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  • Sticky's Avatar
    Yesterday, 09:02 PM
    This is an incredible FWD (front wheel drive) effort although FWD is clearly not the quickest way around the Nurburgring. Still, Honda pushed forward and improved tremendously on the record they set in 2015 which was a 7 minute and 50 second lap. Volkswagen topped that 7:50 time with a 7:47.19 Nurburgring laptime in their MKVII GTI Clubsport. Well, Honda now has the FWD title back. Here are the Civic Type R specs: The 2.0-liter i-VTEC® Turbocharged Engine is exclusive to the Civic Type R, kicking out 306 horsepower* and 295 lb.-ft. of torque* The Adaptive Damper System (ADS) controls the suspension action for heart-pumping handling and stability on the road or the track A Limited Slip Differential offers tighter cornering and better control for more confidence behind the wheel A Track-Tested Aero Kit features front and side splitters, a rear diffuser, vortex generators and a wing, all designed to keep the Civic Type R planted on the asphalt The Center-Exit Triple-Exhaust Tip System bellows a throaty growl that announces the arrival of the Civic Type R to the world 20-Inch Black Alloy Wheels keep the rubber on the road in style and frame the large, track-tested red brake calipers Impressive? For a FWD, definitely.
    3 replies | 45 view(s)
  • VF-Engineering's Avatar
    Yesterday, 10:54 AM
    VF Engineering and HEX Tuning understand that results matter. We take this to heart with every product we release by making sure thatour advertised gains are substantiated with dyno proven results. This ismade possible by the fact that we have not only ONE, but TWO purposelyselected in-house dynamometers that are used daily for development andtesting. (Foreground: M4 on Dynojet 2WD / Background: X6M on Mustang AWD) We also know that it's one thing to be able to make power on the dyno,and entirely another for that power to translate to REAL world performance. That's why all of our products are validated for real world use, not only on the dyno, but through data-logging and performance monitoring. At the end of the day we at HEX Tuning want to make sure that all of our customers get the results they are looking for, whether it be on the dyno or at the track. This is where our relationship with VBOX comes into play... Between Today and May 31st VF Engineering wants to give away(3) FREE Racelogic VBOX units to three lucky HEX Tuning customers, with (3) different ways to win! NEW Customers: Buy any Stage Level HEX Tuning software foryour BMW (F8X) M3/M4 between now and May 31st and you'll beentered to win. Existing Customers: Post a short review about your HEX Tuningequipped BMW (F8X) M3/M4 between now and May 31st and you'llalso be entered to win. BONUS Chance: Post a photo on Instagram of your HEX Tuningequipped BMW (F8X) M3/M4 between now and May 31st using thehashtags #HEXTuning and #WINaVBOX for your bonus entry to win! Entrants from each category will be entered into a drawing to win one of (3) FREE Racelogic VBOX units which will take place on Fri., June 2nd. Winners will receive their choice of the original Racelogic VBOX -Performance Box or the Racelogic VBOX Sport w/ suction cup mount. VBOX by Racelogic will be the only tool you need to prove that your HEX Tuning equipped BMW M3/M4 is the real deal when it comes to daily driven performance with the most consistent and reliable power on pump gas. The Racelogic - VBOX Performance Box and VBOX Sport will be your own personal drag strip, performance meter, lap timer, data logger and power calculator all in one sophisticated unit. Current HEX Tuning Pricing HEX Tuning Features ONLY: $895 HEX Tuning ZCP Power Level: $895 HEX Tuning Stage ONE: $1,095 EX Tuning Stage TWO: $1,195 HEX Tuning Stage TWO+: $1,295 (Plus Labor for ECU Removal and Reinstallation - No extra fee for "unlocking") All HEX Tuning Software includes the HEX Flash User Programing Cable for convenient port flashing capabilities, including switching between stock and performance modes, power level upgrades, updates, etc...Retail pricing includes your unlocked stock file, your chosen performance level file, and you VIN specific HEX Flash User Tool. All additional files are $100, or the difference in retail from your originally selected file. For more information, please feel free to contact us directly by PM, phone, or email. HEX Tuning / VF Engineering sales@vf-engineering.com 714.528.0066 ext. 404 For those of you who may be unfamiliar with the Racelogic VBOX here's a great video that demonstrates the features and the accuracy when compared at a proper drag strip.
    1 replies | 224 view(s)
  • Sticky's Avatar
    Yesterday, 10:06 PM
    Whoa. The Carrera S makes a very strong argument for saving money over the 911 Turbo and Turbo S models. Let's not forget, these are stock RWD Carrera S PDK numbers and one can always add the Porsche Power Kit in later. The GTS will be right on the 911 Turbo's heels based on these numbers. How does 0-60 in 3.1 seconds sound? From a rear wheel drive car with a stated 420 horsepower? How about an 11.4 second 1/4 mile sprint at 123 miles per hour? As a reminder, Car and Driver got 0-60 in 3.3 seconds and a 1/4 mile of 11.6 @ 118.3 out of the Tiptronic 997.1 Turbo. Yes, the new Carrera S is quicker and faster. It's lighter too at 3363 pounds. Think about this, the lighter Carrera S with nothing more than bolt on modifications should be right with a 911 Turbo from a roll or at least close enough to where the 911 Turbo buyer no longer wants to be stock. Expounding on that line of thinking this is likely a 10 second car with just a tune. The new 991.2 models are an incredible performance value. It really does not even matter which flavor you get the motor in. The Carrera, S, and GTS will all be able to be tuned to heights that were once only reserved for the 911 Turbo models. Feel free to compare the 991.2 Carrera S test results to Car and Driver's 991.2 Carrera test results. The S is obviously quicker and faster thanks to more boost at 16 psi compared to 13 psi and a 2mm larger compressor wheel but the 991.2 models are phenomenally quick and a huge leap forward. The only downside seems to be the price. $140k as tested is a lot of money. Those Porsche options add up quickly. PRICE AS TESTED:$139,945 (base price: $107,650) ENGINE TYPE:twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection Displacement:182 cu in, 2981 cc Power: 420 hp @ 6500 rpm Torque: 368 lb-ft @ 1700 rpm TRANSMISSION:7-speed dual-clutch automatic with manual shifting mode DIMENSIONS: Wheelbase: 96.5 in Length: 177.1 in Width: 71.2 in Height: 51.0 in Passenger volume: 70 cu ft Cargo volume: 5 cu ft Curb weight: 3363 lb C/D TEST RESULTS: Zero to 60 mph: 3.1 sec Zero to 100 mph: 7.5 sec Zero to 130 mph: 12.9 sec Zero to 150 mph: 18.5 sec Rolling start, 5-60 mph: 3.9 sec Top gear, 30-50 mph: 2.4 sec Top gear, 50-70 mph: 2.4 sec Standing ¼-mile: 11.4 sec @ 123 mph Top speed (drag limited, mfr's claim): 190 mph Braking, 70-0 mph: 142 ft Roadholding, 300-ft-dia skidpad: 1.04 g FUEL ECONOMY: EPA combined/city/highway driving: 24/22/28 mpg C/D observed: 19 mpg
    2 replies | 96 view(s)
  • AdminTeam's Avatar
    Yesterday, 03:43 PM
    Welcome to a real enthusiast forum DRDRACE.
    0 replies | 120 view(s)
  • Sticky's Avatar
    Today, 12:33 AM
    The BMW M3/M3 and Porsche 911 have quite a bit in common this generation. Why? Because both have twin turbocharged and direct injected 3.0 liter six-cylinder powerplants. You can also get either with a dual clutch or manual transmission with power sent to the rear wheels. Let's look over the specifications of the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine Piston Speed FPM: 3759.842 BMW S55 Horsepower: 425 Torque: 406 lb-ft Boost Pressure: 18.1 psi Bore x Stroke: 84.0mm x 89.6mm Redline: 7500 rpm Compression Ratio: 10.2:1 Intercooler: Water to Air Turbos: 51mm compressor/43mm turbine Piston Speed FPM: 4409.449 Obviously, we all know the S55 engine is highly underrated by BMW. Recently, when Porscheboost was doing some testing at VF-Engineering on their Mustang dyno the opportunity presented itself to overlay a stock S55 with the stock PorscheBoost project 991.2. Here is the result, both dual clutch examples stock on 91 octane pump fuel: What is interesting to note is that the spool on the 991.2 Carrera 9A2 is much better than the BMW S55. The Carrera is spooled by 2400 rpm and the S55 has more lag by roughly 1000 rpm. That is significant. You will notice once spooled the curves are fairly similar. The S55 does have more peak torque and horsepower but the difference is not as large as one would expect. The difference in torque is only 3 lb-ft at the wheels. A wash. Not bad for what on paper is supposed to be 74 lb-ft. The 911 is making more torque than Porsche is letting on by quite a bit. The difference in peak horsepower is 15 at the wheels. This is attributed to the S55 making power to 6850 rpm while the 9A2 is tailing off past 6400 rpm. Both torque curves are dropping hard but the S55 maintains a top end edge from 6400-6800 rpm. Revving either engine out to their 7500 rpm redline does not gain anything and short shifting is preferred for maximum performance. It is interesting that the 9A2 engine with less boost and slightly lower compression is so close. It is also interesting the spool is so much better but Porsche likely concentrated very hard on quick spool down low to appease naturally aspirated purists who would complain about lag. The engine comes on strongly and quickly. It is no wonder the 9A2 knocked out the S55 in its category at the 2016 International Engine of the Year Awards. In an ideal world we would be able to toss a Carrera S and a GTS onto this dyno to see how Porsche is really separating their 9A2 motors. We do have Dynojet numbers posted for the Carrera and S but the GTS is the variant we are all eagerly awaiting to see. This is the difference between the turbocharged 991.2 Carrera S 3.0 and the naturally aspirated 991.1 Carrera 3.4: BMW of course has the Competition Package version of the S55 and now the CS version in an even higher state of tune essentially doing what Porsche does in offering the same motor in different flavors. The main difference though is that Porsche changes the turbochargers and not just the software offering greater differentiation and tuning value in this respect. What is clear is that the turbo era is elevating power and torque to heights we have never seen and it will result in a far greater proliferation of tuning for Porsche and BMW models than ever before.
    0 replies | 85 view(s)
  • Sticky's Avatar
    Yesterday, 11:30 PM
    The C7 Audi RS6 is not sold in the USA which we may never forgive Audi for. Not everyone needs or wants an SUV and a performance wagon makes a lot of sense. Ok, enough whining about Audi, how does the RS6 stack up to a Nissan GTR? The GTR is not light but in this company is the much lighter car by roughly 900 pounds. They are both all wheel drive but the GTR uses a dual clutch transmission compared to the more traditional automatic of the Audi. The RS6 obviously has the 4.0 liter turbocharged Audi V8 and the GTR has a slightly smaller VR38DETT V6. So which is quicker? The RS6. Unfortunately, no data is provided and it looks to be a rather short drag race. Did the GTR even do a full launch? The GTR should be favored based on test results and the weight advantage compared to the RS6. Without any supporting data, it just looks like this video was put together for clicks by providing a controversial result.
    0 replies | 45 view(s)
  • Sticky's Avatar
    Today, 12:24 AM
    The BMW M3/M3 and Porsche 911 have quite a bit in common this generation. Why? Because both have twin turbocharged and direct injected 3.0 liter six-cylinder powerplants. You can also get either with a dual clutch or manual transmission with power sent to the rear wheels. Let's look over the specifications of the motors: 9A2 3.0 991.2 Carrera Horsepower: 370 Torque: 332 lb-ft Boost Pressure: 13.1 psi Bore x Stroke: 91mm x 76.4mm Redline: 7500 rpm Compression Ratio: 10.0:1 Intercooler: Air to Air Turbos: 49mm compressor/45mm turbine Piston Speed FPM: 3759.842 BMW S55 Horsepower: 425 Torque: 406 lb-ft Boost Pressure: 18.1 psi Bore x Stroke: 84.0mm x 89.6mm Redline: 7500 rpm Compression Ratio: 10.2:1 Intercooler: Water to Air Turbos: 51mm compressor/43mm turbine Piston Speed FPM: 4409.449 Obviously, we all know the S55 engine is highly underrated by BMW. Recently, when Porscheboost was doing some testing at VF-Engineering on their Mustang dyno the opportunity presented itself to overlay a stock S55 with the stock PorscheBoost project 991.2. Here is the result, both dual clutch examples stock on 91 octane pump fuel: What is interesting to note is that the spool on the 991.2 Carrera 9A2 is much better than the BMW S55. The Carrera is spooled by 2400 rpm and the S55 has more lag by roughly 1000 rpm. That is significant. You will notice once spooled the curves are fairly similar. The S55 does have more peak torque and horsepower but the difference is not as large as one would expect. The difference in torque is only 3 lb-ft at the wheels. A wash. Not bad for what on paper is supposed to be 74 lb-ft. The 911 is making more torque than Porsche is letting on by quite a bit. The difference in peak horsepower is 15 at the wheels. This is attributed to the S55 making power to 6850 rpm while the 9A2 is tailing off past 6400 rpm. Both torque curves are dropping hard but the S55 maintains a top end edge from 6400-6800 rpm. Revving either engine out to their 7500 rpm redline does not gain anything and short shifting is preferred for maximum performance. It is interesting that the 9A2 engine with less boost and slightly lower compression is so close. It is also interesting the spool is so much better but Porsche likely concentrated very hard on quick spool down low to appease naturally aspirated purists who would complain about lag. The engine comes on strongly and quickly. It is no wonder the 9A2 knocked out the S55 in its category at the 2016 International Engine of the Year Awards. In an ideal world we would be able to toss a Carrera S and a GTS onto this dyno to see how Porsche is really separating their 9A2 motors. We do have Dynojet numbers posted for the Carrera and S but the GTS is the variant we are all eagerly awaiting to see. This is the difference between the turbocharged 991.2 Carrera S 3.0 and the naturally aspirated 991.1 Carrera 3.4: BMW of course has the Competition Package version of the S55 and now the CS version in an even higher state of tune essentially doing what Porsche does in offering the same motor in different flavors. The main difference though is that Porsche changes the turbochargers and not just the software offering greater differentiation and tuning value in this respect. What is clear is that the turbo era is elevating power and torque to heights we have never seen and it will result in a far greater proliferation of tuning for Porsche and BMW models than ever before.
    0 replies | 7 view(s)
  • Sticky's Avatar
    Yesterday, 11:29 PM
    The C7 Audi RS6 is not sold in the USA which we may never forgive Audi for. Not everyone needs or wants an SUV and a performance wagon makes a lot of sense. Ok, enough whining about Audi, how does the RS6 stack up to a Nissan GTR? The GTR is not light but in this company is the much lighter car by roughly 900 pounds. They are both all wheel drive but the GTR uses a dual clutch transmission compared to the more traditional automatic of the Audi. The RS6 obviously has the 4.0 liter turbocharged Audi V8 and the GTR has a slightly smaller VR38DETT V6. So which is quicker? The RS6. Unfortunately, no data is provided and it looks to be a rather short drag race. Did the GTR even do a full launch? The GTR should be favored based on test results and the weight advantage compared to the RS6. Without any supporting data, it just looks like this video was put together for clicks by providing a controversial result.
    0 replies | 5 view(s)
  • Sticky's Avatar
    1 replies | 224 view(s)
  • Sticky's Avatar
    92 replies | 3043 view(s)
  • j_hynson's Avatar
    Yesterday, 10:39 PM
    Ugh I thought about doing that. When I swap in studs for intake manifold I'll pull it and take pictures. I have pictures of the old VAC head program in my build thread but the old VAC head I had hand smoothed so don't know exactly how much justice comparing the two will do
    92 replies | 3043 view(s)
  • Sticky's Avatar
    Yesterday, 10:34 PM
    Would you mind posting pics? A new thread on this would be greatly helpful.
    92 replies | 3043 view(s)
  • j_hynson's Avatar
    Yesterday, 10:33 PM
    Idk but i can tell the difference just by looking at it. Seems like they took a lot more meat on this program
    92 replies | 3043 view(s)
  • Aces's Avatar
    181 replies | 1181 view(s)
  • Manic Mechanic's Avatar
    Yesterday, 10:00 PM
    Help me Obi Wan Kanobi, you're my only hope. LOL Where are you stuck at? Or do you not even know how to start? Vernon
    17 replies | 2828 view(s)
  • Aus335iGuy's Avatar
    Yesterday, 09:47 PM
    care to elaborate ? Please let it be MHD flashing...
    27 replies | 2796 view(s)
  • Sticky's Avatar
    Yesterday, 09:28 PM
    Looks like Peterson is going to the Saints. Personally, I think he's done. Could offer value in fantasy though.
    58 replies | 17390 view(s)
  • Carl Morris's Avatar
    Yesterday, 09:26 PM
    I think I have a copy but can't remember if it only works for a specific ECU or Cobb serial number. Message me an email address if you want to try it.
    2 replies | 192 view(s)
  • Sticky's Avatar
    Yesterday, 09:25 PM
    I don't see why it can't be! There should be some interesting TCU development for the DCT and automatic coming up soon.
    27 replies | 2796 view(s)
  • Sticky's Avatar
    Yesterday, 09:24 PM
    Sticky replied to a thread BMW COBB ATR software needed in N54
    I think the best bet is to wait for the new version?
    2 replies | 192 view(s)
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