of drive technology—if it fits Porsche and the specific character of the 911. The secret of the Porsche 911 could perhaps be described as follows: it’s the sportiest and most dynamic car in the company’s line-up, but also its bastion of stability. A point of orientation for which Achleitner has found a very simple development principle—which may have something to do with that short talk back in Berlin in 1990. In contrast to his counterpart that day, he does have an idea: “The new 911, too, will be the best 911 of all time.”
    16 replies | 443 view(s)
  • Sticky's Avatar
    03-15-2018, 06:21 PM
    Obviously the spinning crank hub issue has been a problem for high power F80 M3 and F82 M4 vehicles. Maximum PSI themselves spun their fair share and came up with a solution that is very similar to Gintani's one-piece keyed S55 crank hub. It's not a cheap solution which involves drilling the factory crankshaft but it seems to be working. Either do it for peace of mind or don't mod your car so your factory warranty stays in place. If you're into warranties you'll never have an 801 whp graph: That is with a built S55 motor on full E85. The turbos are still the Pure Stage 2 units. Beyond that, Maximum PSI isn't saying much and they should know better than posting a graph without correction figures or RPM showing. Still, topping 800 to the wheels is certainly impressive.
    14 replies | 509 view(s)
  • Sticky's Avatar
    03-13-2018, 02:24 AM
    The S63TU platform is really heating up with multiple 1000+ wheel horsepower builds. This F10 M5 belongs to @allmotor_2000 and should be familiar. He was the first (and only) F10 M5 to break into the 9's with his previous car and now with his new F10 M5 using Pure Turbo Stage X upgrade he topped BPC's record of 1026 rwhp. As for the mod list: - Pure Turbos Stage X S63TU - JB4 - MB Back end flash - BMS water-meth - Carbahn Autowerks built S63TU motor - Upgraded DCT - DSS driveshaft and Axles Just huge numbers: So now onto 1100?
    12 replies | 649 view(s)
  • Sticky's Avatar
    02-21-2018, 01:36 PM
    Automotive forums are a double edged sword. They can be a repository of valuable information with incredibly knowledgeable and helpful members. They can also have know-it-all's who spread misinformation and think they are never wrong. The BoostAddict forums are worth every penny, right?
    4 replies | 2004 view(s)
  • Sticky's Avatar
    02-23-2018, 02:10 PM
    The N55 continues to come into its own with big singles leading the way. DocRace offers a Precision 6266 based turbo kit for the N55 that is in a top mount configuration. Nothing quite like opening the engine bay and seeing a big single turbo sitting there, right? Let's go over the mod list on this car: F30 335i N55 engine DocRace 6266 top mount single turbo JB4, BMS back end flash E85 Port injection Port injection obviously makes the 663 whp possible on full E85: It looks like it pulls strong up top too but a better quality graph is really warranted. Excellent N55 numbers but wow does the owner have bad taste when it comes to cosmetic mods. Red mesh and roundels? Clown car. At least it is fast so you don't have to look at it.
    11 replies | 769 view(s)
  • Sticky's Avatar
    03-06-2018, 05:41 PM
    AMS is not letting up in their push of the VR30DDTT engine platform. As you might recall, they were the first to get the platform into the 10's in the 1/4 mile. It seems they are planning on taking things quite a bit further. That is where the forged internals come into play. AMS has forged pistons and rods from Manley ready to go: So far nobody has taxed the stock internals but hopefully some big turbo builds with some big power are coming up shortly and AMS will have the rods and pistons covered.
    18 replies | 175 view(s)
  • Sticky's Avatar
    02-28-2018, 05:31 PM
    The Audi 3.0 TFSI supercharged V6 platform is somewhat stuck. Sure, there are tuners like APR squeezing every last bit out of the factory blower but the size of that blower is always going to be a limiting factory. Well, why not dump the blower for a turbo? That is what AudiBoost member @UkuRiSh did and the numbers are pretty impressive. He's making 488 all wheel horsepower on a Mustang dyno at 18 psi of boost: The mods to get there? Extensive: J-Fonz Custom tune Single Turbo J-Fonz S-Tronic Tune 3.0 TFSI Engine Custom made turbine manifold with 2" SS Precision 6466 V band Turbo Precision 46mm wastegate 3.5" Down Pipe 3.5" Middle pipe 2.5" Cat Back Custom made Cold Air Intake K&N Cold Air Filter H&R Coilovers Cortex EBC Boost controller Innovate SCG-1 AFR/Boost Stock S-Tronic " looking for upgrade later to performance clutches up to 800lb/ft " Custom Dual Supercharger water cooler Custom Chiller A/C Refrigerants for Supercharger Cooling Custom Transmission oil cooler Custom Oil cooler Custom Crankcase ventilation with Catch Can Custom made A/C Chiller for supercharger Autotech High Volume Fuel Pump Upgrade Water meth injection E85 Bluetooth Ethanol Content Analyzer 034 Transmision/Rear Diff inserts kit KOSO Transmision Oil Temp digital gauge Brembo 6 pot from S7,S6 and 400mm brake disk Niche M152 Vicenza 20x10.5 5x112 +27mm Gloss Black 285/30/20 Tires P-Zero Pirelli The next step is forged internals and a custom intake manifold with port fuel injection. It's hard to argue against dumping the 3.0 TFSI blower for those who want to extract maximum performance from the platform. AudiBoost can't wait to see what new heights @UkuRiSh pushes the 3.0 TFSI to.
    17 replies | 374 view(s)
  • Sticky's Avatar
    02-23-2018, 03:05 PM
    This is a very interesting development in the Lamborghini Gallardo and Audi R8 V10 tuning world. You of course will notice that while there are many turbo kits out there for the V10 platform everyone goes the twin turbo route. Well, everyone other than B-Rogue Built. They are doing what they call a BR-1 single turbo kit. There are pluses and minuses of course and it will be interesting to see how this setup separate itself. It certainly is a different approach and we definitely look forward to pricing information and results.
    10 replies | 785 view(s)
  • Sticky's Avatar
    02-27-2018, 10:51 PM
    Wow is the Pure Turbos Stage 2 F80 M3 and F82 M4 S55 upgrade impressing! Topping 700 wheel horsepower on its own was a massive milestone but Eurocharged Canada somehow managed to get within 18.8 whp of 800 to the tires! It took 33 psi of boost and all of this to get there: Pureturbos stage 2 turbos. Protuningfreaks bm3. Dinancars heat exchanger. Remus_sportexhaust complete catback exhaust system. Eurochargedcanada catless Downpipes. Snow_performance stage 2 meth kit. Gintani crank hub fix kit. Eurocharged Canada + @F80Paul Ecu tune. Stock motor. Stock trans. Stock intake. Stock fuel system. Stock clutches. The Gintani S55 crank hub fix seems to be holding. If you have an F80 or F82 and want to crank it up, start there for peace of mind. It is going to be fun to watch what heights the S55 hits in 2018 but the Pure Turbos Stage 2 upgrade is clearly the way to go for big and reliable power.
    11 replies | 562 view(s)
  • Sticky's Avatar
    03-06-2018, 08:10 PM
    After numerous teasers, concepts, and spyphotos the real thing is finally here. The vehicle looks gorgeous but BenzBoost considers it a bit of a disappointment. Why? Well, it's redundant. What is the point of the CLS now? The AMG GT 4-door Coupe is basically the same thing as a CLS. BenzBoost hoped Mercedes-AMG would set it apart by making this a lightweight four-door with rear wheel drive. Essentially, everything the AMG GT coupe is but with four doors. Instead we get heavy all wheel drive sedans with 9-speed automatics. The only real difference between this and the W213 E63 sedan is the sleeker lines. What market is there for a CLS63 now? None. Why does the CLS even need to exist? Look over the models and make a case for the CLS53: Technical data at a glance: Mercedes-AMG GT 4-Door Coupe Mercedes-AMG GT 63 Mercedes-AMG GT 63 S Engine Handcrafted AMG 4.0-liter V8 biturbo Handcrafted AMG 4.0-liter V8 biturbo Displacement 3,982 cc 3,982 cc Output 577 hp @ 5,500-6,500 rpm 630 hp @ 5,500-6,500 rpm Peak torque 553 lb-ft @ 2,350-5,000 rpm 627 lb-ft @ 2,500-4,500 rpm Drive system AMG Performance 4MATIC+ permanent all-wheel drive with fully variable torque split AMG Performance 4MATIC+ permanent all-wheel drive with variable torque split and drift mode Transmission AMG SPEEDSHIFT MCT 9G AMG SPEEDSHIFT MCT 9G Acceleration 0-60 mph 3.3 s (est.) 3.1 s (est.) Top speed 193 mph 195 mph Mercedes-AMG GT 53 Engine AMG-enhanced 3.0-liter Inline-6 turbo with EQ boost Displacement 2,999 cc Output 429 hp @ 6,100 rpm Peak torque 384 lb-ft @ 1,800-5,800 rpm EQ Boost max hp 21 hp EQ Boost max torque 184 lb-ft Drive system AMG Performance 4MATIC+ all- wheel drive with fully variable torque distribution Transmission AMG SPEEDSHIFT TCT 9G Acceleration 0-60 mph 4.4 s (est.) Top speed 174 mph You can't. Well, if you wanted a slightly more powerful E63 S with sleeker styling, here you are. More space, more power, more goosebumps – the new Mercedes-AMG GT 4-Door Coupe delivers driving experiences in new dimensions and extends the AMG model family. The new Coupe is the first four-door sports car from Affalterbach and draws directly on the legendary SLS and AMG GT models of success. As another vehicle developed autonomously by Mercedes-AMG, it combines unique design, high comfort and outstanding sports car engineering with an athletic, four-door fastback layout. This means that it offers more space and even greater versatility. It thus offers more space and more potential uses. The systematic expansion of the AMG GT family with the 4-Door Coupe opens up the sports car segment to those looking for a vehicle for day-to-day use, but who are unwilling to go without the unparalleled performance of Mercedes-AMG. Longitudinal and lateral dynamics at the highest level and a striking silhouette with classical proportions immediately put the Mercedes-AMG GT 4-Door Coupe in the portfolio of its two-door brother at first glance. The expressive design with a low hood, dominant front and muscular body language emphasizes the sporty genes of the four-door coupe, which sets new standards as the latest model in the AMG family. The new AMG GT 4-Door Coupe combines high everyday comfort with diverse individualization options and the latest sports car engineering. "The new AMG GT 4-Door Coupe blends the impressive racetrack dynamism of our two-door sports car with maximum suitability for everyday use. It has a unique way of embodying our brand core, "Driving Performance" and with its systematic configuration it will attract new customers for Mercedes-AMG," commented Tobias Moers, CEO of Mercedes-AMG GmbH. The new AMG GT 4-Door Coupe delivers special driving experiences on all levels, and with a top speed of up to 195 mph it ensures superior performance in any situation. Powerful, up-to-date in-line 6-cylinder and V8 engines with outputs ranging from 429 hp to 630 hp allow completely new driving experiences and combine impressive performance with modern efficiency. The interior of the first four-door AMG GT model is characterized by elegant coolness and also by ultra-modern features: innovative controls can be intuitively operated and configured as required. The blend of high individualization and sports car technology, placing yet more focus on the requirements of discerning customers, is also clear from the wealth of equipment packages and individual options. Moreover, the latest addition to the family from Affalterbach also lives up to the Mercedes-AMG brand pledge with regard to its high driving dynamics and sets the benchmark in its segment on the racetrack too. Clear at first sight: AMG GT family membership Clearly recognizable as a member of the AMG GT family, the new AMG GT 4-Door Coupe follows the design philosophy of Sensual Purity. It takes the striking proportions with convex surfaces and a muscular body and develops them to exciting effect for a four-door variant of an AMG GT Coupe. The front view with a long hood and two powerdomes leaves no doubt that this is the most recent addition to the AMG GT family. The AMG 4-Door Coupe follows the design tradition of the successful AMG GT models: the powerful body exudes sportiness and motivation. Sensuous shapes with convex surfaces lend the four-door GT a timeless elegance, while a flowing silhouette with lowered greenhouse points to its sporting credentials. As in the AMG GT R, radiator shutters, known as the Airpanel, in front of the center cooling air inlet improves the car's aerodynamic efficiency. Slim MULTIBEAM LED headlamps, AMG-specific grille, "Shark Nose" and front bumper with its enhanced Jet Wing (with a flowing A-Wing on the six-cylinder model) also lend the most recent model from Affalterbach the hallmark presence of the AMG GT family. Frameless side windows and a windscreen inclined far to the rear, features of the classic coupe architecture, are also cited. Even with the additional seats in the rear, the characteristic lines of the AMG GT models are not compromised. The tailored upper contours and broad shoulders point to the athletic, sporty orientation of the car, which is additionally emphasized by very pronounced rear wheel arches. The rear view of the new AMG 4-Door Coupe picks up on familiar features of the AMG GT design idiom: extremely slim LED taillamps define the hallmark trunk line, the rear spoiler, extendable in several stages, not only underscores the family affiliation; it is also an important element of the active aerodynamics. The two eight-cylinder models can be identified by the three horizontal louvers in the side front air intakes, the Jet Wing with its trim element finished in Silver Shadow paint, the distinctive diffuser on the tail end and the dual exhaust system with trapezoidal tailpipe trims. The six-cylinder variant, meanwhile, has one louver in each of the air inlet grilles, round twin tailpipe trims and a less pronounced rear diffuser. "The new AMG GT 4-Door Coupe is the ultimate four-door sports car and the ideal ambassador for Performance Luxury," said Gorden Wagener, Chief Design Officer, Daimler AG. "It embodies a symbiosis of emotion and intelligence with breathtaking proportions and a puristic, surface-oriented design with sensuous shapes. It is both hot and cool at the same time." Visual emphasis on demand: the exterior packages The new AMG GT 4-Door Coupe offers an extensive portfolio of exterior equipment packages, which can be used to add different highlights in terms of design. The Night Package comprises high-gloss black trim, while, for example, the Chrome Package emphasizes the luxurious character of the car with trim and an insert in high-gloss chrome. Two Carbon-Fiber Packages offer different versions of carbon-fiber trim, while the optional Aerodynamics Package gives the car an even sportier look and is a new feature in this segment. It includes additional functional features in high-gloss black, the Jet-Wing in Silver Shadow in the front bumper and the fixed rear spoiler and naturally reduces lift at higher speeds. Top sporting performance: V8 biturbo engines with up to 630 hp The exciting AMG 4.0-liter V8 biturbo engine is already used in numerous AMG models. Its output has been increased even further for the new Mercedes- AMG GT 63 S and ensures superior performance on a par with a sports car. It delivers 630 hp and a maximum torque of 627 lb-ft, which is available over a wide engine speed range from 2,500 to 4,500 rpm. The top engine of the new four-door AMG GT delivers outstanding performance in every engine speed range. Acceleration from zero to 60 mph in 3.1 seconds (estimated) is proof positive of this, as is the maximum speed of 195 mph. In the Mercedes-AMG GT 63, the V8 engine delivers 577 hp and 553 lb-ft of maximum torque. A sprint from zero to 60 mph takes just 3.3 seconds (estimated), with a top speed of 193 mph. The AMG 4.0-liter V8 engine works with proven biturbocharging, where the two exhaust-gas turbochargers are arranged not on the exterior, but between the cylinder banks. The advantages of the "hot inner V" are in the compact engine design and the immediate response of the exhaust-gas turbochargers. In the AMG GT 63 S variant, the eight-cylinder engine has active engine mounts. They solve the conflicting goals of achieving as soft a connection as possible to the powertrain for high comfort and as rigid a connection as possible for optimum driving dynamics by steplessly and quickly adapting their rigidity to the respective driving conditions. As an option, the AMG GT 63 can be equipped with active engine mounts as part of the Dynamic Plus Package. Direct response: two twin-scroll exhaust-gas turbochargers Two twin-scroll exhaust-gas turbochargers combined with another innovative technology ensure even more output and better response. For the first time, Mercedes-AMG is combining the advantages of twin-scroll technology in the V8 engine with turbine wheels mounted in anti-friction bearings. Through the mounting in anti-friction bearings, friction is reduced to an absolute minimum inside the exhaust-gas turbocharger. The twin-scroll technology also ensures that the exhaust gas flow is optimally utilized. Put together, these technologies both improved the immediate response of the four-liter, eight-cylinder engine from AMG, which was already the benchmark. Through the optimized cylinder charge, output and maximum torque was raised further. Spray-guided direct fuel injection with piezo injectors, all-aluminum crankcase, four-valve-per- cylinder design with camshaft adjustment, an air-water intercooler, alternator management, ECO start/stop function and gliding mode have all been retained. Improved efficiency: intelligent AMG Cylinder Management For maximum efficiency, Mercedes-AMG has also equipped the V8 engines with the AMG Cylinder Management cylinder deactivation system. In the partial-load range, cylinders two, three, five and eight are deactivated, which crucially reduces the fuel consumption. When the driver has selected the "Comfort" drive program, the cylinder deactivation system is available in the wide engine speed range from 1,000 to 3,250 rpm. A special display on the instrument cluster states whether the cylinder deactivation system is in use and whether the engine is presently operating in the four- or eight-cylinder mode. The transition between these two operating states is immediate, fast and torque-neutral, so the occupants do not have to sacrifice any comfort. Powerful and versatile: six-cylinder engine with innovative hybrid function Alongside the two V8 engines the new AMG GT 4-Door Coupe is also available as the Mercedes-AMG GT 53 with the innovative AMG AMG-enhanced 3.0-liter Inline-6 turbo engine with EQ boost. The 429 hp 3.0-liter unit is characterized by high performance, supported by an electric "EQ Boost" which offers an output of up to 21 hp and 184 lb-ft of torque. The EQ Boost starter-alternator combines a starter motor and alternator in a powerful electric motor and is positioned between the engine and transmission. This intelligent combination, along with efficient charging with the additional electric charge-air compressor (eZV) and exhaust air turbocharger helps ensure hallmark AMG performance and driving dynamics but also cuts consumption and emissions. The four-door AMG GT 53 accelerates from zero to 60 mph in just 4.4 seconds (estimated), and achieves a top speed of 174 mph. More energy for yet more innovations: new 48-volt on-board power supply The EQ Boost starter-alternator in the new AMG GT 53 also generates the power for the 48 V on-board electrical system. This in turn uses a DC/DC converter to supply the conventional 12 V network for the lights, cockpit, infotainment displays and control units. Through the 48 V battery, the battery capacity of the entire car is increased, which means that more electrical energy can be made available for new functions. The 48 V on-board electrical system thus also paves the way for the progressive expansion of infotainment and assistance systems. Emotional gearshifting experience: AMG SPEEDSHIFT transmissions The AMG SPEEDSHIFT MCT 9-speed transmission is specially tuned to the requirements of the eight-cylinder variants of the new four-door AMG GT. A wet clutch is used, which reduces weight and inertia and optimizes response. Extensively tailored software enables extremely short shift times, fast multiple downshifts and delivers an especially emotional gearshifting experience thanks to the double-declutching function. There is also a RACE START function, ensuring optimum acceleration. The inline six-cylinder engine is coupled with the AMG SPEEDSHIFT TCT 9- speed transmission. In conjunction with the torque converter, this transmission is tuned to the special requirements of this engine. On the other hand, the extremely fast and emotional gearshifting characteristic of an AMG model is also possible depending on the drive program. High driving dynamics of the AMG GT With its sophisticated design, the bodyshell of the Mercedes-AMG 4-Door Coupe plays an equally crucial role in the ingenious control strategy of the all- wheel drive system. It is only in the optimum interplay together with the active aerodynamics, the rear axle steering (on V8 models) and the ESP® that the sophisticated suspension tuning unleashes its full potential. Through complex networking of all the systems and components, developers in Affalterbach were able to develop the car to the extremely high level of driving dynamics expected of it as a member of the AMG GT-family. Structure made in Affalterbach: the rigid AMG bodyshell One aim during development of the new four-door AMG GT was to anchor the genes of a sports car in the bodyshell. In order to do this, analysis and simulation methods from racing were used in order to reinforce the structure where necessary for maximum performance. The very rigid front section prevents unwanted distortions about the longitudinal and transverse axle, which ensures precise steering and better feedback for the driver. In the area of the center and tail end of the vehicle, new reinforcement concepts were used in conjunction with state-of-the-art CRP plastics. This, together with further individual measures plus close networking with Chassis Development right from the outset, ensured that the AMG GT 4-Door Coupe was given an optimum basis for high lateral dynamics potential. Dynamism made in Affalterbach: AMG chassis engineering The outstanding agility and racetrack-ready driving dynamics of the AMG GT 4-Door Coupe are also down to the special AMG suspension. On the six- cylinder model, a suspension with steel springs and adjustable damping is used. The suspension on the eight-cylinder variants is based on the fully load- bearing multi chamber air suspension, AMG RIDE CONTROL+. A rigid integral carrier supports the front axle, engine, transmission and steering gear. In conjunction with the wide track width and configuration for large tire dimensions, wheel location and spring elements, which are independent of one another, facilitate high lateral acceleration, while the low unsprung masses promote the agile driving feel yet further. The rear axle differential also has a new specially reinforced mount to improve the NVH (noise, vibration, harshness) characteristics. As on the AMG GT R, an anti-roll bar made of tubular material reduces the overall weight of the rear axle. Intelligent all-wheel drive: AMG Performance 4MATIC+ All AMG GT 4-Door Coupe models are equipped with the AMG Performance 4MATIC+ all-wheel drive. An electro-mechanically controlled clutch connects the permanently driven rear axle variably to the front axle. The best possible torque split is continuously computed according to the driving conditions and driver's input. The transition from rear-wheel to all-wheel drive and vice versa is seamless, as the intelligent control is integrated into the overall vehicle system architecture. Alongside traction and lateral dynamics, the all-wheel drive also improves the longitudinal dynamics for even more powerful acceleration. It is still possible to drift thanks to fully variable torque distribution and Drift Mode. On the AMG GT 63 S, Drift Mode comes as standard; on AMG GT 63, Drift Mode is optionally available. Drift Mode is not available on the US-spec AMG GT 53. Drift Mode can be activated in the "RACE" drive program using the shift paddles, provided that ESP® is deactivated and the transmission is in manual mode. When activating the Drift Mode the four-door sports car thus turns into a model with purely rear-wheel drive. Optimum traction: rear-axle limited-slip differential To improve traction and sportiness, the AMG GT 63 S has an electronically controlled locking differential at the rear axle as standard. The slip is thus suppressed at the inner wheel on bends, ensuring optimum grip. The driver is therefore able to accelerate out of corners earlier and with more power thanks to improved traction. The vehicle remains more stable when braking from high speeds, while the limited-slip differential also improves traction when accelerating from rest. The electronic locking differential is equipped as standard on the AMG GT 63 and AMG GT 63 S (n/a on AMG GT 53). Enhanced agility and precision: active rear-wheel steering The AMG GT 4-Door Coupe responds even more sensitively to steering commands thanks to the active rear axle steering which is standard on the V8 models (n/a on AMG GT 53). The system facilitates an even better combination of agility and stability and thus reinforces the dynamism and the handling safety of the new AMG GT 4-Door Coupe. Up to a speed of 62 mph, the rear wheels point in the opposite direction to the front wheels via two electric actuator motors. As a result, the car turns into corners with significantly higher agility. Under everyday driving conditions, the driver also benefits from a small turning circle. At speeds higher than 62 mph, the system turns the rear wheels in the same direction as the front wheels, which noticeably improves driving stability. At the same time, the lateral force on the rear wheels builds up considerably faster on changes of direction, thus improving the response to the steering. The driver can also rely on extreme rear-axle grip and high stability when changing direction quickly, without the usual tendency for the rear end to break loose. Direct and immediate: AMG speed-sensitive sports steering The electromechanical speed-sensitive power steering has a variable ratio and impresses with its precise feedback thanks to the AMG-specific rack-and- pinion steering configuration. Power assistance also varies between the three stages "Comfort," "Sport" and "Sport+." The corresponding characteristic is automatically activated depending on the selected AMG DYNAMIC SELECT transmission mode or can be personalized as required in "Individual" mode. Good control and fade-resistant: AMG high-performance braking systems In line with the high output values and their associated performance, the AMG GT 63 and 63 S models have a large-dimensioned brake system consisting of compound discs with 6-piston fixed calipers at the front and single-piston floating brake calipers at the rear. The GT 63 S variant is characterized by yellow brake calipers, while the GT 63 variant sports red brake calipers. The AMG GT 53 model is also equipped with internally ventilated and perforated compound brake discs with silver painted 6-piston front brake calipers. As an option, a high-performance ceramic brake system with bronze-colored 6-piston fixed calipers at the front and single-piston floating brake calipers at the rear can be ordered on the AMG GT 63 and AMG GT 63 S models, saving weight compared with the compound discs and thus reducing the unsprung masses. Further advantages are their high stability and reliability under high stress. The brake system also wins points with a high service life and immediate response – ensuring fast lap times. Design and lightness: new AMG wheels To make a grand entrance – both visually and technically –AMG GT 4-Door Coupe is available in several attractive wheel/tire combinations. The customer can choose from a multitude of aerodynamically optimized wheels between 19 and 21 inches. Alongside their visual design, the developers in Affalterbach placed great emphasis on reducing unsprung mass. Several light-alloy wheels are produced using high-quality forging technology, which set the benchmark yet again with their extremely low weight. The AMG GT 53 and GT 63 variants of the AMG GT 4-Door Coupe sport standard-specification 10-spoke disc wheels painted vanadium silver in the size 9.5" x 19" with 255/45 R 19 tires at the front, plus 11.0" x 19" with 285/40 R 19 tires at the rear. The AMG GT 63 S wears light-alloy wheels with five twin spokes painted tantalite grey with a high-sheen finish, in the dimension 9.5" x 20" with 265/40 R 20 tires at the front, plus 11.0" x 20" wheels and 295/35 R 20 tires at the rear. Fluid science: active aerodynamics A significant contribution towards high driving dynamics and handling safety is made by active aerodynamics, which has been tuned to the special requirements of the four-door coupe in extensive simulations, wind tunnel tests and on-road testing. The main components are the active air control system "AIRPANEL" in the front bumper and the compact, multi-stage retractable and extending rear spoiler. The intelligent interaction of the active aerodynamics features ensures the optimum combination of power output and low wind resistance. The system is also oriented towards the respective driving style and the drive program selected. On the AIRPANEL familiar from the AMG GT R there are vertical louvers located in the lower section of the front bumper. These electronically controlled louvers are opened and closed in a flash via an electric motor in order to steer the air flow and thus ensure both aeroperformance and provide the necessary engine cooling requirements. The multi-stage rear spoiler works according to a similar principle, by adopting the position required for the operating conditions. During fast driving on straight stretches the rear spoiler automatically moves to a flatter position in order to reduce wind resistance and thus increase the maximum speed. If the system detects lateral dynamics the spoiler moves to a steeper position in order to increase power delivery at the rear axle and thus ensure handling that is dynamic and safe in equal measure. Added downforce: the optional Aerodynamics package As an exclusive in its market segment, V8 variants of the new AMG GT 4-Door Coupe can also be equipped with an optional Aerodynamics Package. It contains additional aero-flics and an enlarged front splitter, which further optimizes the air flow and downforce level at the front axle. The same applies to the modified diffuser in conjunction with the fixed rear spoiler, which is also available in carbon fiber if desired. The three-dimensional wing profile can be manually adjusted in order to adapt the car to the conditions of different race circuits. The Aero Package increases the negative lift force at the rear axle, but wind resistance remains unchanged. Yet more differentiation in driving experiences: AMG DYNAMICS Depending on the engine there are up to six drive programs to choose from in the AMG GT 4-Door Coupe: "Slippery," "Comfort," "Sport," "Sport+," "RACE" and "Individual." These levels are selectable via the DYNAMIC SELECT paddle in the center console and stored with the new drive program attribute AMG DYNAMICS, which can be adjusted to match the AMG GT 4-Door Coupe's handling characteristics to different demands and driving conditions. Behind the umbrella term "AMG DYNAMICS" are the agility functions "Basic," "Advanced," "Pro" and "Master," which are automatically selected by the respective drive program. Parameters relevant to driving, such as the response of the engine, suspension, the control strategy of the all-wheel drive system and the control thresholds of the completely redeveloped ESP® are intelligently adapted according to the drive program. The spectrum ranges from extremely safety-oriented to highly dynamic. The "Master" mode stored in the drive program "RACE" ensures optimum agility and brings out the high driving dynamics potential of the AMG GT 4-Door Coupe to optimum effect - for example through higher yaw rates and a faster response from the accelerator pedal, gearshift system, rear axle steering, electronically controlled rear axle locking differential or brake force distribution on the all-wheel drive system. Irrespective of the drive programs, as before the driver can use the display buttons in the center console to directly select manual transmission mode, their preferred suspension setting and also the exhaust system flap. Gran Turismo with ultra-modern operation: the new AMG interior The interior presents a symbiosis of performance and exclusivity and integrates an ultra-modern, new type of operating system into the atmosphere of a Gran Turismo. The sculptural instrument panel forms an interesting contrast here to the large trim element with its flowing style, which merges into the driver's door in a wrap-around effect. Illuminated turbine-look air vents refine the high-quality impression and underline the sporty appearance. The eye-catching feature in all AMG GT interiors is the center console, with its stylized V8 design, putting the spotlight on the brand's performance claim as well as optimally fulfilling functional requirements. Two high-resolution displays, each measuring 12.3 inches, dominate the Widescreen Cockpit, which is standard on all AMG GT 4-Door Coupe variants in the US market. Three different styles are available for selection for these all- digital displays: "Classic," "Sport" and the completely new "Supersport." Depending on the driving style or interior equipment, the different styles can be set at any time via the instrument cluster or the central display. Via the left-hand Touch Control Button on the steering wheel, preferred information can be projected onto the left- or right-hand side of the instrument – for example, the classic speedometer and tachometer, information on navigation or assistance systems through to detailed engine data. Especially sporty drivers can also fade in a g-force display or the current output and torque values. In the "Supersport" view, there is also extensive additional AMG-specific information, such as a prominent prompt to change up a gear in manual transmission mode, reminiscent of motorsport. The central display represents the interface to all further content and information, such as navigation, radio, media, telephone and vehicle data. The large full-screen map view ensures optimum legibility in all driving situations. There are also extra performance-oriented functions, such as visualization of the all-wheel drive system’s power delivery. The new AMG Performance Steering Wheel The new AMG Performance Steering Wheel blends ideal ergonomics with maximum functionality. Various functions are combined in groups on the sporty-style wheel with a high-quality touch and feel, and can be precisely and intuitively controlled via Touch Control Buttons in the steering wheel. The driver is able to control the entire infotainment system using finger swipes without having to take their hands off the steering wheel. As an option, the AMG Performance Steering Wheel can be equipped with several innovative features such as a round controller with an integral display beneath the right-hand steering-wheel spoke, plus two vertically positioned color display buttons beneath the left-hand steering-wheel spoke. The AMG drive programs can be actuated directly via the steering-wheel controller. The selected drive program is shown on the color display directly integrated within in the steering-wheel-mounted controller. With the two freely configurable display buttons and the additional switches, further AMG functions can be controlled even more easily, as they are directly accessible on the steering wheel. This means that the driver can concentrate fully on dynamic driving without having to take their hands off the wheel. Each function required can be depicted on the other TFT display, and its switch is tapped by the driver to set the respective function. The driver's two preferred AMG functions can be defined in this way and the settings changed with just one tap of the finger. Display buttons and capacitive switches: the innovative center console Inspired by the two-door Mercedes-AMG GT, the center console of the new 4-door model represents a further special feature: color display buttons, integrated into the distinctive and tailor-made trim element. The integral display can adjust the transmission, suspension, ESP®, exhaust system, start/stop function and rear spoiler position. These display buttons use colored and intuitive symbols to show various functions and are easy to operate with just a small tap of the finger. Display push-button switches are supplemented by two capacitive switches for the drive programs and volume control. Another new feature from AMG are the capacitive switches directly in front of the stylized center-console V. The reversing camera, navigation, radio, media, telephone and vehicle settings can be operated via this proximity switch. If the occupant’s finger moves within a minimal distance from the panel the appropriate symbol lights up directly in the head unit and preselects the menu item. The function in question is then activated by pressing. The driver does not have to remove their eyes from the road, as the appropriate menu item is shown simultaneously in the multifunction display of the Widescreen Cockpit, representing an added bonus for handling safety. Four seats with room to spare When it comes to the seats, Mercedes-AMG proves that comfort and exclusivity need not conflict with a performance-oriented vehicle configuration. The driver's and front passenger seat can be configured in different scenarios. The selection ranges from a sporty, comfortable seat with elegant diamond quilting to an extremely contoured performance seat with an integral head restraint. The four-door AMG GT also offers different seating configurations to meet different demands for the rear, too. Available rear seat configurations for the US market are two carbon-fiber-backed seats (non-folding) and a split folding Executive Rear Seat (40/20/40 split). With the Executive Rear Seat Package, rear passengers can control a number of features via a touchpad screen integrated into the console between the seats. The features range from calling up dynamic data via the AMG menu to controlling the ambient lighting or the climate control and seat heating. A large trunk capacity is made even more impressive when the AMG GT 4- Door Coupe is equipped with the Executive Rear Seat Package, which allows the rear seats to be folded. The wide load compartment opening makes it easier to load and unload luggage and other items. Equipped as standard, the large boot lid can be opened and closed with the HAND-FREE ACCESS feature via a movement with the foot beneath the bumper. Always in touch with Connectivity and Intelligent Drive For high comfort in everyday use, the new four-door sports car from Affalterbach boasts all the connectivity and Intelligent Drive functions and options of the Mercedes-AMG S-Class. This includes the ability to support the driver with routine daily tasks such as driving in a traffic jam. The vehicle as a virtual race engineer: AMG TRACK PACE With AMG TRACK PACE, drivers can capture and analyze in detail over 80 vehicle-specific data as well as laptimes on the racetrack. AMG TRACK PACE is an additional function of the COMAND infotainment system and is part of the standard equipment for the AMG GT 4-Door Coupe. Data collected on lateral and longitudinal acceleration, the accelerator and brake pedal position or steering angle can help to continuously improve individual Driving Performance. All the values are shown on the COMAND display, and on request also in real time on the telemetry screen. Thanks to the different colors and acoustic feedback used, faster or slower laps can be spotted out of the corner of the driver's eye without any need to look away from the track. Even the drift angle of the car is calculated and displayed. As well as recording drives on circuits, AMG TRACK PACE can also be used to register acceleration such as the sprint from standstill to 60 mph or over a quarter of a mile, even 60-0 mph deceleration time. Sporty fragrance: fuel for the senses The interior of the new Mercedes-AMG GT 4-Door Coupe has another world premiere in store. For the first time an AMG car has its own fragrance. It is an appealing, sporty scent to match the spirit of the performance brand. The new AMG GT 4-Door Coupe can also be fitted with the ENERGIZING comfort control for improved driver-fitness safety. This system networks different vehicle functions such as the air conditioning system, seat control, massage functions, steering wheel heating and ambient lighting, in order to relax or refresh the driver and passengers in a targeted manner with predefined programs. World premiere and market launch The new AMG GT 4-Door Coupe celebrates its world premiere on March 6th, 2018 at the Geneva International Motor Show. Sales release of the first four- door AMG GT is in early 2019 for the AMG GT 63 and 63 S and in mid-2019 for the AMG GT 53. *Please note that the information within this release has been adapted for the US market and is subject to change prior to vehicle launch.
    14 replies | 559 view(s)
  • Sticky's Avatar
    03-01-2018, 07:22 PM
    You may remember last year the X5M cleared 1000 horsepower at the crank for the first time. Well, that F85 X5M with a built S63TU V8 courtesy of PPM Racing Australia is now making 1116 horsepower and 1028 lb-ft of torque. How? Good question. We know it has PPM pistons, rods, and a forged crank. It is at the stock displacement but it is getting a PPM 5.0 liter S63TU stroker setup next. How is it fueled? What are the turbos? How is the transmission holding together? All good questions for Russian tuner K8 Strasse who provided the following info: - K8 Strasse Tune - Twin BorgWarner Efr 7163 turbos - K8 Strasse fuel system - K8 Strasse cooling system - Forged Pistons and conrods from PPM Racing, dropped compression. - Porting GBC. - Full catless Akrapovic exhaust We still don't understand how the transmission is holding together considering they claim it is stock. Apparently it will do 100-200 kph in 5.2 seconds: This is the baddest X5M or X6M out there as far as BimmerBoost knows.
    9 replies | 758 view(s)
  • Sticky's Avatar
    03-05-2018, 07:22 PM
    When Mercedes-AMG launched the W213 generation E43 it received a nice power boost compared to other models powered by the M276 DELA 30 twin turbo 3.0 liter V6. The E43 got larger turbos which increased output to 396 horsepower. Well, Mercedes updated the W205 C43 AMG with these larger turbochargers and output is now rated at 385 horsepower. The lower rating compared to the E43 is likely ceremonial to maintain the artificial model hierarchy based on price. Whatever, the point is the C43 is now an even greater tuning bargain. AMR Performance was getting 427 wheel horsepower out of the old motor. The new one should offer quite a bit more tuning headroom thanks to the new turbos. There are other changes like the new round exhaust tips which mirror 53 AMG models and modified front and rear light designs. The minor cosmetic details are nice but what BenzBoost wants to see is what these new turbos can do.
    14 replies | 439 view(s)
  • Sticky's Avatar
    03-11-2018, 12:05 AM
    It's hard to hate on this LSX into a BMW swap when it's this well executed. Don't get us wrong, Bimmerboost still hates it, but we hate it less because it has some balls. The engine bay looks so good and so much work went into it why even bother with a hood? This type of car tends to appeal to the Stanceworks (lowered garbage) crowd but fortunately there is quite a bit of function here and not just show. Would an S85 V10 under the hood be preferred? Absolutely. But at least the owner seems to get it himself: It could be worse. Source
    12 replies | 556 view(s)
  • Sticky's Avatar
    02-26-2018, 09:22 PM
    This is an interesting video as the result is not what you would expect. A DSG (dual clutch) GTI can certainly be pretty potent but usually you will see a turbo upgrade involved. This MKVII Volkswagen GTI is said to be on the factory turbo. However, it is also stripped out considerably. How much weight was dropped? Who knows. The 335i is said to make 475 whp and it has a passenger. The 335i is already heavier to begin with so the passenger definitely hurts but the bimmer would have more than it could handle regardless it looks like. Certainly an impressive GTI.
    10 replies | 653 view(s)
  • Sticky's Avatar
    03-07-2018, 06:52 PM
    The GR Racing Supra Concept essentially gives you an idea of the production styling of the new MKV Toyota Supra but not much else. The car they are going racing with can accommodate a variety of powertrains including a naturally aspirated V8. The street car is going to have a turbocharged inline-6 engine and a manual transmission option. The engine is almost certainly coming from BMW and the question is will it be a B58 as internal documents support or something else? Toyota's chief engineer of the project said the following in a Car and Driver Interview: - Strictly 2-seater - Manual and automatic - Race car and street car developed in tandem - Front engine, rear wheel drive (duh) - Tuneable - 50/50 weight distrubtion - Active rear diff Top Gear essentially pulled from their rear end that the S55 from the F80 M3 and F82 M4 would be utilized but considering an S58 replacement based on the B58 is on the way the newer engine would make much more sense. Would BMW give the Supra an M engine though? Would it really be a Supra with a BMW powerplant? We'll find out soon enough.
    11 replies | 647 view(s)
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