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  • Sticky's Avatar
    06-30-2015, 01:25 AM
    Now before anyone takes these results out of context BimmerBoost would like to explain these are low boost shakedown passes. Only 21 psi out of the Motiv 900 kit is hardly pushing it. It is capable of much more. We also expect to see much more out of this car. Over 130 miles per hour of trap speed in the 1/4 mile on low boost on a manual 335i certainly is respectable though. The car was running pump gas, the Motiv port injection fuel system, twin disc clutch upgrade, and tuning through a Cobb AP. Street tires and not drag rubber on this pass as well. The turbo is theoretically capable of over 40 psi of boost but pushing a stock motor to that level is not advisable (that is reserved for Dyno bragging). Let's say with 30+ psi though and some E85 we could finally see some eye opening numbers on the drag strip from the N54. It's time.
    37 replies | 787 view(s)
  • Sticky's Avatar
    06-30-2015, 02:21 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    39 replies | 1126 view(s)
  • Sticky's Avatar
    06-27-2015, 02:40 AM
    We all know (well avid BimmerBoost readers do at least) that port fuel injection is doing wonders for the BMW N54. The BMW N54 and N55 motors both feature direct injection and upgrading the direct fuel injection system is hardly easy. Supplementing direct injection with port fuel injection alleviates many issues. CP-E (Custom Performance Engineering) offers a port injection fuel system for the N54. As the N54 and N55 are fairly similar the port fuel injection kit was retrofitted to a 2011 E90 335i N55. There are still issues to work out here but this is just the beginning. Here are more details from @Terry@BMS: Hey guys, Jesse brought up one of his development N55s for us to kick around a bit. This particular car is a 2011, manual trans, equipped with a JB4, back end flash map, bolt on mods, and a retrofit CPE fuel rail kit. Apparently the normal N54 rail fits the N55 with some very minor dremel modifications. So we've spent the last week or so playing around with the tuning trying to get straight E85 to work with the N55. Unfortunately its not happening. There is something about it that craps out with misfire codes if we get too much E85 in it. With 100% E85 we can run maybe 17psi at 13.3:1 before it misfires, and maybe 20psi at 14:1 (pretty lean, even by N55 standards) before it misfires. But it always misfires sooner or later. Tried a wide arrange of timing curves which have no effect. The Cobb platform for the N55 which we used to develop the flash is very limited. No valvetronic support. So we can't test much there. This could just be combustion chamber design related. Not making much progress on straight E85 I decided to just give up and drop it down to E50. This allowed up to around 27psi at 13.5:1 before misfiring. While I had the car up I did a few dyno pulls just for kicks. As expected it they were pretty strong for an N55. I don't know what the N55 WR is but this can't be too far off that. I pushed boost up a bit higher and started to run in to our good friend random misfire codes. So dialed it back to around 530whp for now. The port injection helped keep the fuel pressure from dropping but realistically the car would be just as strong with a small nozzle meth kit. On straight race gas on a cooler day I think this setup could hit 550whp.
    19 replies | 1330 view(s)
  • Sticky's Avatar
    06-29-2015, 06:49 PM
    In this new era that puts a premium on efficiency and emissions (as well as parts sharing among motors) the major German brands have all gone to turbocharged and direct injected V8's for their sedans. In the past BMW had a high revving V10, Mercedes a supercharged V8, and Audi a twin turbo V10. Today we do not see vastly differing approaches. That is not to say the engines are all the same as they are not. There are significant design differences which we will explore in this article. They all are turbocharged however with direct fuel injection and all are V8 designs. Let's start by taking a look at the 4.4 liter BMW S63TU. The S63TU is based on the N63 4.4 liter V8 design. The 'S' designates a motor with engineering from the M division. The 'TU' designates a technical update. The N63TU received BMW's Valvetronic variable valve lift system as the did the S63TU which separates them from them from the standard N63 and S63 motors. In the case of the S63TU it also gets a compression bump to 10.0:1 and its peak boost pressure is stated by BMW to be 22 psi. BimmerBoost previously compared the N63 and S63 designs but will now be looking at the S63TU variant that sees duty in the F10 M5 and F13 M6. What is important to note in the S63 engine design is that it features a pulse tuned, cross engine exhaust manifold. This design of the manifold is illustrated well here: The color coded sections give an idea of how this works. The twin scroll turbochargers receive exhaust pulses from both banks, not just one. This is the main difference between the S63 architecture featuring twin scroll turbos and the N63 architecture using single scroll turbos. The S63 turbos are effectively receiving more exhaust pulses. This is part of the reason the S63TU makes more efficient use of its same 4.4 liter displacement and has greater output. This brings us to the Mercedes AMG M157. Out of the modern German twin turbo V8 motors AMG offers the largest displacement at 5.5 liters. This is great for low end torque and turbo spool. The AMG design is quite different from BMW. You will not find the trick exhaust manifolds with the turbos top mounted in the V or valley of the motor. The M157 uses a more traditional layout. It does not feature twin scroll turbos but does feature variable valve timing and direct fuel injection of course. Cooling is courtesy of water to air intercoolers. The M157 is more of a brute force approach. It's a big V8 with boost so of course it will make power. Speaking with certain tuners they believe the M156 and M159 were better motors than the M157. They had to rev high to make their power though and the M157 with its 6400 rpm redline does not courtesy of the turbo boost. Mercedes-AMG themselves has adopted a more advanced design for their new 4.0 liter twin turbo M177/M178 V8 with top mounted turbos located in the V of the motor. On the surface it is a very similar design to the Audi 4.0 TFSI V8 which we will now explore. The Audi V8 has the smallest displacement out of the bunch at 4.0 liters. Audi seems to know this and therefore built a very efficient design that responds very well to tuning. You will see that for yourself in the output comparison stock and tuned later on. It is as if Audi designed this motor to be tuned. The engine has top mounted turbos, twin scroll turbochargers, variable camshaft timing, and direct fuel injection of course. The twin scroll turbochargers are the main difference between the standard S6/S6 4.0 TFSI V8 with single scroll turbochargers and the RS6/RS7 design. The S6, S7, RS6, and RS7 all have the same 10.1:1 compression ratio. Audi explains the design choices as well as why they did not go the VTG (Variable Turbine Geometry) route well here: Despite the displacement disadvantage it really isn't giving much of anything up to the big boys offering 560 horsepower in the RS6/RS7 and 516 lb-ft of torque. This is less torque than the 590 lb-ft offered by the 2015 E63 AMG but actually more than the BMW F10 M5 500 lb-ft interestingly enough. At least on paper. AudiBoost will explore this motor in much further detail in a dedicated article later this week. Which brings us to the last motor fittingly as it feels a bit dated. The Porsche 4.8 turbo V8 is not a bad engine by any means. All it really happens to be though is a minor evolution of the original Cayenne Turbo 4.5 liter V8. Porsche gave it a bit more displacement and direct injection to update it since the V8's introduction in 2003. The Panamera Turbo and Turbo S may be the most expensive but when it comes to performance they lag behind the others. In straightline performance, specifically. Perhaps that is why it has a dry sump oiling system as it is not just a dragster. The Turbo S is rated at 570 horsepower and 553 lb-ft of torque for the $180k it costs but in practice it has less power and torque than any of these motors when wheel output is considered and namely when tuned. It does have an overboost feature which bumps torque to 590 lb-ft for short bursts which is something similar to a factory tune. As stated, it is not a bad motor but it just feels a bit dated. The Panamera has a playful chassis but it is a heavy car and even the mighty Turbo S can not keep up with the M5, RS7, or E63 AMG S. Here is a comparison chart to make it easy to identify the specifications of each motor: Engine: BMW S63TU AMG M157 Audi 4.0 TFSI Porsche 4.8 Displacement: 4395cc 5461cc 3993cc 4806cc Bore x Stroke: 89x88.3mm 98x90.5mm 84.5x89mm 96x83mm Horsepower: 560/575 577 560 520/570 Torque lb-ft: 500 590 516 516/553 Boost Pressure: 22 psi 14.5 psi 14.5 psi 12.3/13.5 psi Compression: 10.0:1 10.0:1 10.1:1 10.5:1 Redline/Fuel cut: 7100 6400/6600 6600 6500/6700 Valvetrain: DOHC 4V DOHC 4V DOHC 4V DOHC 4V Fuel Injection: Direct Direct Direct Direct With the factory specs out of the way we can now take a look at what these cars really put down to the wheels. These were all recorded on the Eurocharged all wheel drive Dynojet completely stock. Same fuel, same dyno. It does not get much more uniform than that: Now, the Mercedes fanboys are probably in an uproar right now due to this graph. Relax gentlemen, this is a E63 M157 dyno of a base care before the facelift and without the Performance Package option. The E63 AMG launched before the RS6/RS7 and the F10 M5 offering its M157 in a 518 horsepower state of tune. The following graph shows how things have evolved. The M5 is also a Competition Package car and not a standard M5. Turbo motors are allowing manufacturers to play with the output through software alone to top each other (and keep costs down). This is what an E63 AMG 4Matic looks like today: This is the E63 AMG S 4MAtic: That is quite the spread from the original pre-facelift and pre-4Matic all wheel drive E63 AMG S being sold today, eh? Mercedes now only sells the 4Matic E63 AMG S in the USA. The E63 has grown mostly through just software changes from the original 458 horsepower and 465 lb-ft of torque at the wheels to the 541 horsepower and 579 lb-ft of torque at the wheels you see now. Interesting how AMG responded, eh? BMW is also playing software games as here is a standard F10 M5: BMW with the Competition Package which gives the S63TU different engine tuning software increases output by 20 wheel horsepower and 28 lb-ft of torque at the wheels. Each manufacturer is very much aware of what the other is really putting out. This is a horsepower war yet they all are just trying to stay close to one another without taking things too far. They could each increase output further if needed and they each know it. Look at this aftermarket tune comparison courtesy of Eurocharged: They all end up surprisingly close to each other, don't they? The M5 has the least torque by a paltry ~30 lb-ft at the wheels compared to the others but clearly revs the highest so BMW can make up the displacement disadvantage that way through gearing. The RS7 is also making nice power up top though and interestingly despite being the smallest motor has the most torque tune only at 668 lb-ft. Do you think Audi did not know what they were doing? They gave the RS6/RS7 4.0 TFSI this kind of room for tune only gains so they would be right there with the E63 and M5 despite the heavy all wheel drive chassis and small 4.0 liter motor. This is all calculated. The M157 clearly revs the lowest out of the bunch but its displacement is helping it out with good torque down low. The Audi 4.0 TFSI V8 is still matching it yet revving out higher. It also offers more torque and power than the M5 S63TU up top until roughly 6900 rpm thanks to the increased rev limit from Eurocharged. The M5 revs a bit higher than this but it's torque and power are both lower than the 4.0 TFSI V8 before and after this rpm point. The motor that looks the most impressive is actually the smallest, go figure. You might notice the Panamera Turbo V8 is absent. It is difficult to get Dynojet graphs of the motor and we tried. The best we could do is this Mustang graph of a Panamera Turbo from Switzer before and after their turbo upgrade package: You will notice the Panamera Turbo is offering output closer to the pre-facelift E63 AMG than where the German performance sedans are now. Despite the crank horsepower and torque ratings AMG, M, and Audi are offering far stronger motors. It really takes a turbo upgrade for the Panamera Turbo to match the tuned examples from the others. There you have it. The twin turbo V8 era brings with it easy tunability and the manufacturers are all aware of this. They are positioning themselves to be close stock and tuned. If this network was to pick the most impressive motor though it would be the Audi 4.0 TFSI V8 followed by the BMW S63TU. The M157 is just taking more of a brute force than finesse approach and AMG themselves is changing the design now with the M177/M178 introduction. Porsche of course in this mid-size class is outgunned by all of them but this will change with the next generation Panamera. All turbocharged V8's, all direct injected, and all with basic similarities but different approaches. Is this era boring or exciting? You decide.
    16 replies | 1125 view(s)
  • Sticky's Avatar
    06-27-2015, 04:03 AM
    Things are really heating up on the M177 and M178 twin turbo 4.0 liter V8 tuning front. You may remember that 'unofficially' it was leaked that Weistec was working on this turbo upgrade two months ago. We can now officially discuss it in further detail with additional information from Weistec themselves. Just earlier this month Weistec released their M178 ECU tune and and downpipes. Those modifications provide a boost of up to 551 wheel horsepower and 620 lb-ft of torque at the wheels on 91 octane pump fuel. BenzBoost at that time speculated what an impeller upgrade would take things to but Weistec is not just upgrading the impellers. They are providing a full turbo upgrade solution for the M177 in the W205 C63 AMG and S as well as the AMG GT and S M178. Yes, this is huge. Weistec is developing their own stainless steel turbo manifolds. The inlets and outlets are larger than the factory design for superior flow. The Weistec design is a cast manifold which they state is better at retaining heat and spooling the turbo. The turbos themselves are a V-Band design. This is important with the top mount and compact layout of the M177 and M178. Speaking as someone who has seen the M178 and the factory turbos in person, space is at a premium. This is early in the process but enjoy the computer designed engineering photos. With the stock turbos being good for over 600 lb-ft of torque at the wheels on 91 octane pump fuel just imagine what these turbos will be capable of. It's safe to say driveline upgrades will be necessary to really push the envelope with these turbos.
    17 replies | 790 view(s)
  • Sticky's Avatar
    06-28-2015, 10:03 PM
    Fabpseed released their Valvetronic Performance Exhaust System for the BMW F22 M235i which also is available for the BMW F30 335i and the F32 435i. These models are all obviously using the BMW N55 3.0 inline-6 single turbo motor. Let's take a look at the Fabspeed system. They offer an integrated 200 cell in their sport downpipe which is designed for street use. They also have a cat bypass option which is essentially another way to say catless downpipe. Take look at the dyno results for the full system on an F22 M235i. With the catless downpipe the system adds 12.68 peak horsepower at the wheels and 28.66 lb-ft of peak torque at the wheels. All on the stock N55 engine tune. The peak numbers do not tell the story here. Look at the catless graph at roughly 3000 rpm. The gains are 24 wheel horsepower and 42 lb-ft of torque at the wheels. The system offers gains throughout the entire curve but really makes a substantial difference down low in the rev range. The exhaust system is $2895.00 and then the downpipes are an additional $1195 for the catted version and $595 for the catless version. You can decide on your own if that is fair pricing. Looking at the graphs, the gains mostly come from the downpipe which is no surprise. Going catless offers more power but the difference is not huge. At least on the stock tune.
    8 replies | 670 view(s)
  • Sticky's Avatar
    06-28-2015, 03:53 PM
    The vast majority of videos we see involving PP-Performance tuned cars have them easily beating up on other cars. You rarely see the other side likely due to the videos themselves being marketing exercises. Well, for once that is not the case and this CLS63 AMG bites off more than it can chew against a Gen V Dodge Viper on the highway. This video is from the Middle East (UAE specifically) and has the customary Middle Eastern HD Potato video quality. This has been stated many times but we still do not understand how so many $100k+ modded cars can go out race only to be recorded by the worst quality filming equipment money can by. The mods on the Viper are Belanger catless headers, straight pipes, an under drive pulley, and an HP Tuners based tune. The CLS63 AMG is a rear wheel drive pre-facelift model with PP-Performance M157 tuning said to put it at 780 horsepower. It gets spanked. Hard.
    9 replies | 393 view(s)
  • Sticky's Avatar
    06-27-2015, 12:34 AM
    Well, that was fast. Rumors swirled and just two days ago BenzBoost posted that Mercedes-AMG was expected to bump the output of the M133 for 2016 and introduce an 'S' variant. Today we officially have confirmation that AMG bumped output to 381 horsepower for the 2016 A45 AMG. This means an hp bump will come for the 2016 CLA45 AMG and GLA45 AMG respectively. How did they achieve this increased output? Not with increased boost pressure, it stays the same. They revised the tune, changed the timing, and also revised the valve assembly: It is interesting to note the gear ratios also are changed. Mercedes-AMG says the 0-60 sprint therefore improves by .4 seconds to a very impressive 4.2. In practice, we expect independent test figures to get close to breaking into the 3's. There is no 'S' variant currently and as was speculated to launch alongside. If we were to guess, Mercedes-AMG is waiting on Volkswagen to release their new Golf R400/R420. They may instantly one-up the car. Right now they seem to be just be taunting VW letting them know they are not scared to increase output. They have the world's most powerful production four-cylinder and have had it for some time. Volkswagen has not. Impressive work by AMG.
    9 replies | 341 view(s)
  • Sticky's Avatar
    06-27-2015, 01:42 AM
    So close to the 9's it hurts. It will come and it will come soon. This is a Challenger Hellcat tuned by Shane Hinds of Craven Performance using HP Tuners software. Now, the car did not do this run boost only but with a 50 shot of nitrous which certainly helps with cooling and torque. We would expect the Hellcat to easily do 9's boost only considering it can run 10's completely stock with drag rubber. This car is pushing roughly 14 psi over the stock 11.6 psi thanks to new upper pulley and tuning of course. As the vehicle uses a bypass valve design an ECU tune can raise boost pressure but only so much. The car also features water meth injection, American Racing headers, and a custom intake. The rubber is courtesy of Hoosier drag radials. It was mentioned that traction was hard to come by due to track prep so the Hellcat breaking into the 9's is simply an inevitability. The summer weather isn't helping but that is what the nitrous is for. We definitely want to see boost only 9 second results but this is a nice step forward and a new record.
    6 replies | 279 view(s)
  • Sticky's Avatar
    06-29-2015, 09:16 PM
    Here it officially is, the new B9 generation Audi A4. It seems all the Germans are basically doing the same thing which is to make their cars a little larger and a little lighter in order to slot in cheaper entry level models below. The new A4 makes now more room for the A3 sedan to slot underneath in the lineup for example. So the A4 is now bigger. It is also lighter. Audi claims up to 120 kilograms or 264 pounds have been shaved off. This obviously depends on the model and we are skeptical of such claims as the marketing departments play with figures to make the new cars look as good as possible. We will wait to see what the new S4 weighs when independently tested. Speaking of the new S4 and RS4 they have yet to be announced. They will come, they have to. For now you get the 2.0 TFSI Ultra with 272 horsepower which is very nice and not far off the S3. This means when the new S4 comes around it will to go up a bit to put some space between it and the S3. We expect a turbo V6 as that is the current rumor but that engine may go in the RS4. Maybe they both will have turbo 3.0 liter V6's in different states of tune. The aerodynamics have been revised and the car features a slippery .23cd for the sedan. Speaking of which, there is an avant/wagon but the US will likely be passed over for this model. We will have to wait and see. Full press release below. High tech all the way – the new Audi A4 and A4 Avant The new-generation Audi A4 and A4 Avant are a fascinating synthesis of technology and esthetics. All the technology in the brand's bestselling family has been redeveloped so that it yet again defines the benchmark in the segment. During the development work, high priority was placed on the reduction of CO2 emissions. All technologies were focused on reducing drive resistance. A good example is aerodynamics: The A4 Sedan has the best drag coefficient in its class at 0.23. The new models also have impressively low CO2 emissions of 95 grams per kilometer (152.9 grams per mile) for the A4 Sedan 2.0 TDI ultra with 110 kW (150 hp); the A4 Avant 2.0 TDI ultra emits 99 grams CO2 per km (159.3 g/mi). The 2.0 TFSI with 140 kW (190 hp) emits 109 g/km (175.4 g/mi) in the A4 Sedan ultra and 114 g/km (183.5 g/mi) in the A 4 Avant ultra. The most powerful engines are two TDI six-cylinder units with up to 200 kW (272 hp). Driver assistance systems and infotainment are of luxury quality. A new generation of four-cylinder TFSI engines with newly developed combustion methods sets benchmarks in terms of fuel consumption, emissions and performance for four-cylinder gasoline engines. The A4 Sedan and the A4 Avant will be launched this fall. At 4.73 meters (15.5 ft) long and with a wheelbase of 2.82 meters (9.3 ft) – the new Audi A4 and A4 Avant have a confident stance on the road. A prominent horizontal line on the front and rear emphasizes the car's width. The flowing design with concise lines communicates the sporty elegance of the brand. The Singleframe grille is wide and low; the optionally available headlights in LED and Matrix LED technology (including dynamic turn indicators) make technology a visual trademark. Up to 120 kilograms (264.6 lb) lighter Compared with the previous model, the car's dimensions have grown but its weight has been reduced significantly – by up to 120 kilograms, depending on the engine. The body of the new Audi models is one of the lightest in its class thanks to an intelligent material mix and lightweight construction. The Audi A4 is a leader in its class also in terms of noise levels. All occupants enjoy generous space; the smooth lines emphasize the width of the interior. The front of the dashboard features a broad band of air outlets and a large decorative surface. At night, optional discreet contour lighting illuminates the doors and the central console. The quality of workmanship is uncompromisingly high. Colors and materials follow a new line concept allowing customers even more freedom during configuration. Sensor-controlled opening of luggage compartment: the A4 Avant The luggage compartment of the new A4 Avant offers basic storage space of 505 liters, which is the most of any premium model in this class. With the rear seats folded down and loaded to the roof, a volume of 1,510 liters is available. The electric luggage compartment cover and electric tailgate are standard equipment. An optional extra is sensor control for opening and closing the tailgate. The two new models offer an abundance of intelligent technologies, the use of which is even more intuitive with the new Audi MMI display and control concept. Technological highlights of the new A4 include the Audi virtual cockpit, the Audi Matrix LED headlights, the Audi smartphone interface, the Bang & Olufsen Sound System with 3D sound, the Audi phone box with wireless charging, the head-up display, and new driver assistance systems and Audi connect services. Information and fascination: the Audi virtual cockpit and the MMI The focus here is on two innovations. The optional Audi virtual cockpit, a fully digital combination instrument, features a 12.3-inch LCD screen that displays the most important information in brilliant high-resolution graphics, with great detail and sophisticated effects. The MMI control concept in the center console is also a newly designed feature and acts as the main control element. The top-end infotainment system, MMI Navigation plus with MMI touch and a large 8.3-inch monitor, has a touchpad in the rotary controller to zoom in and out and to enter characters. The entire MMI control logic is similar to that of a smartphone and includes an intelligent free-text search function. The new, more natural, voice-control system also understands input in normal everyday language, such as "I want to call Peter Miller." Concentrated computing power MMI Navigation plus is backed by the computing power of the second-generation modular infotainment platform, which allows Audi to bring consumer electronics innovations into the vehicle quickly. If customers order a car with MMI Navigation plus, they automatically receive the Audi connect hardware module, which connects the A4 and A4 Avant with the Internet via the high-speed LTE network. Passengers can surf the Internet and send and receive e-mail with their mobile devices via a Wi-Fi hotspot while the driver can use the tailored services of Audi connect. The Audi smartphone interface is a new feature. It integrates iOS and Android mobile phones into an environment developed especially for this purpose – Audi MMI. The Audi phone box connects smartphones to the on-board antenna and charges them inductively according to the Qi standard. For discerning hi-fi fans, the Bang & Olufsen Sound System with innovative 3D sound is available, which introduces the additional dimension of height. The new Audi tablet can also be used as flexible rear seat entertainment. Powerful six and four-cylinder engines The new Audi A4 and A4 Avant will be launched in Germany with seven engines, three TFSI and four TDI. Their power output has increased significantly and ranges from 110 kW (150 hp) to 200 kW (272 hp), but fuel consumption has been reduced by up to 21 percent. The A4 2.0 TDI ultra has fuel consumption of just 3.7 liters of diesel per 100 kilometers (63.6 US mpg) and CO2 emissions of just 95 grams per kilometer (152.9 grams per mile); the figures for the corresponding Avant model are 3.8 l/100 km and 99 g/km CO2 (61.9 US mpg and 159.3 g/mi). All the engines combine high efficiency with sporty power delivery and smoothness. This applies in particular to the two 3.0 TDI six-cylinder engines. The new Audi A4 has a groundbreaking innovation for the gasoline engines: The 2.0 TFSI ultra with 140 kW (190 hp) uses an absolutely new combustion method that makes it especially efficient and allows fuel consumption of 4.8 liters per 100 km (49 US mpg) and CO2 emissions of 109 g/km (175.4 g/mi); the figures for the corresponding Avant model are 5.0 l/100 km and 114 g/km CO2 (47 US mpg and 183.5 g/mi). During the model lifecycle, a g-tron version will be launched which can use natural gas or the sustainably produced Audi e-gas as fuel. S tronic, tiptronic and manual transmission The powertrain and the chassis of the new Audi A4 and A4 Avant have been completely redeveloped. The six-gear manual transmission, the seven-gear S tronic (now also available for front-wheel drive) and the eight-stage tiptronic have been redesigned; the automatic transmissions now offer a fuel-saving freewheeling function. Wheel-selective torque control supplements the work of the front-wheel drive and the quattro drive. For the most powerful TDI, Audi will offer the sport differential on the rear axle as an option starting in 2016. Driving dynamics The handling of new A4 makes a great leap forward: on the one hand sporty and performance oriented, but with a focus on comfort at the same time. The suspension and steering filter out disturbances such as an uneven road surface, but communicate to the driver important information such as increases in lateral forces and tracking. This performance is based on the redeveloped five-link axles and the electromechanical power steering – they are exceptionally light. They lay the foundation for dynamic handling and first-class ride comfort while also reducing fuel consumption. Additional options are dynamic steering, which varies its ratio according to the car's speed and the steering angle, and suspension with adjustable shock absorbers with which the driver can for the first time select between two settings: sports or comfort. Both of suspension settings are included in the Audi drive select driving-dynamics system, which is standard equipment for models with engines of 140 kW (190 hp) and above. Widest range in its class: driver assistance and safety systems The Audi A4 and A4 Avant set the benchmark in their class with numerous driver assistance systems. The predictive efficiency assistant helps drivers to save fuel, Audi active lane assist helps them to stay in lane and the Stop&Go adaptive cruise control including traffic-jam assist eases driving in slow-moving traffic. One special feature of traffic-jam assist is its control strategy. It takes into account a large number of parameters such as road markings and the traffic ahead. Some more innovations that make important contributions to safety are parking assist, rear cross-traffic assist, exit warning, collision avoidance assist, turn assist and the Audi pre-sense systems. Camera-based traffic-sign recognition is also available. At a glance: The new Audi A4 and Audi A4 Avant Exterior design and body - Athletic proportions and sporty elegance; the Avant with raked D-pillars - 4.73 meters (15.5 ft) long, 2.82-meter (9.3 ft) wheelbase, 1.84 meters (6.0 ft) wide, 1.43 meters (4.7 ft) high - Optional LED headlights and matrix LED headlights with dynamic turn indicators - Light body: weight reduced by up to 15 kilograms (33.1 lb) compared with the previous model - Best drag coefficient in its class: 0.23 for the Sedan, 0.26 for the Avant; aeroacoustics ensure peace and quiet on board Interior - The longest interior and greatest shoulder width at the front compared with competitors - Avant has a luggage compartment volume of 505 liters (17.8 cu ft) - Avant has an electrical luggage compartment cover as standard - Interior design with large decorative surfaces and continuous air vent strip; new colors and materials, spacious interior, LED interior lighting as standard equipment, first-class workmanship - Largest range of lightweight seats amongst the premium competitors - Automatic climate control with a new interface - Optional LED interior lighting packages with color-adjustable ambient lighting - New equipment concept with sport and design lines – for the first time with exterior differentiation Controls - Optionally available: head-up display and Audi virtual cockpit - Completely redesigned MMI operating concept including free-text search function - Can also be operated by multifunction steering wheel and natural-language voice control Infotainment and Audi connect - Optional top-end infotainment system MMI Navigation plus with MMI touch and an 8.3-inch MMI monitor including - Audi connect, LTE connectivity and Wi-Fi hotspot. Audi phone box available with inductive charging - Many new Audi connect services including remote control via smartphone app to check and control the car - Audi smartphone interface for connecting Apple and Android phones - Bang & Olufsen Sound System with innovative 3D sound and Audi tablet as mobile rear-seat entertainment Engines - Three TFSI and four TDI engines at market launch, 110 kW (150 hp) to 200 kW (272 hp), up to 25 percent more power - Fuel consumption reduced by up to 21 percent, Audi A4 2.0 TDI ultra with new best figures: just 3.7 liters of diesel per 100 km (63.6 US mpg) and 95 grams of CO2 per kilometer (152.9 grams per mile) - Highly efficient 3.0 TDI in two power versions - Economical 1.4 TFSI with 4.9 liters per 100 km (48.0 US mpg) and 114 grams CO2 per km (183.5 g/mi) - New 2.0 TFSI ultra with 140 kW with newly developed combustion method and just 4.8 liters of gasoline per 100 km (49.0 US mpg) and 109 grams of CO2 per km (175.4 g/mi) - A4 Avant g-tron – can operate on sustainably produced Audi e-gas Drivetrain - New generations of the S tronic, tiptronic and manual transmission. S tronic in A4 for front-wheel drive for the first time, both automatic transmissions with freewheeling function - Front-wheel drive or quattro drive with wheel-selective torque control Suspension - Redesigned, light five-link axles at front and rear, significant increase in comfort with accentuated sportiness - Newly developed electromechanical power steering, with dynamic steering on request - Audi drive select dynamic driving system standard as of 140 kW (190 hp), suspension with adjustable shock absorbers available as an option Driver assistance systems and integrated safety - Stop&Go adaptive cruise control including traffic-jam assist for slow-moving traffic - Predictive efficiency assistant for even lower fuel consumption - Audi active lane assist and Audi side assist - New: parking assist, rear cross-traffic assist, exit warning, turn assist, collision avoidance assist and camera-based traffic-sign recognition - New safety systems: Audi pre sense city, basic and rear
    6 replies | 226 view(s)
  • Sticky's Avatar
    06-30-2015, 02:02 AM
    But it can buy a Lamborghini. This slick advertisement is essentially saying that a raging bull with four wheels will put a smile on your face. Considering the nature of this network of websites, who are we to argue? They are right.
    4 replies | 135 view(s)
  • Sticky's Avatar
    06-29-2015, 09:51 PM
    Details on the Underground Racing Huracan twin turbo packages are tough to come by. Last year they announced they were working on a bolt on turbo package designed to work with the factory Huracan dual clutch transmission. Well, this particular Huracan is not a bolt on turbo affair but their 2000+ wheel horsepower X package. This package includes a built motor with the block built by Proline Racing who builds blocks capable of handling 4000+ horsepower for professional racing. The turbocharger models are not specified but we know they are Precision units. John Reed racing did the work on the Motec M1 ECU including the firmware, tuning, and harness. The ECU is capable of direct injection control. What is somewhat disappointing is that UGR is not using the dual clutch transmission. Considering this car is clearly putting out over 2000 wheel horsepower they are using one of their tried and true sequential transmissions from the previous generation Gallardo. This transmission features billet 1st through 6th gears and a billet built differential. This type of thing separates the big boy tuners from the rest. This is absolutely top of the line stuff which comes with the top of the line price. We hope they eventually are able to beef up the dual clutch transmission to handle these torque levels but the car is no slouch as it sits and can only get faster. Plus, it's a lot more fun to have a fast car running than sitting in a shop with broken parts. Watch the Huracan in action as it takes down two high powered GTR's easily and only loses to the AMS Alpha Omega 2000+ whp GTR while giving it a hell of a run.
    4 replies | 187 view(s)
  • Sticky's Avatar
    06-30-2015, 01:02 PM
    With the launch of the new B9 generation A4 the new styling is being debated by enthusiasts. Much like the previous generation A4 models a more aggressive body, suspension setup, and wheels do wonders. Take a look at this rendering of what a B9 RS4 Avant model might look like. Pretty good, right? With Audi RS styling touches applied the B9 A4 design looks much better than in the base A4 trim. Audi has yet to announce the B9 RS4 and details on such a model are scarce. Reports are all over the place regarding the potential engine and output but it appears they are leaning toward a 3.0 TFSI turbo V6. If it is just a smaller 4.0 TFSI V8, nobody will have any problem with that.
    4 replies | 179 view(s)
  • Sticky's Avatar
    06-30-2015, 01:59 AM
    Part of the appeal of the C7 Corvette Z06 is the supercharged 6.2 liter LT4 V8. With a positive displacement Eaton TVS blower the Z06 makes very good stock power and torque. What if we were to tell you by swapping that blower out for a Procharger F1 series you could make an additional 167 horsepower at the wheels on the stock LT4 tune? Believe it. Procharger claims that with just 2.5 psi more boost than stock they added 167 wheel horsepower and 60.87 more lb-ft of peak torque than a stock C7 Z06 LT4 1.7 liter Eaton. All while generating less heat and putting less weight on the nose. We all know heat is a bit of a problem with the stock LT4. The Procharger system removes the factory blower, factory intercooler, factory heat exchanger, and factory pumps and lines. All for just slightly more than the price of a the standard C7 Corvette Stingray system. That means this should retail in the $6XXX range. Procharger is currently putting down power somewhere in the 7XX range (720 claimed) but they are not providing any dynos or pricing info just yet. They are saying in theory they could make over 1000 whp with one of their larger head units as well as a heads and cam upgrade. They are probably right. They state their system will support everything from the P-1SC-1 you see to their monster F2. To give you an idea of their blower offering, here you go: Now while Procharger is extolling the benefits of a centrifugal they forget to mention the factory Eaton will have better throttle response. That said, it's impossible to ignore this kind of performance for the money with incredible headroom. Maybe ditching the factory blower for centrifugal isn't such a bad idea? Air to air intercooler: Options: Available Head Units: P-1SC-1 through F-2 Available Head Unit Finishes: Satin, Texture Black, Polished Available Bracket Finishes: Satin, Texture Black, Polished Available Intake Finishes: Satin, Texture Black Available Intake Plate Finish: Satin, Texture Black Available Bypass Valves: ProFlow, Bullet ProFlow, Race Valve Available Intercoolers: Vertical, Horizontal
    4 replies | 156 view(s)
  • Sticky's Avatar
    Yesterday, 06:03 PM
    More and more flash tunes continue to come out for the S63TU engine platform which is used in the BMW F10 M5 and F13 M6. BrenTuning's approach is not just one of an ECU (engine control unit) tune but also addresses the DCT transmission with TCU (transmission control unit) adjustments. The TCU settings are modified to give full torque delivery and lock up on peak boost. BMW likely tunes the transmission the way they do from the factory to protect it for longevity as they do not exactly replace the clutch discs but say they are 'lifetime' units which is really just a cost cutting and warranty measure. That said, by modifying the torque delivery profile one can improve the performance even without increasing boost pressure by unleashing what is already there. Do not expect lifetime clutch life though. As far as the power and torque gains from the ECU tuning BrenTuning on 93 octane pump gas managed to gain on a Mustang Dyno an additional 31 horsepower and 106 lb-ft of torque at the wheels. This is tune only with the only difference from stock being a Magnaflow rear section which does not do much for power output. The gains are seen down low with a massive increase in torque that starts to taper toward redline explaining why the peak torque gain is so much larger than the peak horsepower gain. This is not a motor designed for big top end power but sees massive gains down low in torque. This tune should provide a massive kick in the pants you can feel. As far as pricing, BrenTuning is asking a very reasonable $995. For now it seems they are flashing only in house but mobile flash kits are supposed to come soon. Great stuff as usual from BrenTuning.
    2 replies | 203 view(s)
  • COBB Tuning's Avatar
    06-30-2015, 06:36 PM
    Back from Pikes Peak and we just wanted to post up some of the info from the blog. This is a bit of data that we have collected over some the past few months. This same data is what we put into our calibrations to make sure they work no matter the variable! Here is some info from the blog I figured I would post up so you guys can check it out! READING/WRITING OF THE ECU How long does it take? The initial install of the Accessport takes around 6 minutes. Once installed, a map change takes approximately 1 minute. Map changing is done on the Accessport and you can select from calibrations that come preloaded on the device. We have Stage1 maps that are for otherwise stock cars as well as Stage2 maps that are made for cars with upgraded exhaust systems. These calibrations come for ACN91, 91, 93, and 100 octane fuels. We do require that a battery charger be connected to the car for the initial Accessport install process on the 991 turbo. Once installed, a battery charger is not required for map changes. DATALOGGING A great deal of time and resources have been invested to make sure we are offering an exceptional, feature rich, tuning tool. One that can not only flash but also allow the end user to monitor the health and status of their car; something that only the COBB Accessport can do! Data collection is an instrumental part of making a proper calibration. Without data you are only taking an educated guess of the vehicle’s state. The Accessport is able to datalog the most crucial parameters for the Engine Control Unit at a sample rate of 45 samples per second. We currently have the ability to log every single factory monitor as well as a slew of custom created monitors that not even Porsche can see! As we continue to learn more about these cars, we will have the ability to create custom monitors using any data that is reported to, or calculated by, the ECU. Below is an example of a small sample of data monitors we currently have access to, viewed in conjunction with a dyno run from one of the many 991 turbos we have been testing with: Over the previous months we have flown around the country and tested our OTS maps for these cars in varying climates and elevations using a variety of fuel grades. A majority of the R&D was performed out of our COBB SoCal facility which has access to some very poor quality 91 octane fuels as well as 100 octane race fuel. We have also performed a great deal of testing in extreme climates and elevations. From a freezing Pikes Peak to an extremely hot and humid Puerto Rico, we were able to test the cars and calibration files in a variety of relative air densities. Below, we’ll take a look at a few of the quirks we’ve learned along the way: -First, the factory intercoolers leave much to be desired even in stock form. With raised boost pressure we have seen intake temps as high as 185*F while in Puerto Rico and 205*F on Pike Peak pushing the pressure ratio of turbos in an extremely low barometric pressure environment. Intercoolers will be a highly recommended upgrade for these cars in the future as cooling the intake charge will be absolutely vital for making power in a safe manner. -The fuel system on the 991 Turbo seems to be a bit more capable than that of the previous 997.2 Turbo. We have experimented with alternative fuel mixtures and thus far have had great results. We have successfully tested up to E30 in a Stage2 Turbo S without any issues whereas the direct injection fuel system on the 997.2 Turbo car is not capable of maintaining pressure with that amount of ethanol content. We will continue to experiment with alternative fuel blends in order to find and push the limitations of the factory fuel system. -The turbochargers on the 991 Turbo appear to be more efficient than those of the previous generations. We performed some exhaust gas back pressure testing in the 991 and compared the results to those from a 991.1 Turbo. We noticed that the 991 spools earlier as well as holds boost longer with less back-pressure. Back-pressure is still quite high in the upper RPM range but not as bad as the 997.1. Below is a dyno plot illustrating the differences between the 991 and 997.1: The solid line is from the 997.1 and the dashed is from the 991. The blue line is the barometric pressure (InHg), pink is temperature (*F), red is relative boost pressure (psig), and orange shows exhaust manifold pressure (psig). You can see that the 991 spools quicker and makes more boost with less back pressure than with the 997.1. The average boost from 2200RPM to 6500RPM on the 991 in this example was 19.4psi with and average exhaust gas back pressure of 24.2psi. The average boost for the 997.1 over the same rev range was 17.3psi with an average exhaust back pressure of 24.182psi. At 6500RPM the exhaust back pressure of the 991 is just shy of 10psi lower than that of the 997.2. In general, it is preferred to keep exhaust gas back pressure at a minimum in order to keep temperatures under control. When exhaust gas back pressure is too high it puts excessive strain on the turbocharger and effectively lowers the overall volumetric efficiency of the engine. POWER GAINS The 991 Turbo’s gains on the OTS (Off The Shelf) maps are substantial. This is a graph of a bone stock 2015 991 Turbo S with just a flash. As you can see the car picks up a lot all over the power band! Another strong example of a car we have tuned with some basic bolt-on modifications: This is a graph of a bone stock 2015 991 Turbo S with just a flash. As you can see the car picks up a lot all over the power band! Another strong example of a car we have tuned with some basic bolt-on modifications: If you have any questions on the 991 stuff please feel free to email me and ask! mitch.mckee@cobbtuning.com Thanks! -Mitch
    1 replies | 272 view(s)
  • Sticky's Avatar
    06-30-2015, 12:32 AM
    AMR Performance continues their rollout of products for the 2015 Subaru WRX. You can add a FMIC (Front Mount Intercooler) to the list. AMR's design improves upon the factory intercooler which has plastic end tanks. AMR also discovered that high boost over 17.5 psi can cause pressure failures on the inner seals of the factory end tanks. This is what AMR wanted to accomplish with their design: - Easy & straight forward installation. - No rubbing or rattling of the intercooler piping. - No removing of factory components. - No cutting of body panels (front bumper especially!). - Easy & non-noticeable "back-to-stock" removal. - Maintenance on the vehicle without removing any of the intercooler components (change plugs without removing piping!). - Works with Factory BOV, Aftermarket BOV or NO BOV. - Works with Factory & Aftermarket Intake Systems. - Perfect fitment. - Reinforcement bar. - Reinforced 5ply silicone. - Stainless T-Bolt clamps. Essentially to improve on the factory design with a large front mount but one that is easy to install and does not require hacking the car up. Here is the factory top mount design: And here is what the top of the motor looks like with the AMR Design: This is with the AMR Performance intake: BOV and turbo tube connections: What is the price? Good question, AMR has not yet put the intercooler on their website with pricing. Additionally, some data to go with this intercooler would be great to see. Regardless, those looking for an option to improve the cooling over the factory design as well as a front mount have a solid solution here.
    2 replies | 103 view(s)
  • Sticky's Avatar
    06-28-2015, 05:08 PM
    Dodson continues to expand their line of dual clutch transmission upgrades. With so many performance cars out there getting dual clutch transmissions as standard now it's a smart move especially as enthusiasts tune many of these turbo motors mated to such transmissions for more power and torque. Dodson has several upgrade options for the BMW Getrag DCT units. Porsche does not use Getrag units though but instead partners with ZF. The 7DT-45 model transmission is used in the 997 Carrera and Carrera S models as the 987 Cayman and Boxster. On the 997.2 Turbo a higher torque capability 7DT-70 is used based on the same basic design. The Panamera uses a 7DT-75 which is a different box for the Panamera's different front engine layout. Dodson does not specify which of these transmissions they are catering to but we would guess the 911 models will get priority over the Panamera. So far Dodson lists an all wheel drive clutch kit which we assume is for 911 Turbo models. Details: PORSCHE SPORTSMANS CLUTCH KIT 4 WHEEL DRIVE Retail Price: NZD$ COMING SOON Large EXEDY heavy duty, patented frictions for 4 wheel drive transmissions Small EXEDY heavy duty, patented frictions for 4 wheel drive transmissions Large EXEDY heavy duty, heat treated and ground flat steels for 4 wheel drive transmissions Small EXEDY heavy duty, heat treated and ground flat steels for 4 wheel drive transmissions They also have two clutch basket options. There is clutch basket A and B with A referred to as large and B as small. This probably refers to the number of discs. PorscheBoost is not aware of anyone running these parts yet and the pricing has yet to be released for all the parts. At the very least it looks like PDK owners will have options with 911 Turbo PDK owners getting the attention first.
    0 replies | 244 view(s)
  • Sticky's Avatar
    06-28-2015, 03:45 PM
    Sometimes a picture just does all the talking for us. It is probably safe to say on this particular one that this Supra may just be slightly oriented and prepped for performance on the drag strip. Just maybe.
    0 replies | 208 view(s)
  • Sticky's Avatar
    Yesterday, 07:04 PM
    More great runs from our friends in Russia here. We have a Porsche 991 Turbo with the PP-Performance RS650 tuning package going up against a stock Lamborghini Aventador and a Weistec supercharged W204 generation C63 AMG Black Series. The PP-P tune for the 991 Turbo and S from what we understand is piggyback based. The 991 Turbo and S both have the same sized turbochargers. A PP-P tuned 991 Turbo S went as quick and fast 9.896 @ 137.78 when trying to oneup Simon Motorsport on the recently discredited Yas Marina drag strip. Well, these runs are not on the Yas Marina dragstrip but done by the Russians known for Moscow Unlimited. The first run has the PP-P tuned Turbo go up against the Lamborghini Aventador and the Porsche wins. No surprise here at all considering how a stock 991 Turbo S did against a stock Aventador. The 991 Turbo gets through the 1/4 mile quicker and faster with a 10.359 @ 132.085 compared to the Aventador 11.059 @ 129.525. It is also faster through the kilometer as the Turbo pulls 169.846 miles per hour to the Aventador's 169.206. The Aventador closes the gap as speeds rise. The second run has the Turbo go at it with a Weistec supercharged W204 C63 AMG Black Series said to be at 700 horsepower so we assume a 2.3 liter blower package. The Black Series is set up for the track and not kilometer drag racing so the owner wisely removes the rear wing which creates downforce at the expense of aerodynamic drag. The 991 Turbo wins covering the quarter mile in 10.650 @ 131.389 compared to the C63 AMG 11.644 @ 127.456. The kilometer numbers are 19.401 @ 169.976 for the 991 Turbo compared to 20.669 @ 166.434 for the supercharged C63 Black Series. It certainly is interesting that the PP-Performance tuned 991 Turbo numbers in the Russian air do not approach what PP-P shows in the hot desert air of Yas Marina in the UAE. You will have to explain that inconsistency yourself.
    1 replies | 168 view(s)
  • Sticky's Avatar
    06-28-2015, 10:35 PM
    This is a very cool race to see as the Ferrari F12 is the car that replaced the Ferrari 599. They both are very similar using naturally aspirated V12 powerplants as well as being front engined cars sending their power to the rear wheels. One of course expects the newer F12 to be faster. The Ferrari 599 GTO has a 661 horsepower 6.0 liter V12 and is lighter than the standard 599 GTB by roughly 200 pounds. That puts it somewhere in the 3500 pound range. The car uses a sequential manual single clutch gearbox. The newer F12 has a larger 6.3 liter V12 motor with a rated output of 730 horsepower. It also gets a dual clutch transmission. Ferrari claims the weight is in the high 35XX range but independent testing puts it at roughly 4000 pounds. It's definitely heavier than the 599 GTO. So what happens in the actual race? The F12 gets a lead to start. It just continues a slow and steady pull. By the 1/4 mile mark the F12 is pulling four miles per hour harder at 129 and by the 1/2 mile mark it is pulling 166.43 which is just under 5 miles per hour faster than the 599. The new car is quicker and faster but if the F12 was a bit lighter it would truly open some eyes. Regardless, these are two spectacular cars.
    0 replies | 150 view(s)
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  • zach1328's Avatar
    Today, 03:51 AM
    Some guys are saying their n54's can make 1000whp on the stock motor. I guess its true because thats what some guys say. Everything you read on the internet is 100% true. An unopened n54 can handle 2000whp....n54's are nice. It must be true because thats what some guys are saying. That's the stupidest argument I've seen on any forum. EVER!
    48 replies | 1901 view(s)
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  • Hipressr's Avatar
    Today, 12:00 AM
    Sticky, did you notice the how stock torque curve somehow does not dip at 5800 but extends +-10lb/ft torque all the way to 6900rpm similar to an S65?
    2 replies | 203 view(s)
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