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  • Sticky's Avatar
    05-27-2015, 08:24 PM
    These are two naturally aspirated Italian heavyweights slugging it out on the highway. A boosted German luxury sedan spoils the fun however. This video goes to show that the Huracan and 599 are very fast but in the boosted era all it takes is a tune on something like a CLS63 AMG equipped with the AMG M157 5.5 liter V8 to upset the exotics. The action obviously focuses on the Huracan and 599 predominantly and the CLS63 AMG only gets a cameo appearance at the end of the video. Regardless, the Huracan has a 5.2 liter naturally aspirated and direct injected V10 engine with 602 horsepower and 412 lb-ft of torque sent to all four wheels through a dual clutch transmission. The 599 has a naturally aspirated 6.0 liter V12 based on the unit in the Ferrari Enzo with an output of 612 horsepower and 448 lb-ft of torque. Unlike the Huracan power goes to the rear wheels. It does not have a dual clutch transmission but instead a sequential 'F1' manual gearbox. The 599 also carries an extra ~450 pounds. On paper this should be a good race and in practice it is with the Huracan having a slight edge. It is able to maintain the lead it opens up in the lower gears although the 599 appears to inch back in the higher gears. They both get smoked by a tuned M157 though. It sure is tough to beat the modern boosted German V8's once they get a tune.
    38 replies | 648 view(s)
  • Sticky's Avatar
    05-27-2015, 02:40 PM
    The best automotive performance bargain in the world? That would be the 2016 Mustang GT350. There will of course be those who point to the Dodge Hellcat models with the Challenger starting at $60,900 and offering much more power with the 707 horsepower twin screw supercharged V8. The thing is, the Hellcat might win in raw torque per dollar but the Mustang GT350 comes in roughly $12k less and offers a much more nimble package. The GT350 will run circles around the Hellcat on a track as the portly Dodge sticks to being a one trick pony with that trick being going fast in a straight line (as long as it maintains traction). The GT350 sounds incredible with its unique flat-plane crank high revving naturally aspirated V8. Hell, the GT350 is the next best thing to a Porsche 911 GT3 and for those who want a manual transmission it actually offers something the Porsche can't at a fraction of the cost. The GT350R on paper looks like it will offer GT3 level performance, if not superior performance, for far less money. This is very aggressive pricing from Ford and the GT350R despite going to $63495 is quite a bargain itself. The problem will be actually getting a GT350 or GT350R for the MSRP. That said, well done Ford.
    26 replies | 249 view(s)
  • Sticky's Avatar
    05-28-2015, 01:02 PM
    The recent BMW 3.0 CSL Hommage car is generating quite a bit of controversy. The general reaction of the public and that of enthusiasts here is that the car is ugly. Personally, BimmerBoost feels the design is stunning and a very well done modern take on the classic it is honoring. The styling debate will no doubt rage for time to come (especially once people get accustomed over time to the futuristic design) and is a very subjective matter. What about the engine? Well, BMW has left out drivetrain specifications but as this is a 3.0 CSL you expect a 3.0 liter inline-6 under the hood. The engine that makes the most sense from the current BMW lineup is the S55 motor from the F80 M3 and F82 M4. If we were to guess that is what BMW is using here in modified form. There are no power or torque specifications or really any details on it but what we do have is a clip of the car revving and the interesting note it produces from the side exhaust setup. Perhaps a video of the car in motion and offering some revs will produce some different reactions than those based on just press release photos alone.
    14 replies | 1095 view(s)
  • Sticky's Avatar
    05-29-2015, 07:22 PM
    Taking down a sport bike in a car is hard. Taking down an S1000RR in particular is incredibly hard for a car. A tuned (tuning done by BrenTuning) one? Well, that is an even taller order and you will need something like this GTR putting out 1300+ wheel horsepower in order to have a chance. The first run has the GTR set to about 1100 wheel horsepower. The S1000RR impressively makes short work of it. The second run is a rematch where the GTR gets a better start and is able to hang in the first couple gears. The result is the S1000RR again pulling away up top. The GTR has enough and ups the boost to kill mode so it is pushing roughly 1300 wheel horsepower. This run is amazing as the GTR hangs in and the aerodynamic penalty for the bike begins to show with the GTR slightly pulling up top. This is a stupid fast GTR and a stupid fast bike. Both are incredibly impressive but it just goes to show how much horsepower is needed to pull a tuned S1000RR on the highway.
    12 replies | 1049 view(s)
  • Sticky's Avatar
    05-28-2015, 12:12 PM
    Mercedes killed off the Maybach name only to revive it with the latest generation W222 S-Class. The problem Maybach had is that it was essentially an S-Class with a premium price tag. Sure, they changed some things on the exterior as well as the interior and added Maybach badging. That is basically what this new 2016 Mercedes-Maybach S600 is. Except it is not pretending to be anything other than an S-Class. A $200k S-Class. That money buys you a beautiful and spacious interior. Also a 523 horsepower and 612 lb-ft of torque twin turbocharged M279 6.0 liter V12. The engine for whatever reason is detuned from the S65 AMG 621 horsepower and 738 lb-ft of torque. The Mercedes-Maybach S600 may be aimed at its premium British rivals but the Bentley is more than twice the price. The Maybach premium does not bring it close in prestige, position, and price. When playing at this level those things matter. It is also why Maybach failed in the first place. The Bentley does not look like a fancy version of something cheaper. It is premium to begin with. It simply is what it is which is a heavy, powerful, and opulent British boat. It needs those 811 lb-ft of torque from the twin turbo L-Series V8 to move its ample sized 6041 pound body around. At 5308 pounds the Mercedes-Maybach is the lightweight here. MotorTrend in their comparison comments on how it feels sportier and that it handles better. Does anyone in this class really care about the handling prowess or sportiness? If so, why not just opt for the S65 AMG to begin with as it handles better and is faster than either of these cars? The Bentley may be heavier, it may be slower, and it may handle worse. But it is far better at being a Bentley or even a Maybach than the Mercedes is. The Mercedes-Maybach comes off as an S-Class doing its best impression of a Rolls or Bentley. That just isn't good enough in this segment. You want the real thing. 2016 Bentley Mulsanne Speed 2016 Mercedes-Maybach S600 POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, RWD ENGINE TYPE Twin-turbo 90-deg V-8, alum block/heads Twin-turbo 60-deg V-12, alum block/heads VALVETRAIN OHV, 2 valves/cyl SOHC, 3 valves/cyl DISPLACEMENT 411.9 cu in/6,750cc 364.9 cu in/5,980cc COMPRESSION RATIO 8.9:1 9.0:1 POWER (SAE NET) 530 hp @ 4,200 rpm 523 hp @ 4,900 rpm TORQUE (SAE NET) 811 lb-ft @ 1,750 rpm 612 lb-ft @ 1,900 rpm REDLINE 4,500 rpm 6,200 rpm WEIGHT TO POWER 11.4 lb/hp 10.1 lb/hp TRANSMISSION 8-speed automatic 7-speed automatic AXLE/FINAL-DRIVE RATIO 2.92:1/1.95:1 2.42:1/1.77:1 SUSPENSION, FRONT; REAR Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Multilink, hydraulic and coil springs, adj shocks; multilink, hydraulic and coil springs, adj shocks STEERING RATIO 16.5:1 (est) 15.5:1 TURNS LOCK-TO-LOCK 3.4 2.2 BRAKES, F;R 15.7-in vented disc; 14.6-in vented disc, ABS 15.4-in vented, drilled disc; 14.2-in vented, drilled disc, ABS WHEELS, F;R 9.0 x 21-in, forged aluminum 8.5 x 20-in; 9.5 x 20-in, cast aluminum TIRES, F;R 265/40R21 Dunlop SP Sport Maxx GT 245/40R20 99Y; 275/35R20 102Y Goodyear Eagle F1 Asymmetric 2 DIMENSIONS WHEELBASE 128.6 in 132.5 in TRACK, F/R 63.6/65.0 in 63.9/64.5 in LENGTH x WIDTH x HEIGHT 219.5 x 75.8 x 59.9 in 214.5 x 74.8 x 58.8 in TURNING CIRCLE 41.3 ft 42.3 ft CURB WEIGHT 6,041 lb 5,308 lb WEIGHT DIST., F/R 49/51% 51/49% SEATING CAPACITY 4 4 HEADROOM, F/R 40.1/38.1 in 42.3/37.9 in LEGROOM, F/R 41.9/42.9 in 41.4/40.0 in SHOULDER ROOM, F/R 52.7/52.7 in (est) 59.7/58.7 in CARGO VOLUME 15.6 cu ft 12.3 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.9 sec 2.0 sec 0-40 2.9 2.8 0-50 3.9 3.8 0-60 5.0 4.8 0-70 6.5 6.1 0-80 8.3 7.5 0-90 10.3 9.0 0-100 12.7 10.8 PASSING, 45-65 MPH 2.4 2.1 QUARTER MILE 13.6 sec @ 103.3 mph 13.2 sec @ 110.9 mph BRAKING, 60-0 MPH 110 ft 114 ft LATERAL ACCELERATION 0.84 g (avg) 0.90 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.71 g (avg) 25.8 sec @ 0.75 g (avg) TOP-GEAR REVS @ 60 MPH 1,400 rpm 1,300 rpm CONSUMER INFO BASE PRICE $341,325 $191,975 PRICE AS TESTED $411,123 $204,585 STABILITY/TRACTION CONTROL Yes/yes Yes/yes AIRBAGS Dual front, f/r side/head Dual front, f/r side, f/r head BASIC WARRANTY 3 yrs/unlimited 4 yrs/50,000 miles POWERTRAIN WARRANTY 3 yrs/unlimited 4 yrs/50,000 miles ROADSIDE ASSISTANCE 3 yrs/unlimited 4 yrs/50,000 miles FUEL CAPACITY 25.0 gal 23.2 gal EPA CITY/HWY/COMB ECON 11/18/13 mpg 13/21/15 mpg ENERGY CONS., CITY/HWY 306/187 kW-hrs/100 miles 259/160 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.46 lb/mile 1.24 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Source
    14 replies | 403 view(s)
  • Sticky's Avatar
    06-01-2015, 10:08 PM
    Mercedes changed their naming scheme around and what you see is essentially the new CL65 AMG. It is now called an S65 AMG coupe and is based on the W222 S-Class architecture but its own designation is C217. With that out of the way let's take a look at the car. MotorTrend truly loves the interior and exterior. It is hard to disagree as the car is simply beautiful inside and out. The technology and design employed are spectacular. Is the car worth the $230k they ask for it? Well, BenzBoost does not think so. Why? Because the 65 AMG models tend to depreciate like rocks. Not to mention, look at the performance figures. 12.3 @ 116.8 in the 1/4 mile from a 621 horsepower and 738 lb-ft of torque twin turbo V12? The 2015 version of the CL65 does not improve at all (and actually regresses due to weighing so much more) from the original twin turbo W215 generation V12 CL65 AMG that launched way back in 2003. No big performance jump after over a decade? The twin turbo V12 itself has barely changed. The original M275 V12 unit was updated to the current M279 V12 and yes it makes a bit more power and torque now but it is also moving 4753 pounds. The new car is obviously better looking and offers more technology inside and out but the performance has not improved with the rest of it. It needs a diet, badly. The S65 AMG Coupe may be the most expensive of the S-Class Coupe model line but at $230k it makes little sense. The S63 AMG 4Matic is a much better buy at $160k and includes all wheel drive. Despite the all wheel drive it actually weighs less at 4679 pounds. Less depreciation, better traction, less weight, and better performance. If you absolutely have to have a twin turbo V12 S-Class coupe with rear wheel drive the S65 is obviously the only choice. The question is, why do you need it over an S63 that is just as fast, cheaper, and arguably more capable? Maybe you have money to burn but even so it just is not the logical choice for performance in the lineup. The best argument for it is the prestige of a V12 but considering that V12 is very long in the tooth only those who don't know any better will be impressed by it. MotorTrend says really you want the V12. MotorTrend is wrong (they also call it an M275 when it's an M279 making you wonder if they even bother to do any research). Really what you want the is the more advanced M157 5.5 liter twin turbo V8 with its direct injection, lighter weight, higher revs, all wheel drive, and higher modability. They don't get it.
    17 replies | 286 view(s)
  • Sticky's Avatar
    05-28-2015, 12:41 PM
    This is certainly one that is fun to see. Now, the Porsche 911 GT3 really belongs on the road course. It is not about starightline speed although it is certainly no slouch in that area with its 475 horsepower 3.8 liter direct injected flat-6 engine that revs to an incredible 9000 rpm. The problem is that it is going up against the twin turbocharged and direct injected 4.0 liter M178 V8 under the hood of the AMG GT S which offers both more power and more torque. The GT3 carries roughly 400 less pounds and also has a dual clutch transmission like the AMG GT S. It just simply lacks the muscle of the turbo AMG GT S and it is surprising just how big the gap is in the real world. See for yourself.
    10 replies | 566 view(s)
  • Sticky's Avatar
    05-28-2015, 11:31 AM
    This is not a race you see every day. We all know diesels can put out a ton of torque. That is why semi-trailer trucks use turbo diesel motors to tow. This particular Kenworth W900 has some upgrades to its motor and also a driver who clearly knows how to shift the big heavy truck. The E60 M5 is not a torque monster with its 5.0 liter S85 V10 but it certainly has a lot of power and is light compared to a giant truck. It gets the lead here but once the turbo diesel spools and you see the black smoke pouring out it catches up and just barely passes at the finish line. The M5 owner probably would like a rolling highway rematch:
    5 replies | 1171 view(s)
  • Sticky's Avatar
    05-28-2015, 01:36 PM
    We all know the 707 horsepower twin screw supercharged Hemi Hellcat V8 is absurdly powerful. In stock form it is even underrated. The amount of power and torque the engine is gaining with basic mods is incredible. Even something as basic as a catback exhaust system is showing major gains. This thing just loves to be tuned. The baseline from SeriousHP Houston shows 625 horsepower and 578 lb-ft of torque at the wheels. They added a catback exhaust from Magnaflow and the numbers went to 661 horsepower and 614 lb-ft of torque at the wheels. Those kinds of gains from a simple catback are just plain nuts. Imagine a full exhaust system with headers. The motor seems to be very restricted in stock form which is just absurd considering it already makes well into the 6XX wheel horsepower range off the showroom floor. 800+ wheel horsepower with basic bolt on modifications is well within reason. It also shows just how intense the horsepower war is. The Americans certainly do not look like they intend to lose it.
    14 replies | 276 view(s)
  • Sticky's Avatar
    Yesterday, 04:30 PM
    Great run here from BimmerBoost member @Omni who continues to run his E39 M5 hard. If you are not familiar with his E39 M5 with over 700 wheel horsepower courtesy of an S52 inline-6 swap that he then turbocharged take a look at this article and appreciate the awesomeness that is his M5. We have seen this E39 M5 in action before making short work of a tuned BMW F13 M6 Gran Coupe. The M6 is fast, sure, but this M5 is a lot faster. Well, this time around the M5 has some stiffer competition from a Cadillac CTS-V wagon with ~750 rear wheel horsepower. The CTS-V wagon is of course heavier than the E39 at roughly 4400 pounds. Despite that weight this wagon moves! The torque advantage down low shows as it pulls off the bat. Once that turbo in the M5 gets going though the E39 closes the gap and pulls ahead. Just a great run from two beasts, nicely done @Omni. E39 M5 with a S52 swap, Precision 6266 CEA, 100 octane + water/meth, 31 psi.
    7 replies | 223 view(s)
  • Sticky's Avatar
    Yesterday, 06:50 PM
    Some very big tune only numbers here from GSR Technik who claims this is from their Stage 2 ECU tune for the S63TU 4.4 liter twin turbo V8. The baseline is a very strong 536 wheel horsepower and 515 lb-ft of torque at the wheels which makes it one of the highest baselines BimmerBoost has seen from the S63TU. Now, only part of the graph is pictured. Why is that an issue? Because due to the high baseline we would like to see the correction factor used. This is why pictures of screens instead of actual generated files from the WinPEP Dynojet software you see in the picture are a problem. With the Stage 2 tune GSR Technik shows output rise to 682 horsepower at the wheels and 620 lb-ft of torque at the wheels. That is almost 700 wheel with just bolt on tuning. That begs the question, is this just tune only? Are there supporting mods? What is the fuel? Tuners should be accustomed to showing more details than just a graph. This is what separates the quality professional tuners from the rest.
    8 replies | 237 view(s)
  • Sticky's Avatar
    05-28-2015, 02:08 PM
    This is a bit disappointing as the $165,000 McLaren was poised to be an incredible value as well as put quite a bit of pressure on Porsche. The BoostAddict Network contacted McLaren and was told last month that the 540C would be sold in the USA and globally. Well, McLaren simply changed its mind based on feedback from potential 570S customers. Their statement is: Following feedback from a series of previews where interest from American customers has exclusively been in the 570S, the decision has been taken to concentrate on this model for the launch of Sports Series in the US. There is no change to availability of the 540C or 570S in other markets. So the 540C is still available in all other markets but it has been pulled from the US. The 540C would have represented a tremendous performance value but McLaren is likely protecting its image here. Were they worried the 540C would move them too far downmarket? Are 570S customers really concerned about a 540C model potentially offering too low of an entry point? This happens with many European cars. For example Mercedes traditionally does not bring its smaller gasoline or diesel engines available elsewhere for the SL to the American market. If you wanted a 540C and live in the USA, tough luck. It sure would have been nice to pick up a used example a few years down the line making for one heck of a McLaren and exotic tuning bargain.
    8 replies | 252 view(s)
  • Sticky's Avatar
    Yesterday, 04:58 PM
    Ford finally released the final specs for the 2016 GT350 5.2 liter 'Voodoo' V8. The specs on this engine are something you expect out of a Ferrari and that is something Ford actually mentions in their press release. You certainly would not expect to see anything like this in a car under $50k. Let's take a look at the specs. 526 horses comes out to 101.15 horsepower per liter. Ford writes 102 in their press release but maybe their calculator works differently. To get this type of horsepower per liter from over 5 liters of displacement is very impressive. Especially for the money. The flat-plane crank is again something you do not expect in a Mustang. You already know it sounds incredible. You also do not expect the 8250 rpm redline or the high 12.0:1 compression ratio. The last time you saw that kind of redline and compression ratio from a naturally aspirated production port injected V8 in a four seat coupe it was in the E92 M3. The M3 did it with a smaller motor though. Despite being a high revver the motor produces 90% of its peak torque between 3450 to 7000 rpm. That means it should offer great flexibility for the track which is where an engine and car like this belongs. The engine is just slightly oversquare with bore and stroke at 94x93mm respectively. The exhaust valves are sodium filled. The engine block is a unique lightweight aluminum unit. They did not skimp on anything here. Who knew Ford would be producing a better naturally aspirated V8 with a racing emphasis than Ferrari or BMW? The game has changed. 526hp 429 tq 8250 RPM rev limiter 12:1 compression (93 octane) 87mm throttle body Second generation block - honed with torque plates Cylinder heads 6% lighter than Coyote Larger valves than Coyote 14mm lift cams Active exhaust valves Rifle drilled crankshaft Crankshaft represents only 15% of rotational inertia One-piece oil pan and windage tray Better flowing intake than Boss 302 526-HORSEPOWER FORD SHELBY GT350 MUSTANG EXCEEDS 100 HORSEPOWER PER LITER WITH NEW 5.2-LITER FLAT-PLANE V8 At 102 horsepower per liter, the all-new 5.2-liter V8 for Shelby GT350 Mustang and Shelby GT350R Mustang is both the most power-dense and the most powerful naturally aspirated road-going engine in Ford history All-new Ford 5.2-liter flat-plane crankshaft V8 – an engine unique to Shelby GT350 and Shelby GT350R – produces 526 horsepower and 429 lb.-ft. of torque With a redline of 8,250 rpm, the all-new 5.2-liter engine is the highest-revving production V8 in Ford history Dearborn, Mich., June 2, 2015 – Its crankshaft may be flat, but its power output is anything but “plane.” Ford announced today the most powerful naturally aspirated road-going engine in its history. The all-new Ford 5.2-liter flat-plane crankshaft V8 will produce 526 horsepower and 429 lb.-ft. of torque in Shelby GT350 Mustang and Shelby GT350R Mustang – an engine unique to the two models set to go on sale this fall. “The Shelby GT350 program began with a clear objective – create the most balanced, nimble and exhilarating production Mustang yet,” said Jamal Hameedi, Ford Performance chief engineer. “Every change we made to this car was driven by the functional requirements of a powerful, responsive powerplant. The high-revving, naturally aspirated 5.2-liter flat-plane V8 delivers on every target we set – high horsepower, broad torque curve, aggressive throttle response and light weight.” The all-new 5.2-liter V8 is not only Ford’s most powerful naturally aspirated engine ever, but also its most efficient in terms of specific output. Without turbocharging or supercharging, the flat-plane crankshaft V8 produces 102 horsepower per liter of displacement. The new engine is also the highest-revving V8 in Ford history – with a redline of 8,250 rpm. Unlike traditional V8 engines, the all-new 5.2-liter uses a flat-plane crankshaft more typically found in a Ferrari sports car or in racing applications. The design of this new engine for the Shelby GT350 was optimized using computer-aided engineering and fully digital performance simulations. Millions of intake, cam and exhaust configurations were iterated before arriving at the optimal combination. Better engine breathing delivers optimal power Traditional cross-plane crankshaft V8 engines attach the piston-carrying connecting rods to the crankshaft at 90-degree intervals, creating a “cross” of counterweights when viewed down the axis of the crankshaft. In the all-new Ford 5.2-liter V8, the connecting rods attach to the flat-plane crankshaft at aligned 180-degree intervals – creating what looks like a flat line of counterweights when viewed down the axis of the crankshaft. Beyond a change in the characteristic sound of an American V8, the flat-plane crankshaft helps improve cylinder exhaust-pulse separation by allowing a firing order that alternates ignition events between the V8’s two cylinder banks. This can vastly improve engine breathing, and subsequently allow the engine to make more power. The result in the new 5.2-liter V8 – in addition to a uniquely exotic, delicious engine note – is 526 horsepower at 7,500 rpm and 429 lb.-ft. of torque at 4,750 rpm. Even more impressive is the track-tuned flexibility of the engine’s exceptionally wide powerband. It produces 90 percent of peak torque from approximately 3,450 rpm through 7,000 rpm, and features a racetrack-friendly spread of nearly 3,000 rpm between its torque and horsepower peaks. In both Shelby GT350 and Shelby GT350R, the all-new 5.2-liter will be paired with a six-speed manual transmission as its only gearbox option. The Tremec TR-3160 six-speed manual is specifically engineered for less mass and high-rpm application in the new Shelby Mustangs. The six-speed features a lightweight, die-cast aluminum case and clutch housing for increased overall powertrain stiffness. Gear cross-sections, the dual-mass flywheel and dual-disc clutch are all optimized for an overall reduction in inertia and weight. Other aspects of the new 5.2-liter V8 (actual displacement is 5,163 cubic centimeters) include a slightly oversquare bore and stroke of 94x93 millimeters, and a performance-enhancing 12.0:1 compression ratio. Computer numerical control-machined cylinder heads house camshafts that develop a massive 14 millimeters of lift for both the hollow-stem intake valves and sodium-filled exhaust valves. A single, fast-acting 87-millimeter throttle body – the largest ever used for a Ford engine – feeds air to the engine, allowing for a simpler, lighter intake. Further reducing engine weight is a unique new aluminum engine block featuring Ford’s patented plasma transferred wire arc cylinder-liner technology. This process eliminates typical heavy iron cylinder liners with a deposition process. The forged-steel flat-plane crankshaft is “gun drilled” to reduce total engine weight and to improve bay-to-bay cylinder breathing. A lightweight, high-capacity composite oil pan contains baffling designed for sustained high-speed cornering and hard braking. “A new Mustang as exceptional as the Shelby GT350 deserves an equally extraordinary engine,” said Dave Pericak, director, Ford Performance. “The all-new naturally aspirated 5.2-liter V8 perfectly fits the balanced dynamics of the Shelby GT350, and we believe this new engine will become a performance legend.”
    7 replies | 102 view(s)
  • Sticky's Avatar
    Yesterday, 04:11 PM
    That is the report but there is no official source on this or any comment from Jeep themselves. We have speculated on this topic before and it feels like that is what Car and Driver is doing with their report as well. It seems logical the Grand Cherokee would get the Hellcat powerplant at some point though. Is that point 2017? Jeep trademarked the Trackhawk name and the reason for that is Chrysler for whatever reason moved SRT branding to Dodge alone. The Grand Cherokee with the Hellcat motor would be called the Jeep Grand Cherokee Trackhawk. Does not exactly roll off the tongue, does it? The name aside Chrysler is already backed up with Hellcat orders. They ruled out a Hellcat powered Jeep for 2015/2016 already. The main problem we see is the all wheel drive drivetrain handling the torque from the 2.4 liter twin screw supercharged Hemi V8. They will likely figure it out by 2017. The other issue is the price point. Car and Driver states it will cost $65k. How? That is the range for the current naturally aspirated Jeep Cherokee SRT. It either has to cost more or the naturally aspirated version has to die. If both exist as Car and Driver says then the Jeep will go north of $80k. At that point it may become a tough sell. There is simply a lot of wild speculation here but Hellcat power in a Jeep is simply a logical step especially for the Grand Cherokee to compete with the twin turbo V8 German competition. Source
    8 replies | 87 view(s)
  • Sticky's Avatar
    05-29-2015, 07:31 PM
    We have seen testing photos and videos of the 991 facelift in Germany. Earlier this month PorscheBoost posted such a test vehicle which sounded like it was testing the turbo boxer four-cylinder unit expected to go into the Boxster and Cayman facelift. Well, the 991.2 facelift will bring with it turbo power for the Carrera as well. The difference will be that it will be turbo flat-6 power unlike the four cylinder the Boxster/Cayman will get. This is not exactly anything new as last year it was reported the 911 range would go all turbo. The reporting source is not exactly correct as the GT3 and GT3RS of course will remain naturally aspirated. The Carrera and Carrera S will not. So how will Porsche keep the Carrera and Carrera S from stepping on the toes of the Turbo? If we were to guess, Porsche will boost their 2.7 liter flat-6. The smaller displacement will neatly allow the Carrera and Carrera S to slot in below the Turbo and meet Porsche's efficiency goals. The Carrera and Carrera S will likely only differ in output due to boost pressure. Maybe some hardware changes similar to the Turbo and Turbo S. We will have to wait for the specifications but expect a 991.2 facelift by the end of the year for the Carrera and Carrera S. The Turbo and Turbo S will then follow. The next generation 992 Porsche 911 models will not appear before 2018. Source
    4 replies | 365 view(s)
  • Sticky's Avatar
    05-27-2015, 02:51 PM
    Who needs a Z06? The standard C7 Corvette continues to make a strong argument as far as performance per dollar is concerned. If one intends to mod, the C7 Stingray may actually be the better choice. If you disagree take a look at these results from JTM Motorsports. The car features fairly basic modifications: 2015 A8 Z51 ECS 1500 base kit with 3.75 pulley making 13.5# ARH 1 7/8" no cats with stock NPP mufflers Alky control meth kit JTM Custom cam (very small for stock converter) E85 M/T 18" DR's Everything else is 100% stock including, suspension, shortblock, heads, transmission & converter. Obviously it is an 8L90 automatic model. It uses a centrifugal blower from ECS, American Racing Headers, meth injection, a cam, and E85. Drag radials help put the power down. The result is an incredibly impressive 9.75 @ 145.94 with a 1.563 60 foot time. It looks from the video that the converter was not even loaded fully as they rolled into it. There is likely more in this setup even on the stock LT1 and stock transmission although things may start to break if pushed harder. Regardless, talk about a strong argument for pocketing the change for a Z06 and modifying a Stingray instead.
    4 replies | 205 view(s)
  • Sticky's Avatar
    05-28-2015, 03:02 PM
    We love cars. We love boost. We love women. Combining these three is tough and often we hear stories on the network forums of wives and girlfriends getting upset about how much time and money is invested (that's right, not spent) in modifying and enjoying our cars. Well, here is one woman who understands. She took her stock automatic C7 Z06 out to the Gateway Motorsports Park drag strip and ran 10 second passes on street tires in 700-1400 density altitude. This is our kind of girl. The only thing that would make this better is if the C7 Z06 was manual. That way we could see how she handles a stick. P.S. The SHE-WNZ plate is a nice touch.
    4 replies | 222 view(s)
  • Sticky's Avatar
    06-01-2015, 08:30 PM
    The Porsche 991 itself is a modern take on the classic Porsche 911 lines. It seems fitting to blend modern and classic looks with the car. The upcoming 2015 GT3 RS is arguably the finest interpretation of the 911 formula and it seems fitting to have it wear HRE Vintage and Classic Series rims. The Vintage Series itself is a modern take on classic wheel styles. As the GT3 RS is not yet on the streets in the USA HRE decided to render the GT3 RS wearing its HRE Classic 300 wheels (top two photos) and HRE Vintage 501 wheels. The result is a striking blend of classic and modern that looks right and home and with the center lock setup ready for the racetrack. Where these wheels and this car truly belongs.
    3 replies | 211 view(s)
  • Sticky's Avatar
    06-01-2015, 08:54 PM
    A recent report by MotorTrend got everyone excited as they stated Cadillac planned to put the naturally aspirated 7.0 liter LS7 V8 under the hood of the ATS-V. Now, this did not make too much sense to this network as the LS7 is pretty much being phased out and if any V8 had a chance to make it under the hood it would likely be the new direct injected LT1. Why the ATS-V redundancy though? The car already features the twin turbo and direct injected 3.6 liter 464 horsepower and 444 lb-ft of torque LF4 V6. What does the LS7 give it other than less heat soak and possibly less weight on the nose for repeated laps? GM already moved from port injection motors to direct injected units. There really is no logical sense for keeping the LS7 alive for a very small niche that grows even smaller with the Cadillac brand. Cadillac's own statement from their communications manager David Caldwell is as follows: “The ATS-V we have today is supremely capable—so much so that it’s unlikely to receive a larger, or different engine in the foreseeable future. As for V-8 engines we have another car coming that will take care of this. The obvious question is, 'why not' have V-8 power in both? The answer is that there’s no need for the two V product lines to be twins. Brothers, yes. Twins, no. This new era of V-Series gives us the chance to dial-in two types of performance character—both track capable, both premium. One is smaller, a little more approachable (relatively speaking) with the most powerful V-6, the Cadillac Twin Turbo. And its big brother coming later this summer with a supercharged V-8 with authoritative power." There you have it. No V8 for the ATS-V and certainly not an LS7. How MotorTrend got this so blatantly wrong is anyone's guess. Maybe they were just fishing for hits and not caring about credibility or accuracy. There is no quoted source. It's as if they made it all up. If there is an ATS-V+ model with higher performance you can bet it will feature the LF4 V6 with higher output as the motor is most definitely capable of it. If they strip out some weight and make a hardcore variant it makes more sense for them to use what they have.
    4 replies | 137 view(s)
  • Sticky's Avatar
    05-28-2015, 06:57 PM
    This is an absolutely insane amount of horsepower from the Supra which continues to impress today with its iron block inline-6 motor. We do not have the full details on the specifications as they have not been posted but the turbocharger used is a 91 mm Garrett unit. This power is fed through a GM automatic transmission so no, not a factory box that has been upgraded. We also assume there is quite a bit of nitrous involved. How much boost, the engine specs (larger than 3.0 liters we assume), the fuel, etc., are all question marks here. This is very impressive work by Big Daddy Performance Center but it also is not exactly in a street trim car with the exhaust dumping out of the side of the engine bay and what is likely a high stall automatic for drag runs. Hopefully we get more details but the 2JZ engine continues to be pushed and continues to impress. Video: https://www.facebook.com/311576302187441/videos/995831877095210/
    3 replies | 235 view(s)
  • Sticky's Avatar
    05-28-2015, 11:54 PM
    Back in 1989 Japanese manufacturers informally agreed to a cap of 276 horsepower on domestically produced cars in order to prevent a horsepower war. BoostAddict believes this agreement handicapped Japanese high performance options with ramifications still felt today. In other words, the cap was about as shortsighted as this Bill Gates statement on RAM, '640k is more memory than anyone will ever need.' The Japanese essentially handcuffed themselves and throughout the 90's you may have noticed how many of their cars neatly on paper adhered to this agreement. The 1990 Honda NSX? 270 horsepower. 1992 MKIV Toyota Supra Turbo? 276 horsepower. 1990 Mitsubishi GTO (3000GT)? 276 horsepower. 1994 Subaru WRX STI? 271 horsepower. 1995 Mitsubishi EVO III? 270 horsepower. The Nissan 300ZX? 276 horsepower. While there may not have been anything official other than what the people involved with JAMA (Japan Automobile Manufacturers Association) knew the manufacturers were all respecting the agreement on paper with their outputs. What was the point of this restriction? For one, for there not to be the never ending horsepower arms race we now have and secondly to reduce Japanese road fatalities. For whatever reason the Japanese tied horsepower to road fatalities and did not see the giant error in their logic. Fatalities have fallen in Japanese car accidents from the 80's to today yet horsepower has risen so make of that what you will. This artificial limit led to a tuning arms race. If you could not get the horsepower from the factory, tuners would give you it. This is part of the reason turbo Japanese cars and tuning became popular. Many of the cars were relatively cheap, plentiful, and horsepower was fairly easy to extract from the turbo powerplants. In the case of the Supra, it literally was as easy as pulling a hose. This gave rise to some legendary builds and tuning houses. Look at the output of this stock 1989 Nissan GTR RB26DETT: 260 horsepower at all four wheels is not shabby for a car from 1989 but it also is not much. Especially with competitor's output rising and the Nissan GTR essentially being stuck at that level of output due to the agreement. Now look at this tuned example with bolt on modifications (baseline figure is with a tune): With a Garrett GT3582R turbo, 6Boost exhaust manifold, Turbosmart 50mm external wastegate, Sard 750cc injectors, an upgraded fuel pump, custom exhaust, and a tune output rises to just under 475 wheel horsepower. In other words, another 200 horsepower at the wheels on the stock internals. Any wonder why tuning the GTR became popular? Especially when you can get crazy with it like this 1000+ horsepower example: In 2005 Honda simply felt they could no longer adhere to the horsepower limit and compete. They released a Legend model with a 300 horsepower 3.5 liter V6. Soon other manufacturers followed and the agreement was over. The truth is the majority of them were making cars with more than 276 horses anyway as the R32 dyno shows but they did not want to break the agreement on paper. The Japanese really were the first ones to dramatically sandbag output. All under the guise of supposedly keeping the roads safer when it was improved safety standards doing that regardless of horsepower. It took a long time for the Japanese to truly recover and start producing world class sports cars again. The current GTR of course is pointed to but look at how long it has taken for Honda to produce a new NSX. Toyota still does not have a real Supra successor or high performance sports car on the market (no the LFA does not count). The good thing is that the Japanese tuning market exploded with the turbo cars barely being pushed from the factory and offering such tuning potential. So, maybe, the agreement was a good thing for enthusiasts. Especially considering the rest of the world ignored it anyway.
    2 replies | 350 view(s)
  • Sticky's Avatar
    Yesterday, 01:22 AM
    We would prefer to see more performance modding for the BMW i8 than people going for style over substance but the entire car seems to be a bit of a design exercise anyway. There is no denying it is the most progressive design in the BMW lineup so it does not need much to look stunning. This i8 is much like the previous white i8 we saw wearing blue rims. The difference being these are from ADV.1 and not HRE. We are definitely bigger fans of HRE due to their build quality and reputation but the matte blue rims certainly look nice on the i8. The fronts are 22x9 and the rears are 22x10.5. Wheels of this size on an efficient hybrid somewhat defeat the point of the drivetrain but as stated many get this car just for the looks and not performance. What do you think?
    2 replies | 347 view(s)
  • Sticky's Avatar
    05-27-2015, 03:11 PM
    Well, mark it down as official. Lamborghini will produce a high performance SUV which really should shock nobody in this day and age. Not to mention, Lamborghini has a history producing SUV's (and even tractors if you want to go there) with the 80's LM002. That LM002 was produced in Italy and had military as well as police applications. The Urus will likely not see the same sort of rugged off-road use by the government but it will see Italian production. Italy wanted to have the production facility due to the jobs it will create. In return, tax breaks are being given to Lamborghini. Politics, right? Ok, we know it is coming and we know it will be produced in Italy. We also know it will use a shared VW SUV platform. Seven derivatives are expected from this platform. How close will the real thing be to the concept? What transmission and motor will be used? Will we see a 4.0 TFSI V8 from Audi under the hood? Maybe the new updated 600+ horsepower and 664 lb-ft of torque W12 twin turbo motor? We will have to wait and see. Source
    2 replies | 269 view(s)
  • Sticky's Avatar
    Yesterday, 10:10 PM
    Recently we saw a BMW S1000RR go up against a 1300+ wheel horsepower Nissan GTR and the naturally aspirated BMW bike with a tune gave the GTR all it could handle. Well, the Kawasaki H2R is a whole different level of fast compared to the already insanely fast BMW S1000RR. The H2R features a 998cc motor with a centrifugal supercharger said to push output to 300 horses. The bike weighs 476 pounds. That is 1.58 pounds per horse. Even with a 200 pound rider that number is 2.24. The Veyron comes in at 3.47 pounds per horse. It doesn't stand a chance. The two go from a stop and the Veyron gets a nice lead out of the hole. It holds the bike off until the 150 or so range where the H2R just pulls away. From a roll it would be ugly but the Veyron actually does an admirable job. Now here is where things get interesting. The SP-Engineering built GTR beats the bike. How? We just saw a 1300+ wheel horsepower GTR struggle with a BMW S1000RR with a tune. The only explanation is that GTR that ran the BMW bike is not making 1300+ wheel horsepower or this SP-Engineering GTR is making much more than 1300 wheel horsepower. You make up your own mind on that one. The a McLaren MP4-12C thrown in for good measure but it just gets beaten up. This isn't a race: Super Street did a nice job filming here especially with the aerial views. Super Street is a name we have not heard in a while probably because magazines are in decline. Well done though and cool to see.
    1 replies | 73 view(s)
  • Sticky's Avatar
    Yesterday, 06:45 PM
    MTB tuning in Germany contacted BenzBoost regarding their M177 tuning for the W205 C63 AMG and requested an article on their Stage I package. Usually we do not grant such requests and often companies will offer to pay for an article with a link included usually to some keyword they want to rise in Google searches. This time though due to some recent controversy regarding Dynojets and European dyno figures BenzBoost felt it would be prudent to take a look at MTB's Dynojet results. BenzBoost did request wheel figures from MTB but they are still looking for them for whatever reason. What we have here they state is at the clutch which MTB's claims is more than wheel output but less than crank. Why the software is not set to simply output to the wheels is anyone's guess but Europeans seem to prefer figures closer to the crank. So what does the Stage I software gain? 59 horses at the clutch. Torque rises from 516 lb-ft to 600 lb-ft of torque. How do we compare these figures to other Dynojet numbers from tuners? Well, it's a bit tricky to do that and comparing graphs using different correction factors is often opening a can of worms. Regardless, MTB has a Stage I tune available with an option for removing the limiter. More M177 tuning options are a good thing and European members will likely look into MTB's offerings.
    0 replies | 185 view(s)
  • Sticky's Avatar
    06-01-2015, 08:11 PM
    Until now the main Hemi Hellcat supercharged V8 ECU tuning option was from SeriousHP in Houston. Well, Unleashed Tuning is throwing their hat in the ring and is able to offer a custom dyno tune for the 707 horsepower blown Hemi V8. Let's take a look at their results. This is their baseline dyno for the car: Very solid numbers there. 646 horsepower to the wheels and 585 lb-ft of torque to the wheels stock in SAE correction on a Dynojet. In that same SAE correction their dyno tune results in 680 wheel horsepower and 616 wheel torque for gains of 34 wheel horsepower and 31 lb-ft of torque at the wheels respectively: Now in STD correction the numbers get higher with 696 wheel horsepower and 631 lb-ft of torque at the wheels: It is important to realize that the correction factors at this high of a level of power can show very different numbers. It is nice to have more tuning options on the market and no doubt people will compare these results to SeriousHP who showed over 700 wheel horsepower in STD correction.
    0 replies | 129 view(s)
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