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  • Sticky's Avatar
    03-24-2017, 03:33 AM
    A recent article about a Mustang dyno run for the Alfa Romeo Giulia Quadrifoglio exposed a large flaw in traditional dyno thinking. On this website most readers know that you can not just grab a graph from one type of dyno and compare it to another dyno and expect the numbers to be uniform. Unfortunately, the average person does not understand this which is what led to someone putting out an article stating the Giulia Quadrifoglio is not making its stated output which sets understanding of dyno runs back instead of helping educate. Let's start with the idea that cars suffer from 15% drivetrain losses. Where did this idea start? Why is it 15%? It originated with the Dynojet and became a rule of thumb on automotive forums for manual transmission cars. The percentage changes based on if the car is automatic (20%) or even all wheel drive and automatic (25%). The problem here is that while the conversion factor works well to extrapolate crank horsepower from peak Dynojet figures at the wheels that is not the way drivetrain losses work. First of all, losses are not static. There is no one set figure for losses. What does this mean? It means that your losses in 5th gear at 8000 rpm will be different from 2nd gear at 2000 rpm. The loss figure will change based on rpm, load, and even what accessories are running. Stating all manual cars suffer from a single set figure is flawed for this reason. Not to mention that figure only works on the Dynojet which is inertia based. BMW M cars used to follow the number exactly back when they were naturally aspirated: E46 M3 S54 Displacement: 3.2 liter Horsepower: 343 Torque: 269 lb-ft Wheel Horsepower: 280 Wheel Torque: 235 E92 M4 S65 Displacement: 4.0 liter Horsepower: 414 Torque: 300 lb-ft Wheel Horsepower: 350 Wheel Torque: 254 lb-ft 85% of 414 horsepower is 351.9. Notice the E92 M3 is almost exactly at 15%. DCT models would actually dyno slightly less than manual examples due to the wet clutch dual clutch having higher losses. For the E46 M3 85% of 333 horsepower is 283.05. Again, the E46 M3 is almost perfectly at 15% losses on the Dynojet. It's almost scary how consistently close BMW was to this figure. Now, in comes the turbo era. Let's see what happens when we get to the F80 M3. F80 M3 S55 Horsepower: 425 Torque: 406 lb-ft Wheel horsepower: 427 Wheel torque: 429 How is the S55 engine producing more horsepower at the wheels than it is rated at the crank by BMW? Does the F80 M3 have a magical transmission with negative losses that somehow adds power? Of course not. The DCT transmission in the F80 M3 works the same way as the DCT transmission in the E92 M3. What happened was the 15% Dynojet loss rule went out the window when the turbo power war started. BMW is able to claim a lower number to not push an output war on paper yet delivers far more where it matters, to the tires. The drivetrain losses are still about the same for the transmission and rear wheel drive layout as the previous generation despite it no longer lining up with the crank horsepower figure which is practically meaningless. How does this all look on a Mustang load bearing or eddy current variant? Well, very different. While the Dynojet is spinning a drum of a set weight and calculating the result based on how quickly that weight is spun the Mustang dyno creates load. Why is this important? Because it simulates real world conditions which is great for tuning. A tuner can provide all kinds of different scenarios. The spool on the Mustang for a turbo motor will look different than on a Dynojet. Often time real world spool is much quicker than what is shown on a Dynojet graph due to load which generates exhaust gases more quickly for the turbochargers. Note: Dynojet operators can optionally eddy current load control as well which muddies comparisons further. The other day BimmerBoost posted an article on VF-Engineering's F87 M2 ECU flash software and provided Dynojet runs. Let's take a look at the same M2 running the same Stage I software on a Mustang: Now the Dynojet: 269 rear wheel horsepower for the Mustang and 331 rear wheel horsepower for the Dynojet on the baseline figure. That is a difference of 62 horsepower at the wheels or 18.7 %. If you take that 18.7% difference and apply it to the tuned run on the Mustang which shows 287 to the wheels you get 354 horsepower. Almost exactly what the Dynojet tuned run shows. This is not an exact science as you can see. However, if you were to dyno cars all day on the Dynojet and on this Mustang you would see the runs follow very closely to the ~18% difference between the two. So is that it? Just convert Mustang runs by 18.7% to get a Dynojet number? No. Things actually get very muddied due to the games tuners play. Here is an example. The new Porsche 991.2 Carrera S on a Dynojet: 380 horsepower to the wheels. Now here is a 991.2 Carrera S on a Mustang from AWE-Tuning: Why does the Mustang dyno show more power now? Because it is being corrected to read higher. People do not like low numbers and high numbers are better for marketing. BoostAddict asked AWE-Tuning what their correction factor is but they would not share it with us. You can see it is reading VERY high and higher than a Dynojet though. In this instance it is better to focus on the delta which you will often hear tuners say. That means the difference between the two runs as comparing the peak figures to other runs on other dynos is pointless due to the unknown correction factor. Good for marketing, bad for those who want relevant figures to compare with. It can also be very bad for consumers. Why is that you ask? Because some people will dyno without a correction factor and then change the correction factor to show larger gains. A good example of someone who plays with the numbers is Vivid Racing: http://www.bimmerboost.com/content.php?4252-Inflated-numbers-Vivid-Racing-claims-407-wheel-horsepower-for-exhaust-and-VR-ECU-tuned-E9X-M3-S65-on-a-Mustang-dyno They claim 407 wheel horsepower for an exhaust and canned tune on a Mustang dyno for the E92 M3. Anyone who has an E92 M3 (like me) and has had these modifications and dyno'd the car knows this is impossible. It looks good for someone who doesn't know that though and wants to buy parts thinking they make a ton of power, right? Always keep in mind when you see figures from a company or tuner you should question them. Independent runs are the best to go by as the person usually isn't trying to sell you anything but just share their results. Also remember the Mustang can be configured like most dynamometers to read whatever the operator wants it to read. If vendors and tuners did not play with dyno runs for sales we would have a great resource to work with for comparisons and so forth. You can not trust all tuners to do so. Fortunately, VF-Engineering has no dog in the fight and provided us with a variety of runs showing the difference between their Mustang and their Dynojet. Yes, they have both. That is the proper way to do it. One dyno for tuning and one for marketing. Rather than correcting figures with whatever percentage generates the most sales they show the uncorrected runs on both machines so people can learn from and reference the pulls. BMW 335i (N55) Stage TWO Dynojet: Mustang: An 18.2% difference between the peak horsepower on the tuned figures. There will be variance from run to run, day to day, fuel to fuel, gear to gear, etc. Ultimately, remember, while dyno runs can tell you a lot about a motor or modifications they can also mislead people. Even worse, people can read them incorrectly and spread misinformation or manipulate them to sell parts. A dyno is just one, albeit important, piece of the performance puzzle.
    18 replies | 1103 view(s)
  • Sticky's Avatar
    03-22-2017, 09:51 PM
    Great news for BMW F87 M2 owners looking for quite a bit more power and torque out of their M2. The chassis of the car is capable of handling much more power than BMW gives it but we all know it can not be allowed to encroach on the mighty M3/M4. Well, in comes VF-Engineering to the rescue with Stage I and II Hex Tuning software. Let's start with taking a look at Stage I on a Dynojet in STD and uncorrected plots: You see a big torque gain before 3000 rpm and gains throughout the curve which level off toward redline. The N55B30T0 is not exactly a classic M top end design but it sees over 400 lb-ft of torque at the wheels with just the Stage I tune. Now let's look at Stage II: The Stage II software picks up 52 peak wheel horsepower but the torque gain is a massive 78 lb-ft at the wheels. The peak torque figure is an incredible 442 lb-ft on the Dynojet. That is something you are going to feel. I can say that with certainty as I went for a ride in VF-Engineering's Hex Tuned M2 and it is very stout down low. It pushes you into your seat right away. Does it pull like a freight train up top? No, but that is the nature of the N55B30T0 engine. The software complements the factory curve and just gives you more of everything including more power in the upper rev range where it is desperately needed. The software is not just about power and torque gains but offers additional features such as a limiter delete, throttle overrun (exhaust burble), start up roar, and an increased power level on the Sport Display. It all felt very OEM and worked perfectly. You wouldn't want a stock M2 after trying it out, let's put it that way.
    20 replies | 725 view(s)
  • Sticky's Avatar
    03-22-2017, 09:01 PM
    So close to the 10's you can just feel it. You can also bet this car will be in the 10's soon as these runs were made at full weight and 1275 feet of density altitude. What makes this impressive is the S4 is still using the factory 1.32 liter Eaton blower. That is where the APR dual pulley system and Ultracharger throttle body upgrade come into play in order to squeeze every ounce of performance from the SC unit. You may be asking, how did APR almost cut a half second in elapsed time from the 2014 S4 that ran 11.5 @ 121 with these upgrades? Well, this car utilized their race gas tune as well as a more aggressive pulley setup among other things: 2012 Audi S4 (B8) 3.0 TFSI S Tronic APR ECU Upgrade - Stage 2+ Ultracharger APR TCU Upgrade APR Ultracharger Throttle Body Upgrade APR Supercharger Drive Pulley APR Supercharger Crank Pulley APR Coolant Performance System APR Intake System 2.5 Exhaust System with Testpipes Street Tires Full Interior Sunoco GT260 Plus To think they are about to get 10's out of the car on the factory blower using boost only and no nitrous is incredible. APR has literally pushed it to the maximum.
    22 replies | 394 view(s)
  • Sticky's Avatar
    Yesterday, 04:22 AM
    CARB (California Air Resources Board) is doing its darndest to ruin performance cars for everyone. What is the problem? CARB is adopting standards for 2025 that automakers believe are far too strict. Why is this a problem? First of all, automakers already stated they simply can not meet the previously proposed standards. Secondly, the rest of the states in the union would be forced to acknowledge CARB's decision. That means even if you do not live in California CARB would still be able to push your state around. Imagine for a moment a new car coming out with a lot of horsepower that is very efficient and meets EPA standards but does not meet CARB standards. Effectively, there would be two sets of emission standards in the USA but the CARB standards could force that automaker to abandon selling the car in the United States or even worse not bother producing it. Want to know what is truly troubling? Arizona, Connecticut, Maine, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Pennsylvania, Rhode Island, Vermont, Washington, and the District of Columbia all decided to agree to CARB's standards. That means many of you are not exempt from California's eco-nazis even if you do not live in California. CARB gets away with setting federal standards as it pre-dates the EPA and a waiver under the Federal Clean Air Act means their emission standards must be recognized by other states. What will happen? Who knows. The Trump administration froze EPA grants to CARB hitting them where it hurts. The Trump administration also cut funding to the EPA. The Obama administration on their way out rushed approval of new EPA standards that align with CARB prior to Trump taking office. CARB blames the automakers: The White House believes California is going too far: As you can see, this is all pretty messy and will involve a lot of lawyers on taxpayer dime to sort out. The best case scenario is that CARB's waiver is revoked effectively neutralizing their power. The worst case scenario is two standards floating around which carmakers simply decide not to even bother with and stop producing performance cars altogether for the US market. Thanks a lot California.
    20 replies | 442 view(s)
  • TwistedTuning's Avatar
    03-27-2017, 10:06 PM
    Twisted Tuning's N54 Direct port Meth Injection Conversion Kit is an affordable and most durable option on the market for your N54 (N55 coming soon) for those enthusiasts that already have a meth injection system (whether in the chargepipe or Throttle body) and want to convert their system over to the PROVEN best method of secondary fluid injection. Link To Purchase: http://www.twisted-visionz.com/_p/prd16/4595263651/product/bmw-n54-direct-port-meth-injection-conversion Made from CNC 6061 T6 Aluminum stock machined to spec with tight tolerances. Kit Includes: -Direct Port Plate -Lengthened mounting Studs and associated hardware -Gaskets -Tapped for 1/8th NPT Meth nozzles -6 Hypersonic Meth Nozzles w/holders and checkvalves -Fluid Distribution Block (main meth feed line connects to this to disperse fluid flow to 6 ports) -10 feet of 1/4" nylon hose -Anti-Siphon Solenoid Upgrade -Nine 1/4" push-lock fittings ***For other than 1/8th NPT port tapping please inquire ahead of time by emailing us at: twistedtuned@gmail.com so that we can discuss and try to accommodate your needs*** Direct Port injection is the best way for secondary injection of any fuel. Whether you are using the injection for cooling or for supplemental fueling to the Factory DI system. Direct port injection alleviates the worry for fluid distribution issues well known to the N54. **Nozzle mounting is located on the bottom side of the plate when mounted** **Plate is 25mm in thickness with thick runner bridges which prevents any warping from heat cycling and to promote a constant sealing surface to reduce chances of leaks**
    15 replies | 430 view(s)
  • Sticky's Avatar
    03-25-2017, 10:54 PM
    BoostAddict member @The Ghost took his C6 Z06 to TX2K17 and had a bit of fun. His Z06 has upgraded heads, an aftermarket cam, intake, and is tuned on E85 ethanol. The car is in the ~600 whp range and definitely is making efficient use of its power. The first video has the Z06 run a single turbo N54 said to have a GT35R turbocharger. The Z06 dispatches it rather easily. Up next is another Z06 with a cam and bolt ons plus a 150 shot. Surprisingly, this Z06 has trouble until the bottle pressure is up at which point there is a good run between the two. This nitrous setup needs to be dialed in a bit better. A bolt on ZL1 LSA tries its luck next. The driver is either asleep or that car is a waste of gas. The second video below has more runs. First up is a second generation CTS-V LSA with bolt ons on E85. Not much of a race. Next up is a Honda S2000 with a Precision 6766 turbocharger. This is a light package that should be strong on the highway. It isn't. Another 335i joins in and possibly is single turbo. If so, it's time for a bigger turbo or a better setup. A GT350 Mustang tries its luck next. Suffice it say, time for boost. The final run is a ZL1 LSA with bolt ons and it holds off the Z06 when given the hit. A follow up run has the Z06 pull pretty easily. Overall, this is a very stout C6 Z06 for the mods stated.
    10 replies | 619 view(s)
  • Sticky's Avatar
    Yesterday, 05:12 AM
    It's time to recognize the S63TU as the king of the BMW turbo era motors. It may be a bit of a stump puller compared to previous generation M5 motors but all that torque sure makes for a package that moves especially with added boost. Which is good because it is moving 4300+ pound cars. It is a bit of a shame BMW does not put the engine in something lighter. Compared to the factory turbo BMW I6's the S63TU is more reliable and easier to hit higher horsepower levels with. We have yet to see what it is truly capable of with monster twins instead of hybrid turbo upgrades. This F10 M5 does not even have upgraded turbochargers but is running a JB4 with methanol injection and a backend flash tune. So how does it do? Incredibly well however the owner tends to do very quick honks and jump early. Whether it is cheating or not is up to you to decide. Run 1: An 800 hp C7 Z06. The M5 gets the lead due to a jump and holds it until letting off. Impressive. Run 2: What appears to be a stock 458 Italia. The Ferrari is demolished. Run 3: A turbo Coyote from On3 Performance. Sounds like it belongs to a girl which gives her bonus points except she gets smoked. Run 4: 5th gen Camaro. Nope. Just nope. Run 5: A Mclaren 570S although the McLaren doesn't seem to be ready. The car runs 135 stock, this race should look different. Run 6: 1100+ HP GT500. They say the GT500 is still looking for traction to this day. Run 7: A 900 hp turbo Coyote. This is the first car to really beat the M5 and pull a bit. They run twice and in the second run the M5 jumps early but the Coyote runs him down. Run 8: Some 1100+ hp 350Z with who knows what done to it. Sounds like an insane engine swap. It's fast. Very fast.
    7 replies | 797 view(s)
  • Sticky's Avatar
    03-24-2017, 08:56 PM
    We know the APR Stage III+ EA888 2.0 turbo upgrade kit is showing incredible performance on the strip. Not to mention on the dyno with cars clearing 500 horsepower to the wheels on race gas. So what does the in cabin acceleration of that kind of power actually look like? Well, like this: Holy crap that thing is fast.
    8 replies | 340 view(s)
  • Sticky's Avatar
    03-26-2017, 12:25 AM
    Last month BenzBoost reported that Pure Turbos was working on a turbocharger upgrade for the new 4.0 liter M177 and M178 motors under the hood of the W205 C63 and C190 AMG GT respectively. Well, now we have the results for the M177. How does 634 horsepower and 608 lb-ft of torque at the wheels sound? On pump fuel no less? No methanol, no E85, just what you can easily run every day. The other modifications are downpipes and an aftermarket exhaust. That's it. Considering the heft of the C63 the added torque will be appreciated. Plus, F80 M3's are showing strongly so an M177 turbo upgrade is a good idea for W205 C63 owners who want to easily dispatch tuned competition. As for the M178 under the hood of the AMG GT, results for that will have to wait for now until someone does the upgrade.
    8 replies | 347 view(s)
  • Sticky's Avatar
    03-27-2017, 03:16 AM
    PTF (Pro Tuning Freaks) Bootmod3 software is getting quite a bit of attention and deservedly so. It fills an important void with newer turbo BMW's offering features and remote tuning that were not previously possible through a flash tune. This F26 M40i has the Stage 2 PTF N55B30T0 software which is modified slightly. The full mod list is below the video but let's look at how the car does against some stout BMW rivals. A ZCP or Competition Package F80 M3 is up first. Keep in mind, the M3 is much lighter sending power to the rear wheels. The X4 actually wins from a roll! BimmerBoost would have bet money the M3 would pull up top. This M3 does look like a manual example however and the driver may need to work on rowing those gears. Next up is the Active-8 tuned 335 GT but the camera angle makes it tough to see how the car does. What is clear is that the X4 M40i pulls it. You also get a three way between the 335 GT and a JB4 tuned F15 X5 xDrive35i. Against the X4 M40i pulls. The X5 and the X4 square off for a final run but the X4 easily pulls again. Who knew an X4 M40i could be this quick? X4 M40i (N55 engine) 18,xxx miles with the following mods - ECU unlocked for BM3 by EnzoRacing / Enzotuned.com - Bootmod3 STG2 OTS Map (Slightly Tweaked) by ProTuningFreaks (First X4 M40i Tuned in the World and Flash that works) -CTS Turbo FMIC installed/tweaked by AIMPerformanceNJ @ AiMPerformanceNJ Custom Catless DP Versus - F80 ZCP Stock 30 roll - F30 335 GT w. downpipes & ActiveAutowerke active-8 piggyback on map7 - F15 X5 35i w. downpipes, dmetuning bef/jb4 map2 & 2gals of E85
    3 replies | 468 view(s)
  • Andrew@activeautowerke's Avatar
    03-23-2017, 11:05 PM
    Active Autowerke has a modular downpipe solution for those with an F-Series BMW and the N55 and N55B30T0 engine. That means the F22 235i, F30 335i, F32 435i, and BMW F87 M2 models. Active Autowerke F-Series Modular DownpipeWe're stoked to finally release our modular downpipe system for your 235/335/435 and M2! We've designed a catless downpipe that begins with a true 3.5" diameter that can move seamlessly in to your stock exhuast or you can fabricate your own 3.5" exhaust system by purchasing a V-band flange from us that will connect directly to the upper half of our Active Autowerke downpipe! Features: 100% 304 Stainless construction Tig Welded 3.5" Diameter Guaranteed Perfect fitment, no cutting/welding required Increased turbo spool and overall HP/Torque MSRP: $349 Intro Price for Forum Members: $299 Shipped
    1 replies | 465 view(s)
  • Sticky's Avatar
    Yesterday, 01:21 AM
    If you are one of those people that needs to see it to believe it, well, here you are. The twin screw supercharged 6.2 liter Hemi V8 fits perfectly under the hood of the Jeep Grand Cherokee as if it was always meant to be there. The Trackhawk as they are calling it is expected to arrive late this year. Why don't they just call it a Jeep Hellcat which sounds way cooler anyway? What will it cost? Well, expect it to go into the ~80k range which is a lot for a Jeep but far less than a Cayenne Turbo or BMW X5 M. The current Jeep Grand Cherokee SRT starts at $66,895. The other big question is if we will get more all wheel drive Hellcat derivatives. The Durango certainly makes for an interesting possibility.
    2 replies | 102 view(s)
  • Sticky's Avatar
    03-25-2017, 10:11 PM
    Spy photos are floating around of the next generation 911 which is expected to use the 992 internal codename following the current 991 generation models. As this is a 911 do not expect a huge departure in styling but a continued minor evolution. It makes it somewhat difficult for Porsche as they are locked into certain styling elements but what they appear to be doing is taking design elements from the new Panamera. Most noticeably, in the rear. The renderings do a good job from what spy photographers have captured. So, what will change under the hood? The 992 may bring hybrid powerplants with it but the 3.0 liter turbocharged engine should likely continue. Expect the current model to carry on through 2018.
    1 replies | 292 view(s)
  • Sticky's Avatar
    03-27-2017, 10:51 PM
    I mean, what do you even say? The records being broken and set as of late in the automotive performance world are difficult to even fathom. There was a time when going over 200 miles per hour in the mile was considered a big achievement. Now? Cars are knocking on the door of 300. M2K Motorsports managed 293.6 miles per hour at the Texas Mile: Let's take a look at that video: Whoa. The world's fastest standing mile: There's fast and then there is the fastest. The Ford GT and M2K Motorsports are the kings of the mile. Congratulations to all involved.
    2 replies | 118 view(s)
  • Sticky's Avatar
    03-27-2017, 10:21 PM
    This is very efficient use of the power and torque and just an incredible run out of the relatively small 2.0 EA888 direct injected design. The other day you saw an acceleration video of this S3 in action and now the 1/4 mile slip helps put that acceleration in context. How does 10.57 @ 130.18 sound? Considering the APR Stage III+ cars are making in the low 500's to the wheels that is an incredible run for the power and torque. This was not some fluke in negative density altitude either. Here are the details: 2015 Audi S3 2.0 TFSI S Tronic APR Stage 3+ EFR7163 Turbocharger System APR ECU Upgrade APR TCU Upgrade APR Fueling System APR Intake System APR Intercooler System APR Exhaust System APR Built Engine APR Clutch Packs Weight Reduction Street Tires Sunoco GT260+ Montgomery Raceway Park March 21st, 2017 1,625 Density Altitude The extent of the weight reduction is a large factor but there is no denying the incredible performance here. APR's roll continues.
    1 replies | 175 view(s)
  • Sticky's Avatar
    03-23-2017, 09:33 PM
    Well, finally a real graph and not the crank calculated overlays previously released for the GIAC 991.2 Carrera S flash tune. You can clearly see the tuned Carrera S makes 440 horsepower to the wheels which is 68 wheel horsepower over stock. That is well within the claim of 85 crank horsepower gains. Now, there are a few issues here. First, where is the torque graph? Secondly, why mph and not rpm? Furthermore, where is proof of the claim that a tuned 991.2 Carrera S makes more power than a stock 997.1 Turbo? PorscheBoost dig a little digging and here is a 997.1 Turbo baseline Dynojet graph from AMS but in SAE correction: Also, AMS apparently sets their 997.1 Turbos to RWD from AWD to dyno so that will inflate the figures. The best way to see the difference would be if Champion would provide a proper overlay of a tuned 991.2 Carrera S and a stock 997.1 Turbo. PorscheBoost will ask them for this graph.
    0 replies | 309 view(s)
  • csu87's Avatar
    Today, 11:21 AM
    Exactly, this isnt forcing auto manufacturers to make lighter better performance cars, its forcing them to make heavier hybrids that perform like shit. The Tesla is the exception to the rule, and even then, you have to get the Performance Model with ludicrous mode to run in the mid 10s. Thats a $140k + car that weighs the same as my crew cab pickup. The regular Model S performs no better than a 3 series.
    20 replies | 442 view(s)
  • Sertone777's Avatar
    10 replies | 619 view(s)
  • CobraMarty's Avatar
    15 replies | 430 view(s)
  • Stucks's Avatar
    Today, 09:29 AM
    compression fittings > push style fittings. It is just safer and worth the added cost.
    15 replies | 430 view(s)
  • Dane083's Avatar
    Today, 03:22 AM
    Its a shame us RHD boys have a drive shaft in the way, looks like we have no chance of fitting that manifold. Regardless, thanka for the top work Doc!
    10 replies | 898 view(s)
  • Sticky2's Avatar
    Yesterday, 11:50 PM
    Sure but Cali is forcing hybrids which means they are going to focus more on getting electrics out there than efficiency. I have yet to see anyone saying lets just shave a few hundred pounds.
    20 replies | 442 view(s)
  • Stevenh's Avatar
    Yesterday, 11:32 PM
    They don't both have to happen. I'm sure I don't need to explain to you why reducing weight will improve mileage. All I'm saying is this will force manufacturers to explore new technologies to meet the requirements. You'd be against a 2.0l, 4 cyl in a sub-3,000lb M2?
    20 replies | 442 view(s)
  • Sticky2's Avatar
    Yesterday, 11:23 PM
    Explain to me how hybrids force lighter cars? BMWs are already all time heavy. How are batteries going to make things lighter?
    20 replies | 442 view(s)
  • Stevenh's Avatar
    Yesterday, 10:50 PM
    Great, what a top-fuel car can run is really relevant here. Great point. If you want to build a car with a carbeurated big block in it you can do so. My point is there is a reason they haven't been built for nearly half a century. I think you're missing my point entirely. Technology has become the replacement for displacement and the EPA has forced its hand over the last decade. We have seen cars replace large motors with smaller turbo motors and make more power with a far better power band. I'll have to double check, but I don't think Merc, BMW, Audi has EVER decreased displacement as models evolved until the most recent generation where they ran into fuel economy concerns. Guess what? They're now all making more power with better fuel economy than ever. The fact that the hyper-cars are combined with hybrid tech is, again, my point... this technology will trickle down and start finding its way in more cars. Take a look at the new Panamera Turbo S-E Hybrid... there is a hybrid 911 indevelopment... there are rumors of the next GTR... The NSX is a disappointing example, but it is happening and the technology will only improve. We've seen turbo morors and direct injection show never before seen performance increases over the last decade a likely way for those bounds to continue is through the use of a hybrid drivetrain. So, why would we not welcome additional fuel economy and performance? Every car on the street is already embarrassed by a Tesla sedan through the quarter mile (yes, I know what a trap speed is) so either keep up with the times or become yesterdays news. This site is hilarious. I read an article about how BMW "no longer builds M cars" and "AMG only builds drag cars" 6 days a week, but the next day we'll rag on an initiative that would force them to build lighter cars? Pick a side.
    20 replies | 442 view(s)
  • lamboworld's Avatar
    20 replies | 442 view(s)
  • Sticky2's Avatar
    Yesterday, 10:36 PM
    It's also South Carolina though... Perhaps I need to visit though.
    20 replies | 442 view(s)
  • lamboworld's Avatar
    Yesterday, 10:34 PM
    Better move to a republican controlled state if you don't want to deal with these rules. For example, SC has no inspection or emission laws.
    20 replies | 442 view(s)
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