Close

Activity Stream

Filter
Sort By Time Show
Recent Recent Popular Popular Anytime Anytime Last 24 Hours Last 24 Hours Last 7 Days Last 7 Days Last 30 Days Last 30 Days All All Photos Photos Forum Forums Articles Articles
Filter by: Popular Clear All
  • Sticky's Avatar
    10-24-2017, 08:55 PM
    This maybe is not as crazy or complex as it first seems. Keep in mind that moving turbos closer and closer to the motor to minimize exhaust travel distance is something manufacturers are all doing in an effort to decrease lag. Most people are familiar with ITB's (Individual Throttle Bodies) which BMW M was famous for employing for quick throttle response. Individual turbochargers would be a whole new ballgame but the idea is similar in that you want to get as close to instant response as possible. You would in essence take very small turbochargers and fit them as close as you could to the cylinder head. The complexity and cost would likely go up and the odds of a turbo failure as well but there is no reason this can not work in theory. On a small three-cylinder it makes sense. As cylinders are added or engine configurations change it becomes much more difficult and expensive. As for a performance technology imagine the headache of a turbo upgrade or changing six turbos instead of one or two. Also keep in mind smaller turbochargers have less rotational mass which in theory also means aiding spool. We will believe it when we see it but a former Ford Engineer named Jim Clarke has filed a patent for the idea: Let's see a prototype.
    8 replies | 10434 view(s)
  • Terry@BMS's Avatar
    10-30-2017, 09:34 PM
    Phoenix just sent us a batch of their new N54 race intercoolers. These things are huge, stepped core, with a flow diverter on the hot side to improve distribution across the core. Weigh 38# and include silicon couplers and tbolt clamps. Intro price $499. ICs are all solid but a few have minor paint overspray. We told them to paint the tanks black and the core unpainted for optimal heat transfer. And for the most part they did. Anyway a few photos attached. They are available for purchase on our site.
    78 replies | 1789 view(s)
  • Dave@Fuel-It!'s Avatar
    10-30-2017, 12:52 AM
    With only a small window of time left to get to the dragstrip, I figured it was now or never to take a crack at 10s. This has been something I’ve been chasing for about 3 years now. As I watched a few of my friends & their n54s break into the 10s (@turbocripple, Dorsey and Terry) it motivates me, made me extremely jealous, and really made me question if I should ditch xi. I started building my current 335xi roughly about a year ago, it was a slow process, being pulled in a hundred different directions, it always seemed that my car got put on the back burner. We (Steve & I) decided to take a more simplistic approach to this build, kind of a “less is more” attitude, but also something customers and fellow enthusiasts could replicate and not “break the bank.” For that very reason we opted to stick with the stage 2 Bucketless & our DIY PI kit. The car as it sits now: 2010 e92 335xi (daily driven for most part) - Pure Stage 2 High Flow Turbos - Fuel-It! DIY Platinum Port Injection w. Line upgrade & BT sensor/analyzer - Fuel-It! Stage 2 Bucketless LPFP - Burger Motorsports JB4 w. BT + OTS Hybrid PI BEF - TFT Inlet/Outlets -AR downpipes + AD-E 650 FMIC -APEX Arc-8 17x9 + Hankook Ventus v2 The car has a bit more in it, and the 60ft can still use some work. All in all, I am extremely happy with the results, and look forward to pushing the car a bit more. Big thank you to: @Steve@Fuel-It! @PureTurbos @Terry@BMS for all the help & Support along the way.
    57 replies | 1163 view(s)
  • Sticky's Avatar
    10-31-2017, 01:33 AM
    An N54 or 335 in the 10's is nothing new. It is new when it is a 335xi. Why haven't the all wheel drive models broken into the 10's if in theory it is easier for them to put their power down? Well, launches stress the drivetrain and the automatics struggle to cope with the power and torque. @Dave@Fuel-It! is the first to do it though with his E92 335xi with the following modifications: 2010 e92 335xi (daily driven for most part) - Pure Stage 2 High Flow Turbos - Fuel-It! DIY Platinum Port Injection w. Line upgrade & BT sensor/analyzer - Fuel-It! Stage 2 Bucketless LPFP - Burger Motorsports JB4 w. BT + OTS Hybrid PI BEF - TFT Inlet/Outlets - AR downpipes + AD-E 650 FMIC - APEX Arc-8 17x9 + Hankook Ventus v2 The Pure Stage 2 high flow turbos help make this possible and the Fuel-It! upgrades for the fuel system obviously play a big role. Are we going to see more xi's in the 10's? Are we going to see anyone really push the all wheel drive drivetrain? There are some 335xi's out there making some big numbers. Hopefully this is the first of many 10-second 335xi's.
    57 replies | 946 view(s)
  • Sticky's Avatar
    10-20-2017, 06:33 PM
    If you pay attention to the world of high performance cars you know there are spectacularly fast twin turbo Lamborghini Huracans and Nissan GT-R's. Tuners pushing the limits in competition is great for enthusiasts and potential customers alike. Underground Racing is known for their absurdly quick Stage X twin turbo Huracans. They do not play second fiddle to anyone. Just look at how hard they went at Heffner until they basically forced him to concede to UGR being the top dog on the Huracan platform. UGR's push to hold all the records and beat all challengers leads to them being a bit too sensitive and perhaps going overboard while at the same time constantly pushing the platform. Remember when they tried to scrub the internet from all details of one of their cars going up in flames? They take things so far as to not even want to admit sometimes things can go wrong. That mentality is in play here with Ross Fowler's UGR Stage X Huracan going up against Tony Palo and his T1 Racing Development GT-R. The GT-R is making well over 2500 horsepower. They had this car over 2200 to the wheels back in 2015. They are doing well over 2300 now and this is just what they choose to show: Ok, so both cars are freaking fast and both tuners are at the top of their game. So what happened? Well, the cars ran and made it to the finals of the King of the Streets at the Texas Invitational. When they ran, T1 got up to speed and the video evidence speaks for itself. UGR slingshotted past which is essentially cheating: It's a bullshit move. UGR got a running start while T1 was trying to match and sitting at speed before the start. Everyone seems to agree on this and even the event organizers agreed that a re-run was necessary. That was fine until UGR took their trophy and went home rather than race again: UGR gets the win but a lot of people lost a lot of respect for this type of behavior. We all have egos but at the end of the day this is not Formula 1. Just run the cars in the spirit of the competition. There is no shame in losing in this environment and certainly not in the finals. T1's feelings on the subject: This is UGR's response: Trying to line up cars fairly like this from a roll is not easy. It takes some work from both parties. If the GT-R needs to be at a higher speed initially to build boost the Huracan should work with it to get an even start and fair race rather than manipulate circumstances into its favor. This is systemic of a larger problem at events like this where people will inflate their start speed or start early to get a jump. The proper solution is to remove the variables causing the issue and take it out of the driver's hands as an even start is simply impossible. Especially when someone else will do whatever is necessary to win even if that means cheating. The fact remains UGR did not do a re-run and went home because they knew they had the slower car according to trap speeds from the event. There is no excuse in the world that will change that fact. * BoostAddict.com reached out for comment from Underground Racing and Tony Palo with no response from either. It seems this is a sore subject.
    26 replies | 4917 view(s)
  • Sticky's Avatar
    10-23-2017, 07:34 PM
    We all get carried away with big dyno numbers but they can come with big compromises in reliability especially in the BMW N54 world. A reliable ~600 wheel horsepower daily driver offers plenty of power and importantly won't break down or push the limit of the N54 internals. Here is the recipe from BMS: JB4, off the shelf E85 hybrid back end flash map Manual trans w/ steel flywheel and 335is/550 clutch Pure Stage2 turbos w/ silicon inlets Fuel-IT port injection rail and low pressure system BMS DCI, OCC, and other little bolt on modifications CPE intercooler Phoenix chargepipe w/ Tial valve Factory catback Factory motor Running ~E80 At 20psi (map7) it made ~530whp, ~24psi 600whp, ~25psi 615whp. Will an 800 wheel horsepower single turbo N54 be faster? Yes. Will it be more reliable? No. You can run this setup every day on a stock motor car. You can even push the turbos further but do you need to? Getting caught up in chasing numbers can have you doing that more than actually enjoying time behind the wheel.
    53 replies | 1503 view(s)
  • Terry@BMS's Avatar
    10-19-2017, 06:28 PM
    Hey guys, Had a chance to see how our E92 is running in its latest incarnation as a mild hybrid turbo setup. Setup: JB4, off the shelf E85 hybrid back end flash map Manual trans w/ steel flywheel and 335is/550 clutch Pure Stage2 turbos w/ silicon inlets Fuel-IT port injection rail and low pressure system BMS DCI, OCC, and other little bolt on modifications CPE intercooler Phoenix chargepipe w/ Tial valve Factory catback Factory motor Running ~E80 At 20psi (map7) it made ~530whp, ~24psi 600whp, ~25psi 615whp. And the best part is the car runs and drives like stock. We appreciate not everyone is looking to build a 700whp or 800whp setup. I can't think of a better way to run 600whp than what we've done with this setup.
    53 replies | 1184 view(s)
  • Sticky's Avatar
    Yesterday, 06:56 PM
    This is what you can call a serious N54 build. @Ericbh77 is not messing around with his E92 335i. He is going for roughly 1000 horsepower and what is making that possible is the custom Fab Factory bottom mount twin scroll turbo manifold mated to a PTE 6870. The motor is obviously built and he is going with Schrick high lift cams: VAC built the motor and did some head work as well. He is planning on having @CKI@Motiv tune it and additional fuel is coming from a supplemental HPFP pump. Most high horsepower builds like this tend to be manual as the automatic will not hold the torque. Will this one? We'll see as it features upgrades although they have not been tested at this level. This is going to be a fun build to watch come together. Enjoy the pictures below.
    55 replies | 1149 view(s)
  • cloud9blue's Avatar
    10-18-2017, 03:25 AM
    Car is relative stock when it comes to engine mods, just the standard FBO setup with JB4 and MHD backend flash. Tried running full e85 for a while with fuel-it stage 2 lpfp and TPI, but partial throttle response was a bit of hit of miss on with that setup. It was kind of annoying for the road course events I like to do with this car, so I went back to pump gas again. I am seriously thinking of getting a decent ST kit to replace the aging stock twins and have been reading quite a bit on forums to catch on the recent ST development. My goal is to be around a conservative 500-550whp on pump gas with DI only and quick spool and good transient response. So probably a 6062 or even a 5862 turbo is enough for me. Anyway, I just want to use this thread to compare notes with the rest of you and gather information that might be helpful for other members down the line. - ST Kit At the moment, it seems like Doc Race and Motiv are probably the best complete kits available on the market. And I am still kind of deciding between the two. Not really considering the VM/ACF and ADE kits since they have long lead time and questionable availability. Not gonna bother with the low end offers like On3 and etc. Nothing wrong with saving some money, but I just don't have the energy to deal with potential issues of those kits. If I gonna do this, I would rather get it right the first time. Btw does FFTEC still make N54 kit? Motiv Pros: - Durable manifold design, whole kit seems very well put together and reliable; these kits have been around for a few years now without any hardware failure. I know quite a few track cars (road course) run Motiv kits. - Clean bottom mount design and less heat related issues down the road because of that - Well executed pre turbo O2 bungs, with long heat sink so your O2 will last longer - Short runner length, faster spool (for mid size turbos) and better transient response? I know these are somewhat debatable depending on the actual execution. - Recirculated wastegate dumps is an option, less noise and less smell during stop and go traffic? Cons: - Log style manifold is more restrictive? Again, debatable. But Motiv's manifold definitly have sharper bends and smaller OD that the other high quality ST kits. - Have to replace the stock style passenger side engine mount with a custom one made of PU. Not a fan of PU mount, especially that close to the hot parts. The last PU mount I had from Black Forest Industry started to deform just after two months of winter driving... - Turbo is hard to reach, more of hassle to replace and perform checks on it. Bottom mount just don't have the same visual impact as a nice top mount lol - Probably the most expensive ST kit out there DOC Race Pros: - Equal length runner, good for top end power I suppose, which is what this engine needs - Twin scroll manifold! Good for quick spool. - Get to keep your stock style motor mount, don't have use a custom PU mount - Easier to access and replace turbos and stuff - Top mounts just look so damn cool! - More affordable comparing to the Motiv offerings Cons: - Much longer runner length, bad for spool and transient response maybe? Again, my turbo size will be pretty moderate comparing to those +600whp builds, so not sure how big of issue would that be. - Top mount brings hot parts closer to some of the plastic engine parts (VC, WW tube). But probably manageable with the heat shield, ceramic coat, turbo blanket, and heat wrap/tapes. - Have to relocate coolant reservoir, not a big deal, just a bit of extra work - O2 heat sink is bit undersized according to Chris post on the ADV sensors, so your O2 will die faster maybe? Would like to hear more on this. PCV Currently, the only PCV mod I have is the RB PCV valve and cap on the low pressure side, which actually solved the smoking idle that I experienced after I went full catless. The car desperately need an OCC on the high pressure side though. Car spend a lot of time in boost because of all the track days I do. I can tell from the sparkplugs after a few days on the road course, that the engine is burning through some oil from the intake side. Since my goal is a moderate 500whp on pump gas, the engine probably won't be seeing any boost higher than 20psi. So aside from installing a BMS OCC on the high pressure side and vent the line coming out of the OCC to the intake filter (keeping the flapper valve), I don't see the need for any other mods. Tapping the ports on the intake side and bypassing the low pressure PCV system with an external one like the stuff RB is selling is a bit overkill for my goal IMO (feel free to argue with me on that!). But they do seem like a good solution for those running high boost and chasing big powder. Ignition At my power level, I probably would be ok with the stock coils and just run some colder plugs and gap them closer than stock, but for piece of mind, it might be best just get the upgraded coil kit from Bimmerlife or Precision. It looks like both kits perform the same, despite the different approach each took (dumb vs. smart coil, etc.). I am personally leaning toward the Bimmerlife kit, since it comes with 3d printed connectors that requires less work to install. I am running stock plugs still btw. Seems to doing alright all these years, so other than replacing them after each track season, I didn't bother to experiment with colder plugs. The only time I had problem with it is when I spilled oil on the VC during oil change and didn't bother to clean it up, which caused misfires at WOT because of the oil pooled in the spark plug wells. O2 This is the part I would really like to discuss more with you guys. What's the verdict on the choice of O2 for ST right now? Are stock ones bound to die quick as a pre-turbo sensor? Is ADV sensor a must for ST? Any other equivalent or better alternatives? Fueling Not really interested in PI until someone figure out a properly integration controller that can actually control individual injectors for our engines. The current spray and pray, all or none solution is just not my cup of tea. It only takes a split second to grenade an engine at high rev with lean detonation, and IMO the current solutions out there are just not fast enough to get things under control if one of your DI injectors decided to crap out at WOT. The stage 2 lpfp should be plenty for my pump gas power goal. I am still on original factor injectors (no idea what the index number is, but the car was a MY09 made in late 08), which has been trouble free so far (knock on wood). Did have to replace the stock hpfp myself two years ago, as the pump was starting to die on track and cold start after running full e85 for a few months. It probably was just old and the lower lubricity of e85 and the stress from all the track days I did during those month just finally killed it. Cooling The car has a 7" VRSF FMIC (the old non-HD version). Seems to be doing a good job. But after I switched to DCI intake (had to ditch the stock airbox since it doesn't fit with TBI), I did notice the IAT tends to climb and stabilize at 140F during a 20 mins session. Not sure it is worth the trouble and the potential loss in transient response of a larger FMIC like the 7.5" stepped core that VRSF now sells. Would rather say the $700 for other stuff if the benefits of a larger core is not great for my power level. I am currently running CSF radiator, PPK aux rad and Dinan OC (single core at the passenger side). My current setup should be more enough for street use, since a lot guys are just fine running big ST setup on stock oil cooler Might have to loop in an extra OC for track use though, considering I can still hit 260-270F with the stock twins when pushing hard on a hot day (I do hear ST engines do run cooler oil temp than twins because of less heat buildup at the CHRAs and better turbo efficiency). Drivetrain My car is an 6at. Personally, I never understood the need for trans cooler, since our trans don't really run that hot from the data I gather on track. The highest trans temp I have seen is 105C (which isn't all that hot IMO), and that's after 20mins on hot lapping on road courses. And my trans still shift as smooth as the day I picked this car up brand new from the dealership almost 7 years ago. I have been replacing my trans fluid pretty frequently though (twice now at 58k miles), using Redline D4. Already got LSD, diff brace, subframe bushings, and M3 arms front and back, toe arms, coildovers and all that on the car. The only weak points I can think are the half shafts and gearbox itself. But for the power level I am aiming and for my intended use (not gonna do any hard standing launch), I don't think upgrades on those are necessary (not like there is any good AT upgrades anyway). Installation As much as I would do the install myself, I just don't have the time nor the space to do a project as extensive as this. So this will be done by a shop. Both kits have pretty good fitment that I think any competent person can put together with the right tools, so I don't think this will be a problem. But do let me know any issues you have run into though! Tuning I have been running different versions of JB from BMS since 2010. Great stuff and very happy with the products and the support BMS gave to this platform over the years. Probably just gonna stay with the JB4 and get a custom backend tune. But I am interested in hearing some actual experiences from those who jumped ship to the Motiv boostbox.
    54 replies | 1301 view(s)
  • TwistedTuning's Avatar
    10-25-2017, 10:23 PM
    Delete thread
    49 replies | 1338 view(s)
  • Sticky's Avatar
    11-07-2017, 11:14 AM
    You might be saying to yourself, hold on, there are turbo upgrades out there for the BMW S55 engine. That is true but the upgrades are hybrid units which means they utilize the factory BMW S55 turbo housings. This upgrade from Kratos is a true full twin turbo upgrade. This turbo upgrade was hiding in the Motul booth at SEMA and it seems many people glossed over it as well as the implication for the platform. Currently, top S55's are pushing hybrids to the maximum. The truth that several tuners are not sharing is that the hybrids are pushed well out of their efficiency range to hit 7XX peak numbers. Some are even using nitrous to hit those figures. Pushing turbos out of their efficiency range may be fine for a glory pull or a couple passes but it is useless for someone on a roadcourse. Speaking of which, this upgrade has spent considerable time on the track for over a year on M4's that are raced professionally. You will not find any other turbo upgrade with that type of rigorous testing. There are some key points to focus on to truly understand the Kratos upgrade and how it differs: No core exchange required. You do not need to send in your factory S55 turbochargers. Keep them, sell them, etc. There is no wait time required as the turbochargers are in stock. Order, receive. That simple. Hybrid upgrades utilize stock journal bearing cartridges. The Kratos upgrade has a proprietary ball bearing design. Stainless investment castings are used from the CHRA bearing housings to the manifolds as opposed to cheaper sand castings. Inducer matched inlet piping for both turbochargers is included. If you are unfamiliar with the Kratos name do not worry as you will be hearing it a lot over the next few months. The brand will offer turbo upgrades engineered by ASR Engineering for a variety of platforms. This is just a teaser from SEMA but expect pricing information, dyno graphs, and further details to come shortly. The era of properly engineered true big twin upgrades for the S55 motor is finally here.
    45 replies | 1974 view(s)
  • Ericbh77's Avatar
    11-11-2017, 01:05 AM
    Ericbh77 started a thread ERIC'S E92 BUILD in N54
    Well I'm finally getting my car back together so I figured I'd start a build thread. I have a 2007 335i E92 that I started modding and ended up upgrading almost everything. My motor just arrived after a 2 year build by VAC. I know, 2 years WTF? Anyways I had some block work done, head work and new high lift cams and balancer installed. Here are some pics of the process..
    55 replies | 526 view(s)
  • Sticky2's Avatar
    11-10-2017, 12:56 PM
    Discussion in another thread about who has tried what turbo got me wondering as to what the largest turbo or pair of turbos has been fit to the N54? EMP said they were going Precision 7675. Is that the largest attempted? Anyone know?
    48 replies | 608 view(s)
  • Sticky's Avatar
    10-27-2017, 05:39 PM
    This thing is absurd! APR announced their development of ECU tuning software for the new Audi 2.5 TFSI turbo I5 motor a couple weeks back. Well, that development is going very well as evidenced by this Stage I APR tuned 8V Audi RS3 sedan. Mid 10's? Tune only? Are you kidding me? APR got the car to run 10.55 @ 127.62 with just software alone. This is the quickest overall pass for the new 2.5 TFSI pass to date and they have yet to even begin pushing the thing! Absolutely incredible. Video is below. We are waiting on the slip from @Arin@APR.
    40 replies | 823 view(s)
  • Sticky's Avatar
    11-07-2017, 10:12 AM
    You might be saying to yourself, hold on, there are turbo upgrades out there for the BMW S55 engine. That is true but the upgrades are hybrid units which means they utilize the factory BMW S55 turbo housings. This upgrade from Kratos is a true full twin turbo upgrade. This turbo upgrade was hiding in the Motul booth at SEMA and it seems many people glossed over it as well as the implication for the platform. Currently, top S55's are pushing hybrids to the maximum. The truth that several tuners are not sharing is that the hybrids are pushed well out of their efficiency range to hit 7XX peak numbers. Some are even using nitrous to hit those figures. Pushing turbos out of their efficiency range may be fine for a glory pull or a couple passes but it is useless for someone on a roadcourse. Speaking of which, this upgrade has spent considerable time on the track for over a year on M4's that are raced professionally. You will not find any other turbo upgrade with that type of rigorous testing. There are some key points to focus on to truly understand the Kratos upgrade and how it differs: No core exchange required. You do not need to send in your factory S55 turbochargers. Keep them, sell them, etc. There is no wait time required as the turbochargers are in stock. Order, receive. That simple. Hybrid upgrades utilize stock journal bearing cartridges. The Kratos upgrade has a proprietary ball bearing design. Stainless investment castings are used from the CHRA bearing housings to the manifolds as opposed to cheaper sand castings. Inducer matched inlet piping for both turbochargers is included. If you are unfamiliar with the Kratos name do not worry as you will be hearing it a lot over the next few months. The brand will offer turbo upgrades engineered by ASR Engineering for a variety of platforms. This is just a teaser from SEMA but expect pricing information, dyno graphs, and further details to come shortly. The era of properly engineered true big twin upgrades for the S55 motor is finally here.
    45 replies | 378 view(s)
  • Sticky's Avatar
    10-20-2017, 10:13 PM
    This conversion was actually completed a couple years ago yet it is surprising we are only getting run videos of it now. Whifbitz in the UK did this DCT transmission swap into a MKIV Toyota Supra and is controlling it with a Syvecs S6Plus ECU. Why a DCT swap? Well, they explain their reasoning here: The benefits are obvious but Whifbitz apparently is keeping all the information to themselves and if you want the swap you have to go through them. Their Supra is making about 700 horsepower and the gearbox is stock for now. They plan to add Dodson upgrades shortly. Adding a dual clutch to some older cars is a great way to give them a modern performance and comfort boost. Hopefully we see more of these DCT transmission swaps into various cars.
    16 replies | 3444 view(s)
  • Sticky's Avatar
    10-24-2017, 10:52 PM
    This E82 135i is doing some work! It belongs to Bimmerboost member @Newguy123 and he has the Pure Turbos Stage 2 N55 turbocharger. The car is a DCT which makes for quick shifts and it shows against the cars he runs. He was pushing roughly 22 psi of boost. Also note, it was fairly warm out at around 90 degrees. The first run is against a Procharged C5 which the 135i dispatches easily. A 900 hp Camaro is next and the 135i gets a lead but the Camaro starts to come on up top. A 700 whp E82 135i automatic is next. It seems to get a jump and it pulls. Definitely a fast 135i. Next we have a supercharged E92 M3. It gets pulled rather easily. A Motiv built motor single turbo E92 335i N54 is next. It is said to be pushing 17 psi of boost. Time to turn up the boost. LS7 power is next. The C7 Z06 is naturally aspirated but is making 575 whp with a heads and cam upgrade. It's a good run between the two with the 135i gaining some ground on a shift at one point which it holds. How about a C7 Z06? It is claimed to be making 750 horsepower. Somehow that power doesn't transfer to the run. Another Pure Stage 2 upgraded E82 135i N55 lines up. It is also a DCT but boost is at 18 psi. This shows the difference those extra 4 psi make. There is a re-run with the 900 hp Camaro not worth mentioning. The final run is against Pure Turbos 750 whp Civic. Getting spanked by a Civic can not feel good. Great runs all around a very quick 135i.
    31 replies | 1241 view(s)
  • Sticky's Avatar
    11-02-2017, 08:11 PM
    Road and Track gets this right although there are some surprising results in the 2018 Performance Car of the Year competition. Giving the crown to the 720S despite it being bested on the track by not one but two cheaper cars will make this controversial. The damn thing is so fast though. Road and Track tested the 1/4 mile time for the 720S at 9.9 @ 148.2. This is another example of magazines showing numbers that are faster than reality. They get a 10.2 @ 134.6 for the Lamborghini Huracan Performante. What is amusing is that BoostAddict put up an article on both of these cars testing on the same dragstrip at the same time last month. The times? 9.98 @ 141.1 for the McLaren 720S and 10.78 @ 129.78 for the Lamborghini Huracan Performante. Something is off here especially when you look over the entire field and their acceleration results: 1. McLaren 720S - 9.9 @ 148.2 2. Lamborghini Huracan Performante - 10.2 @ 134.6 3. Mercedes-AMG GT R - 11.2 @ 128.9 4. Camaro ZL1 1LE - 11.7 @ 124.0 5. Bentley Continental Supersports - 11.7 @ 119.6 6. Alfa Romeo Giulia Quadrifoglio - 11.9 @ 119.7 7. Audi TT-RS - 11.9 @ 115.7 8. Lexus LC500 - 13.0 @ 111.8 9. Civic Type-R - 13.7 @ 106.3 10. 991.2 GT3 - NOT TESTED You have some times that are fast like for the McLaren and Lamborghini but then the new TT-RS only get a 115.7 trap speed. Iroz Motorsport got a 119 mile per hour trap speed out of the new TT-RS (with a downpipe) and an 11.4 elapsed time in Vegas heat. European magazines got a 121 trap speed stock. What is going on here? Do not take magazine times as gospel although forum racers will no doubt cite these numbers even especially blatantly obvious outliers like the Huran Performante. Acceleration is only one part of performance. What about the laptimes? Here you are, tested at NCM Motorsports Park: A 1:28.25 for the AMG GT R! The 720S despite being lighter and more powerful than either the AMG GT-R or Lamborghini Huracan Performante is bested by them. The AMG GT R is well over a full second quicker around the than the Huracan or 720S. That's huge! The AMG GT R is doing more with less. Mercedes-AMG deserves tremendous credit for what they achieved. A heavier front engine car is beating two lighter mid-engined exotics around the track that are almost twice its price. Remarkable! So why does the McLaren win? This: It seems to just be the best all around performance car in the world. You will not get an argument from BoostAddict. It is the best all around performance car in the world at any price. Source
    25 replies | 1562 view(s)
  • Sticky's Avatar
    11-06-2017, 06:12 PM
    Huge numbers here out of a BMW F10 550i with the Pure Turbos Stage 1 N63TU turbocharger upgrade. Keep in mind the graph you are about to see is from a Mustang dyno meaning this is easily a 700+ rwhp car on a Dynojet. That also means it will eat a stock F10 M5 for lunch. Compare the stock output to upgraded turbo and meth tuned numbers: It's a night and day difference. The N63TU is an awesome value with a turbo upgrade. Keep in mind this is just scratching the surface. A Pure Stage II or larger turbo upgrade should produce much more power but the transmission will no doubt become a concern and upgrades for the automatic are much harder to come by than the M5 DCT. Awesome numbers.
    35 replies | 582 view(s)
  • Sticky's Avatar
    10-22-2017, 07:02 PM
    Less is more. That is how Porsche is marketing the 911 Carrera T. They are right. This entry level 911 adds a few options not available on the standard 991.2 Carrera and also strips out some weight by eliminating a few bells and whistles. 44 pounds are shaved off. How? The glass is thinner, cloth door loops replace handles, less sound deadening, rear seats are deleted, and the PCM (Porsche Communications Management) system is removed. That is a lot to ditch for seemingly only 44 pounds less weight. You can also at no additional cost add in the PCM system and the rear seats. Ok, it's lighter, but what else? The sport chassis PASM system which is available on the S and standard on the GTS is standard on the 911 T. Rear axle steering which is not available as an option on the Carrera but is for the S is also available now as an option for the 911 T. The manual transmission also gets shorter gear ratios. Oh, and don't forget the mechanically locking rear differential. The engine remains unchanged but the engine was never an issue and more power is there in the aftermarket should one want or even need it. Porsche took the Carrera and made it sharper and lighter. This is the best value in the 911 lineup when it comes to a driver's 911. As the owner of a 991.2 Carrera, suffice it to say, I'm pissed off. The 911 T is superb and everything I want the car to be. Less is more – the new Porsche 911 Carrera TA puristic addition to the 911 family Stuttgart . With the 911 Carrera T, Porsche is reviving the puristic concept behind the 911 T of 1968: less weight, shorter transmission ratios from the manual gearbox and rear-wheel drive with mechanical rear differential lock for an enhanced performance and intense driving pleasure. The new model’s unique appearance is based on the 911 Carrera and its engine delivers 272 kW (370 hp). The 911 Carrera T – at Porsche, “T” stands for Touring – also boasts several other equipment features that are not available for the 911 Carrera, including the PASM sports chassis as standard, lowered by 20 mm, the weight-optimised Sport Chrono Package, a shortened shift lever with red shift pattern and Sport-Tex seat centres. The rear-axle steering, which is not available for the 911 Carrera, is available as an option for the 911 Carrera T. Every aspect of the equipment in the 911 Carrera T is designed to optimise sportiness and deliver lightweight construction: The rear window and rear side windows are made from lightweight glass and the door trims feature opening loops. The sound absorption has been largely reduced. The rear seats have been omitted along with the Porsche Communication Management (PCM), though both are still available on request at no additional cost. The result of the lightweight construction measures: At an unladen weight of 1,425 kilograms, the two-seater is 20 kilograms lighter than a 911 Carrera with comparable equipment. The 911 Carrera T will be available from January 2018 and can be pre-ordered now. In Germany, the price will be EUR 107,553 including VAT and country-specific features. A sporty design and unique appearance The design of the 911 Carrera T highlights the emotionality and sportiness of the coupé with rear-axle transmission. The body parts and wheels function as clear differentiating elements. At the front, the 911 Carrera T features an aerodynamically optimised front spoiler lip, and the Sport Design exterior mirrors are painted in Agate Grey Metallic. From the side, the new model is easily recognisable thanks to its 20-inch Carrera S wheels in Titan Grey. The “911 Carrera T” logos represent another distinctive feature at the side. The rear view is characterised by the slats in the rear lid grille, the Porsche logo, the “911 Carrera T” model designation in Agate Grey and the sports exhaust system provided as standard, with centrally positioned tailpipes painted in black. The exterior colour options are Black, Lava Orange, Guards Red, Racing Yellow, White and Miami Blue, as well as the metallic colours Carrara White, Jet Black and GT Silver. A puristic interior concept and new interior package The appearance of the passenger compartment also has a sporty and puristic emphasis. The driver enjoys black, four-way, electric sports seats with a seat centre in Sport-Tex fabric, while the headrests feature a “911” logo stitched in black. This new Carrera T model also comes with the option to choose full bucket seats for the first time. Steering actions are completed via the GT sports steering wheel with leather rim, and the mode switch provided on the steering wheel as standard allows the driver to select different driving programmes. The shortened shift lever with shift pattern in red remains exclusive to the 911 Carrera T. The decorative trims on the dashboard and doors are black, as are the door opening loops. A new addition is the T interior package, which creates an even sportier look with the contrasting colours of Racing Yellow, Guards Red or GT Silver. These colours can be used to add visual accents on various interior components, such as the seat belts, the “911” logo on the headrests, the door opening loops or the centres of the Sport-Tex seats. Improved weight-to-power ratio plus enhanced performance The six-cylinder flat engine with a displacement of three litres and twin turbocharging generates an output of 272 kW (370 hp) and a maximum torque of 450 Nm, delivering between 1,750 rpm and 5,000 rpm. The weight-to-power ratio has been improved to 3.85 kg/hp, ensuring enhanced performance and more agile driving dynamics. Thanks to a shorter rear axle ratio and mechanical differential lock, the 911 Carrera T can sprint from zero to 100 km/h in 4.5 seconds – 0.1 seconds faster than the 911 Carrera Coupé. The model reaches the 200-km/h limit in just 15.1 seconds. Porsche Doppelkupplung (PDK) is also available as an option on the Carrera T, enabling the vehicle to reach 100 km/h in 4.2 seconds, and 200 km/h in 14.5 seconds. Both transmission variants enable a top speed of over 290 km/h.
    36 replies | 429 view(s)
  • Sticky's Avatar
    11-06-2017, 06:10 PM
    Huge numbers here out of a BMW F10 550i with the Pure Turbos Stage 1 N63TU turbocharger upgrade. Keep in mind the graph you are about to see is from a Mustang dyno meaning this is easily a 700+ rwhp car on a Dynojet. That also means it will eat a stock F10 M5 for lunch. Compare the stock output to upgraded turbo and meth tuned numbers: It's a night and day difference. The N63TU is an awesome value with a turbo upgrade. Keep in mind this is just scratching the surface. A Pure Stage II or larger turbo upgrade should produce much more power but the transmission will no doubt become a concern and upgrades for the automatic are much harder to come by than the M5 DCT. Awesome numbers.
    35 replies | 190 view(s)
  • Sticky's Avatar
    11-09-2017, 06:32 AM
    It is often amusing to see after a crack for an ECU is announced it then spreads out like wildfire. B&C Consulting offers tuning for the 2017 on Porsche 911 (991.2) 9A2B6 3.0 models now having access to the SDI21 ECU much like Autotuner. Whereas Autotuner sells the master system to tune these ECU's to tuners B&C offers tunes and dyno'd the cars. No, this is not an OBD-II tune: This is a bench flash and the ECU must be removed. It is not too terrible of a process and PorscheBoost.com will put up a DIY on removing the ECU later this week: The dynos are where things get interesting. Unfortunately, they are crank corrected: The crank rating for the 991.2 models is underrated so keep that in mind when viewing the graphs. What we learn is that the GTS is easily clearing 500 horsepower with a Stage I tune. We would expect it to be a 500+ whp car on a Dynojet with bolt ons on pump gas. The Carrera shows much larger gains from stock to tuned. That is because it is not pushed nearly as hard with only 13.1 psi of boost stock. The GTS is in a higher state of tune and its turbos are definitely being pushed more off the showroom floor. A 991.2 Carrera with a tune should have no trouble dispatching a stock 991.2 GTS. It likely will nip at a 997.1 Turbo's heels. If one were to guess, it should trap roughly 124 miles per hour and be on the verge of that 10 second barrier. A bargain in the Porsche 911 world, definitely. As these tunes get out there and more people dyno we will have a better idea. This is just the beginning but 991.2 3.0 models are about to become very stout, very quickly.
    35 replies | 479 view(s)
  • Newguy123's Avatar
    10-23-2017, 10:19 AM
    Had a great day today at No fly zone AZ. The N55 ran awesome, had some minor fueling issues on a few runs but ended up getting them worked out for the most part. It was really hot out all day, my intake air temps were 120-130* all day long in every log at the top of 6th gear. (ambient temps were mid-high 90’s for the better part of the day.) all of the numbers I use in my video is what I was told or saw written on their window. I was trapping 157-159.xx mph on pretty much every run and the only car that really spanked me was Pure turbos built civic. All in all great meeting/seeing everyone I did today out there, can’t wait till the next one! 🍻
    31 replies | 438 view(s)
  • Sticky's Avatar
    10-25-2017, 01:20 AM
    They have five complete kits for those who want to upgrade their autos. Obviously, they aren't producing any more. Something to consider for those with AT's contemplating upgrades or trans swaps.
    27 replies | 731 view(s)
  • Sticky's Avatar
    11-07-2017, 08:12 AM
    You should be familiar with the various BMW engine swaps Awron helps facilitate with their electronics. If not, here's a quick refresher. They have a swap kit for the BMW N54 engine and as well as the N63/S63 twin turbo V8 motors. Well, add an S85 swap kit to the list and if you want BimmerBoost's opinion (of course you do) putting an M V10 under the hood of a BMW is the coolest engine swap that can be done. For example, remember when someone put an S85 under the hood of a Z3 coupe? They basically made a German Viper. As for what this kit costs Awron did not provide that info. Additionally, it seems you may need to use a digital gauge cluster for this to work but it is Plug and Play with what they give you. Now who wants to put an S85 under the hood of a Z8? The engine electronics package has the following properties: Motor control fully OBD, EOBD diagnostic capability DSC disabled Secondary air system disabled Adapted configuration diagnostic ECU network on autonomous use Disabled engine diagnostic probes and function Configuration manual Oil pump fully functional for lateral acceleration Sport button is disabled (can be installed and configured to customer requirements) With this engine package you can take any S85 engine in operation, regardless of where it is installed. Based on the series software, we have developed software that allows the engine no longer has to rely on the complete electrical system. He jumps in all conditions and runs like a train engine. The kit is designed so that it provides you the opportunity to incorporate this in various BMW models and connected to the existing electrical system.
    10 replies | 2947 view(s)
  • Sticky's Avatar
    11-02-2017, 05:30 PM
    That is more like it! Very nice to see the S65 V8 strut its stuff with a quality ethanol tune. This record was made possible by RK-Tunes and their E85 tuning for the E92 M3's V8. Who would have thought the car was capable of mid 11's naturally aspirated? Here is the full mod list: RK-Tunes E85 File Macht Schnell Stage 2 Intake Macht Schnell Pulleys Gintani XPipe Akrapovic Exhaust Volk TE-37's Toyo R888R Rear Seats and Passenger seat removed There is even a bit of room to improve here on the 1.798 60 foot: Maybe an 11.3X is in there in cooler weather? We'll see. Congratulations to @SalM on the new overall quickest and fastest naturally aspirated E9X M3 record.
    25 replies | 695 view(s)
  • Sticky's Avatar
    10-20-2017, 05:11 PM
    Just short of that 10-second pass but this gives you a good idea of what an F80 M3 with bolt ons can do on the strip. This car is on the stock S55 turbochargers and not tuned to the ragged edge by any means. The tune is an E85 tune by Cary Jordan through the Bootmod3 system. Here are the full specs: BM3 CaryTheLabelGuy Custom Full E85 tune Stock fuel system Stock turbos RK Tunes front mount intakes BMS Chargepipes Eurocharged Catless Downpipe's Turner Motorsport's Test Pipe Dynograph: As for the tires, MT ET Streets: A very nice result on a 1.714 60 foot and E85 tune. It will only take cooler weather to get a 10 out of this car:
    2 replies | 3744 view(s)
More Activity