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  • 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 | 355 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 PorscheBoost.com project 991.2 hit that number to wheels with Gintani tuning months ago. Way too little, way too late from FVD.
    24 replies | 279 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 | 357 view(s)
  • Sticky's Avatar
    02-21-2018, 01:13 PM
    The factory Hellcat blower is a 2.4 liter twin screw unit. A very good blower but if you want more power a bigger blower isn't a bad idea. What is interesting to note here is Magnuson's swap kit replaces the twin screw with a TVS2650 unit. It is not a twin screw but a roots unit although a much more advanced design than traditional roots blowers. The extra .25 liters is nice but it is the efficiency gain that making the real difference. These were the claims Magnuson made last year when they announced the blower swap kit: True reliable operating range to 20,000 RPM 33% higher flow than TVS2300 10% higher flow than a 2.9 screw 14% higher adiabatic efficiency at 14k rpm and 2.0 pressure ratio compared to screw 2.9 at the same flow 75F lower discharge temperature at 14k rpm and 2.0 pressure ratio compared to screw 2.9 at the same flow 26 HP less input power required at 14k rpm and 2.0 pressure ration compared to screw 2.9 at the same flow Well, they weren't lying as they hit 946 horsepower to the wheels on a stock internal Hellcat at only 5800 rpm while running out of fuel. Some bigger injectors and... easy 1000+ rwhp? It sure looks like it.
    13 replies | 194 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.
    5 replies | 631 view(s)
  • Sticky's Avatar
    Yesterday, 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.”
    10 replies | 167 view(s)
  • Sticky's Avatar
    02-22-2018, 02:11 PM
    Speedometer overlay videos are flawed because speedometers often lie. They are not nearly 100% accurate and that is why GPS should always be used for comparisons such as this. That said, holy crap is the M760Li a beast. The Panamera Turbo S E-Hybrid has a dual clutch transmission and is rated at 680 horsepower thanks to its electric motor assisting. It's fast but it's also heavy considering the standard Panamera Turbo is over 4500 pounds. What does the E-Hybrid really weigh? Not that the M760Li is a lightweight. All wheel drive, a 600 horsepower 6.6 liter twin turbo V12, and an extended wheelbase make for a heavy recipe at roughly 4800 pounds. However, there are no batteries or electric motors. The more powerful Panamera Turbo S E-Hybrid should easily hit 300 earlier, right? Wrong. The M760Li trails a bit off the launch but just becomes a freight train past 100 miles per and easily hits well past 300 kph which the Panamera Turbo S E-Hybrid does not even reach. It may not be an official M car but the M760Li is a force to be reckoned with and clearly an Autobahn terror.
    7 replies | 355 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 | 831 view(s)
  • Sticky's Avatar
    Yesterday, 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.
    6 replies | 256 view(s)
  • Sticky's Avatar
    02-20-2018, 02:11 PM
    Well, the competition is over. The winner? The Lamborghini Huracan Performante. Let's just quickly remind you what cars it took down. The Chevrolet C7 Corvette Z06, Acura NSX, McLaren 720S, Audi R8 V10 Plus, Porsche 991.2 GT3, and the Mercedes-AMG GT R. Here are their laptimes from slowest to quickest: NSX: 1:00.32 R8: 59.80 GT3: 59.20 720S: 58.60 GT R: 58.32 Z06: 58.12 How did the Lamborghini Huracan Performante do? 57.52 That is a decisive victory. It is interesting to note the Lamborghini is not the lightest or most powerful of the group. It certainly seems to be the most well rounded and engaging though. The suspension and aerodynamics are clearly world class. Who said the naturally aspirated motor is dead when it comes to performance? Reifen: Pirelli P-Zero Trofeo R. Rundenzeit: Lamborghini Huracán Performante: 0.57,52 min.
    8 replies | 137 view(s)
  • Sticky's Avatar
    02-19-2018, 12:11 PM
    You obviously recognize the Audi 8V RS3 sedan with a turbo upgrade as it recently knocked on the doorstep of breaking into the 9's. With a trap speed in the ~140 range it is a really, really fast car. A bolt on Audi RS3 on an E85 tune is no slouch either. This is what the real world difference of 10+ mph of trap speed looks like:
    7 replies | 327 view(s)
  • Sticky's Avatar
    02-19-2018, 10:41 AM
    This is admittedly a cool swap. Why? For one, it isn't another LSX V8 into a BMW chassis. There is something special about sticking with BMW M power. The 400 horsepower S62 V8 comes from the E39 M5. It is not BimmerBoost's favorite M powerplant or V8 of all time for that matter but it certainly would change the character of this car. Not to mention, offer something unique that BMW themselves would not do. If going for power though the iron bloc I6 powerplant can make much more than the S62 V8. That is why some E39 M5 owners ditch their V8 for an S50/S52 I6 and turbocharge it. Still, definitely a cool swap. Now how about doing an S85 V10 and showing BMW's version of a Viper?
    6 replies | 379 view(s)
  • Sticky's Avatar
    02-20-2018, 04:41 PM
    The 435i in the video is tuned with a BMS JB5 pushing roughly 17.5 psi of boost on E85. It has bolt on mods consisting of a downpipe and intake. The 3.0 liter N55 is matching up against a stock W205 Mercedes-AMG C63 S. Even though the Mercedes is stock and the heavier chassis it is bringing with it a 4.0 liter M177 twin turbo V8 and well over 500 horsepower. A stock M177 S is in the ~465 whp range with ~490 lb-ft of torque at the wheels. The 435i is simply overmatched. It hangs in fairly well all things considering but it struggles against a stock M177 which means if the C63 gets a tune it will be in another zip code.
    4 replies | 551 view(s)
  • Sticky's Avatar
    Yesterday, 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.
    5 replies | 154 view(s)
  • Sticky's Avatar
    02-22-2018, 03:36 PM
    You might saying, hold on, didn't the E9X M3 S65 V8 already top 700 horsepower to the wheels on the stock engine internals? Indeed it did and indeed it was Gintani who did it with their twin turbo setup. This is the first time anyone has cracked 700 to the wheels with a supercharger on the stock internals on the S65 V8 platform. This was achieved on 100% E85 featuring Gintani's new S65 V8 ethanol fuel system and only 11.5 psi of boost. The blower is a Vortech T-Trim unit. In addition the car features the full ARH exhaust system with their header design. The full graph will be sent to BimmerBoost next week but enjoy the achievement. Oh, and the BimmerBoost.com M3 is currently in the process of getting this same setup.
    5 replies | 321 view(s)
  • Sticky's Avatar
    02-20-2018, 09:01 PM
    This is the strongest Mercedes-AMG AMG GT in the USA if not the world. The only other car in it league is a Gad Motors Stage IV car showing 946 horsepower at the crank. How much is that at the wheels on a Dynojet? We don't know. What we do know is Gintani is showing more wheel output than anyone else in the world at the moment. The car features: Gintani Tuning Gintani M178 Turbo Kit Gintani Meth Kit Gintani Downpipes. Here are the graphs: The 644 rwhp pull is with 91 octane plus meth. 785 is achieved on race gas with meth. Pricing will be available next month for the upgrade.
    3 replies | 382 view(s)
  • Sticky's Avatar
    02-22-2018, 06:01 PM
    The Audi 4.0 TFSI V8 is an excellent powerplant and it powers RS7's into the low 10's on the factory turbochargers. The problem is the RS6/RS7 have pretty much been stuck in limbo. It is perplexing as the 4.0 TFSI V8 is the strongest tune only motor in its class yet its competitors are all making more power on aftermarket turbochargers. The bottleneck appears to be the cooling system. Number 8 in the diagram here is the factory intercooler: MRC Tuning is ditching the factory system and redesigning the cooling setup. They posted pictures of their design but beyond that, they haven't said anything. They have not posted updates or responded to questions. If anyone can figure this out it is MRC Tuning.
    3 replies | 293 view(s)
  • Sticky's Avatar
    Yesterday, 02:38 PM
    A company called Bruiser Conversions likes to do V8 swaps into Jeep Wranglers. Awesome, right? Rather than go with the Hemi V8 swap that most tuners do they decided on Chevy power in the form of an 6.2 liter LS3 V8. While a Hemi keeps it in the family there is no denying the LS3 is an excellent canidate for a V8 swap. Especially considering all the OEM functions are retained: The 8-speed automatic transmission offered is good for 561 lb-ft of torque: So how much does this cost? Roughly $25k and it goes up from there depending on options. Very cool but if going to a V8 and not using a Hemi it somehow feels... off.
    4 replies | 73 view(s)
  • Sticky's Avatar
    02-20-2018, 11:35 AM
    As you should well know by now Weistec is pushing into the BMW M tuning market. They are well known in the Mercedes-AMG world but their BMW presence begins with S63TU 4.4 liter V8 tuning. This means BMW F10 M5 and F12/F13 M6 models. This F10 M5 was tested on Weistec's Dynojet with only their tune and an unspecified intake. The car is on 91 octane pump fuel which everyone knows is just terrible fuel. Look at the gains: You will notice at 3000 rpm rather than the torque curve starting to fall down it keeps on going and holds nicely to 5500 rpm. That is a major difference in area under the curve and at 3700 rpm is good for an additional 88 horsepower and 93 lb-ft of torque at the wheels. The peak figures go from 533/491 stock to 590/550. The engine also pulls through 7500 rpm and has a nice top end advantage. Beyond just power the tune features these options: Key Features Improved Throttle Response Optimized Fuel, Spark, and Boost 50 Wheel Horse Power Peak to Peak Gains Up to 90HP gains in the mid range M4 GTS "Burble" Mild and Aggressive Options (for Race Vehicles only) Disabled Cold Start (for Race Vehicles only) Disabled Speed Limiter Product page: http://weistec.com/all/bmw/5-series/m5/2014-2017-f10-s63tu/ecu-calibration/s63-ecu-calibration.html
    2 replies | 354 view(s)
  • Sticky's Avatar
    02-21-2018, 05:54 PM
    Previously, Gintani utilized an ethanol flex-fuel system built around the Advanced Fuel Dynamics Proflex Commander control unit for S65 V8's. Gintani was not happy with the performance and designed a new and much more robust E85 capable fuel system. This system will support more than enough flow on E85 for any supercharger application out there. What will it include? - Flash Tablet - Multiple Gintani tuning files - Pump gas tune - Ethanol tune - Fuel pumps - Upgraded lines - Modified fuel railes - New injectors To use the fuel system you will need to run Gintani's tune. That means if you have a supercharger kit from someone other than Gintani and want this fuel system they will only sell it to you providing Gintani tunes for it. This is obviously to prevent people from upping boost, adding E85, and then blaming Gintani when something goes wrong. This is not a flex-fuel setup. When running the E85 tune, stick to E85. The flash tablet will allow someone to flash their car to a pump as tune if they run out of ethanol and do not have any available for example. It will also allow for more aggressive race gas tunes. This ethanol fuel system kit will be released next month when Gintani finishes moving into their new location. Expect pricing from $3-$4k.
    2 replies | 244 view(s)
  • Sticky's Avatar
    02-22-2018, 01:31 PM
    For 2018 the W222 Mercedes-AMG S63 finally dumps the 5.5 liter M157 V8 for a 4.0 liter M177 variant shared with the W213 E63. You might think the displacement drop would hurt but the car does very well with the new powerplant. The switch to the new 9-speed gearbox helps as well but 60 mph comes in just 3.4 seconds. The 1/4 mile takes 11.6 @ 121.5. Not impressed? The S63 weighs 5105 pounds. Sure, all wheel drive adds weight but holy crap is this thing heavy. The boat still manages to pull .95g on the skidpad. That weight did show in the figure eight test by MotorTrend when smoke was pouring out of the wheel wells. It seems they got quite a bit of heat into the brakes. Enough to make something start smoking. Apparently it was a defect but tracking this monster is probably out of the question. Regardless, the switch to the M177 improves the S63's performance considerably. It hit 60 in 3.7 seconds and ran through the 1/4 mile in 12.1 seconds at 115.5 mph with the M157. Less displacement but a big jump in performance. Efficiency is the name of the game here. 2018 Mercedes-AMG S63 4Matic+ BASE PRICE $148,495 PRICE AS TESTED $192,395 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door sedan ENGINE 4.0L/603-hp/664-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 9-speed automatic CURB WEIGHT (F/R DIST) 5,105 lb (54/46%) WHEELBASE 124.6 in LENGTH x WIDTH x HEIGHT 208.5 x 75.0 x 59.0 in 0-60 MPH 3.4 sec QUARTER MILE 11.6 sec @ 121.5 mph BRAKING, 60-0 MPH 109 ft LATERAL ACCELERATION 0.95 g (avg) MT FIGURE EIGHT 24.3 sec @ 0.83 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/26/20 mpg ENERGY CONS, CITY/HWY 198/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.96 lb/mile
    2 replies | 242 view(s)
  • Sticky's Avatar
    02-21-2018, 11:41 AM
    Great numbers here from TPG Tuning on a Ford F150 Raptor Ecoboost. This platform is very popular for tuning and people are getting great numbers out of the dual injected high output 3.5 liter Ecoboost V6. The truck is rated at 450 horsepower and 510 lb-ft of torque from the factory. The all wheel drive Dynojet baseline is 336 awhp and 400 lb-ft of all wheel torque. This is not the friendliest Dynojet in the world: Look at those numbers shoot up with a tune on 93 octane though. The final 93 revision results in 417 awhp and 451 awtq: E50 is where things get interesting as while peak torque remains about the same they are getting much more horsepower out of it: 45X/45X? Awesome gains! Now what will it take for Ford to produce a new Lightning already?
    3 replies | 131 view(s)
  • Sticky's Avatar
    02-19-2018, 03:31 PM
    The Cobb Accessport system just makes it so easy to tune. Many enthusiasts do not even get into a platform if a Cobb AP is not available for it or will wait specifically for the Acceport to come to market. Look at these OTS (off the shelf) pump gas results for a MKVII GTI. Let's start with the baseline: Now the OTS tune on 91 octane: You will notice peak horsepower doesn't increase a huge amount but look at that torque gain of 45 lb-ft at the wheels. On a Mustang dyno, that huge. The numbers improve further on 93 octane pump gas: That's 31 whp over stock and 65 lb-ft of torque over stock. A custom protune will get even more but very nice gains here especially down low in the rev range.
    2 replies | 233 view(s)
  • Sticky's Avatar
    02-19-2018, 04:02 PM
    As Sport Auto wraps up their 2018 Best Handling Car challenge they put out another video and this one pits the C7 Corvette Z06 against the Mercedes-AMG GT R. The Z06 is a 7-speed manual transmission example. The AMG GT R of course features a dual clutch transmission. Both are rear wheel drive V8's but with very different approaches. The Mercedes-AMG M178 4.0 liter twin turbo V8 is outmuscled by the Z06's blown 6.2 liter V8. The Z06 is also roughly 150 pounds lighter. So how do they do? It's close. Z06: 58.12 GT R: 58.32 Highly impressive times by both but the Z06 is the quickest out of the car tested thus far. USA vs. USA Germany at the big handling test in L'Anneau Du Rhin. The Corvette Z06 occurs with 659 hp and manual transmission (!) Against the 585-hp Mercedes-AMG GT R. Kompressor V8 against Biturbo V8. It will be a very tight box! Tires: Corvette Z06 on Michelin Pilot Sport Cup2 ZP. Mercedes-AMG GT R on Michelin Pilot Sport Cup2 ZP. Lap times: 1. Corvette Z06: 0.58.12 minutes. 2. Mercedes-AMG GT R: 0.58,32 minutes
    0 replies | 469 view(s)
  • Sticky's Avatar
    02-21-2018, 12:00 PM
    The specs for the new 991.2 generation 911 GT3 RS were already leaked a couple weeks ago but Porsche now officially took the wraps off the more hardcore and most powerful GT3 to date. Damn is it an amazing machine. Porsche is asking $188,500 for the GT3 RS with an optional Weissach package for $18,000. At that point, you might as well opt for the $13k magnesium wheels too. Frankly, even if you do have the coin the RS models were all spoken for a while ago. Porsche will reward their loyal customers. In other words, the guys with the big bucks. It is somewhat interesting that in the turbo era the most desirable Porsche models continue to be naturally aspirated. The GT3 is just special. Let's hope they never stop building it.
    1 replies | 247 view(s)
  • Sticky's Avatar
    02-22-2018, 01:41 PM
    The Nissan GTR's make 1000+ all wheel horsepower seem like it's normal or even easy. This is a nice example from Forged Performance with a built motor and tuned by them on E85 ethanol using a Motec M150 engine control unit. It is also revving to 8k rpm thanks to billet camshafts and an upgraded valvetrain: Dodson provides the transmission upgrades: Beast.
    2 replies | 130 view(s)
  • Sticky's Avatar
    02-21-2018, 02:11 PM
    It is no secret McLaren has been kicking dirt in Ferrari's face since the launch of the MP4-12C. Frankly, the MP4-12C is still a performance match for Ferrari and their 488 GTB let alone the new 720S which is on a different planet of performance. The 488 Pista aims to level the playing field. Whether it is enough to catch the 720S is anyone's guess but it is at least a valiant effort. What are the main changes? - 200 pounds less weight - Claimed 2821 pounds dry - 710-720 horsepower - 20% increase in downforce - Revised E-diff and traction control - Aerodynamic changes - Suspension changes It is safe to say the 488 Pista has its work cut out for it. It certainly looks the part. Maranello, 21 February 2018 – The Ferrari 488 Pista, which will be unveiled at the upcoming Geneva Motor Show, is the successor to Ferrari’s V8-engined special series - the 360 Challenge Stradale, 430 Scuderia and 458 Speciale – which have received critical acclaim for their performance and undiluted handling. The Ferrari 488 Pista marks a significant step forward from the previous special series in terms of both sporty dynamics and for the level of technological carry-over from racing. The name is, in fact, a direct homage to Ferrari’s unparalleled heritage in motor sports. The car’s development evolved directly from the company’s involvement in the FIA World Endurance Championship – in which it has won five Manufacturers’ titles in the GTE class in the six years since the series’ inception – and its 25 years’ experience in running the Ferrari Challenge one-make series. The Ferrari 488 Pista’s extensive weight saving solutions, along with engine, vehicle dynamics and aerodynamic developments, all derive from Ferrari’s racing cars: the 488 GTE and the 488 Challenge. The result is a car with an uncompromising mission: to offer impeccable track-like performance on and off the road, even when in the hands of non-professional drivers. LIGHTER AND MORE POWERFUL The new model weighs an impressive 90 kg less (1280 kg dry) than the 488 GTB. This fact, combined with the largest ever increase in engine power for a special series car (+50 cv), sets a new benchmark for Ferrari’s V8 sports cars. Its engine is the most powerful V8 in Ferrari history and is an extreme evolution of the turbo unit that won the overall International Engine of the Year award titles in both 2016 and 2017. It punches out 720 cv with the highest specific output of in its class (185 cv/l) and is now lighter too, thanks to solutions adopted from the 488 Challenge. As a result it has a top speed of 340 km/h and sprints from 0-100 km/h in 2.85” and 0 -200 km/h in 7.6”. The engine sound is unique and unmistakably Ferrari, as such a special car warrants. Both the sound quality and the intensity are higher than the 488 GTB in all gears and at all engine speeds in proportion with the progressive increase in power. BOOSTED DOWNFORCE The Ferrari 488 Pista makes full use of Ferrari’s motor-sports experience for maximum aerodynamic performance even on the road. Among the racing solutions adopted is the front F1-inspired S-Duct and the design of the front diffusers which feature a ramp angle that was optimised for the 488 GTE to create strong suction for increased downforce. Additionally, the rear blown spoiler is higher and longer and the shape has been optimised. The final result of all these interventions is an impressive 20% increase in downforce compared to the 488 GTB. EXHILARATING DRIVING PLEASURE The vehicle dynamics were designed to enhance driving pleasure and make the car’s full potential available to all drivers, professional or otherwise. The objective was to make the car’s performance on the limit easier to reach and control. This was achieved by synergies between the development of the mechanical set-up and the electronic dynamic controls integrated into version 6 of the Side-Slip Angle Control system. SSC 6.0 incorporates all the following systems: E-Diff3, F1-Trac, the magnetorheological suspension (SCM) and, for the first time ever, the Ferrari Dynamic Enhancer. The FDE features a world-first: it uses Ferrari software to adjust the brake pressure at the callipers. A POWERFUL, EFFICIENT DESIGN The design of the Ferrari 488 Pista is focussed on functional aerodynamic concepts while the cockpit is pared back in keeping with its very sporty vocation. Ferrari Design used innovative elements, such as the aerodynamic S-Duct at the front, as an opportunity to visually shorten the car’s nose, creating an original floating wing effect. The racing livery colour scheme is an integral part of the design of the car and the way it dives into the S-Duct underscores the berlinetta’s compact yet imposing forms. Contrasting edging on the aerodynamic elements on the bumpers and flanks add structure to the design. The concept of the front is echoed in the dolphin-tail rear spoiler which appears suspended to provide an impression lightness and efficiency, while the rear volumes add a sense of power to the tail.
    1 replies | 193 view(s)
  • Sticky's Avatar
    02-19-2018, 01:22 PM
    Chevy power for a classic Lincoln Continental? Hey, hard to argue with just how badass this 1965 Lincoln Continental is. It was built by Hard Body Customs in Texas and they call the project, 'El Presidente.' Fitting for obvious reasons but check out the build list: - Whipple supercharged Texas Speed 427 LSX - 4 speed auto 4L80E with manual override “slap shift” - 9” Ford rear end with custom 4 link - Scott’s IFS front suspension - Accuair E-level air ride - Full custom double diamond stitched leather interior, Restomod AC Dakota Digital gauges in custom CNC milled dashes - Audiophile level audio sound system featuring Hertz speakers, JL amps and a Pioneer head unit. - And of course all the custom paint and body work, electrical, hydraulic, engine bay, cerakote exhaust, etc. There is a short video below that you can see by clicking over in the Instagram post. Just superb.
    1 replies | 165 view(s)
  • Sticky's Avatar
    02-20-2018, 03:46 PM
    This is an interesting comparison as it is a bit of sibling on sibling rivalry. Both Audi and Porsche are under the VAG umbrella so they are part of the same company yet the execution and vision of both of these cars are completely different. The TT-RS is the brute. It has more power and it's all about putting it down to all four wheels to dust its competition. That is not to say it does not shine in the corners as it does but it just does not do it like the Cayman S. The Cayman S is lighter with a mid-engine layout. This example tested is a 6-speed manual version. Perhaps that says plenty as to the intended audience. The TT-RS is dual clutch only. The Cayman S offers a PDK dual clutch as an option. Right off the bat you know the Cayman is at a disadvantage due to the transmission choice. Yet, maybe it has an advantage in the eyes of a purist driver? Car and Driver thinks the Porsche manual is the best in the business. The interaction provided outweighs the tenths of a second lost in shift time. It wouldn't matter if the Cayman S had a PDK anyway. The TT-RS is getting to 60 in 3.2 seconds. It gets to 100 in 8.1 seconds or over a second faster than the 718 S. The 1/4 mile sprint takes 11.6 seconds at 119 miles per hour. Even a 911 Carrera PDK would lose the straightline battle. So what? This is about which is the better sports car. The Audi has 60% of its weight on the front nose. Yes, 60%. The 718 by contrast has a 44.6/55.4 percent front to rear split. It's also lighter 175 pounds at 3102. The TT-RS pulls more on the skidpad at 1.05g to 1.04g but the Cayman S gets through the slalom at 47.1 mph compared to 46.7 mph. Sometimes it isn't all about outright grip but transitions and the Cayman clearly has the better combination of grip, weight, and balance. Car and Driver picks the Cayman S as the better sports car. They say it is one of the best cars in the world at any price point. They're not wrong. Imagine if the 718 S had the TT-RS powerplant though. Wouldn't that be something? 2018 Audi TT RS 2017 Porsche 718 Cayman S VEHICLE PRICE AS TESTED $80,200 $81,590 BASE PRICE $65,875 $67,350 DIMENSIONS LENGTH 165.0 in 172.4 in WIDTH 72.1 in 70.9 in HEIGHT 52.9 in 50.2 in WHEELBASE 98.6 in 97.4 in FRONT TRACK 61.6 in 59.6 in REAR TRACK 60.7 in 60.6 in INTERIOR VOLUME F: 47 cu ft R: 27 cu ft F: 49 cu ft TRUNK 12 cu ft 15 cu ft POWERTRAIN ENGINE turbocharged DOHC 20-valve inline-5 151 cu in (2480 cc) turbocharged DOHC 16-valve flat-4 152 cu in (2497 cc) POWER HP @ RPM 400 @ 7000 350 @ 6500 TORQUE LB-FT @ RPM 354 @ 1700 309 @ 1900 REDLINE / FUEL CUTOFF 7000/7200 rpm 7400/7500 rpm LB PER HP 8.2 8.9 DRIVELINE TRANSMISSION 7-speed dual-clutch automatic 6-speed manual DRIVEN WHEELS all rear GEAR RATIO:1/ MPH PER 1000 RPM/ MAX MPH 1 3.56/5.2/37 2 2.53/8.6/62 3 1.68/13.0/94 4 1.02/18.2/131 5 0.79/23.5/169 6 0.76/28.7/174 7 0.64/34.1/170 1 3.31/6.2/47 2 1.95/10.6/80 3 1.41/14.6/110 4 1.13/18.2/136 5 0.95/21.7/163 6 0.81/25.3/177 FINAL-DRIVE RATIO:1 4.06, 3.45* 3.89, limited-slip differential CHASSIS SUSPENSION F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar F: struts, coil springs, anti-roll bar R: struts, coil springs, anti-roll bar BRAKES F: 14.6-inch vented, cross-drilled ceramic disc R: 12.2-inch vented disc F: 13.0-inch vented, cross-drilled disc R: 11.8-inch vented, cross-drilled disc STABILITY CONTROL fully defeatable, competition mode, launch control fully defeatable TIRES Pirelli P Zero 255/30ZR-20 (92Y) Pirelli P Zero F: 235/35ZR-20 (88Y) R: 265/35ZR-20 (95Y) C/D TEST RESULTS ACCELERATION 0–30 MPH 1.2 sec 1.6 sec 0–60 MPH 3.2 sec 4.1 sec 0–100 MPH 8.1 sec 9.3 sec 0–150 MPH 21.4 sec 23.7 sec ¼-MILE @ MPH 11.6 sec @ 119 12.4 sec @ 115 ROLLING START, 5–60 MPH 4.1 sec 5.5 sec TOP GEAR, 30–50 MPH 2.6 sec 7.9 sec TOP GEAR, 50–70 MPH 3.0 sec 5.4 sec TOP SPEED 174 mph (gov ltd, mfr’s claim) 177 mph (drag ltd, mfr’s claim) CHASSIS BRAKING 70–0 MPH 140 ft 144 ft ROADHOLDING, 300-FT-DIA SKIDPAD 1.05 g 1.04 g 610-FT SLALOM 46.7 mph 47.1 mph WEIGHT CURB 3277 lb 3102 lb %FRONT/%REAR 60.5/39.5 44.6/55.4 FUEL TANK 14.5 gal 16.9 gal RATING 93 octane 93 octane EPA COMBINED/CITY/HWY 22/19/29 mpg 22/20/26 mpg C/D 750-MILE TRIP 20 mpg 20 mpg SOUND LEVEL IDLE 46 dBA 51 dBA FULL THROTTLE 83 dBA 86 dBA 70-MPH CRUISE 70 dBA 73 dBA *The first ratio is for gears 1, 4, and 5. The second is for 2, 3, 6, and 7.
    0 replies | 311 view(s)
  • Sticky's Avatar
    02-20-2018, 01:13 PM
    AMS is doing an excellent job on the VR30DDTT platform and as a reminder was the first to break into the 10's. For those of you with a standard Q50 or Q60 3.0 wanting Red Sport level power or more AMS has you covered with their Red Alpha ECU Tuning. This is an E-tune through the Ecutek OBD-II system. Here's how it works: And here is the result: They have the Red Sport Q50 and Q60 models covered as we well: It sure looks like it does not matter whether you start with a Red Sport or standard VR30DDTT. Excellent results from AMS.
    0 replies | 118 view(s)
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