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  • Sticky's Avatar
    03-18-2015, 04:56 PM
    It is somewhat surprising it took this long to get solutions to air restriction woes with upgraded N54 OEM twins. The pictures, specifications, pricing, and dyno results were released by Vargas Turbo Technology for their silicone intake tubes last month but it is always nice to see results from other sources with the same product. BrenTuning shared a 2007 BMW E92 335i before and after with VTT Stage 2 turbos picking up nearly 70 wheel horsepower (note, this is not peak WHP but a peak gain) at redline with just the addition of the intake tubes and no additional tuning. That is a massive difference. BrenTuning states it is around ~90 wheel horsepower gained toward redline but it looks more in the 70 range to us. A real dyno session will better shed light on this. Keep in mind this graph is from a virtual dyno and additional tuning will accompany the intakes but this clearly highlights the backpressure issue and that the silicone intake tubes are removing a significant restriction. Also, the area in the powerband getting the most benefit is toward redline where it is badly needed:
    199 replies | 2961 view(s)
  • Sticky's Avatar
    03-07-2015, 03:51 PM
    The Motiv 750 kits keep putting up incredible numbers and what is truly impressive is that this car is not maxed out. This E92 335i BMW belongs to BimmerBoost member pobudz and he has shared his build process on the forum. The result is just under 700 wheel horsepower at 30 psi of boost. Here are the full specs: - MOTIV 750 Single Turbo Kit - MOTIV Port Fuel Injection System - Fuel-It Stage3+ Low Pressure Fuel Pumps - MOTIV Twin Disc Clutch - MOTIV AEM Tuning Hardware w/ MOTIV Calibration - COBB Tuning AccessPORT w/ MOTIV Calibration And the dynographs: @pobudz will be running this car in an upcoming roll on racing event and BimmerBoost looks forward to seeing how it does. Also expect 700+ wheel horsepower when they push the HTA3586 to the limit.
    128 replies | 8927 view(s)
  • Sticky's Avatar
    03-10-2015, 08:03 PM
    Very interesting race here between an N54 and N55. We have seen very big numbers from the Motiv kit including the camera car in the video which put down 695 horsepower to the rear wheels recently. The N54's have made power headlines for a while now but the N55's are coming into their own as recent Pure Turbos Stage 2 upgraded N55 dyno results show. Still, this is a massive power disparity between the cars so how is the N55 135i able to hang in so well? Well, first of all it has a DCT transmission. The shifting advantage is massive and it pays dividends. Additionally, the N54 is still being tweaked and was suffering from heat soak issues but it does pull up top as it should. With equivalent shift speeds or transmissions this would not be a contest. If you want to row your own gears of course it provides more vehicle interaction and fun factor. Some people prefer the highest performance option possible which is a DCT. Either way there are options depending on where you stand but if you want the fastest straight line car you likely should go with a dual clutch. It is also nice to see the N55's moving significantly forward after all these years being treated like the N54's red headed step child. Motiv 750 traps 157 this run Pure Turbos Stage 2 N55 traps 152: Subsequent run where the Pures Turbos Stage 2 takes a massive jump (it's called cheating) but gets reeled in:
    118 replies | 7301 view(s)
  • Sticky's Avatar
    03-13-2015, 02:54 AM
    For whatever reason very fast passes along with record breaking passes keep coming from the Yas Marina drag strip in Abu Dhabi this year. Here is a very impressive run by a built motor M156 W204 C63 AMG with the full gamut of Weistec Engineering Upgrades. The car has a 3.0 liter twin screw blower courtesy of the Weistec Engineering Stage III supercharger package. The car also features the 'bulletproof' Weistec transmission upgrade. Last but not least do not forget the M156 6.2 liter AMG engine is built using Weistec components. There are questions regarding the fuel used as well as the wheel/tire setup but 9 second performance from built motor Weistec supercharged M156 motors is nothing new. It's the benchmark. P.S. Can we get a slip instead of grainy video please?
    109 replies | 1552 view(s)
  • Sticky's Avatar
    03-09-2015, 11:44 PM
    Well, that was fast! It was only yesterday that BimmerBoost speculated pushing past 500 wheel horsepower and into new territory for the N55 would come this year and here we are a day later with a new N55 world record. Pure Turbos and BMS (Burger Tuning) have raised the bar for the N55 to 536 wheel horsepower. Also, 494.89 lb-ft of torque at the wheels or in other words just shy of breaking 500 lb-ft of torque at the wheels. This comes as a result of a boost increase from 20 psi to 24 psi with race fuel on the Stage 2 N55 Pure Turbos turbocharger and additional JB4 tuning by Terry Burger of BMS. The future looks bright for the N55. Hey Guys, Was able to get our 435 development car strapped down for a little testing. Per usual I'm short on time so I'll keep this fairly brief. This turbo works really well. So well that we're maxing out the high pressure fuel pump even with meth flowing! Might be time to work on port injection for the platform. Test car: 435i EWG automatic. Mods: JB4, PURE S2 Turbo, ER IC, CP, & DP, BMS Intake, and Meth single CM10 nozzle. Test notes: 1) Ran 50% race gas with the rest a mixture of 91 with a bit of E85 in it. With 100% race gas I think our fuel pressure would hold a bit stronger and we could push the boost a bit higher. 2) The JB4 EWG board has extra AFR target fuel control. But, due to the fueling limitations, we disabled it and ran the OEM air/fuel targets. More on this down the road. 3) We're not able to back end flash map F series cars yet. As a result timing would be higher than we'd like for this power level. To work around this we've developed a DIY circuit to lower the upper timing ceiling ~2 degrees across the board. We're going to suggest this for all larger turbo F series cars. I'll throw up a DIY post tonight or tomorrow. 4) I'm not sure if the transmission is going to be able to hold this power without a reflash to raise it's observed torque. We'll find out soon.
    50 replies | 5370 view(s)
  • Sticky's Avatar
    03-03-2015, 06:12 AM
    Cadillac is doing great things lately. They are rolling out high performance cars such as the ATS-V coupe and sedan which are aimed squarely at their German rivals. It is no secret that BMW M has been and is the benchmark in the class from a driver's car perspective. When you are on top others want to take you down and Cadillac apparently is trying to get attention by trolling BMW using their European Twitter feed. Is BMW doing this to Cadillac? No. BMW knows they are the standard so they could care less about Cadillac. Cadillac comes off looking desperate for attention from the German brands. They also are trying to put themselves in the conversation with M by trolling M. They need to remind people that the ATS-V is an M4 competitor by taking pictures with the M4. They are taking the time to go to M, not the other way around. This kind of thing can backfire (anyone remember how it backfired for Audi back in the day with their billboard calling out BMW?) and make a company look petty instead of professional. Cadillac does not have the performance or luxury pedigree of the Germans... yet. They are doing good things and should focus on that. Trying to get the Germans' attention by screaming for it just makes them look like they are not ready to play with the big boys. People should know the ATS-V is the M4 competitor on their own. If you have to yell to get in the conversation, you were never in it to begin with.
    23 replies | 8298 view(s)
  • Sticky's Avatar
    03-03-2015, 04:32 AM
    Those F-Series tunes sure spread out quickly didn't they? Everyone is trying to grab their piece of the pie and that is how this business works. Evotech of course is throwing their hat in the ring as well with some pretty impressive tune only numbers of 745 horsepower and 930 lb-ft of torque. Yes, those figures are at the crank. Fortunately they provided a dynograph or this network would not be bothering with this article as it often does not for tuners that throw out big numbers without any actual support. Uncorrected on a Dynojet the figures are 623 wheel horsepower and 777 lb-ft of torque at the wheels. That torque number is... well, it's crazy. It's much higher than anyone else and we certainly can not explain it. Other tuners are in the low 600 lb-ft of wheel torque range on a Dynojet. What is Evotech doing differently? What other supporting mods does this car have? We do not know. We only know that they state they are using 95 octane fuel and their Stage 2 flash. Their crank ratings may be a bit high as using 15% loss numbers (which is flawed anyway as it inflates output) puts the torque figure at 914 lb-ft and the horsepower at 732. Regardless, we are seeing some very big numbers out of the S63TU and it is just getting warmed up.
    14 replies | 8411 view(s)
  • Sticky's Avatar
    03-19-2015, 07:13 PM
    In November of last year Motiv became the first N54 tuner to break into the 800's and also set the N54 power record at 829 rear wheel horsepower on a Dynojet. That car featured the Motiv 900 turbo kit, port fuel injection system, AEM EMS, and of course their single turbocharger N54 conversion kit. Now, what is interesting here is the AEM computer is not being used. Motiv is stressing that the tuning setup in particular is important for this 861 rear wheel horsepower figure. This of course implies that the Haltech Platinum Sport 1000 is better suited to tuning. The reason the AEM was not used though is that the owner already had the Haltech unit. Still, the results using it and the stock DME stacked with Cobb are impressive. It is important to note as well that this a customized Fftec single turbo kit on the stock internal N54. So, although Motiv is involved in the tuning MK Performance changed the Fftec setup to a bigger turbocharger. That makes the record somewhat tricky to attribute to a single source and we do not need to do that. Everyone involved can share the spotlight like professionals. Certainly an interesting development though. Motiv: "The Platinum Sport 1000 was setup to control boost and secondary fueling. Josh's car is running the Fuel-It Stage3+ pump and the MOTIV Level 2 Port Fuel Injection System running straight e85."
    62 replies | 1305 view(s)
  • Sticky's Avatar
    03-20-2015, 03:21 PM
    Magazine test numbers are becoming useless. Nevermind the fact some manufacturers like Ferrari hold magazines hostage if the numbers do not show what they want some of them just flat out cheat. Have you ever heard of press files being used in magazine test cars? What it means is that the car being tested is not the car you will be buying. BMW apparently had several press files for the F10 M5. This all really started with the turbo era as you could not play around with output using software back in the naturally aspirated M era the way you can now. So, some manufacturers turn up boost and disable certain safeguards (limp mode) in the ECU and send the car to be tested. It's a press beater car anyway so they do not care what happens to it. It makes sorting out what is real and fake incredibly difficult. For example, the fastest Lamborghini Huracan in the world runs the 1/4 mile in 10.59 @ 129.12 on a 1/4 mile drag strip. That is an aftermarket ECU tuned example mind you. So how does MotorTrend get 10.6 @ 132.8 out of it? What about Car and Driver's 10.4 @ 135? Somehow real world results on the drag strip do not match the magazines. This latest test is no exception as 12.0 @ 119 is indeed silly quick. That is not to say the F80 M3 and F82 M4 DCT can not replicate these numbers stock as they can. In negative density altitude with race gas. So owners need great weather and race gas to match Car and Driver. Or is it more likely that Car and Driver is not testing on a drag strip (they aren't) thereby inflating their numbers? Is it also possible BMW might be passing around press files again? Is it a combo? Who knows, but it is becoming increasingly difficult to trust magazine times as a realistic representation of what you can achieve yourself in the exact same car. P.S. For those interested in DCT vs. manual transmission discussion Car and Driver ran 12.3 @ 116 in their manual F80 M3 test car. P.S.S. The transmission isn't an automatic Car and Driver. Specifications VEHICLE TYPE:front-engine, rear-wheel-drive, 5-passenger, 4-door sedan PRICE AS TESTED:$84,325 (base price: $65,850) ENGINE TYPE:twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and heads, direct fuel injection DISPLACEMENT:182 cu in, 2979 cc Power: 425 hp @ 7300 rpm Torque: 406 lb-ft @ 1850 rpm TRANSMISSION:7-speed dual-clutch automatic with manual shifting mode DIMENSIONS: Wheelbase: 110.7 in Length: 184.5 in Width: 73.9 in Height:56.1 in Passenger/cargo volume: 96/12 cu ft Curb weight: 3613 lb C/D TEST RESULTS: Zero to 60 mph: 3.8 sec Zero to 100 mph: 8.5 sec Zero to 130 mph: 14.5 sec Zero to 160 mph: 25.8 sec Rolling start, 5-60 mph: 4.5 sec Top gear, 30-50 mph: 1.9 sec Top gear, 50-70 mph: 2.7 sec Standing ¼-mile: 12.0 sec @ 119 mph Top speed (governor limited): 163 mph Braking, 70-0 mph: 153 ft Roadholding, 300-ft-dia skidpad: 0.99 g FUEL ECONOMY: EPA city/highway driving: 17/24 mpg C/D observed: 20 mpg
    55 replies | 1936 view(s)
  • Sticky's Avatar
    03-03-2015, 02:16 AM
    Congratulations are in order to Burger Tuning! 136 miles per hour is where the BMW N54 trap speed record stands. This was achieved at the Famoso drag strip in Southern California by the BMS 135i test car running a JB4 and Motiv single turbo kit on a stock internal N54. There are still issues to work out and as the 60 foot indicates the launch needs some work for an impressive ET. Once @Terry@BMS sorts the issues out a good launch on high boost should finally propel the N54 into the 140+ trap speed range (and maybe the 9's?). For now though 136.43 miles per hour is officially the fastest N54 trap in the all the land. More details in the words of @Terry@BMS below. Terry@BMS: I was able to attend a track day at Famoso raceway today. The scheduled start time was 9am but that got pushed back due to a rain delay. It was around noon before we got to do any runs. I decided to race our 135i with the new MOTIV 750 kit today and just go for traps. To that end I ran on the normal 245/45/17 555Rs and just launched the car in 2nd gear with boost capped at 12-15psi. Logs on the dyno looked great fueling wise but as soon as I started doing runs at 26psi at the track, a problem became apparent. The low pressure pump was not keeping up. So I wasn't able to do any high boost runs as I had originally planned. As the day went on fuel pressure got worse and worse. Still, managed a respectable 136.4mph trap speed. I've attached the log of the run so you can see how bad the fuel situation was. It actually did a map4 switched right at the cones so I may have gone a bit faster had the pressure hung on a bit longer. After this run, I decided to pack it up and head home. Only to my surprise, after parking the car, it wouldn't start. An hour of diagnostics later I figured out both my inline 255 & my fuel pump controller shorted out. Luckily I was able to hotwire the primary pump with some spare wire to get the car home under its own power. I've got a Fuel-It Stage3 bucket in the garage that will go in and I'll have to probably order another controller. Anyway next time, whenever that is, I should be able to run enough boost to hit 140mph. I figure it will take 32psi. Then I'll strap on the Hoosier slicks and start working on the launches.
    45 replies | 2728 view(s)
  • Sticky's Avatar
    03-13-2015, 06:52 PM
    The Lexus IS-F. We like to joke that it should be called IS-Fail. That really kind of summarizes the feeling of this network on the entire 'F' Performance line from Lexus. The IS-F is basically just an IS with a V8 thrown in it from the larger Lexus sedans. Comparing the Lexus 5.0 L 2UR-GSE V8 to the BMW S85 V10 under the hood of the E60 M5 is frankly insulting to the S85. The S85 revs higher, makes over 100 hp per liter stock, has two more cylinders, has a far better looking powerband, is stronger tuned or stock, and has won 10 International Engine of the Year awards (more than any other BMW motor). The Lexus/Toyota V8 engine hasn't won an award and frankly is flat out inferior to M's best. Think what you want of that Lexus fanboys it's the truth. This race is over before it begins. The IS-F can not hang with the E60 M5 top end especially when tuned. The IS-F may have the same displacement as the E60 M5 but clearly BMW M produces horses of higher caliber naturally aspirated breeding. Maybe one day we will be able to take Lexus 'F' seriously as a performance brand. Considering the latest RC-F is getting destroyed by the F80/F82 M3 and M4 that will not happen any time soon. Especially when Lexus keeps trotting this dated 5.0 liter V8 engine out against modern German boosted competition. Stop wasting our time Toyota. Fail.
    27 replies | 4082 view(s)
  • Sticky's Avatar
    03-05-2015, 04:22 PM
    Evotech raised some eyebrows with massive torque claims from their Stage 2 S63TU ECU flash tune. Tune only they claimed 777 lb-ft of torque at the wheels. That number is now over 800 lb-ft at the wheels (1090 newton meters) with additional tuning and bolt on modifications. The extent of the modifications to this F13 M6 is unknown. A Gruppe M carbon air intake system is clearly visible and one would assume for 803 lb-ft of torque at the wheels exhaust modifications are necessary. It certainly would be nice to get a list of the full specs. Regardless, the numbers show 673 horsepower at the wheels and 1090 newton meters of torque at the wheels. How Evotech is getting such absurdly high torque figures is anyone's guess.
    23 replies | 4611 view(s)
  • jputtho2's Avatar
    03-21-2015, 03:49 PM
    Just the other day a new N54 horsepower record was announced. Some confusion arose as to what turbo kit, what modifications, and whose tuning was employed on the car. The owner of the car came on BimmerBoost to share the details of his build. What better source for details than him? Congratulations to @jputtho2 and we appreciate his additional insight below: First off, I owe HUGE thanks to Jake and the guys at Motiv Motorsports with all of their help with pointers on the tuning side of this and the very high quality products they offer. Also Huge thanks to Chad and Ryan Modified by KC who did the install and tuning on my car. Mike and Aaron and the guys at FFTEC for a very well made turbo kit, and last but not least Steve at Fuel-It taking care of me and my last minute change to the Stg 3+ lpfp! I wouldn't have been able to do this with my life's schedule being so busy with my rapidly growing business and my family. Anyone that knows me knows I'm extremely anal about my cars and in fact was the first time in 10 years that I have trusted someone to work on my cars other than myself. (My cars prior I did all of the assembly, fab work, tuning, etc). This setup is fairly simple as far as mods go and can be replicated easily now that there is a growing support in this community of quality vendors such as the ones I listed above. It's a 100% stock unopened 64k mile long block. It's what I consider a bolt on car. Still has every single creature comfort as one that came from the factory minus the windshield washer reservoir. Well the reservoir is still there the full neck is removed but A/C, heat, cruise, Nav, etc, etc, is still all there and functional. Fuel was 100% e85. To be exact it was e70 winter blend from the pumps that I blended e98 in to bring it up to ~e82. The pumps here should be switching to the summer blend e85 here in a month or so. Injector duty cycle on the port injection was 80% and I can't remember exactly what the DC was for the direct injection but it was roughly the same. I would say its safe to assume 900whp on 100% e85 with this fuel system isn't an issue. MODS: - FFTEC twin scroll Top Mount Precision billet dbb 6466 T4 1.0ar divided, twin Tial MVS WG's - Motiv Motorsports PI-1000 kit - Fuel-It "Hulk"Stg. 3+ lpfp - Cobb AP (Controls the DME/DI) - Haltech Platinum Sport 1000 (controls the PI and boost) - Custom harnesses made by Chad at Modified by KC - Clutchmasters FX850 twin disc - VRSF 7" IC - VRSF charge pipe - Tial Q bov - 4" to dual 3" exhaust The final number was 861whp at 250-255KPA or a peak of 36psi. We were having interference on the rpm pick up for the dyno so I'll post two graphs, one over vehicle speed and the other with engine speed but the engine speed is going to be pretty erratic due to the interference on the pick-up and lost signal. Exact TQ is unknown on the 800+ pulls because of this. It's around 750-760wtq which is low because we had to ramp boost in to keep torque lower due to a "Too Much Torque" limp mode if we gave it all right away on basically anything over 775whp. Otherwise, following what it was was making for tq I would guess it would be around 800wtq and spool would have been about 300-500rpm quicker. The car has A LOT more left in it and this number can easily be broken. My goal today was to make big power but also be able to enjoy after the dyno. I plan on pushing it again this winter until I run out of turbo or the motor lets go and then it'll be a fully forged bottom end, possibly a Motec m142 to simplify the tuning side, and try and do something with the head to make it more rev happy because it really could use another 500-1000rpm. I wouldn't be surprised if the n54 could handle 900-915whp stock. For how long though is the question. I didn't want to be the test mule for the limits of the motor right now. Anyway, we made I think 75-80 pulls on e85 alone, half of those were well over 700whp and I think 5 pulls over 800whp (805, 813, 832, 858, 861). Pull after pull it just wanted more and never showed any signs of slowing up. Here is the 861whp and 832whp graph over vehicle speed. We did make an 858whp pull but the boost control was unhappy bouncing all over hitting target then falling on it's face. This is the 861whp graph with tq reading over engine speed and also showing the dyno losing signal because of the RF interference with the pick-up lead. And then same graph over vehicle speed showing the erratic tq readings again from the reason above. Here is the video of the 861whp pull. (excuse the mismatched wheels, I have new DPE wheels that I was waiting till after the dyno to put on)
    35 replies | 2067 view(s)
  • Sticky's Avatar
    03-18-2015, 05:32 PM
    We have 20-25 years left of enjoying motoring. Tops. Not only will electric drivetrains dominate the landscape you will not even be driving them. You will be a passenger. Your car will become a connected appliance rather than a tool can serve multiple purposes including one of the major aspects a car can provide: FREEDOM. Freedom to move about how you want when you want where you want to. Sure, there are rules but a car at one time represented suddenly having a much larger world available to you. Plus, come on now, does anyone really need to be reminded of the first time they put the pedal down all the way and gingerly exceeded the speed limit? Kind of fun, wasn't it? You will not be able to replicate that experience again but the sad thing is neither will future generations. The thrill of the automobile? It will become as thrilling as the new Iphone. Maybe as thrilling as installing a new version of navigation software. This network already touched on this topic two years ago when Audi stated they intend to incorporate autonomous driving into cars by 2016. That's next year people. The entire driving experience is changing and it is not necessarily for the better. The manual transmission is on life support. Internal Combustion Engines are being regulated into oblivion. Hybrid drivetrains are on the rise. Manufacturers even are piping in artificial sound because the motors are getting so quiet to try to make the driving experience as visceral as it once was. Even just having a slight rumble when you move your right foot will soon be gone unless you program the audio system to replicate it. It's not far fetched and Elon Musk gets it: "I don't think we have to worry about autonomous cars, because that's sort of like a narrow form of AI. It would be like an elevator. They used to have elevator operators, and then we developed some simple circuitry to have elevators just automatically come to the floor that you're at ... the car is going to be just like that. It's too dangerous. You can't have a person driving a two-ton death machine I think it is important to appreciate the size of the automotive industrial base. There's 2 billion of them. Moving everything to autonomous vehicles would take 20 years." The public will be sold on the safety of it and considering it will be much more convenient to simply get in a car and tell Siri (or Cortana or whomever wins that battle) the destination while sipping on a Starbucks latte. Computers can make more precise calculations, do not suffer from fatigue, and do not get intoxicated. There is simply no way to win this battle. The argument would have to be one based on freedom and I think we all already know the populace will sacrifice their own freedom for safety in today's age. So, enjoy it while you can. Enjoy being in control. Because soon you will not be. It's for the greater good, isn't it? <blockquote class="twitter-tweet" lang="en"><p>To be clear, Tesla is strongly in favor of people being allowed to drive their cars and always will be. Hopefully, that is obvious.</p>&mdash; Elon Musk (@elonmusk) <a href="https://twitter.com/elonmusk/status/577946471804235776">March 17, 2015</a></blockquote> <script async src="//platform.twitter.com/widgets.js" charset="utf-8"></script> <blockquote class="twitter-tweet" data-conversation="none" lang="en"><p>However, when self-driving cars become safer than human-driven cars, the public may outlaw the latter. Hopefully not.</p>&mdash; Elon Musk (@elonmusk) <a href="https://twitter.com/elonmusk/status/577946893646364673">March 17, 2015</a></blockquote> <script async src="//platform.twitter.com/widgets.js" charset="utf-8"></script>
    20 replies | 3890 view(s)
  • Sticky's Avatar
    03-18-2015, 04:13 PM
    AMG M133 engine tuning has been dominated by piggyback tuning options. The ECU proved problematic for tuners early on (as most modern German ECU's do with OEM's clamping down) but we now can enjoy multiple flash options for the motor that will only continue to progress as flash tuning is further refined. The Weistec Engineering tune is available by itself or as a part of their Power Package 2. The package includes previously released M133/CLA45 AMG products including their anti-surge valve as well as their downpipe, midpipe, and heat shield. The tune is optimized for those supporting modifications so if one wants the full Weistec M133 catalog and the tuning to accompany it the Power Package 2 is recommended. The difference on 91 octane is substantial with the car going from 334 horsepower to all four wheels to 401 at the wheels. Torque jumps up by a huge 128 lb-ft at the wheels. The Weistec tune is available by itself but we do not have a tune only dyno. Obviously to maximize the tuning gains the downpipe and midpipe are recommended. The tune by itself retails for $1699.99: http://weistec.com/all/cla/cla-45/2014-present-c117-m133/a-class-ecu-tuning/m133-ecu-upgrade.html The Power Package 2 is $3899.99: http://weistec.com/media/catalog/product/cache/1/image/9df78eab33525d08d6e5fb8d27136e95/m/1/m133_power_package_2_3.jpg This is not where things end for Weistec regarding M133 tuning. Expect more to come but over 400 wheel horsepower on 91 octane from a 2.0 liter factory four-cylinder with bolt on modifications says a lot about the current state of the tuning market and how AMG is attacking on all fronts.
    47 replies | 781 view(s)
  • Sticky's Avatar
    03-08-2015, 10:54 PM
    This is very interesting news if the unnamed source supposedly tipping off Car and Driver is credible. Back in 2013 before the F82 M4 even launched rumors swirled about a hardcore F82 M4 model that would be a CSL/GTS successor. This contradicted previous reports from BMW themselves that there would not be a M4 CSL/GTS. Well it seems that BMW will celebrate their centennial with a very special F82 M4. Like the CSL and GTS models that came before it expect the suspension and aerodynamics to be tweaked for track duty along with some weight stripped out. The F82 M4 GTS may actually hit that 3302 pound curb weight target that BMW missed. The big piece of news though is that BMW is expected to fit a factory water injection system. Most avid BimmerBoost readers are aware of the benefits of water injection and many run water/methanol injection systems themselves. This helps cool the charge and raise octane. It is a nice safety measure for tuned motors as well. An OEM system would be excellent as nobody in the aftermarket will be able to match BMW's own resources for integrating a water injection system into their own car. If the information is accurate this model is expected to make its debut at the Pebble Beach Concours in August. Keep in mind BMW is already running an S55 water injection system in their F82 M4 Moto GP safety car so it already exists. In that vehicle it features a 3 gallon reservoir. That safety car may provide an early preview as to what is in store for the production M4 GTS. Source
    7 replies | 4948 view(s)
  • Andrew@activeautowerke's Avatar
    03-13-2015, 01:21 AM
    Active Autowerke has been in the business of BMW performance for over 30 years. One of our specialties includes developing BMW software that brings your BMW’s performance to new heights. We are happy to introduce our newest addition to our BMW software line-up, the Active-8 Tuning Box. With this direct plug-in BMW performance part, you can expect to experience 37+WHP gains and 54+ft-lbs of torque. What puts Active Autowerke ahead of the competition? Rest assured when you choose Active Autowerke, you are getting a 30+ year of experience guarantee. Our software engineer Karl Hugh has been playing with power for as long as he can remember and only develops the best in BMW software. The price is hard to beat as well. Here at Active Autowerke, our mission is to get every BMW owner to start playing with power. That is why we are introducing our Active-8 Tuning Box at a reasonable price. Active Autowerke BMW Software Installation Installation couldn’t be easier. Our Active Autowerke Active-8 Tuning Box installs in about an hour and is easily reversible just in case you have a change of heart. Like any Active Autowerke BMW software installation, the process itself is very simple. Just purchase the tune, and the box comes along with it so that you can easily plug it into your BMW’s ECU wiring harness. Our Active Autowerke Tuning Box Benefits More than just an aesthetically appealing accessory, our Active-8 Tuning Box serves many purposes. Our box becomes the new brain of your BMW’s ECU making factory settings a thing of the past. Our Active-8 Tuning Box works exclusively with the N20/N26 engine to optimize performance. Improved overall drive ability, fuel economy and unleashing the true capability of the N20 engine. It is also sealed to withstand any sort of weather conditions that might damage your precious BMW software. The Active Autowerke Guarantee As we mentioned before, we have 30+ years of experience under our belt to guarantee the best in BMW performance standards. We are confident that you will be satisfied with our product, so much so that if you are not satisfied with our product you can send it back within 30 days and get your money back! That’s right, if you aren’t impressed with our Active-8 Tuning Box, you have 30 days to return it and get your money back. Performance Specs: HP Gains: 37+ WHP over stock configuration Torque: 54+ ft-lbs of torque Features: -Included bracket for discreet installation -Waterproof housing -No wire splicing -Easy to install
    12 replies | 3815 view(s)
  • Sticky's Avatar
    03-08-2015, 02:29 PM
    It is nice to finally have some performance numbers for the GAD W204 C63 AMG Black Series with an M157 twin turbo 5.5 liter V8 swap and 4Matic all wheel drive. We have seen the car demolish a Porsche 991 Turbo S from a roll and the 142.39 miles per hour trap speed explains why that happened as it is over 13 miles per hour higher than what the 991 Turbo S is capable of stock. GAD did not just stop at swapping in the AMG M157 5.5 liter twin turbo V8 in lieu of the naturally aspirated 6.2 liter M156 but they also added a Mercedes 4Matic all wheel drive drivetrain. That allows the C63 to hook up well off the line with all that turbo torque as evidenced by the 1.65 60 foot time. As far as modifications to the M157 it features GAD upgraded turbochargers: We do not have exact horsepower or torque figures but something around 750+ horses and 800+ lb-ft of torque is likely the range. Performance like this certainly should make AMG fans wish that Mercedes stuck the M157 in lighter chassis' than the factory offers like this W204 C63 for example. A 9 second all wheel drive twin turbo 5.5 liter V8 C-Class is just awesome.
    36 replies | 1077 view(s)
  • Sticky's Avatar
    03-06-2015, 10:28 PM
    Bending an S65 V8 rod like this is hard to do. The factory connecting rods are forged and designed to handle high rpm stress. It was not RPM or too much torque that killed this rod however. The engine swallowed a bit of water and the result is what you see below. It goes to show that you can have very strong parts but things can still go wrong that have nothing to do with the tune or metals used. Thank you to VAC Motorsports for the pictures:
    7 replies | 4145 view(s)
  • Sticky's Avatar
    03-17-2015, 04:32 PM
    Funny how Red Bull was not threatening to quit Formula 1 when they were on top and dominating, eh? Actually, Red Bull's threat to quit comes off as kind of pathetic. Maybe they have spent too much time around Ferrari as we expect that kind of behavior from the Italians when they do not get their way. Red Bull Racing though? Come on, grow up and compete. Yes, Mercedes-AMG dominated the 2014 Formula 1 Season. Yes, they started this year with a 1-2 victory this past weekend. So instead of improving and beating Mercedes-AMG Red Bull has threatened to quit unless rule changes are made. Boo hoo too bad Red Bull, quit whining. It should not take rule changes to curb the supremacy of the AMG motor. It should take better engineering from the other engine suppliers. Either beat the Mercedes PU106A hybrid powerplant or use Mercedes-AMG as an engine supplier if you need to. If Mercedes-AMG is on top it is because they earned it. There was a time where Red Bull Racing dominated Mercedes-AMG. It seems Red Bull does not know how to handle being on the receiving end. Just a tad childish. Just a tad. Keep in mind Red Bull is under contract until 2020 with Formula 1. So this is just one of those things to put pressure on Formula 1 to change the rules. Red Bull Racing advisor Helmut Marko: "We will evaluate the situation again as every year and look into costs and revenues. If we are totally dissatisfied we could contemplate an F1 exit."
    30 replies | 1403 view(s)
  • Sticky's Avatar
    03-10-2015, 05:08 PM
    BimmerBoost does not focus too much these days on the E36 and older BMW's but it is always nice to revisit the cars and motors that got us to where we are today. There was a time where 292 naturally aspirated horses out of the S52 was thought to be impossible. Motorsport Connection in North Carolina built this S52 motor with 11.5:1 compression pistons (same compression as the factory E46 M3 S54), aftermarket cams, and the Miller War chip is used for tuning. The result is 292 horsepower at the wheels and 242 lb-ft of torque. Just shy of 300 naturally aspirated horses and absolutely perfect for an E36 track car like this one.
    3 replies | 4616 view(s)
  • Sticky's Avatar
    03-05-2015, 03:40 AM
    It is harder and harder to stand out with aftermarket wheels these days. The problem that arises is trying to do something different without going too far. With a car like a BMW F10 M5 you do not want to take away from the refined German design by going overboard with 'look at me' wheels. Gold wheels certainly run the risk of being too much but the result here with this blue M5 is being different while still keeping it classy. The blue on gold just works. If the owner wants to make it even better tinting the windows is a good place to start but basically all the details are done right. The calipers are blue matching the paint color of the vehicle and the car is lowered just enough. The blue and red HRE centercap also ties the paint color and lights together. It may be too much for some or just right for others. Where do you stand?
    5 replies | 4081 view(s)
  • Sticky's Avatar
    03-08-2015, 03:56 PM
    For quite some time now the N54 has dominated the E9X tuning market. The N55 gets far less attention. There are reasons for that such as the N54 being on the market longer and the also that the N55 is used in the F-Series BMW's which for some time could not be ECU tuned as the computer was not cracked. Well, times are changing and the N55 is slowly moving into its own. It obviously still trails the N54 but as the Pure Turbos Stage 2 turbocharger upgrade shows things are progressing on the N55 front. How does 487 wheel horsepower and 457 lb-ft of torque at the wheels at only 20 psi of boost grab you? Not bad right? This is still a long way off from a big aftermarket N55 single turbo kit but the modified OEM housings are showing some nice results. Maybe 2015 will be the year that the N55 pushes well past 500 wheel horsepower.
    1 replies | 4547 view(s)
  • TTFS's Avatar
    03-17-2015, 03:26 PM
    TTFS is proud to announce in the very near future we will be offering map switching for our MSS54|MSS54HP (E46 M3) market. This is a product announcement thread to get the community's feet wet on some new projects we have in the works. Without going into extreme detail the map switching will allow switching between 2 maps on the MSS54 ECU and switching between 5 maps on the MSS54HP ECU. Switching between maps will be done while stopped through the cruise control. The map you are in will also be displayed on the instrument cluster. You will default to the last map you were on when you first turn your vehicle on similar to Sport button memory. If you have the MSS54HP ECU for example you can set your maps for stock map, 91 octane, 93 octane, valet, and so on. You choose what you want your maps to be. Again this is an announcement thread. We may add to this and/or change some things as we get ready to release this feature. We will update this thread with information, pictures, and videos as we have it available. E85 Conversion Kits TTFS is also proud to announce our E85 conversion kits for the MSS54|MSS54HP NA and FI markets. TTFS will be offering a kit which consists of a TTFS E85 compatible fuel pump and hose for NA vehicles. The stock fuel injectors will remain for the NA kits. NA E85 Kit The kit for the FI vehicles is identical to the NA kit the only difference is the FI kit will have larger fuel injectors. FI E85 Kit TTFS is announcing the E85 conversion kits along with the map switching at the same time because they go hand in hand. One of the maps you can set to is E85. This is especially nice for those of you who would like some extra power but may not necessarily want it all the time. For example for the consumers that track there vehicles. This extra power at the track would be a huge plus. Especially CA residents who do not have the option of 93 octane. The TTFS conversion kit is not limited to E85 fuel only. You can run race fuel with this set up and also select that as one of your maps. The possibilities are great with these two projects we are working on. We will have dyno graphs in the near future for you to see the delta from 93 octane to E85. Stay tuned!
    16 replies | 2507 view(s)
  • Sticky's Avatar
    03-09-2015, 03:20 PM
    Tuned S63TU torque figures have become a point of contention in the past couple weeks. A certain tuner is showing some insane torque figures with Stage 2 ECU flash tuned S63TU motors. Miami Tuning Group recently released their Stage 2 tune and here are their torque figures at wheels on a Dynojet. The stock F13 M6 shows 499 lb-ft at the wheels. The MTG (Miami Tuning Group) Stage 1 tune for the S63TU shows a peak of 594 lb-ft of torque at the wheels. The Stage 2 tune increases this torque output figure to 614 lb-ft at the wheels in combination with catless downpipes. Now what about horsepower? The Stage II tune with catless downpipes shows 611.69 horsepower at the wheels compared to 588 for the Stage I. These graphs and figures are a realistic real world representation at the wheels on a Dynojet. We thank Miami Tuning Group for their transparency.
    0 replies | 4593 view(s)
  • Sticky's Avatar
    02-26-2015, 05:25 PM
    Here we finally are, the new second generation Audi R8 based on the Lamborghini Huracan platform. The R8 is very much a reskinned Huracan and shares the same drivetrain including the naturally aspirated and direct injected 5.2 liter V10 engine as well as the dual clutch transmission sending power to all four wheels. The standard R8 V10 has an output of 540 horsepower and 398 lb-ft of torque. The R8 V10 Plus increases output to 610 horsepower and 413 lb-ft of torque essentially matching the Lamborghini Huracan. As the standard V10 and V10 Plus share the exact same engine one can save some money and simply get some software to get the increased output if they wish. The new R8 is lighter, wider, and lower to the ground. The new aluminum chassis shaves roughly 110 pounds from its predecessor. Less weight along with a lower center of grabity should considerably improve track performance. The styling is evolutionary. The average person might not be able to tell the difference between the first generation and second generation cars. The new R8 certainly looks more aggressive and the more sharply angled headlight design gives it bit of a meaner look. Overall it is exactly what we expected and that is not a bad thing. Expect a V8 and all electric E-Tron version to come later. Ingolstadt, 2015-02-26 Audi presents the new R8: The sporty spearhead just got even sharper - The second generation of the high-performance sports car makes its debut in Geneva - 5.2 FSI engine with up to 449 kW (610 hp), 0 to 100 km/h (62.1 mph) in 3.2 seconds - New multimaterial Audi Space Frame with high proportions of aluminum and CFRP No model with the four rings is closer to motorsport, none is more striking and more dynamic: at the Geneva Motor Show, Audi is presenting the second generation of its high-performance R8 sports car. The V10 mid-engine and a newly developed quattro drive ensure breathtaking driving performance, especially in the top-of-the-range version with 449 kW (610 hp): achieving 0 to 100 km/h (62.1 mph) in just 3.2 seconds, its top speed is 330 km/h (205.1 mph). A high-revving mid-engine with superior performance, a consistently lightweight construction concept and an extremely dynamic chassis with quattro drive system and fully variable torque control – this is what makes the R8 the sporty spearhead of Audi. The high-performance sports car has been newly developed from the ground up – it is more taut, more striking and more fascinating both on the race track and on the road. "Motorsport is in Audi's genes, it has always been a permanent feature of our brand's character," says Prof. Dr. Ulrich Hackenberg, Board Member for Technical Development at Audi. "With the new Audi R8, our engineers are bringing accumulated racing expertise from the race track onto the road. No other model of ours evokes more dynamic emotion. The new R8 V10 plus is therefore the most powerful and fastest series-production Audi of all time." Thanks to the close cooperation between racing engineers, racing drivers and developers, the Audi R8 has seen a clear performance increase – this benefits both the series production car and the R8 LMS developed on the basis of this. The engines: 10 cylinders in two versions The 5.2 FSI is available in two versions: one with 397 kW (540 hp) and another sporting 449 kW (610 hp). The range-topping model accelerates in a mere 3.2 seconds from 0 to 100 km/h (62.1 mph) and keeps going to its maximum speed of 330 km/h (205.1 mph). The sound of the freely aspirated V10 engine, whose maximum torque is available at 6,500 rpm, has become even fuller and sharper. A 7-speed S tronic transmission and a newly developed quattro drive system transmit the power to the road. The distribution of the drive torque adapts to the respective driving conditions – in extreme cases, 100 percent of the torque can be transmitted to the front or rear axle. The new performance mode in the Audi drive select dynamic handling system enables adaptation of the most important ride dynamics parameters to the friction coefficient of the road. Lightweight construction: only 1,454 kg (3,205.5 lb) dry weight The top model R8 V10 plus has a dry weight of 1,454 kilograms (3,205.5 lb). Despite a lot of extra equipment and greater rigidity, the new Audi R8 weighs up to 50 kilograms (110.2 lb) less than its predecessor. The multimaterial Audi Space Frame (ASF) ensures low weight and optimum axle load distribution. The combination of aluminum and carbon fiber reinforced plastics (CFRP) in the Audi Space Frame opens up new dimensions with regard to weight, rigidity and crash behavior. The aerodynamic underbody which integrates a long diffuser boosts downforce. The chassis, too, with its double wishbone suspension demonstrates how close the new Audi R8 is to motorsport. Design: flat, wide, muscular The design reflects the powerful sporty character of the R8. A visual distinguishing feature which also provides enhanced safety comes in the form of the standard LED headlights. For an extended field of vision and more brightness, Audi offers the laser spot for the high beam as an option – complemented by the dynamic turn signals at the front. Dynamic turn signals are standard at the rear. In the new Audi virtual cockpit, the displays are digital. The most important controls are grouped together in button clusters on the steering wheel, also known as satellites. In the interior, the driver has the impression of sitting in a race car. The air conditioning controls emphasize the simplicity of the control panel with its floating effect. MMI navigation plus with MMI touch is standard. Sales of the new Audi R8 start in summer 2015. Prices are 165,000 euros for the R8 V10 and 187,400 euros for the top-of-the-range version R8 V10 plus. New factory for quattro GmbH: production at the "Böllinger Höfe" site The new Audi R8 is produced at a new quattro GmbH production site that was specially built for the sports car – the "Böllinger Höfe" site in Heilbronn. An elaborate manufacturing technique ensures that Audi-typical quality is produced. Specialists: the Audi R8 e-tron and Audi R8 LMS The second generation of the Audi R8 forms the basis for more models. The latest evolutionary version of the electrically-powered high-performance R8 e-tron sports car achieves a performance figure of 340 kW and a torque of 920 Nm (678.6 lb-ft). It sprints from a standstill to 100 km/h (62.1 mph) in 3.9 seconds. Thanks to new battery cells, the range could be more than doubled compared to the first version of this technological wonder – it is now more than 450 kilometers (279.6 mi). The new Audi R8 LMS race car was developed based on the new GT3 regulations due to come into effect worldwide from 2016. This year it will already be put through its paces at the factory. Despite massive performance increases, around 50 percent of its components are the same as the series-production car. The new Audi R8 The R8 is the dynamic spearhead of Audi. In its second generation, the high-performance sports car has been newly developed from the ground up – it is more taut, more striking and more fascinating. The high-revving V10 engine is available in two performance variants. In the top-of-the-range version with 449 kW (610 hp), it develops breathtaking power. "Motorsport is in Audi's DNA, it is part of our brand's character," says Prof. Dr. Ulrich Hackenberg, Board Member for Technical Development at Audi. "With the new R8, our engineers are bringing accumulated racing expertise from the race track onto the road. No other model of ours evokes more dynamic emotion, none is closer to a race car. The new R8 V10 plus is the most powerful and fastest series production Audi of all time." The mid-engine principle used for the Audi R8 is not only a classic concept in motorsport but also an important piece of Audi tradition. The powerful engines were located in front of the rear axle even in the Grand Prix race cars brought to the start line by Auto Union in the 1930s – a revolutionary step at the time. In 2000, Audi won the 24-hour Le Mans endurance race with the LMP R8 prototype for the first time. By 2005, the car which provided the name for today's series-production high-performance sports car had secured five overall victories at the Sarthe – the name chosen for the road version of the super sports car from Audi, R8, indicates the technological relationship between the two winners. As the R8 LMS, the Audi R8 is also highly successful in customer racing. The basis for its success: motorsport was part of the development strategy from the very beginning. In 2009, the R8 LMS customer racing race car began its success story which would lead it to more than 190 victories and 23 championship titles worldwide. Technically speaking, it is closely related to the road version of the sports car with around 50 percent of the same parts. Up to 449 kW (610 hp): the two V10 engines The new generation of the Audi R8 utilizes the latest development of the ten-cylinder engine. With its spontaneous throttle response, quick revving up to 6,500 rpm and inimitable roaring sound, the naturally aspirated 5.2 FSI engine is enough to give you goose bumps. In the new R8, the freely aspirated V10 engine offers even more power and torque than before. Controllable flaps in the exhaust pipe and an optional sport exhaust system make the car sound even more characteristic. The ten-cylinder engine is available in two versions. In the R8 V10, it develops a power of 397 kW (540 hp) from its 5,204 cc displacement and a torque of 540 Nm (398.3 lb-ft) at an engine speed of 6,500 rpm. The sprint from 0 to 100 km/h (62.1 mph) takes just 3.5 seconds, and it can reach a top speed of 323 km/h (200.7 mph). The R8 V10 plus is even more powerful and is the fastest series-production Audi of all time. It develops 449 kW (610 hp) and its maximum torque of 560 Nm (413.0 lb-ft) is available at 6,500 rpm. The performance figures are equally impressive: 0 to 100 km/h (62.1 mph) in 3.2 seconds, 0 to 200 km/h (124.3 mph) in 9.9 seconds, and a top speed of 330 km/h (205.1 mph). A further innovation in the 5.2 FSI engine is the additional indirect injection. It complements the FSI direct gasoline injection, lowers fuel consumption and enhances engine output. Moreover, the R8 features yet another innovative system in the form of COD (cylinder on demand). It shuts off one of the two cylinder banks by deactivating injection and ignition. The R8 V10 consumes an average of 11.8 liters of fuel per 100 kilometers (19.9 US mpg) with CO2 emissions of 275 grams per kilometer (442.6 g/mi), for the R8 V10 plus those values are 12.4 liters per 100 kilometers (19.0 US mpg) and 289 grams per kilometer (465.1 g/mi). The fuel consumption reduction of up to 10 percent compared to the previous model is also due to the new start-stop system. The dry sump lubrication completes the technology package of the 5.2 FSI. The ten-cylinder engine is hand built in the Hungarian engine plant in Gy 014Å'' type="#_x0000_t75">r. As a traditional motorsport technology, it allows for low installation of the engine, which is particularly beneficial for the car's center of gravity. What's more, it also ensures oil supply even under extreme lateral acceleration. Fast as lightning and highly variable: the power transmission In both engine versions, power is transmitted to a rapid-shifting seven-speed S tronic transmission installed behind the engine. The S tronic has three automatic modes and can also be controlled manually. Shift commands are transmitted electronically (shift-by-wire). The launch control system manages full-throttle acceleration from a standing start. Another function of the S tronic comes into play when the driver's foot is removed from the accelerator pedal at speeds above 55 km/h (34.2 mph). In such cases, both clutches open and the car goes into coasting mode. This function saves a considerable amount of fuel, especially in everyday use by the customer. The quattro permanent all-wheel drive system gives the new R8 a decisive plus in terms of stability and traction when compared with two-wheel-drive competitors. On the front axle, an electrohydraulic multi-plate clutch replaces the Visco clutch of the predecessor model. The newly developed quattro drive system enables completely unrestricted and fully variable distribution of the drive torque to the front and rear axles depending on the driving situation and weather. In normal operation, up to 100 percent is transmitted to the rear wheels and, if required, the clutch continuously diverts up to 100 percent of this torque to the front wheels. Thanks to the mechanical differential lock on the rear axle, the driver experiences maximum traction without any slip. Audi drive select: the chassis In the chassis of the new Audi R8, double wishbones made from aluminum guide all four wheels. The R8 V10 plus has a particularly sporty setup – for both engine variants, variable adaptively controlled Audi magnetic ride shock absorbers are available as an option. The newly developed electromechanical power steering system provides close contact to the road surface and makes a further contribution to reducing CO2 emissions. As an option, Audi offers dynamic steering, whereby the steering ratio varies in accordance with the road speed and the settings in the Audi drive select dynamic handling system. As standard, the new Audi R8 V10 has 19-inch wheels with size 245/35 tires at the front and 295/35 at the rear. Upon request, Audi is also offering 20-inch wheels for the first time in the R8. With this option, the tires are size 245/30 at the front and 305/30 at the rear. The steel brake disks have a weight-saving wave design and the calipers can be painted red upon request. In the R8 V10 plus, high-tech disks made from carbon fiber ceramic are responsible for deceleration of the 20-inch wheels (optional for the V10). In the Audi drive select dynamic handling system, the driver has the choice of four modes (comfort, auto, dynamic and individual) to control the way in which important technical components operate. As standard, the system takes into account the engine characteristics, steering, S tronic transmission and quattro drive system as well as optional extras such as Audi magnetic ride, the exhaust flaps and dynamic steering. On top of that, there is also the new performance mode (available as an option for the V10 and standard for the V10 plus). The driver activates it by pressing a separate button on the steering wheel. He or she can select between the programs dry, wet and snow using a rotary wheel. These programs support dynamic handling on dry, wet and snow-covered surfaces. In performance mode, Audi drive select also makes use of the ESC stabilization control function. New Audi Space Frame with high proportions of aluminum and CFRP The R8 V10 plus has a dry weight of 1,454 kilograms (3,205.5 lb). The key factor behind the consistent lightweight design is the body shell with multimaterial Audi Space Frame (ASF): It weighs only 200 kilograms (440.9 lb). The resulting unladen weight of 1,555 kilograms (3,428.2 lb) leads to a superior power-to-weight ratio of 3.46 kg/kW (2.55 kg/hp). The ASF body shell features a completely new multimaterial lightweight construction concept. Components made from carbon fiber reinforced plastics (CFRP) form the B‑pillars, the central tunnel and the rear wall. The front section of the vehicle, the roof arch and the rear section form a framework made from cast aluminum nodes and aluminum profiles which, in some cases, employ new alloys. As always with the ASF, each component is precisely designed for its location and purpose. Accordingly, the engineers have now integrated some components into the body shell due to their function. Leaving aside its components, the body shell is now around 15 percent lighter than its predecessor. At the same time, torsional rigidity is roughly 40 percent better. Particularly with regard to rigidity, the body of the new Audi R8 is a benchmark. The resulting lightweight construction is unparalleled among the competition. The multimaterial Audi Space Frame in the new Audi R8 is extremely light and rigid, whilst also being acoustically comfortable and offering a high level of safety. The outer skin is made entirely of aluminum, but as an optional extra (or as standard for the V10 plus), Audi also offers attachment parts made from clear-coated carbon fiber, for example the front splitter, the diffuser or the side blades. A long, rising diffuser in the underbody produces downforce on the rear axle at higher speeds. Design: flat, wide, muscular A cockpit positioned very far forward, a long, flowing back and a relatively short wheelbase – the exterior design makes the technical concept of the mid-engine, high-performance Audi R8 sports car clear upon first sight. At 4.42 meters long (14.5 ft), 1.24 meters high (4.1 ft) and with a wheelbase measuring 2.65 meters (8.7 ft), its dimensions have only slightly changed in comparison to the previous model. Its width now measures 1.94 meters (6.4 ft) and has thus grown by about four centimeters (1.6 in). The car's proportions convey more of a race car character, with characteristic design ideas from the previous model now more pronounced. The four rings sit proudly on the hood, the Singleframe radiator grille with honeycomb design is wide and flat. Modeled plastic surfaces allow it to merge into the flat headlights – facets of the vehicle which highlight tension, provide an impression of depth and add an air of logic to the design. The grid-type signature of the daytime running lights with vertical elements replicates the structure of the air inlets and emphasizes the width of the car. The entire appearance of the Audi R8 conveys a feeling of lightness and technical precision. LED headlights are standard. Available upon request, Audi can also supply the laser spot which doubles the range of the high beam to 600 meters (1,968.5 ft) as well as the dynamic turn signals at the front. The dynamic turn signals are standard at the rear. The rear lighting signature also combines two vertical elements with a horizontal line. This gives the Audi R8 an even more powerful appearance. As part of the new laser high beams, one laser module per headlight generates a cone of light with twice the range of the all-LED headlamp. Each module comprises four high-power laser diodes. With a diameter of just 300 micrometers, these generate a blue laser beam with a wavelength of 450 nanometers. A phosphor converter transforms it into white light suitable for roadway use with a color temperature of 5,500 Kelvin – ideal conditions for the human eye that enable the driver to recognize contrast more easily and help to prevent fatigue. The laser spot is active from a speed of 60 km/h (37.3 mph) to supplement the LED high beam of the R8 and, thanks to its long range, greatly enhances the driver's field of vision as well as safety. An intelligent camera-based sensor system detects other road users and actively adjusts the light pattern to exclude them. On the sides of the high-performance sports car, characteristically curved contours are drawn over the wheels. The shoulder line, shaped like a powerful muscle, connects the wheels with one another while at the same time dividing the side blade in two to leave an upper and a lower half. This new design solution makes the car appear even longer and more dynamic. At the rear, as well, the lights and the air inlets visually connect to one another. The two tailpipes of the exhaust system have a trapezoidal design and the rear window offers a clear view of the illuminated engine compartment. The R8 is equipped with an electrically extending spoiler, the R8 V10 plus with a fixed wing made from CFRP. Just like in a race car: the interior and the controls Behind the steering wheel of the new Audi R8, the driver feels like a race car driver. All functions are driver-oriented and allow easy operation even when the critical limits are reached – and all without the driver having to take his or her hands off the steering wheel. The newly designed sport seats with integrated headrest provide excellent lateral support. Even more radical seating for a sports car comes in the form of the newly developed R8 bucket seats. These make a clear statement confirming the relationship between lightweight construction and comfort (optional in the V10 and standard in the V10 plus). The start-stop button and the Audi drive select button are located on several satellites on the new multifunction plus steering wheel. The Performance steering wheel in the Audi R8 V10 plus features two more satellites. One button is for performance mode together with a rotary wheel for selecting the dry, wet and snow programs as well as a button for controlling the sports exhaust system. The Audi virtual cockpit is set in a free-standing housing and presents all the information on its 12.3-inch display with elaborately computed, fascinating graphics. The driver can toggle between different display modes and also adjust the digital instrument cluster to his needs in individual mode. In performance mode, the driver is presented with information on the driving programs, acceleration, deceleration and lateral forces as well as power and torque. The Audi virtual cockpit also displays a shift light which informs the driver that the engine speed limit has been reached. The driver operates the Audi virtual cockpit using the multifunction plus steering wheel. The driver's hands remain on the steering wheel and he or she can concentrate on the road. Alternatively, operation can take place via the touch wheel or the buttons in the center console. In the design of the interior too, the taut geometric lines emphasize the aesthetic lightweight construction of the brand. Its characteristic element is the monoposto, a large arc in the area around the driver's seat. The MMI monitor of the previous model is no longer available. Instead, the three central control elements of the air conditioning system have taken its place. The three-dimensional design of the air outlet vents bring to mind the air inlets of a race car. The dashboard appears to float weightlessly. The wide console of the central tunnel accommodates the standard MMI terminal as well as the newly designed flat selector lever of the S tronic transmission. When it comes to upholstery, customers can choose between Alcantara/pearl Nappa leather and fine Nappa leather. Also available are trim elements in clear coated carbon fiber, two leather packages and a new diamond stitching pattern. Customization There are numerous customization possibilities for customers of the new Audi R8 – for both the exterior and the interior. The colors for the body have been newly mixed and can be freely combined with the colors of the side blades – a blade made from glossy carbon is a particular highlight of the range. Ten standard exterior colors are available, for the R8 V10 plus there is an additional matt paint finish available, Camouflage Green. Among the five equipment colors available for the interior, two color ranges can be found, whereby the interior is always characterized by a sporty feel. Additionally, there are numerous options to further customize both the interior and the exterior, for example with headlining in Alcantara with dynamic diamond stitching pattern. The Audi exclusive program makes it possible for you to turn the new R8 into a one-of-a-kind model. Completely connected: infotainment In the new Audi R8, the Audi virtual cockpit replaces the analog instruments and the MMI monitor. The driver can switch the all-digital display between two different view modes. These bring either the virtual dial instruments or the large navigation map into focus. The Audi R8 makes use of the latest technology in terms of infotainment. MMI navigation plus is installed as standard; the MMI touch touch wheel is the central control element. In the background, the second generation of the modular infotainment platform sets about its work – just like the Audi virtual cockpit, it integrates a super-fast T30 chip from Audi's cooperation partner, NVIDIA. MMI navigation plus is complemented by the Audi connect module. The passenger can connect a smartphone or tablet via the system's integrated Wi-Fi hotspot. Tailored online services from Audi connect are displayed on the Audi virtual cockpit. The internet connection uses the fast LTE (Long Term Evolution) network. Optional components such as the fine-tuned sound system from Bang & Olufsen with a system performance of 500 watts or the Audi phone box for convenient cell phone integration round off the infotainment program. New factory for quattro GmbH: production at the "Böllinger Höfe" site The new Audi R8 is produced at the new "Böllinger Höfe" quattro GmbH production site, close to the Neckarsulm plant. The production area covering 30,000 m2 (322,917.3 sq ft) comprises a body shop and assembly facilities. The entire production facility is highly flexible, while technical and ergonomic innovations such as the CFRP body shell construction and driverless transport systems ensure top quality. As was the case for the previous model, production follows an elaborate manufacturing process. In cycle times of about 30 minutes and with up to 400 highly qualified employees, the R8 is created in highly precise craftsmanship. Following completion, each R8 is subjected to a strict quality acceptance process on the internal plant test track and an approximately one-hour test drive on public roads. With the new R8 manufacturing site, quattro GmbH – the high-performance subsidiary of AUDI AG – is further enhancing its small-series expertise, thus creating the opportunity to realize ever more exciting derivatives of the R8. Electrified: Audi R8 e-tron The second generation of the Audi R8 forms the basis for two more models. Audi has made major engineering developments in its high-performance electric sports car, the R8 e-tron. The latest evolution of the vehicle takes up the multimaterial Audi Space Frame from the new series-production model. The supporting structure was enhanced by a CFRP rear-section module comprising the luggage compartment. The walls of the CFRP luggage compartment well are corrugated. This way, in the event of a rear-end collision, more energy can be absorbed despite the reduced material weight. Thanks to targeted modifications to the outer shell and on the wheels, the Audi R8 e‑tron achieves an aerodynamic drag coefficient (cd) value of 0.28. In terms of performance and range, the car enters entirely new dimensions. The large T-shaped battery is structurally integrated into the center tunnel and behind the occupant cell – optimally positioned in the car. It supports the dynamics of the R8 e-tron with its low center of gravity. Audi produces the high-voltage battery itself, for the first time based on a newly developed lithium-ion technology which was specially conceived for a purely electric vehicle drive. In comparison to the first technology platform, the battery capacity has grown from 49 kWh to approximately 92 kWh. This progress was possible without changing the package. The R8 e-tron achieves an electric range of 450 kilometers (279.6 mi) instead of a previous 215 kilometers (133.6 mi) with an energy density that has been increased from 84 Wh/kg to 154 Wh/kg and some other modifications to the car. The electrically powered high-performance sports car has the Combined Charging System (CCS) on board, which allows charging with direct and alternating current. Using this system, it is possible to fully charge the battery in significantly less than two hours. The power is now twice 170 kW and the maximum torque twice 460 Nm (339.3 lb-ft). The R8 e-tron 2.0 accelerates from 0 to 100 km/h (62.1 mph) in 3.9 seconds on its way to an electronically restricted top speed of 210 km/h (130.5 mph) or 250 km/h (155.3 mph). Intelligent energy management and an electromechanical brake system enable high energy recuperation rates. Targeted torque vectoring – needs-based distribution of power transmission between the rear wheels – ensures maximum stability and dynamism. Audi uses the electrical high-performance sports car primarily as a mobile high-tech laboratory. Accordingly, the findings from the R8 e-tron help in creating a vehicle with a sedan character. Upon customer request, the R8 e-tron will be available for order in 2015 as an electrically powered sports car in supreme hand-built quality. New race car: the Audi R8 LMS Alongside the new R8 series-production model, the second-generation R8 LMS race car is also making its debut, with colleagues from motorsport and series production working in close harmony as part of its development. Both the series-production model of the R8 and the R8 LMS have seen clear increases in power and performance compared with the predecessor. Both cars have around 50 percent of the same parts. The body shell of the rear-wheel-drive GT3 sports car is based on a selectively reinforced multimaterial ASF. Engineers have supplemented this feature with a safety cage. Its outer shell consists mainly of carbon fiber reinforced plastics. The vehicle's type approval weight is 1,225 kilograms (2,700.7 lb). The V10 engine is virtually identical to the series-production engine and produces around 430 kW (approximately 585 hp), depending on the applicable regulations and the restrictor required. Sales of the new R8 LMS to customer teams worldwide will start with the 2016 season. This year, the new race car will be put through its paces by the works team at international long-distance and sprint races, as well as being available to customers as part of the Audi driving experience. All technical data is preliminary. Fuel consumption of the models named above: Audi R8: Combined fuel consumption in l/100 km: 12.4 – 11.8** (19.0 – 19.9 US mpg); Combined CO2 emissions in g/km: 289 – 275** (465.1 – 442.6 g/mi) **The fuel consumption and the CO2 emissions of a vehicle vary due to the choice of wheels and tires. They not only depend on the efficient utilization of the fuel by the vehicle, but are also influenced by driving behavior and other non-technical factors.
    16 replies | 2259 view(s)
  • MiamiTuningGroup's Avatar
    03-04-2015, 03:46 PM
    Miami Tuning Group is proud to announce the release of the S55 flash tune after many weeks of testing and countless hours in the dyno on our project car codename AMARILLO we were able to achieve great numbers with and without downpipes with gains up to 80whp and 80lbtq across the midrange on 93oct only. we could show you greater gains and big numbers by using higher octane fuels but we rather show you "REAL GAINS and REAL NUMBERS" as you can see the graphs show Uncorrected numbers. Some of the tune options are: -Cat Delete for race applications only -Speed Delimiter aka Governor off -Exhaust Flaps open all the time -Cooling maps for those that live in Hot weather areas -All octanes application 91/93/100 E85 blend -No tuner detection codes -complete timing remapping -DSC intrusion remapping -Boost by gear remapping -Ignition remapping Intro price: $1199 we are also offering MPI catless downpipes at the price of $900 in conjunction with the flash tune or $945 by themselves, all prices include shipping to lower 48 states. For more information send us an email to info@miamituninggroup.com you can also reach us by visiting out page www.miamituninggroup.com
    1 replies | 4031 view(s)
  • Sticky's Avatar
    03-13-2015, 05:51 PM
    Earlier this week BenzBoost posted an article where it requested dynographs based on SpeeDriven's claims of having a 1000+ horsepower M275 motor. BenzBoost did not get a graph for the exact R230 SL65 in question however we have two 800+ wheel horsepower graphs here. The first graph here is from a CL65 AMG with similar upgrades to the aforementioned SL65 AMG: The numbers? 831 wheel horsepower and 906 lb-ft of torque at the wheels. Very solid power and torque figures. If you use a 20% correction factor (you shouldn't as this is a flawed premise although tuners do it for crank hp bragging rights) you get 1038 crank horsepower. So you could say if you subscribe to 20% loss figures as a constant (drivetrain losses are not static) SpeeDriven has a 1000+ horsepower M275. Note we did not get the 851 wheel horsepower graph but hopefully SpeeDriven posts it at some point. We are very happy that SpeeDriven has provided us with graphs and of course to be noted it is the duty of BenzBoost as well the duty of the entire BoostAddict Performance Automotive Network to question and investigate tuner claims. Here is another graph from an M275 although this one just features billet wheels in what we assume is the OEM K24 housing so smaller turbos than the car in the graph above: Very nice power and torque figures. The M275 V12 still has a ton of room in it with some truly big turbos but it appears 831 wheel horsepower is the horsepower record for now until someone proves otherwise.
    26 replies | 639 view(s)
  • Sticky's Avatar
    03-10-2015, 01:21 AM
    We are finally seeing more independent tests of the newest crop of hybrid supercars. Yes, notably absent is the Ferrari LaFerrari as it often will be as Ferrari plays the game like a spoiled child. If you do not play by their rules you do not get a car to test but they are not in this so let's just move on to the companies that do not have their heads up their you know what while telling the world they smell rose petals. These are million plus dollar hybrid supercars, that much everyone knows. However, beyond having absurd price tags in common they are actually quite different. The 918 Spyder uses an all wheel drive drivetrain and is roughly 350 pounds heavier than the P1. The 918 Spyder has less horsepower than the P1 at 887 but significantly more torque at 944 lb-ft. It is slightly slower in a straight line. The P1 is rear wheel drive and lighter at 3411 pounds. That weight is higher than expected but it is nice to have some independent weight figures. The P1 is rated at 904 horsepower and 664 lb-ft of torque. While its turbocharged 3.8 liter V8 makes more torque than the 918 Spyder naturally aspirated 4.6 liter V8 its electric motor produces far less torque at 192 lb-ft. The 918 has two electric motors at both axles instead of one electric motor in the back like the P1. This is interesting as it leads to the 918 Spyder again winning a track comparison against the P1 this time at Laguna Seca. Why does it win? We believe its all wheel drive combined with its greater electric torque allows the 918 Spyder to use the instant electric torque and traction advantage to pull harder out of corners. It can get on the power sooner plus its tires are wider. You may remember that EVO compared the 918 Spyder and the P1 around the track and the 918 won the first round. McLaren then sent different tires and the P1 set a faster laptime on a different day. McLaren changed the conditions of the test to win. Look, however you want to slice it these are two incredible machines and anyone would be fortunate to own either. McLaren's engineers were there for this test and they adjusted tire pressures and requested multiple laps. The P1 could not best the 918 Spyder at Laguna Seca. Make of that what you will. The data is below. Along with the reason the LaFerrari did not appear: "Competition requires showing up. We sought a LaFerrari to join the P1 and the 918. McLaren sent tech support, Porsche a 918, but Ferrari refused to grant permission for hot laps and data acquisition to the LaFerrari owner we had lined up." 2015 McLaren P1 2015 Porsche 918 Spyder POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Mid-engine, RWD Mid-engine, AWD ENGINE TYPE Twin-turbo 90-deg V-8, alum block/heads, plus AC electric motor 90-deg V-8, alum block/heads, plus 2 AC electric motors VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 231.8 cu in/3,799 cc 280.3 cu in/4,593 cc COMPRESSION RATIO 8.1:1 13.5:1 BATTERY TYPE Lithium-ion Lithium-ion POWER (SAE NET) 727 hp (gas)/177 hp (elec)/904 hp (comb) 608 hp (gas)/285 hp (elec)/ 887 hp (comb) TORQUE (SAE NET) 531 lb-ft (gas)/192 lb-ft (elec)/664 lb-ft (comb) 398 lb-ft (gas)/431 lb-ft (elec)/ 944 lb-ft (comb) REDLINE 8,300 rpm 9,150 rpm WEIGHT TO POWER 3.8 lb/hp 4.2 lb/hp TRANSMISSION 7-speed twin-clutch auto. 7-speed twin-clutch auto. AXLE/FINAL-DRIVE RATIO 3.31:1/2.27:1 3.09:1/2.07:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, hydraulic roll and downforce resistance; control arms, coil springs, adj shocks, hydraulic roll and downforce resistance Control arms, coil springs, air lift, anti-roll bar; multi-link, coil springs, anti-roll bar STEERING RATIO 12.2:1 (est) 12.3-16.6:1 TURNS LOCK-TO-LOCK 2.2 2.3 BRAKES, F;R 15.4-in vented carbon-ceramic disc; 15.0-in vented carbon-ceramic disc, ABS 16.1-in vented, drilled carbon-ceramic disc; 15.4-in vented, drilled-carbon ceramic disc, ABS WHEELS, F;R 9.0 x 19-in; 11.5 x 20-in, forged aluminum 9.5 x 20-in; 12.5 x 21-in, forged magnesium TIRES, F;R 245/35R19 93Y; 305/30R20 103Y Pirelli P Zero Trofeo R 265/35R20 95Y; 325/30R21 104Y Michelin Pilot Sport Cup 2 DIMENSIONS WHEELBASE 105.1 in 107.5 in TRACK, F/R 65.3/63.1 in 65.5/63.5 in LENGTH x WIDTH x HEIGHT 180.6 x 76.6 x 44.8-46.8 in 182.9 x 76.4 x 46.0 in TURNING CIRCLE 39.0 ft 41.7 ft CURB WEIGHT 3,411 lb 3,758 lb WEIGHT DIST., F/R 40/60% 43/57% SEATING CAPACITY 2 2 HEADROOM 37.6 in 38.4 in LEGROOM 44.2 in 35.0 in SHOULDER ROOM 53.1 in 54.7 in CARGO VOLUME 4.2 cu ft 3.7 cu ft TEST DATA ACCELERATION TO MPH* 0-30 1.2 sec 1.2 sec 0-40 1.7 1.6 0-50 2.1 2.0 0-60 2.6 2.4 0-70 3.0 3.0 0-80 3.5 3.6 0-90 4.1 4.3 0-100 4.7 5.1 PASSING, 45-65 MPH 0.9 0.9 QUARTER MILE 9.8 sec @ 148.9 mph 10.0 sec @ 145.2 mph 2.21-MI ROAD COURSE LAP 90.71 sec 89.89 sec CONSUMER INFO BASE PRICE $1,150,000 $847,975 PRICE AS TESTED $1,207,262 $1,028,875 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS Dual front, front side/head, front knee Dual front, front side BASIC WARRANTY 3 yrs/Unlimited miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 3 yrs/Unlimited miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 3 yrs/Unlimited miles 4 yrs/50,000 miles FUEL CAPACITY 16.9 gal 18.5 gal EPA COMBINED ECON 17 mpg/18 mpg-e (gas/gas+elec) 22 mpg/67 mpg-e (gas/elec) ENERGY CONS., COMB 198/187 kW-hrs/100 miles (gas/gas+elec) 153/50 kW-hrs/100 mi (gas/elec) CO2 EMISSIONS, GAS/EV 1.11/0.93 lb/mile (gas/gas+elec) 0.88/0 lb/mile (gas/elec, at vehicle) RECOMMENDED FUEL Unleaded premium Unleaded premium * Acceleration figures from pre-production vehicles
    22 replies | 696 view(s)
  • Sticky's Avatar
    03-25-2015, 11:15 PM
    The 'professionals' at MotorTrend often amuse this network with their work. For a big name that has been doing this for decades it is mind boggling how the magazine simply can not understand that crank ratings do not mean much of anything. Seriously, does anyone think the S55 engine the F80 M3 and F82 M4 is actually putting out 425 horsepower? It takes just a basic google search to get a dyno of the new M car and see its output at the wheels exceeds the crank HP rating on a Dynojet. We are seeing many high performance cars underrated and BMW has routinely been doing this with their turbo motors. So why does this fly over the heads of the geniuses at MotorTrend? "At 464 hp, the ATS-V has 39 hp and 38 lb-ft on the BMW M3 and M4, which make 425 hp and 406 lb-ft from a twin-turbo 3.0-liter I-6." There is no doubt the ATS-V is putting out 464 horsepower and 444 lb-ft of torque. The thing is, the F80 M3 is also matching that output and then some. Shouldn't a publication like MotorTrend understand their statement based on paper figures is misleading and uninformed? It's hard for enthusiasts to take the big publications seriously when they make basic mistakes and comparisons like this that do not delve even slightly beyond the superficial. I suppose that says something about the writer and the target audience. P.S. This was the power rating Cadillac claimed at the LA Auto Show for the ATS-V: Source
    30 replies | 146 view(s)
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