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  • Sticky's Avatar
    08-28-2014, 08:41 PM
    This race is simply a beatdown. To those that know the cars it should not be all that surprising. Both cars feature tunes from PP-Performance. The C63 AMG Black Series M156 engine is already in a high state of tune from the factory. As the 6.2 liter M156 engine is naturally aspirated and tuned aggressively by AMG there is not much room to gain power on the car. Certainly not as much room to gain with a tune as there is with the turbocharged M4. The cars put out very similar wheel horsepower figures in stock form as the C63 AMG Black Series shows ~430 wheel horsepower on a Dynojet. With a tune this can approach the 460 wheel horsepower range depending on how aggressive the timing is and the fuel quality. The stock torque figure is roughly ~405 lb-ft of torque at the wheels whereas the S55 in the M3/M4 shows 429 lb-ft of wheel torque stock. Once tuned, even with a modest tune, the M4 exceeds the C63 Black Series. Horsepower rises to over 479 at the wheels and torque at the wheels goes to 484 lb-ft. Combine the power and torque advantage with a quicker shifting dual clutch transmission and the M4's roughly 400 pound lighter curb weight and you get the result you see here. Not to mention the C63 AMG Black Series aerodynamics also create more drag. The M4 continues to pull impressively to 175 miles per hour and the C63 AMG Black Series is too far back to even be seen. AMG fans will no doubt be quick to point out that if you boost the C63 AMG Black Series things change in the other direction.
    21 replies | 1323 view(s)
  • VargasTurboTech's Avatar
    08-27-2014, 08:56 PM
    Got the all the final samples back today except the pulley, they broke a tool an its supposed to be done Friday. The housing, and mounting plate have to made in 2 pieces to keep machining costs down, this means we have grooves machined in that accept the plate, and then we have each housing Tig Welded. We will have this one welded tomorrow, and get it test fit soon, as long as everything fits as it should, we just have to final assembly fit on a the test vehicle, and start a machining run. A run of parts can take anywhere from 30-45 days depending on how backed up the queue is, sometimes longer, we are hoping they can get them done quickly for us. Excited to get these things out there, and running on some fast cars. Thanks for your patience!
    17 replies | 728 view(s)
  • Sticky's Avatar
    08-28-2014, 08:38 PM
    This race is simply a beatdown. To those that know the cars it should not be all that surprising. Both cars feature tunes from PP-Performance. The C63 AMG Black Series M156 engine is already in a high state of tune from the factory. As the 6.2 liter M156 engine is naturally aspirated and tuned aggressively by AMG there is not much room to gain power on the car. Certainly not as much room to gain with a tune as there is with the turbocharged M4. The cars put out very similar wheel horsepower figures in stock form as the C63 AMG Black Series shows ~430 wheel horsepower on a Dynojet. With a tune this can approach the 460 wheel horsepower range depending on how aggressive the timing is and the fuel quality. The stock torque figure is roughly ~405 lb-ft of torque at the wheels whereas the S55 in the M3/M4 shows 429 lb-ft of wheel torque stock. Once tuned, even with a modest tune, the M4 exceeds the C63 Black Series. Horsepower rises to over 479 at the wheels and torque at the wheels goes to 484 lb-ft. Combine the power and torque advantage with a quicker shifting dual clutch transmission and the M4's roughly 400 pound lighter curb weight and you get the result you see here. Not to mention the C63 AMG Black Series aerodynamics also create more drag. The M4 continues to pull impressively to 175 miles per hour and the C63 AMG Black Series is too far back to even be seen. AMG fans will no doubt be quick to point out that if you boost the C63 AMG Black Series things change in the other direction.
    21 replies | 217 view(s)
  • VargasTurboTech's Avatar
    09-01-2014, 05:01 PM
    Got the clutch and turbos in today. Only have about 5 miles on it, but here is what I have found so far. First off, Pedal Feel: Literally feels like driving a stock clutch, this is not kinda feels like stock, a little heavier than stock, no it feels like a stock clutch yet holds 900WTQ. 10/10 on this Second, Pedal engagement: Well I put the TO bearing on the low setting as I do with all my other clutches, this was a serious mistake. The clutch at first would not even disengage, after forcing it around the block a few times, it loosened up and now engages and disengages, but the engagement point is about 1/4" off the floor, I managed to get some more pedal by removing 2 spacers from my clutch stop, and now it engages, disengages perfectly fine, but as stated the pedal is VERY low (not good when looking for fast shifts using NLS). I will be pulling the tranny back out after its broken in and swapping the TO bearing over to the high setting, this will fix this issue. This is not an issue with the clutch as it is with TO bearing height choice. If you get this clutch USE THE HIGH SETTING. This is the joys of being first to use something..:) 5/10 because no instructions come with the clutch to warn you, you may need to use the higher setting to get proper engagement. Clutch feel while driving: So far, going from the shop to my house, man this thing feels nice, no jerking from a stop, super smooth engagement, just all around very nice feel to it. 10/10 I will be updating this as I get it broken in, and on the dyno.
    19 replies | 462 view(s)
  • Vertigo's Avatar
    08-27-2014, 10:33 AM
    Vertigo started a thread P/P N54 Head in N54
    I just got the call last week that my head was ready to be picked up. Very happy with the work! To save on cost I decided to take on polishing the combustion cambers which is coming along nicely. I'm not going all out and didn't see any need for over sized valves as this is a spare head. .003 was taken off the deck but I am pretty set on using the stock (not thick) head gasket as I don't want the quench area to be too tall and have too much of the steel gasket sealing ring exposed during combustion and retaining heat. Between DI, running E85, and losing a slight amount of CR to the polishing of the CC I think I am making the right choice as this will be a daily driver and don't want to lower my CR too much. Once I decide to add a single, my hope is that the E85 will allow for higher boost without knock.
    12 replies | 499 view(s)
  • COBB Tuning's Avatar
    08-28-2014, 03:09 PM
    We are excited to announce the immediate availibility of our BMW N54 Charge pipe along with Stage 2+ and Stage 3 Power Packages! BMW N54 Charge Pipe The COBB BMW N54 Charge Pipe both increases flow and improves the reliability of your twin turbo BMW. The 3" mandrel bent aluminum pipe replaces the brittle factory plastic pipe which can fail under increased boost pressure. The increased piping size helps to reduce turbulence and maximize flow into the engine. Compatible with COBB OTS maps. Features: 3" Mandrel Bent Aluminum Tubing Powdercoated Dark Gray 4-Ply Silicone Couplers OEM Replacement Increased Flow More Information: http://www.cobbtuning.com/BMW-N54-Charge-Pipe-p/7b1210.htm BMW N54 Stage 2+ Power Package A simple and powerful bolt-on and tuning solution for your N54 powered BMW! The Stage 2+ Power Package removes the bottlenecks found in the factory intercooler and downpipes. Your BMW will pack a serious punch, seeing gains upwards of 100 wheel horsepower over stock! Includes: COBB Accessport V3 COBB High Flow Filter COBB N54 Charge Pipe COBB BMW FMIC COBB Catted Downpipes COBB Vehicle Badge More Information: http://www.cobbtuning.com/BMW-N54-Stage-2-Power-Package-with-V3-p/6b1x32p.htm BMW N54 Stage 3 3-Series Power Package The COBB Stage 3 Power Package is the ultimate power bundle for your 3-Series N54 BMW! The Stage 3 Power Package includes: COBB V3 Accessport, High Flow Filter, Front Mount Intercooler, Charge Pipe, Downpipe, Cat-Back Exhaust, and COBB Vehicle Badge. Includes: COBB Accessport V3 COBB High Flow Filter COBB N54 Charge Pipe COBB BMW FMIC COBB Catted Downpipes COBB 3-Series Cat-back Exhaust COBB Vehicle Badge More Information: http://www.cobbtuning.com/BMW-N54-Stage-3-3-Series-Power-Package-with-V3-p/6b2x33.htm BMW N54 Stage 3 1-Series Power Package The COBB Stage 3 Power Package is the ultimate power bundle for your 1-Series N54 BMW! The Stage 3 Power Package includes: COBB V3 Accessport, High Flow Filter, Front Mount Intercooler, Charge Pipe, Downpipe, Cat-Back Exhaust, and COBB Vehicle Badge. Includes: COBB Accessport V3 COBB High Flow Filter COBB N54 Charge Pipe COBB BMW FMIC COBB Catted Downpipes COBB 1-Series Cat-back Exhaust COBB Vehicle Badge More Information:http://www.cobbtuning.com/BMW-N54-Stage-3-1-Series-Power-Package-with-V3-p/6b1x33.htm
    10 replies | 457 view(s)
  • Sticky's Avatar
    Yesterday, 01:10 AM
    Are you fucking kidding me?
    12 replies | 342 view(s)
  • rawad1017's Avatar
    08-27-2014, 10:12 PM
    11 replies | 485 view(s)
  • Legionofboom's Avatar
    09-01-2014, 03:44 AM
    Sticky This could be us, with a beach house.
    11 replies | 303 view(s)
  • Sticky's Avatar
    08-27-2014, 11:44 PM
    Last month German publication Sport Auto compared a 1992 E30 M3 DTM car to the F80 M3 on the Hockenheim and the E30 DTM car crushed it. This led to F80 M3 fanboys stating the comparison was not fair because the E30 M3 DTM car is a race car and the F80 M3 is a street car. Apparently a three decade old design with a naturally aspirated four banger beating up on the pride of the modern M division ruffled some feathers. Well, here is a comparison with an E30 M3 that is much closer to the street car. The 1987 FIA Group A car is less powerful than the E30 DTM car and even closer to the E30 M3 street car. Additionally, Mid-Ohio is a larger race track than the tighter Hockenheim that gives an edge to power meaning the straightaways favor much more powerful F80 M3. Before we get into which car excels where on this racetrack we want to highlight the difference in powertrains here. The E30 M3 has a four-cylinder which was developed specifically for FIA and DTM racing. The four-cylinder offered higher revs than BMW's inline-6's at the time and sitting further back in the chassis it offered better balance. The S14 as it is fondly remembered was developed by the same man responsible for BMW's insane 1500+ horsepower turbo four cylinder engine era: "The engine was a highlight. Although there was an internal push to use one of BMW's signature inline-sixes, M technical director Paul Rosche, the mad genius behind BMW's 1400-hp, four-cylinder Formula 1 engines, wanted the balance and high-rpm stability of a twin-cam four. To make the first prototype, he literally sawed two cylinders from the head of an M88—the 24-valve six from the M1 supercar—and paired it with a version of the iron block used in the 2002tii. (Fun facts: The F1 project started with that same block, and Rosche was later responsible for the McLaren F1's V-12.) Test engines vibrated themselves to pieces but produced around 200 hp and more than 7000 rpm." So in the F80 M3 you have modern BMW M power with forced air providing close to 500 horses and in the 1987 E30 M3 Group A car you have an S14 four-cylinder spinning to around ~8000 rpm with roughly 320 horses. The later DTM cars had more displacement and revved to roughly ~10000 rpm with 340+ horsepower. The DTM car obviously offers a bit more power, torque, and tighter gearing. The weight difference between the two cars is about 1400 pounds which is night and day. So how does this play out? The F80 M3 dominates the straights and the E30 M3 dominates the twisties. The end result is practically a wash with the F80 M3 coming ahead by three tenths thanks to its shift speed and straightaway advantage. The comparison plays out exactly as it should. The new car is more powerful and technologically advanced but the track oriented E30 M3 is still more than a match on the roadcourse. Very different M cars but it is certainly interesting to see the past and present compared: Source
    6 replies | 850 view(s)
  • Sticky's Avatar
    08-27-2014, 10:42 PM
    With the new turbocharged V8 era one issue the heavy AMG sedans face is heat soak. This is especially prevalent after multiple WOT (wide open throttle) runs and exacerbated by high summer temps or warm climates. To prevent heat soak which will cause a loss of power cooling upgrades are necessary. This is especially true on modified cars which of course will generate even more heat and likely be driven aggressively. AMS has a solution with their boost cooler system to maintain optimum performance. The system drops temps by almost 60 degrees according to AMS testing which is a very large temperature drop. Further details on the $2695.00 system (available for pre-facelift E63 and CLS63 RWD models) including what it contains as well as design choices below in the words of AMS: The Alpha Performance E63 (W212) 5.5L Bi Turbo Boost Cooler System is a great addition to your M157 equipped AMG whether your car is stock or modified. The cooling system features a large, high efficiency heat exchanger located at the front of the car, a reservoir that holds over a gallon of coolant in the passenger front fender well and a high flow brushless pump which runs complementary to the factory pump. Whether you live in a hot climate area, enjoy long spirited drives in the mountains or long high speed pulls on airstrips, the M157 Boost Cooler will keep your intake temps low and maintain your AMG’s maximum output no matter the ambient conditions. As with all Alpha Products, everything needed to install the system is included – bolts, fittings, lines etc. Best of all, no drilling on the car is required. Hard ‘Core’ The most important part of an efficient heat exchanger system is the core, skimping here could mean the overall performance of an ‘upgraded’ system might be worse than stock! Our Alpha core is a high quality, made in the UK, double pass design where the coolant makes two passes through the unit vs competing products which use a single pass design. Our unit works with the factory heat exchanger giving you a significant boost in cooling power. Innovative Reservoir Means Zero Lost Trunk Space! The hand fabricated Alpha reservoir acts as a large heat sink to keep coolant temperatures low and stable. With over a gallon of additional coolant on board, it increases the cycle time allowing it to dissipate more heat before being recirculated, working as a large thermal reservoir, keeping the horsepower-killing heat soak at bay. With its trick mounting location in the passenger fender well, you don’t have to worry about running lines to the rear of the car, drilling holes in your trunk's floorboard, or giving up valuable trunk space! Pumped up! To give you the best possible performance and keep the coolant flowing efficiently through the heat exchangers, we added an additional high flow pump to run in conjunction with the OEM pump. The combination of the two pumps allow a high flow rate to keep the fluid moving and maintains that flow rate at higher pressures giving you the assurance your car will stay cool in hot climates or on those top speed pulls. Exclusive Benefits: Unique Fender Mounted Reservoir Unlike Competing Designs, No Drilling or Cutting of Body Panels Required Short Line Routing Works with both Distronic and Non-Distronic Vehicles OEM Fit and Finish System Includes: Hand Fabricated Reservoir High Efficiency Double Pass Heat Exchanger High Flow Brushless Coolant Pump 4 ply Heavy Duty Silicone Hose High Pressure Coolant Line Distronic Bracket (Optional) CLS 63 Adapter (Optional) Pump Control w/Harness All Clamps, Fittings, Bolts, Brackets and Hardware Applications: 2012-2013 Mercedes-Benz E63 AMG Non-4Matic (W212) Special Product Notes: Some early M157 5.5L Bi Turbo models came with a non-divorced cooling system, our system requires the system be divorced. If you have an early model that does not have a coolant reservoir under the engine cover (see image in More Images tab) you will need to add the divorce kit from the options menu. Our divorce kit uses OEM Mercedes-Benz parts.
    8 replies | 335 view(s)
  • TheChasL's Avatar
    08-27-2014, 10:07 AM
    TheChasL started a thread Cobb AP in N54
    As much as it pains me to say it, I'm moving on from my N54 to the VW MK7 Golf R. As such I haven't any use for my Cobb AP I purchased in June of 2013 for $986 in Plano, TX. Holler if you have any interest as I'm happy with 50% back :) I might also be open to being convinced that I'm a complete moron and I should stick with the N54 platform. It simply seems all of the great mods are for the 1 and 3 series here, and the 5's are getting left behind... The VW Golf R with the Stage 1 Revo will do 0-60 in 3.6 seconds which is pretty darn amazing for a 4 banger.
    6 replies | 194 view(s)
  • JStang's Avatar
    Yesterday, 07:57 PM
    On my way to work this morning, I plugged in my Cobb AP and checked for codes. Code P2A22 (reservoir fill status, correlation) was present. I looked up that code and found little to no information on it. I cleared those and it didn't come back. On my drive home from work, the car stuttered and shut down conveniently across the street from a Shell station. I checked the code and codes P29DC (Cylinder Injection Shutdown) and P2AAF (Fuel Pump Plausibility) were present. My first thought was an injector issue and second was fuel pump. I cleared the code hoping the car would restart and no dice. I had run out of fuel once before after installing my Walbro inline pump so I remembered it acting the exact same way when I would try to start the car. I looked at the fuel gauge and it was just below 1/4 tank. I had the AAA card out and decided that I should buy a gas can and put a gallon and a half in the car to see if it would fire up and it did immediately. I drove across the street and put another 15.5 gallons in so I now realize that the tank had to have been bone dry. For those who are wondering, the tank will hold 17 gallons when bone dry. My question is, what could have caused the gauge to read 1/4 tank when in reality I was out of gas? I look forward to hearing your thoughts.
    6 replies | 70 view(s)
  • Sticky's Avatar
    08-27-2014, 11:09 PM
    Last month German publication Sport Auto compared a 1992 E30 M3 DTM car to the F80 M3 on the Hockenheim and the E30 DTM car crushed it. This led to F80 M3 fanboys stating the comparison was not fair because the E30 M3 DTM car is a race car and the F80 M3 is a street car. Apparently a three decade old design with a naturally aspirated four banger beating up on the pride of the modern M division ruffled some feathers. Well, here is a comparison with an E30 M3 that is much closer to the street car. The 1987 FIA Group A car is less powerful than the E30 DTM car and even closer to the E30 M3 street car. Additionally, Mid-Ohio is a larger race track than the tighter Hockenheim that gives an edge to power meaning the straightaways favor much more powerful F80 M3. Before we get into which car excels where on this racetrack we want to highlight the difference in powertrains here. The E30 M3 has a four-cylinder which was developed specifically for FIA and DTM racing. The four-cylinder offered higher revs than BMW's inline-6's at the time and sitting further back in the chassis it offered better balance. The S14 as it is fondly remembered was developed by the same man responsible for BMW's insane 1500+ horsepower turbo four cylinder engine era: "The engine was a highlight. Although there was an internal push to use one of BMW's signature inline-sixes, M technical director Paul Rosche, the mad genius behind BMW's 1400-hp, four-cylinder Formula 1 engines, wanted the balance and high-rpm stability of a twin-cam four. To make the first prototype, he literally sawed two cylinders from the head of an M88—the 24-valve six from the M1 supercar—and paired it with a version of the iron block used in the 2002tii. (Fun facts: The F1 project started with that same block, and Rosche was later responsible for the McLaren F1's V-12.) Test engines vibrated themselves to pieces but produced around 200 hp and more than 7000 rpm." So in the F80 M3 you have modern BMW M power with forced air providing close to 500 horses and in the 1987 E30 M3 Group A car you have an S14 four-cylinder spinning to around ~8000 rpm with roughly 320 horses. The later DTM cars had more displacement and revved to roughly ~10000 rpm with 340+ horsepower. The DTM car obviously offers a bit more power, torque, and tighter gearing. The weight difference between the two cars is about 1400 pounds which is night and day. So how does this play out? The F80 M3 dominates the straights and the E30 M3 dominates the twisties. The end result is practically a wash with the F80 M3 coming ahead by three tenths thanks to its shift speed and straightaway advantage. The comparison plays out exactly as it should. The new car is more powerful and technologically advanced but the track oriented E30 M3 is still more than a match on the roadcourse. Very different M cars but it is certainly interesting to see the past and present compared: Source
    6 replies | 58 view(s)
  • -335i-'s Avatar
    08-31-2014, 10:55 PM
    Just wanted to share some pics about my DIY Walbro 450 bucket. I wanted clean and reliable installation and to do it myself. I'm not going on any markets with this setup and there's no improvements on flow characteristics compared to any other setup. All components are made out of marine/surgical grade stainless (AISI 316L). Joints are done with silver brazing. and the top connector for the venturi pipe is normally used in industrial grease/oil systems which normally have over 400 bar pressure.
    4 replies | 218 view(s)
  • Sticky's Avatar
    08-28-2014, 12:47 AM
    The Porsche 918 Spyder is one of the most absurdly expensive, absurdly awesome, and absurdly technologically advanced cars on planet earth. It is the highest performance vehicle Porsche has ever offered in production trim for the street. So what does one do if they happen to be fortunate enough to own the 887 horsepower hybrid supercar capable of 0-60 in 2.4 seconds and clearing the 1/4 mile in 10.0 seconds flat? Take it shopping of course. The two women here (not exactly lookers, hey, this is a site filled with guys what do you expect?) are struggling to fit their shopping bags into the small bonnet up front. Why these two women took a 918 Spyder shopping and why they even have a 918 Spyder is anyone's guess. A passerby happens to capture the hilarity on video. Dear 918 Spyder owners, do not use the car as a shopping bag mule. It deserves much better.
    3 replies | 321 view(s)
  • jake1829's Avatar
    08-27-2014, 06:04 AM
    jake1829 started a thread RE: Backfires on the N54 in N54
    Hi Guys, I have owned the car for over a year now, It’s a 2009 E92 from the UK - picked it up with around 24,000 Miles on the clock Within a few short months, the car was FBO and I was doing monthly track days. I spent quite a bit doing preventive maintenance as I knew I was going to be pushing the car with DD and doing track days • Walnut blasting • Replaced all coilpacks and spark plugs and now running the NGK plugs • Oil change every 3000 Miles Now the last 2 months I have had issues with car and bit of coin to get it all sorted. • Failed front turbo seal – decided to replace both turbo’s as the car had done now 43,000 Miles I had the workshop do an engine compression test as I was curious to see how the engine had been holding up since the tune/tracking etc Results: Compression was approx. 160 psi +/- 5psi (actually very even) on all cylinders on a cold engine. After a month of replacing the turbo’s, I noticed that my whiteish smoke with a blue tinge was coming from the exhausts on deceleration. Had the car sent back in to find out what was going on, and the shop came back with the following: Check oil smoke coming out of exhaust, on overrun/back on throttle Check oil level - ok, within min/max. Check crankcase pressure - within tolerance at time of check. Remove aftermarket oil catch can and check quantity of oil - very little at time of check, disconnect breather and run engine - no change. Disconnect charge pipe from throttle body, check for oil - ok, run engine with charge pipe disconnected - no change. Disconnect exhaust system at down-pipe connections and check for signs of oil at back of turbo's etc - ok at time of check. Suspect that oil bypassing at valve stem seals - smoking occurs after (normal) vacuum present in manifold, then throttle opened again. Also, no smoking apparent when engine held at constant higher revs (part load). So now it looks like I am going to need to replace the valve stem seals to fix the current issue I was at the local BMW meet the other day and caught up with a new member who was commenting on how he had seen me on the track etc and how my car was spitting flames from the exhaust etc So I was curious on why the valve steam seals had failed, as other people are pushing their cars way above my HP/tq etc I then came across this video: Which raised more questions :S I noticed some comments on how backfires could damage valve steam seals etc – not sure how true that tho! These vids are with me running the OFT with a wedge map for e50 – I have moved onto the JB4 recently – haven’t done a video yet to see if the car still spits flames with the IJOES E85 backend + Map7, probably will do this weekend to test You can hear the backfires: Now I know those are def not the burble from the exhaust(23 secs into my vid): So , is backfires normal on FBO 335i’s on E85? would appreciated the advice thanks My mod list: | Stacked JB4 + Flash Tune | FFTEC In-line Fuel Pump | AR Downpipes | Active Autowerke Bov | Active Autowerke Exhaust | Active Autowerke Race FMIC | Active Autowerke Strut | BMS Dual Cone Intake | BMS Oil Catch Can | BMS Thermostat | WaveTrac LSD | Evolution Racewerk Sport Oil Cooler | Michelin Pilot Super Sport tyres | Lux Angel eyes | KW V3 Coilovers | Vossen CV3 Wheels | DEFIV lockdown kit | Cyba Air Scoops | Arkym front lip | carbon side splitters | M3 Front & Rear Suspension Conversion | Apex EC-7 Wheels | Toyo R888 tyres | NGK 5992 Spark Plugs |
    3 replies | 152 view(s)
  • mikenikey's Avatar
    08-27-2014, 10:43 AM
    No meth heads, meth kits or meth pipes. BMW F10 M5 made 670.8whp (771.42hp) measured on a good dyno with tune only. This M5 was tuned with our new direct ECU flash. We can now program the exhaust blip and the traction system, so it's not too sensitive which relates to more traction. This is also available for all 2014 cars with the new encryption. Speed limiter is removed and the transmission is also programmed. http://www.6speedonline.com/forums/bmw-m/344269-ecu-tuning-group-bmw-f10-m5-made-670-8whp-771-42hp-ecu-tune-only.html Anyone knows of these guys ?
    4 replies | 112 view(s)
  • Spool's Avatar
    2 replies | 179 view(s)
  • Sticky's Avatar
    08-27-2014, 02:41 AM
    This video is similar to another posted earlier this month showing the acceleration of the Lamborghini Huracan from a standstill. The difference is that the previous video was from the Russians over at Dragtimes.info and this one comes from the professional German automotive publication Sport Auto. The Germans use the launch control feature (known as thrust mode) and take the car up from a stop to a higher speed hitting an indicated 341 kilometers per hour or 211.8 miles per hour. At high speeds speedometers are known to read high so the car is likely traveling a bit slower than indicated but either way hitting over 200 miles per hour as quickly as they did in a completely stock car is incredible. The Huracan launches from a stop at roughly 4000 rpm with no drama and just rockets through the gears until topping out. It is a hell of a car right out of the box.
    2 replies | 153 view(s)
  • ///Mr.DRFT's Avatar
    09-01-2014, 04:48 AM
    I need a big IC I have think at make a homemade FMIC with a Garrett core. For you what is the best manufacturer for core IC and why ? Thanks all
    2 replies | 124 view(s)
  • kerosenekid's Avatar
    09-01-2014, 05:15 PM
    Hi Guys I have all these parts ready to go in Hampshire, UK. We all know(or can easily find out!) what they cost new, so if anybody wants to give me around half that then I'll be happy to let them go. They are all more or less as new and have only done around 5k. Jace.
    2 replies | 75 view(s)
  • mjmarovi's Avatar
    08-30-2014, 01:27 PM
    mjmarovi started a thread E90,E91,E92,E93: Single turbo 335i facelift in 3 Series and M3
    Hey guys, got all of my exterior body work done on the car. Here's the pics I have. M3 front bumper and the latest released CF lip, M3 sideskirts, and re-cleared the hood. Just remember, this car is FORE SALE! Thread is listed here in the for sale section. Let me know what you guys think! Really upset I just broke my right foot, so who knows if I'll even get to drive it again before it sells now with all this done!
    1 replies | 142 view(s)
  • Sticky's Avatar
    08-28-2014, 07:54 PM
    It is always amusing when the 'professionals' get things wrong. Road and Track has been around for quite a while and usually does good work. Their latest article on the rumored turbocharged 991.2 facelift (or 992 successor) not making sense is not their best work. Their 'senior editor' Jason Cammisa states that displacement is not the enemy as his argument against turbocharging the base 911 model. He is wrong as displacement is the enemy in the 911. Cammisa uses the 6.2 liter V8 LT4 from the C7 Corvette as evidence of a motor not needing to be turbocharged. He is partially correct here as an engine does not need to be turbocharged to offer good performance or good fuel economy especially with high compression direct injection motors these days. However, the only reason the LT4 works so well in the C7 Corvette is due to its displacement. It can run in four cylinder mode to save fuel because it is a 6.2 liter V8. Cutting a 3.4 liter 911 flat-6 in half to save fuel will not offer the same torque or power as the LT4 when it is running on half its cylinders. Turbocharging will eventually be used throughout the entire Porsche model lineup (with the GT3 likely the only exception). Porsche is not going to cram a big V8 under the hood of the 911 or Cayman. We know a new family of boxer turbocharged four-cylinder motors are coming and will be used in the Cayman and Boxster. It is just a matter of time before the 911 lineup becomes turbocharged as well likely using this same engine family. The article by Road and Track's Jason Cammisa can hardly be called an article. It's garbage. The Porsche flat-6 in naturally aspirated form can not be pushed much further. Displacement actually is the enemy. What are they supposed to do exactly? The GT3 already shows the limits of the engine in street trim. Porsche can probably take it to 4.0 liters, maybe 4.2, and that is it. What is next? 10,000 rpm (and greater reliability issues) redlines? That is not going to help fuel economy as if it did BMW M would still be using their high revving naturally aspirated motors instead of going the turbocharged route. High revving motors do consume more fuel than their turbocharged lower displacement counterparts despite Cammisa's claim this is not true based on nothing more than his opinion. Additionally, he states the 911 is the not the problem but that instead Porsche's sedans and SUV's need to become more fuel efficient. Um, Jason, did you happen to notice that the Panamera S ditched its V8 for a turbo V6 and the Cayenne S is doing the same thing? They gain torque, power, and efficiency by doing so. How have you missed this? The 911 is not a Corvette. It does not have a big V8 that can comfortably offer enough torque to keep revs low or move the car relatively easily when running on half the cylinders. Applying the GM LT4 V8 to the 911 lineup does not make sense with the current flat-6 architecture. These are completely different cars with completely different motors. Cammisa concludes his article stating that the 3.8 liter flat-6 engine of the 991 Carrera S gets 1 MPG better than the LT4 in the Corvette. Would it get that 1 MPG better than the Corvette if it had the same output? Illogical comparisons make for illogical conclusions. Are you hiring Road and Track? Because you need someone who can do better than this: http://www.roadandtrack.com/voices/heres-why-a-turbo-base-model-porsche-911-doesnt-make-any-sense?src=spr_FBPAGE&spr_id=1459_83322817
    0 replies | 298 view(s)
  • bertinoj's Avatar
    09-01-2014, 02:48 PM
    bertinoj started a thread For Sale: fs ssr ms3 in Buy/Sell - Parts
    i have a set of ssr ms3 18x9 +37 and 18x10 +37 looking to get 3150 obo with 215/40/18 on the front and 245/35/18 on the rear tires have about 2000 miles on them wheels are mint you can txt me 973 900 3371 for some reason i cant upload any pictures just txt me and ill get them to u asap
    1 replies | 79 view(s)
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