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  • Sticky's Avatar
    2 replies | 38 view(s)
  • warpeacelove's Avatar
    Yesterday, 10:38 PM
    LOL The final race features a T67 Supra against the bolt on gen IV Viper camera car. This is an ugly beatdown. Frankly, "the Supra is probably still spooling as this is written."
    2 replies | 38 view(s)
  • Sticky's Avatar
    Yesterday, 10:13 PM
    Some very fast cars in this video. It is shot from the perspective of the bolt on Gen IV Viper so unfortunately we do not get an in car view for each race but that is ok. There are several good runs here we do get to see in their full glory. The first race is a chase view between the C6 ZR1 and the procharged C7 said to be making 820 wheel horsepower with meth injection. The C6 takes the race and it is said to make 900 whp. The bolt on Gen IV Viper camera car runs the C7 next. Considering the Viper is down 200 wheel horsepower it does fairly well until the power disparity shows. The C7 is very, very quick. The bolt on Viper next takes on a UGR (Underground Racing) twin turbo Viper. As you can imagine this is a beatdown. Once the turbo Viper spools and shifts it is gone. It just takes off. The bolt on Viper camera car takes on another twin turbo Viper after this and the result is much of the same. The yellow UGR Viper runs the ZR1 next but this is a chase view unfortunately. The Viper does take the win though. The final race features a T67 Supra against the bolt on gen IV Viper camera car. This is an ugly beatdown. Frankly, the Supra is probably still spooling as this is written. Nice to see cars at various power levels like this go at it to put high horsepower in context.
    2 replies | 38 view(s)
  • 4doorbmwpower's Avatar
    Yesterday, 10:07 PM
    Maybe you will discover something and then we will have one of the top N54 guys back on the hunt and have some real data.
    270 replies | 1890 view(s)
  • jyamona's Avatar
    Yesterday, 09:30 PM
    Not sure if the VANOS table are available in the flashable N55's, but knowing the full adjustment range and other details here was a huge help. Once I found this doc, many benefits followed: spool, midrange, and top end power :)
    1 replies | 201 view(s)
  • Sticky's Avatar
    Yesterday, 08:34 PM
    1. @R.G. 451.7 2. @Stucks 754.0 3. @Inconspicuous 425.8 4. @lcvette 67.5 5. @Artsoasis 226.4 6. @frmtl2_335i 226.1 7. @rs97 34.2 8. @Msport335 11.1 9. @continue5 90.0 10. @sudo4re 28.6 11. @Jduke 55.2 12. @blaster3500 230.6 13. @ope92 46.4 14. @manbeer 631.2 15. @SSO95 47.3 16. @BlackJetE90OC 1412.7 17. @The Ghost 951.5 18. @Drunkenup 126.8 19. @Abacus38 226.5 20. @Sabre 94.7 21. @jake1829 249.3 22. @The Convert 407.6 23. @stangorang 116.4 24. @93siro 96.8 25. @musc 318.0 26. @GiveEmTheDD 162.7 27. @djpaulie 224.5 28. @Joca 13.2 29. @terryd5150 140.1 30. @Ingeniator 801.6 31. @foe516 32.5 32. @MONTRÉALMAN 16.1 33. @elijahcole92 72.1 34. @pharoh 14.9 35. @Forced Air 751.9 35. @Njz 1421.6 36. @jlcf22 315.0 37. @mcmn 35.9 38. @nospoolin 72.1 39. @Flinchy 992.9 40. @Mrpikolo 82.1 41. @c0ris 17.3 42. @NniftyFour 231.1 43. @Derk1127 17.3 44. @blackshan 214.0 45. @josh135 99.4 46. @aridk 10.1 47. @ATTN 14.4 48. @0-60Motorsports 2073.7 49. @Grease Monkey 24.2 50. @ABE92 78.3 51. @bme30 75.9 52. @xShadows 136.1 53. @rwalker 57.2 54. @seven11 26.8 55. @beyondriddick 39.0 56. @mnm71 16.6 57. @twosickz 10.1 58. @cadillacgrills 82.1 59. @I6+TT=FTW 150.9 60. @triggz 188.0 61. @quing 48.3 62. @SFvalley335i 66.0 63. @UsualSuspect 707.0 64. @spxxx 177.3 65. @DisCiteFullRetard 90.8 66. @zeenon53 319.5 67. @PLF 17.4 68. @Stevenh 241.1 69. @illrider 103.3 70. @carcars 771.5 71. @Kosta135i 11.7 72. @jeffblue 22.9 73. @DQE92 251.9 74. @maui86 83.8 75. @brusk 403.5 76. @Bokyo1987 26.5 77. @Suchoi 40.6 78. @ATTN 16.8 79. @lulz_m3 2369.0 80. @Acheron 125.7 81. @JC335xi 100.6 82. @Snertz 691.0 83. @ChuckD05 2349.1 84. @ATP 499.2 85. @raffists 10.4 86. @Vertigo 163.9 87. @Mattyp 82.7 88. @boost junkie 77.1 89. @duracell8 12.1 90. @E602step 10.7 91. @zach1328 11.7 92. @ninjacoupe 180.6 93. @Benz89 1769.5 94. @froop 100.6 95. @BMWJunkie 27.4 96. @///MPOSTER 21.7 97. @idnan 263.6 98. @Tzu 1053.1 99. @FRD135i 111.1 100. @Torgus 580.3 101. @BMDoublYou 56.4 102. @babuski 65.4 103. @N54 TURBO 34.1 104. @pits200 128.4 105. @Jordan313 59.7 106. @Modded335i 14.7 107. @jyamona 596.1 108. @Proflyer 55.0 109. @foxfire74 21.1 110. @TT-Tom 187.3 111. @7plagues 10.7 112. @BoostDr 14.3 113. @ajehoti 49.1 114. @bradsm87 98.1 115. @bigdnno98 1910.8 116. @Mekong84 114.7 117. @rac 23.0 118. @Jeffman 232.3 119. @Stranger2k1 11.7 120. @nikitino25 66.0 121. @654 1323.1 122. @HardCoal99 123. @Darkknight 20.4 124. @V8Bait 1584.3 125. @SilentSpring 46.2 126. @trickcruiser 397.2 127. @jturboawd 13.6 128. @DavidV 6243.3 129. @viperware 17.0 130. @Fr3nch 30.8 131. @Surquhar 62.8 132. @Kirst 31.3 133. @nitehawk 394.5 134. @Karura 113.6 135. @db2761 26.4 136. @Moodist 39.8 137. @EJ_Reynolds 11.0 138. @spxxx 187.4 139. @ba114 177.1 140. @RSL 11.9 141. @sliderslider 37.7 142. @bluesun 23.9 143. @335ialex 31.3 144. @wakeboarderd 224.6 145. Modernfuse 20.9
    572 replies | 9490 view(s)
  • Sticky's Avatar
    Yesterday, 07:22 PM
    An interesting photo was posted from a BMW technical document on the BimmerBoost forums that gives a quick and easy overlay of the BMW N54 and N55 valvetrains including their VANOS camshaft adjustment ranges. The N54 and N55 of course are similar turbocharged and direct injected inline-6 motors sharing the same bore and stroke. They clearly are tuned a bit differently (due to the N55 being single turbo for one) and the N55's addition of Valvetronic plays a role. The N55 has a wider range of intake and exhaust VANOS adjustment as well as larger intake valve lift and cam duration compared to the N54 as the tech document highlights. Potentially the N55 can breathe better up top namely with a large turbo upgrade although tuning VANOS as well as Valvetronic is complicated. VANOS alone is a difficult system to tune and we have yet to see aftermarket VANOS cams working for the N54 or N55 motors. An interesting comparison nonetheless.
    1 replies | 201 view(s)
  • Sticky's Avatar
    Yesterday, 06:43 PM
    That is the report from the Germans at Autobild.de. It certainly is interesting and they have good German sources so we do not doubt them but it is an odd decision. We expected the 991.2 Carrera to get a smaller 2.7 liter motor than the 3.0 liter in the Carrera S. This makes sense based on how the Macan S and Macan Turbo are positioned with the Macan featuring a 3.0 liter V6 and the Macan S a 3.6 liter V6. This means the difference between the two cars is more than just software alone. Software being key in this turbo era as it makes a big difference in output. Some manufacturers even separate their models these days with software changes in output and Porsche is one of them. Take a look at how the Carrera, Boxster/Cayman S, and Boxster/Cayman GTS using the same basic 3.4 liter motor differ in output for proof. The issue is more pronounced with turbo motors as greater gains can be extracted with software tuning than in their naturally aspirated counterparts. That means if Porsche equips the Carrera and Carrera S with the same basic motor it is easily conceivable that the Carrera with a tune will outpower it. Meaning only those obsessed with their warranty or who do not know any better will opt for the S model when the Carrera can easily match or exceed it through software alone. From Porsche's perspective offering the same motor saves money as all they need to do themselves is offer different ECU software. It makes sense from a bottom line standpoint but we would be shocked if no major hardware differences separated the Carrera and Carrera S. Perhaps Porsche will give the Carrera S bigger turbos for this reason as they are not stupid and know people tune turbocharged Porsches. It will be interesting to see what they do. In addition to the engine these features are expected to be added to the 991.2 Carrera and Carrera S: - Overboost button, which lasts for 120 seconds cuts the 0-100km/h by 0,2s to 4,3s for the Carrera and 4,0s for the Carrera S - PASM can lower the car up to 20mm in Sport Plus - New steering wheel button has an Individual mode to save the driver preferences - Chrono Plus Package gets all-wheel steering - Front lift function up to 50mm - PCM with multi-touch screen Source
    2 replies | 138 view(s)
  • Sticky's Avatar
    Yesterday, 06:12 PM
    Owners of the new Mercedes-AMG W205 C63 are finally hitting the dragstrip. It is good to see real world times and numbers over magazine figures. Especially times like these which are a realistic representation of what your average driver can expect in summer heat on street tires with a stock car. 12.5 @ 119 is not exactly quick or fast and better times for the C63 will come. What it shows is this is not easy. It also shows the C63 is easily an 11 second car with drag rubber and really even street tires as a 2.4X 60 foot time is just poor traction and a bad launch. With a 1.7X 60 foot which is well within reason one can expect times to drop by over a second. BenzBoost believes the stock C63 is capable of mid to high 11's at 121-122. More details from the owner: "With a full tank of fuel, pano roof, and standard seats it weighed in at 4,065 pounds. He is not skinny but he sure is fast! I was only able to get in 2 runs last night due to track issues. It was a cool summer night and the temp was about 80 degrees. I ran 93 Fuel & Tires were around 23-24 pounds in the rear. The biggest issue is getting the car to launch properly. There is a lot of torque this car puts out. I have room for improvement but overall it was a great night. I will be running the car again and making some changes on my end and the car's end. First pass - Sport + with ESP on, Suspension in Comfort 12.679 at 117.63 MPH Second pass - Race with ESP on, Suspension in Comfort 12.506 at 119.14 MPH. I let the car do all the shifting. I did not shift gears via the paddles." People will no doubt compare these times to M3/M4 times achieved but we would like to remind everyone such comparisons are flawed due to the cars running on different days at different tracks. All direct comparisons thus far show the C63 is the faster car and it does make more power and torque. It sure is heavy though.
    2 replies | 150 view(s)
  • Sticky's Avatar
    Yesterday, 05:51 PM
    Like Ferraris? Like turbos? Like mid-engine layouts? Of course you do. If the only thing stopping you from buying a 488 GTB was the lack of a removable roof so the world can see you enjoying your turbo Ferrari you are in luck. The drop top variant is now here with the 488 Spider. And wow does it look gorgeous. The main difference between the 488 GTB and the 488 Spider is of course the retractable hard top and the extra weight the Spider carries. Everything else is the exact same including the dual clutch transmission and 3.9 liter twin turbo V8 direct injected motor with 671 horsepower. How much? Pricing has not been announced but expect a premium for the 488 Spider. If not on the list it will of course carry a markup as this will be the hot car to be seen in. That is part of the Ferrari experience, isn't it? Expect more details when the car makes its official debut this September in Frankfurt. The Ferrari 488 Spider: performance and effortless driving for maximum drop-top fun Official unveiling scheduled for Frankfurt Motor Show Maranello, 28 July 2015 – Ferrari announces the launch of the 488 Spider, its most powerful ever mid-rear-engined V8 car to feature the patented retractable hard top along with the highest level of technological innovation and with cutting-edge design. Ferrari was the first manufacturer to introduce the RHT (Retractable Hard Top) on a car of this particular architecture. This solution ensures lower weight (-25 kg) and better cockpit comfort compared to the classic fabric soft-top. Just like all previous spider versions of Ferrari's models, this is a car that is aimed squarely at clients seeking open-air motoring pleasure in a high-performance sports car with an unmistakable Ferrari engine sound. Every area of the car has been designed to set new technological benchmarks for the sector: from the aluminum spaceframe chassis and bodyshell to the new turbo-charged V8, aerodynamics that reconcile the need for greater downforce with reduced drag along with the specific cabin air flow demands of an open- top car, and vehicle dynamics that render it fast, agile and instantly responsive. The world premiere of the 488 Spider will be at the Frankfurt International Motor Show in September but can be seen from today finished in the new Blu Corsa livery at www.ferrari.com. The heart of the 488 Spider Beneath the engine cover throbs the 3902 cc turbo-charged V8 that debuted just a few months ago on the 488 GTB. Its performance levels are nothing short of extraordinary: a maximum power output of 670 CV combined with maximum torque of 760 Nm at 3000 rpm send the 488 Spider sprinting from 0 to 100 km/h in 3 seconds flat and from 0 to 200 km/h in 8.7 seconds. This is also an exceptionally efficient engine as it is not only 100 CV more powerful than the previous naturally-aspirated V8 but also has lower CO2 emissions. The turbo V8 has a unique character, delivering increasing levels of power right across the rev range, and completely eliminating the traditional turbo lag with a throttle response time of just 0.8 seconds. This is thanks not merely to components such as the turbos, but also to a sophisticated production process only made possible by Maranello's leading-edge facilities which are shared with the Scuderia to foster the transfer of racing technologies to the road cars. In line with Ferrari tradition, this model has its own absolutely distinctive soundtrack created using solutions such as exhaust headers with longer, equal- length piping and a flat-plane crankshaft. It was also further enhanced by an in- depth study of harmonics and tonality at different engine speeds. The sound is seductive but never invasive when the top is dropped, with both volume and clarity increasing as the engine instantly responds to the accelerator pedal and revs rise, reinforcing the sensation of massive performance. Sculpted by the wind This is also the most aerodynamically efficient Ferrari spider ever built, thanks to a series of complex aero solutions designed to guarantee optimal downforce whilst reducing drag, two normally mutually-exclusive objectives. Maranello's engineers managed to achieve both goals simultaneously by introducing several innovative devices, including a blown spoiler and an aerodynamic underbody incorporating vortex generators. The air flow studies also took into account factors relating to in-car comfort. The electric glass rear wind stop can be adjusted to one of three positions to guarantee maximum comfort when the top is lowered. Fully lowering the wind stop allows the occupants to enjoy the engine soundtrack even with the roof raised regardless of the weather or driving conditions. Form and function sculpted in aluminum Designed around the concept of the retractable hard top, the 488 Spider has a spaceframe chassis made of 11 different aluminum alloys combined with other noble metals, such as magnesium, each one used in a highly specific way. This yields the same torsional rigidity and beam stiffness figures as the coupé, improving the chassis' performance by 23% over that of its predecessor. An extraordinary result, given that the roof is structural, that is only possible thanks to the expertise of the Scaglietti center of excellence that engineers Ferrari's aluminum chassis and bodies. The RHT folds backwards in two overlapping sections to rest flush on the engine in a very compact solution. The mechanism is exceptionally smooth and takes just 14 seconds for the top to fully retract or deploy. Working with aluminum is important not only in functional terms but also because, by tradition, it demands every detail be treated sculpturally to express the technical excellence of the project through its beauty. Cases in point are the flying buttresses which optimally channel air flows to the engine cover, the ribbing on the engine cover and the air intakes with sculpted mesh grilles which lend that area of the car a sense of incredible dynamism. To achieve this result the Ferrari Styling Centre completely reworked the aesthetics compared to the 488 GTB. Speed and control across the board The introduction of a sophisticated simulator, similar to the one used by the Formula 1 Scuderia, allowed the human factor to influence the car's design from the earliest stages by giving the engineers instant feedback from the test- drivers long before the first 488 prototype was physically built. To make its dynamic behavior even more engaging, the development team honed the car's mechanical set-up in tandem with its electronic systems which are now fully integrated with the SSC2 Side Slip Angle Control System, resulting in 12% faster acceleration out of corners than the 458 Spider. Over all, response times are 9% more rapid than the previous Spider without any compromise whatsoever being made in comfort. The car's design was adapted to efficiently meet the typical the demands of open-top driving and use. In fact, the Spider's dynamic behavior is effortless on even the most challenging routes. It is remarkably easy to drive on the limit thanks to flawless handling even on the most demanding of roads.
    2 replies | 72 view(s)
  • Cortez08's Avatar
    270 replies | 1890 view(s)
  • Mrpikolo's Avatar
    270 replies | 1890 view(s)
  • BoostDr's Avatar
    Yesterday, 04:42 PM
    Yes he did! Looking forward to the dyne numbers!
    16 replies | 655 view(s)
  • fastgti69's Avatar
    Yesterday, 04:38 PM
    I heard that too from Anthony. You better do before and after intake results on that one. I know there are gains to be made for that! I have an extra set here if you sell out at the shop before you dyno! :D
    16 replies | 655 view(s)
  • 7plagues's Avatar
    270 replies | 1890 view(s)
  • SCGT's Avatar
    270 replies | 1890 view(s)
  • Tony@VargasTurboTech's Avatar
    Yesterday, 02:56 PM
    I will take this as Caption Dipshit made some sort of inflammatory post above, I had to block him again as he is just losing his shit these days. Its been known to happen, Boobies
    270 replies | 1890 view(s)
  • ChuckD05's Avatar
    270 replies | 1890 view(s)
  • Rob@RBTurbo's Avatar
    Yesterday, 01:22 PM
    +1. We always knew the inlets were restrictive, but due to some early testing were led to believe the results where not worth the cost/labor/hacking involved to get the job done for the what was shown to be only a few ponies (as Terry pointed out, Shiv had only marginal gains on ASR turbos by dropping them and thus assumptions were made). Especially back in the day while most were under warranty and looking stock was imperative, so yes cutting inlets was not going to be in the cards for most. Fortunately we are beyond this today. The times have indeed changed.
    270 replies | 1890 view(s)
  • Terry@BMS's Avatar
    Yesterday, 01:11 PM
    +1 Anthony did a great job on them. Just got our development M3 back from PURE with larger turbos. Will hit the dyno this week I hope with the new intake as well. :)
    16 replies | 655 view(s)
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