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  • Sticky's Avatar
    04-21-2017, 06:31 PM
    When you can no longer option your BMW M car with a manual transmission and an automatic is the only choice the conversion of the M brand from roadcourse to dragstrip will officially be complete. That is exactly where we are headed according to BMW M's VP of sales and marketing Peter Quintus. We already know the next generation F90 M5 will be available with a ZF automatic gearbox. Why? Because the unit is already tried and tested with the Audi C7 RS6 and RS7 which are all wheel drive models. The M5 going to all wheel drive puts more stress on the drivetrain and with all that twin turbo V8 torque a stout gearbox is needed. Why spend the money to develop a new dual clutch for the all wheel drive system when you can just plug in ZF's solution? That is exactly what Mercedes-AMG did with the W212 and W213 generation 4Matic E63's. Fine, they are cutting costs. No surprise there. However, the manual looks like it will follow the dual clutch out the door. That is not good: He also says the manual gearboxes can not cope with the torque which is a joke. He also takes a shot at American manual gearboxes which seem to have no trouble with big torque: Awful shift quality? Based on what? Also, how is the ZF automatic any lighter than a good manual gearbox? It isn't. It is heavier. So what the hell kind of logical argument is that? What this comes down to is that M is moving to all wheel drive to put the torque down and if the next generation M3 and M4 are all wheel drive they will simply plug in the ZF gearbox rather than develop a dual clutch. The DCT is still the enthusiast and performance choice and the manual is obviously the choice for driver interaction. Oh well, this is the new M. Source
    35 replies | 981 view(s)
  • Sticky's Avatar
    04-21-2017, 06:22 PM
    When you can no longer option your BMW M car with a manual transmission and an automatic is the only choice the conversion of the M brand from roadcourse to dragstrip will officially be complete. That is exactly where we are headed according to BMW M's VP of sales and marketing Peter Quintus. We already know the next generation F90 M5 will be available with a ZF automatic gearbox. Why? Because the unit is already tried and tested with the Audi C7 RS6 and RS7 which are all wheel drive models. The M5 going to all wheel drive puts more stress on the drivetrain and with all that twin turbo V8 torque a stout gearbox is needed. Why spend the money to develop a new dual clutch for the all wheel drive system when you can just plug in ZF's solution? That is exactly what Mercedes-AMG did with the W212 and W213 generation 4Matic E63's. Fine, they are cutting costs. No surprise there. However, the manual looks like it will follow the dual clutch out the door. That is not good: He also says the manual gearboxes can not cope with the torque which is a joke. He also takes a shot at American manual gearboxes which seem to have no trouble with big torque: Awful shift quality? Based on what? Also, how is the ZF automatic any lighter than a good manual gearbox? It isn't. It is heavier. So what the hell kind of logical argument is that? What this comes down to is that M is moving to all wheel drive to put the torque down and if the next generation M3 and M4 are all wheel drive they will simply plug in the ZF gearbox rather than develop a dual clutch. The DCT is still the enthusiast and performance choice and the manual is obviously the choice for driver interaction. Oh well, this is the new M. Source
    35 replies | 463 view(s)
  • bradsm87's Avatar
    04-25-2017, 07:13 AM
    Hi guys, Clemens at XHP Flashtool has been very generous in providing us with a TunerPro XDF in order to do custom TCU tunes. At least 80% of anything that you'd ever want to change for doing a custom performance tune is defined in that XDF. A few of us recently also defined the torque limit per gear table and not only has Clemens now published this table but also a general torque limit table as well which has saved us testing, more looking and more testing. I can't thank Clemens enough for providing this XDF. We found the torque limit per gear initially from hours or manual searching for known close values and hints at stock values from those that knew the table. Finding anything this way is extremely limited and that could well have been the only thing we could have found that way. Next, I tracked down a comparatively low cost source compared to what people were asking at more mainstream sources, but still pricey for individual enthusiasts to take the risk buying, for two WinOLS OLS files for suspected similar TCUs (VAG 6HP28 and BMW 8HP45) as there is no publicly available OLS for our TCU ROM. These are effectively leaked full map information for the TCUs that they apply to. TwistedTuning generously stepped in and purchased both of these OLS files. This paid off well because it turns out that the VAG 6HP table layout is very, very similar to ours for the most part. I was able to track down a handful more tables that I think will be useful for tuning, based on just an exported map list from the OLS file as these files were not able to be opened with the latest WinOLS demo. If you end up doing custom TCU tunes or receive a custom TCU tune, please consider swinging a small PayPal donation through to Justin at TwistedTuning . We would not have these files without him. The big hurdle/wall that we had ran into was that we can only do so much with an exported map list. There are sometimes 20 or more maps with the exact same name! What on earth does each one do? I was preparing for the worst (flashing and testing every single one to see which gear change it applies to, rinse and repeat). This is where Sticky at BimmerBoost.com has stepped in and put his hand up to make the substantial purchase and provide a WinOLS license for 6HP XDF development. I have just finished getting this set up and I've just gone from insufficient information to information overload! All of those identically named maps now are in separately labelled folders! We now have the axis information and much more. I haven't even delved in to some of the advantages the full version has over the Demo yet either! This has opened the floodgates for moving forward with the 6HP TCU XDF development. Support those that support us! BimmerBoost.com certainly has a great user base and it's always been my preferred forum for technical discussion. There are 2-4 main people playing around with table discovery. Some the odd hour here and there and others more. I believe most of them drive diesel cars and everybody has different priorities of what tables they want to get defined. We're just going to chip away at what we each most want to find independently of each other and share our findings. Here are some of the things I'll be looking at getting defined soon: - Torque re-introduction ramp rate after shift torque intervention. I think slowing the rate of torque re-introduction just a little should do wonders for post-shift timing corrections. I know there are many ways to get around this but some are compromises and I think this will be the best fix yet. - Main line pressure related tables and getting a better understanding of useable limits to shift pressure tables. If there is some sort of feature or function that you think might be controlled with TCU software and you think would be handy to be able to tune, this is the thread to suggest it. We'll be sure to share any updates on this thread and the official community XDF will be coming soon to BimmerBoost.com after verifying a few new additions!
    15 replies | 1457 view(s)
  • Sticky's Avatar
    04-25-2017, 12:33 AM
    The BMW M3/M3 and Porsche 911 have quite a bit in common this generation. Why? Because both have twin turbocharged and direct injected 3.0 liter six-cylinder powerplants. You can also get either with a dual clutch or manual transmission with power sent to the rear wheels. Let's look over the specifications of the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine Piston Speed FPM: 3759.842 BMW S55 Horsepower: 425 Torque: 406 lb-ft Boost Pressure: 18.1 psi Bore x Stroke: 84.0mm x 89.6mm Redline: 7500 rpm Compression Ratio: 10.2:1 Intercooler: Water to Air Turbos: 51mm compressor/43mm turbine Piston Speed FPM: 4409.449 Obviously, we all know the S55 engine is highly underrated by BMW. Recently, when Porscheboost was doing some testing at VF-Engineering on their Mustang dyno the opportunity presented itself to overlay a stock S55 with the stock PorscheBoost project 991.2. Here is the result, both dual clutch examples stock on 91 octane pump fuel: What is interesting to note is that the spool on the 991.2 Carrera 9A2 is much better than the BMW S55. The Carrera is spooled by 2400 rpm and the S55 has more lag by roughly 1000 rpm. That is significant. You will notice once spooled the curves are fairly similar. The S55 does have more peak torque and horsepower but the difference is not as large as one would expect. The difference in torque is only 3 lb-ft at the wheels. A wash. Not bad for what on paper is supposed to be 74 lb-ft. The 911 is making more torque than Porsche is letting on by quite a bit. The difference in peak horsepower is 15 at the wheels. This is attributed to the S55 making power to 6850 rpm while the 9A2 is tailing off past 6400 rpm. Both torque curves are dropping hard but the S55 maintains a top end edge from 6400-6800 rpm. Revving either engine out to their 7500 rpm redline does not gain anything and short shifting is preferred for maximum performance. It is interesting that the 9A2 engine with less boost and slightly lower compression is so close. It is also interesting the spool is so much better but Porsche likely concentrated very hard on quick spool down low to appease naturally aspirated purists who would complain about lag. The engine comes on strongly and quickly. It is no wonder the 9A2 knocked out the S55 in its category at the 2016 International Engine of the Year Awards. In an ideal world we would be able to toss a Carrera S and a GTS onto this dyno to see how Porsche is really separating their 9A2 motors. We do have Dynojet numbers posted for the Carrera and S but the GTS is the variant we are all eagerly awaiting to see. This is the difference between the turbocharged 991.2 Carrera S 3.0 and the naturally aspirated 991.1 Carrera 3.4: BMW of course has the Competition Package version of the S55 and now the CS version in an even higher state of tune essentially doing what Porsche does in offering the same motor in different flavors. The main difference though is that Porsche changes the turbochargers and not just the software offering greater differentiation and tuning value in this respect. What is clear is that the turbo era is elevating power and torque to heights we have never seen and it will result in a far greater proliferation of tuning for Porsche and BMW models than ever before.
    22 replies | 785 view(s)
  • Sticky's Avatar
    04-25-2017, 12:24 AM
    The BMW M3/M3 and Porsche 911 have quite a bit in common this generation. Why? Because both have twin turbocharged and direct injected 3.0 liter six-cylinder powerplants. You can also get either with a dual clutch or manual transmission with power sent to the rear wheels. Let's look over the specifications of the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine Piston Speed FPM: 3759.842 BMW S55 Horsepower: 425 Torque: 406 lb-ft Boost Pressure: 18.1 psi Bore x Stroke: 84.0mm x 89.6mm Redline: 7500 rpm Compression Ratio: 10.2:1 Intercooler: Water to Air Turbos: 51mm compressor/43mm turbine Piston Speed FPM: 4409.449 Obviously, we all know the S55 engine is highly underrated by BMW. Recently, when Porscheboost was doing some testing at VF-Engineering on their Mustang dyno the opportunity presented itself to overlay a stock S55 with the stock PorscheBoost project 991.2. Here is the result, both dual clutch examples stock on 91 octane pump fuel: What is interesting to note is that the spool on the 991.2 Carrera 9A2 is much better than the BMW S55. The Carrera is spooled by 2400 rpm and the S55 has more lag by roughly 1000 rpm. That is significant. You will notice once spooled the curves are fairly similar. The S55 does have more peak torque and horsepower but the difference is not as large as one would expect. The difference in torque is only 3 lb-ft at the wheels. A wash. Not bad for what on paper is supposed to be 74 lb-ft. The 911 is making more torque than Porsche is letting on by quite a bit. The difference in peak horsepower is 15 at the wheels. This is attributed to the S55 making power to 6850 rpm while the 9A2 is tailing off past 6400 rpm. Both torque curves are dropping hard but the S55 maintains a top end edge from 6400-6800 rpm. Revving either engine out to their 7500 rpm redline does not gain anything and short shifting is preferred for maximum performance. It is interesting that the 9A2 engine with less boost and slightly lower compression is so close. It is also interesting the spool is so much better but Porsche likely concentrated very hard on quick spool down low to appease naturally aspirated purists who would complain about lag. The engine comes on strongly and quickly. It is no wonder the 9A2 knocked out the S55 in its category at the 2016 International Engine of the Year Awards. In an ideal world we would be able to toss a Carrera S and a GTS onto this dyno to see how Porsche is really separating their 9A2 motors. We do have Dynojet numbers posted for the Carrera and S but the GTS is the variant we are all eagerly awaiting to see. This is the difference between the turbocharged 991.2 Carrera S 3.0 and the naturally aspirated 991.1 Carrera 3.4: BMW of course has the Competition Package version of the S55 and now the CS version in an even higher state of tune essentially doing what Porsche does in offering the same motor in different flavors. The main difference though is that Porsche changes the turbochargers and not just the software offering greater differentiation and tuning value in this respect. What is clear is that the turbo era is elevating power and torque to heights we have never seen and it will result in a far greater proliferation of tuning for Porsche and BMW models than ever before.
    22 replies | 390 view(s)
  • iminhell1's Avatar
    04-22-2017, 10:00 PM
    I think I have to trim the rear inlet at an angle. Problem I forsee is that moves it closer to the ex manifold, which it already touches. I've been trying to find pictures and I just can't find the right one that says 'here's where you're going wrong dummy'. And on a second question, is that oil feed line correct? Why's it go into no mans land when everything else is near and tidy. Someone fire that engineer or take his drugs away. Come on man. hopefully the pics work.
    11 replies | 1677 view(s)
  • Sticky's Avatar
    04-26-2017, 11:10 PM
    BimmerBoost member @pits200 has an automatic BMW 335xi with the VTT GC N54 turbocharger upgrade. The car has 115k miles on it and has not exactly been babied as it has been tuned for over 100k miles at this point. This is important to point out as the GC upgrade is obviously making big torque but his trans is holding the power at 26 psi of boost. It is running well as the drag race video below will testify to. He knows the transmission is on borrowed time but so far with a TCU flash it's holding together and not slipping. You can read his build thread here if you like. ETS FMIC BMS Filters JB4 MHD Backend VTT GCs
    15 replies | 519 view(s)
  • Sticky's Avatar
    04-26-2017, 11:05 PM
    BimmerBoost member pits200 has an automatic BMW 335xi with the VTT GC N54 turbocharger upgrade. The car has 115k miles on it and has not exactly been babied as it has been tuned for over 100k miles at this point. This is important to point out as the GC upgrade is obviously making big torque but his trans is holding the power at 26 psi of boost. It is running well as the drag race video below will testify to. He knows the transmission is on borrowed time but so far with a TCU flash it's holding together and not slipping. You can read his build thread here if you like. ETS FMIC BMS Filters JB4 MHD Backend VTT GCs
    15 replies | 131 view(s)
  • Sticky's Avatar
    04-21-2017, 11:32 PM
    Now that is more like it! The N55B30T0 3.0 turbo engine in the BMW F87 M2 does not have the prettiest torque curve. It's definitely a stump puller. That is what tuning is for and Pure Turbos and PTF (Pro Tuning Freaks) were able to tremendously improve upon the factory output. How does 509 rear wheel horsepower and 510 lb-ft of torque at the wheels sound? The torque curve still heads south fairly quickly but the motor is not running out of steam anywhere near as soon in the rev range. The torque curve holds until almost 5k rpm whereas the factory curve starts dropping off at 3k rpm. The car now can make full use of its 7k rpm powerband. What are the full specs? Here you are: 18.5 psi of boost on a 91 pump and D85 mix. Port injection is obviously key as well. Just a very well tuned example.
    11 replies | 720 view(s)
  • Sticky's Avatar
    04-26-2017, 10:21 PM
    Careful, the quote you are about to read is drenched in estrogen. "The 840-hp Dodge Challenger SRT Demon from Fiat Chrysler is so inherently dangerous to the common safety of motorists that its registration as a road-worthy automobile should be banned." Somehow the hyperbole being spewn seems to be much more dangerous especially to common sense. If we really want to get down to what is safe for our roads more people will be killed or injured by senior drivers than those with a Demon. Frankly, no Demons are even on the road so how is the author coming to the conclusion that the car needs to be kept off public roads for safety reasons? Well, because the premature and negative conclusion fits the narrative. This is one of those same people that sees a gun and automatically classifies it as an assault rifle based on the appearance and not the application. You know what the world needs? More Dodge Demons. More manufacturers that take enthusiasts into account. More cars that are fun to drive and less vehicles that are tuning into appliances that remove the driver from the equation. What does this person think is going to happen? A Demon on the road is just going to suddenly start driving into people? Owners will be drag racing across crowded parking lots? A teenager in a Honda who just got out of seeing a Fast and the Furious movie is more dangerous on the road than an adult behind the wheel of a performance car they paid for and are familiar with. The Demon is no more dangerous sitting in traffic than any other car. A 5700+ pound sport utility vehicle crammed with luggage and passengers traveling over the speed limit on the highway that physics simply will not allow to stop in the same distance as a lighter car is a much more dangerous proposition than the Demon. Truckers who have not slept for who knows how long hauling tons of goods on the highway across the country are a much more dangerous proposition than the Demon. If anything, the Demon is safer than the standard Hellcat. It is built for traction off the line which means you can get into trouble a lot easier with tire spin on the standard Hellcat. The tires offer more grip, not less. How is the Demon a result of misguided corporate choices? It is built to be the quickest production vehicle in the 1/4 mile and achieves that goal. It does so on an NHRA dragstrip, not the street. Did someone forget those exist? A place where you can take your car and run as fast as you want to without endangering the public? The Demon is the result of incredible engineering, development, and effort. Dodge did not randomly roll some dice and end up with the Demon. What they accomplished for the money has never been achieved. This kind of fear mongering is an enemy to the entire automotive world: It is not banned for being too fast. The NHRA requires a roll cage for cars that are quicker and faster than set limits. If the Demon is 'too fast' so are a host of other street legal cars. All that is necessary to get them into compliance is a roll cage you hack. It is not the Demon that needs to be removed. It is this garbage from Automotive News. The author did not even have the courage to put their name on it. That tells you what the purpose of it actually is. Source
    7 replies | 786 view(s)
  • Sticky's Avatar
    04-25-2017, 08:33 PM
    The B58 engine is a stout mill that is going to be with us for quite a bit as it represents BMW's new modular engine design. As far as tuning is concerned, it responds well to bolt on modifications but there is a fuel cap in the ECU designed to keep owners from taking it too far. Well, good luck with that BMW. BigBoost Turbo is readying a port fuel injection system which should provide the B58 with all the fuel it needs to run their upgraded turbocharger. You can get an idea as to how much bigger their turbo is than the factory unit in the pictures provided. It is very early in the B58 tuning game so it is good to see turbo vendors tackling it.
    12 replies | 637 view(s)
  • Sticky's Avatar
    04-22-2017, 06:51 PM
    So. Damn. Close. TPG Tuning hit the strip again after topping 140 miles per hour of trap speed last month. Their F82 M4 shop car is not having any more trouble putting the power down as the 1.5956 60 foot time will attest to. The result is a 10.0633 @ 139.41. In other words, so close to a 9 second pass it hurts. They are taking it in stride though: Now it just becomes a matter of time. Well done TPG Tuning! TPG Tuning Pure Turbos Fuel-It Evolution of Speed Dodson Motorsports Burger Motorsports HC Performance Driveshaft Shop <blockquote class="instagram-media" data-instgrm-version="7" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:28.749999999999996% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAABGdBTUEAALGPC/xhBQAAAAFzUkdCAK7OHOkAAAAMUExURczMzPf399fX1+bm5mzY9AMAAADiSURBVDjLvZXbEsMgCES5/P8/t9FuRVCRmU73JWlzosgSIIZURCjo/ad+EQJJB4Hv8BFt+IDpQoCx1wjOSBFhh2XssxEIYn3ulI/6MNReE07UIWJEv8UEOWDS88LY97kqyTliJKKtuYBbruAyVh5wOHiXmpi5we58Ek028czwyuQdLKPG1Bkb4NnM+VeAnfHqn1k4+GPT6uGQcvu2h2OVuIf/gWUFyy8OWEpdyZSa3aVCqpVoVvzZZ2VTnn2wU8qzVjDDetO90GSy9mVLqtgYSy231MxrY6I2gGqjrTY0L8fxCxfCBbhWrsYYAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div><p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;"><a href="https://www.instagram.com/p/BTMK8RKBSLc/" style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none;" target="_blank">A post shared by Jason Tpg Tuning (@jasontpg)</a> on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2017-04-22T13:59:14+00:00">Apr 22, 2017 at 6:59am PDT</time></p></div></blockquote> <script async defer src="//platform.instagram.com/en_US/embeds.js"></script>
    3 replies | 1352 view(s)
  • Sticky's Avatar
    04-21-2017, 11:52 PM
    Some tuners have struggled to flash tune Mercedes-AMG vehicles namely W205 C63's and C190 AMG GT's from late 2016 and early 2017 build dates. Eurocharged is able to tune the new Bosch MED17.7.5 ECU's and also claims to be the first to be able to do so. Tuners seem to be pretty quiet on this issue or what changes Mercedes-AMG made to lock out tuners. Either way though, Eurocharged has the issue solved.
    10 replies | 444 view(s)
  • Sticky's Avatar
    04-21-2017, 11:24 PM
    Now that is more like it! The N55B30T0 3.0 turbo engine in the BMW F87 M2 does not have the prettiest torque curve. It's definitely a stump puller. That is what tuning is for and Pure Turbos and PTF (Pro Tuning Freaks) were able to tremendously improve upon the factory output. How does 509 rear wheel horsepower and 510 lb-ft of torque at the wheels sound? The torque curve still heads south fairly quickly but the motor is not running out of steam anywhere near as soon in the rev range. The torque curve holds until almost 5k rpm whereas the factory curve starts dropping off at 3k rpm. The car now can make full use of its 7k rpm powerband. What are the full specs? Here you are: 18.5 psi of boost on a 91 pump and D85 mix. Port injection is obviously key as well. Just a very well tuned example.
    11 replies | 235 view(s)
  • einserM's Avatar
    04-22-2017, 01:12 PM
    Hoping someone can help me out. Hard drive died, lost ATR installer, now cannot download it from COBB's site. Can someone please link me to a dropbox or something? Would be super appreciative. Cheers! :D
    6 replies | 832 view(s)
  • Juan@Big_Boost_turbo's Avatar
    04-25-2017, 09:36 AM
    Hi all, Last week we got our own M240i for parts development. After doing some baseline runs at the dyno, we finally got to work on it. Our plans are manufacturing a stage 3 turbo and a port-injection, both to be released by late May. Stages 1 and 2 with direct replacement turbocharger will follow, no estimate time of arrival for those. It Fits both RHD and LHD vehicles! :) We'll keep you updated on progress! *Update* We got the manifold yesterday and will be testing the kit with just JB4, EWG Wires and Meth injection, while PI is being manufactured. http://bigboostusa.com/product-category/b58/ info@bigboostusa.com sales@bigboostusa.com (786)375-5321
    12 replies | 302 view(s)
  • Sticky's Avatar
    04-26-2017, 10:14 PM
    Careful, the quote you are about to read is drenched in estrogen. "The 840-hp Dodge Challenger SRT Demon from Fiat Chrysler is so inherently dangerous to the common safety of motorists that its registration as a road-worthy automobile should be banned." Somehow the hyperbole being spewn seems to be much more dangerous especially to common sense. If we really want to get down to what is safe for our roads more people will be killed or injured by senior drivers than those with a Demon. Frankly, no Demons are even on the road so how is the author coming to the conclusion that the car needs to be kept off public roads for safety reasons? Well, because the premature and negative conclusion fits the narrative. This is one of those same people that sees a gun and automatically classifies it as an assault rifle based on the appearance and not the application. You know what the world needs? More Dodge Demons. More manufacturers that take enthusiasts into account. More cars that are fun to drive and less vehicles that are tuning into appliances that remove the driver from the equation. What does this person think is going to happen? A Demon on the road is just going to suddenly start driving into people? Owners will be drag racing across crowded parking lots? A teenager in a Honda who just got out of seeing a Fast and the Furious movie is more dangerous on the road than an adult behind the wheel of a performance car they paid for and are familiar with. The Demon is no more dangerous sitting in traffic than any other car. A 5700+ pound sport utility vehicle crammed with luggage and passengers traveling over the speed limit on the highway that physics simply will not allow to stop in the same distance as a lighter car is a much more dangerous proposition than the Demon. Truckers who have not slept for who knows how long hauling tons of goods on the highway across the country are a much more dangerous proposition than the Demon. If anything, the Demon is safer than the standard Hellcat. It is built for traction off the line which means you can get into trouble a lot easier with tire spin on the standard Hellcat. The tires offer more grip, not less. How is the Demon a result of misguided corporate choices? It is built to be the quickest production vehicle in the 1/4 mile and achieves that goal. It does so on an NHRA dragstrip, not the street. Did someone forget those exist? A place where you can take your car and run as fast as you want to without endangering the public? The Demon is the result of incredible engineering, development, and effort. Dodge did not randomly roll some dice and end up with the Demon. What they accomplished for the money has never been achieved. This kind of fear mongering is an enemy to the entire automotive world: It is not banned for being too fast. The NHRA requires a roll cage for cars that are quicker and faster than set limits. If the Demon is 'too fast' so are a host of other street legal cars. All that is necessary to get them into compliance is a roll cage you hack. It is not the Demon that needs to be removed. It is this garbage from Automotive News. The author did not even have the courage to put their name on it. That tells you what the purpose of it actually is. Source
    7 replies | 110 view(s)
  • ///MPOSTER's Avatar
    04-25-2017, 09:45 PM
    Hi, So I had a tail light out and inspection is around the corner. I was curious as to how much it would be and the service advisor quoted $350. I searched and found someone who had success with replacing the Valeo board with a mean-well LED driver. The part is LDD-500HW. You can choose which ever method of connection you prefer but i ordered the one with wires. I ordered 2 for about $20 total after shipping. You can find them here: http://www.ledsupply.com/ or here https://power.sager.com/ldd-500hw-2719565.html See attached photos as it was pretty simple. Take the tail light off, remove the connections, and attach the new led driver with a no solder method. I am sure I could dig deeper and find the connector mate to the valeo board so there is an actual plug and play, but I didn't do it because it is already late at night.
    4 replies | 989 view(s)
  • I6+TT=FTW's Avatar
    04-25-2017, 11:28 PM
    Hey guys. Wanted to post an update and sort of a build thread after the Bimmerboost/RB Turbos Giveaway. My car is an 2007 E90 335xi and I've owned it since Dec 2012 (52k miles). Now at 115k miles it seems as good a time as any to finally upgrade the turbos (especially considering the circumstances :naughty:). Can't thank Rob and Sticky enough for the opportunity. Will be switching over to MHD during this install, with V8Bait tuning it. New Stuff/things pictured: RB Next Gen Turbos w/ High Heat Wastegate Upgrade RB EVO Style Inlets RB Oil Drains New OEM Turbo Oil Feed Lines RB Turbo Install kit RB PCV VRSF Downpipes 034 Motorsports Solid Rubber Motor Mounts 3.5 Bar Map Sensor w/ BMS Adapter Precision Raceworks Relocation brackets (Power Steering and Coolant) esb Special ale from Ska Brewing in Durango, CO Odin - Corgi/Australian Shepard Mix Leia (as in Princess) - Brindle Boxer/German Shepard Mix Important stuff currently installed: VRSF Stepped FMIC Fuelit S2 Pump Synapse BOV and charge pipe PTF E50 Tune on Cobb DCI Stock downpipes As the car sits now: Times at Bandimere are a big kick in the nuts fyi. Best time 13.05 ET 109mph Install should be in the next few weeks. I'll follow up once everything is buttoned up and dialed in.
    4 replies | 602 view(s)
  • Sticky's Avatar
    04-25-2017, 09:01 PM
    This drag race features some impressive hardware. Unfortunately, it is designed more for promotion than performance results but that's ok. Just getting these ten cars together and having them all race at once is very cool and obviously a great way to get views. Every car is tuned by German tuner Levella. The cars have their ECU tunes along with the Levella wheels. The cars look great but as you can see with the tires going up in smoke these wheel and tire setups are for looks and not performance. That means the all wheel drive cars are favored. The Nissan GTR takes it. It is followed by the Aventador, 991 Turbo S, Huracan, and Audi RS6. Yep, all wheel drive cars. There isn't any timing equipment employed but still fun to see so many tuned examples go at it.
    3 replies | 739 view(s)
  • Sticky's Avatar
    04-26-2017, 11:41 PM
    Ah, Dinan. The once lofty name of the BMW tuning world that now tries to peddle overpriced piggybacks. What is one to do with that Piggyback investment? Well, attempt to adapt it to as many manufacturer verhicles as possible. The 3.0 TFSI twin scroll turbo V6 in the B9 S4 /S5 is the perfect candidate. The problem? APR is the big player in the Audi/VW tuning world. APR isn't going to push overpriced and underwhelming piggybacks on people. They will offer a real flash tune. They will offer TCU tunes. They will offer turbo upgrades. Basically, they will do everything Dinan can't and everything enthusiasts who actually want to be fast will want. The Dinan difference? That would be paying more money only to get stomped by better tuners. Good luck Dinan, you are going to need it.
    6 replies | 207 view(s)
  • Sticky's Avatar
    04-24-2017, 11:30 PM
    The C7 Audi RS6 is not sold in the USA which we may never forgive Audi for. Not everyone needs or wants an SUV and a performance wagon makes a lot of sense. Ok, enough whining about Audi, how does the RS6 stack up to a Nissan GTR? The GTR is not light but in this company is the much lighter car by roughly 900 pounds. They are both all wheel drive but the GTR uses a dual clutch transmission compared to the more traditional automatic of the Audi. The RS6 obviously has the 4.0 liter turbocharged Audi V8 and the GTR has a slightly smaller VR38DETT V6. So which is quicker? The RS6. Unfortunately, no data is provided and it looks to be a rather short drag race. Did the GTR even do a full launch? The GTR should be favored based on test results and the weight advantage compared to the RS6. Without any supporting data, it just looks like this video was put together for clicks by providing a controversial result.
    6 replies | 239 view(s)
  • Sticky's Avatar
    04-24-2017, 11:29 PM
    The C7 Audi RS6 is not sold in the USA which we may never forgive Audi for. Not everyone needs or wants an SUV and a performance wagon makes a lot of sense. Ok, enough whining about Audi, how does the RS6 stack up to a Nissan GTR? The GTR is not light but in this company is the much lighter car by roughly 900 pounds. They are both all wheel drive but the GTR uses a dual clutch transmission compared to the more traditional automatic of the Audi. The RS6 obviously has the 4.0 liter turbocharged Audi V8 and the GTR has a slightly smaller VR38DETT V6. So which is quicker? The RS6. Unfortunately, no data is provided and it looks to be a rather short drag race. Did the GTR even do a full launch? The GTR should be favored based on test results and the weight advantage compared to the RS6. Without any supporting data, it just looks like this video was put together for clicks by providing a controversial result.
    6 replies | 186 view(s)
  • Sticky's Avatar
    04-21-2017, 09:52 PM
    9.272 @ 146.30? Yep. That also is quicker and faster than the elapsed time and trap speed for the new Demon. There is something to be said for rowing your own gears and not having the gearbox do the work for you. The Hellcat is tuned by HHP (High Horse Performance) which has the top three quickest manual Hellcats. Obviously they know what they are doing but what are the specs on this car? Is it with nitrous or blower only? BoostAddict.com will try to get that info but it is infuriating some tuners don't post details with their slips especially when it is a record.
    5 replies | 353 view(s)
  • Sticky's Avatar
    04-24-2017, 10:06 PM
    Whoa. The Carrera S makes a very strong argument for saving money over the 911 Turbo and Turbo S models. Let's not forget, these are stock RWD Carrera S PDK numbers and one can always add the Porsche Power Kit in later. The GTS will be right on the 911 Turbo's heels based on these numbers. How does 0-60 in 3.1 seconds sound? From a rear wheel drive car with a stated 420 horsepower? How about an 11.4 second 1/4 mile sprint at 123 miles per hour? As a reminder, Car and Driver got 0-60 in 3.3 seconds and a 1/4 mile of 11.6 @ 118.3 out of the Tiptronic 997.1 Turbo. Yes, the new Carrera S is quicker and faster. It's lighter too at 3363 pounds. Think about this, the lighter Carrera S with nothing more than bolt on modifications should be right with a 911 Turbo from a roll or at least close enough to where the 911 Turbo buyer no longer wants to be stock. Expounding on that line of thinking this is likely a 10 second car with just a tune. The new 991.2 models are an incredible performance value. It really does not even matter which flavor you get the motor in. The Carrera, S, and GTS will all be able to be tuned to heights that were once only reserved for the 911 Turbo models. Feel free to compare the 991.2 Carrera S test results to Car and Driver's 991.2 Carrera test results. The S is obviously quicker and faster thanks to more boost at 16 psi compared to 13 psi and a 2mm larger compressor wheel but the 991.2 models are phenomenally quick and a huge leap forward. The only downside seems to be the price. $140k as tested is a lot of money. Those Porsche options add up quickly. PRICE AS TESTED:$139,945 (base price: $107,650) ENGINE TYPE:twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection Displacement:182 cu in, 2981 cc Power: 420 hp @ 6500 rpm Torque: 368 lb-ft @ 1700 rpm TRANSMISSION:7-speed dual-clutch automatic with manual shifting mode DIMENSIONS: Wheelbase: 96.5 in Length: 177.1 in Width: 71.2 in Height: 51.0 in Passenger volume: 70 cu ft Cargo volume: 5 cu ft Curb weight: 3363 lb C/D TEST RESULTS: Zero to 60 mph: 3.1 sec Zero to 100 mph: 7.5 sec Zero to 130 mph: 12.9 sec Zero to 150 mph: 18.5 sec Rolling start, 5-60 mph: 3.9 sec Top gear, 30-50 mph: 2.4 sec Top gear, 50-70 mph: 2.4 sec Standing -mile: 11.4 sec @ 123 mph Top speed (drag limited, mfr's claim): 190 mph Braking, 70-0 mph: 142 ft Roadholding, 300-ft-dia skidpad: 1.04 g FUEL ECONOMY: EPA combined/city/highway driving: 24/22/28 mpg C/D observed: 19 mpg
    5 replies | 338 view(s)
  • VF-Engineering's Avatar
    04-24-2017, 10:54 AM
    VF Engineering and HEX Tuning understand that results matter. We take this to heart with every product we release by making sure thatour advertised gains are substantiated with dyno proven results. This ismade possible by the fact that we have not only ONE, but TWO purposelyselected in-house dynamometers that are used daily for development andtesting. (Foreground: M4 on Dynojet 2WD / Background: X6M on Mustang AWD) We also know that it's one thing to be able to make power on the dyno,and entirely another for that power to translate to REAL world performance. That's why all of our products are validated for real world use, not only on the dyno, but through data-logging and performance monitoring. At the end of the day we at HEX Tuning want to make sure that all of our customers get the results they are looking for, whether it be on the dyno or at the track. This is where our relationship with VBOX comes into play... Between Today and May 31st VF Engineering wants to give away(3) FREE Racelogic VBOX units to three lucky HEX Tuning customers, with (3) different ways to win! NEW Customers: Buy any Stage Level HEX Tuning software foryour BMW (F8X) M3/M4 between now and May 31st and you'll beentered to win. Existing Customers: Post a short review about your HEX Tuningequipped BMW (F8X) M3/M4 between now and May 31st and you'llalso be entered to win. BONUS Chance: Post a photo on Instagram of your HEX Tuningequipped BMW (F8X) M3/M4 between now and May 31st using thehashtags #HEXTuning and #WINaVBOX for your bonus entry to win! Entrants from each category will be entered into a drawing to win one of (3) FREE Racelogic VBOX units which will take place on Fri., June 2nd. Winners will receive their choice of the original Racelogic VBOX -Performance Box or the Racelogic VBOX Sport w/ suction cup mount. VBOX by Racelogic will be the only tool you need to prove that your HEX Tuning equipped BMW M3/M4 is the real deal when it comes to daily driven performance with the most consistent and reliable power on pump gas. The Racelogic - VBOX Performance Box and VBOX Sport will be your own personal drag strip, performance meter, lap timer, data logger and power calculator all in one sophisticated unit. Current HEX Tuning Pricing HEX Tuning Features ONLY: $895 HEX Tuning ZCP Power Level: $895 HEX Tuning Stage ONE: $1,095 EX Tuning Stage TWO: $1,195 HEX Tuning Stage TWO+: $1,295 (Plus Labor for ECU Removal and Reinstallation - No extra fee for "unlocking") All HEX Tuning Software includes the HEX Flash User Programing Cable for convenient port flashing capabilities, including switching between stock and performance modes, power level upgrades, updates, etc...Retail pricing includes your unlocked stock file, your chosen performance level file, and you VIN specific HEX Flash User Tool. All additional files are $100, or the difference in retail from your originally selected file. For more information, please feel free to contact us directly by PM, phone, or email. HEX Tuning / VF Engineering sales@vf-engineering.com 714.528.0066 ext. 404 For those of you who may be unfamiliar with the Racelogic VBOX here's a great video that demonstrates the features and the accuracy when compared at a proper drag strip.
    1 replies | 706 view(s)
  • Sticky's Avatar
    04-22-2017, 12:21 AM
    If you were a tuner, would you advertise a tune without proof? Probably not as it makes little to no business sense. Why even claim to have something you don't? To get people talking? To possibly sell something down the line? BoostAddict has not heard of TunerWerks and this is probably because rather than showing tuning results they just put up marketing pictures of claimed gains. It's the ECU Tuning Group strategy of tuning. Is 90 horsepower on top of the already stout 500+ horsepower Alfa Romeo Giulia Quadrifoglio 2.9 liter twin turbo F154 V6 impressive? You bet it is. Unfortunately, they seem to have pulled that number out of thin air. Prove it.
    4 replies | 194 view(s)
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