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  • Sticky's Avatar
    08-25-2015, 11:52 AM
    It is almost unbelievable what the 'tiny' stock frame turbocharger housings that BMW equipped the N54 3.0 liter direct injected inline-6 motor with are hitting these days. Just look at the size of the stock frame and it is hard to imagine capability of over 700 wheel horsepower. But that is exactly where we are in the N54 world today. VTT (Vargas Turbocharger Technologies) came deliciously close to breaking that magical 700 wheel horsepower barrier. There is more tuning to come but it's safe to say the 700 wheel horsepower barrier will be broken shortly showing capability nobody ever imagined from the N54 turbos just a few years ago. Hell, they do not even need a full horse to get there: For an N54 that is a very nice looking curve as well. Who knew things would go this far?
    106 replies | 1347 view(s)
  • Terry@BMS's Avatar
    08-24-2015, 09:30 AM
    Remarkable numbers here from the BMS F80 M3 which recently ran at the Famoso dragstrip in California. Keep in mind it is very hot out in California so setting records with temps in the 90 degree range is highly impressive. 135.50 miles per hour is the new record for the F80 M3 as well as the S55 engine platform. For further context, this trap speed exceeds any stock internal E9X M3 with a blower. Powerhaus Performance ran 10.46 @ 135.13 in a supercharged DCT E92 M3 but with a stripped out car in negative density altitude during the Winter on the East Coast. In other words, although the trap speeds are similar these cars are not equal and this F80 M3 is significantly faster. The F80 M3 on stock internals is simply capable of more than the E9X M3 on stock internals which should surprise nobody. Further details from Terry@BMS below: Hey guys, Famoso Raceway had a rare drag day last night that a few of us attended. The track was packed and weather horrible, around 90 degrees when they started running at 8pm and around 80 degrees at midnight when they stopped running. And traction was bad. But we all had a good time anyway. DA was around 2500' at 11pm. I raced our 2015 M3 w/ JB4, PURE S2 Turbos, BMS intake, BMS meth, Dodson clutch packs, and Nitto 555R tires. Full weight. And was able to set a new F80 trap record. It's actually probably a new F chassis trap record. Best of 3 runs was 11.4@135mph. Since traction was so bad after the first run I gave up trying to launch hard and would just floor it at the light with traction control one pushed. The car definitely has 10 second potential with a 60' in the 1.8s and better weather won't hurt. Jon was racing our 2015 M5 with JB4 & meth only. Due to trans slippage he limited boost to 22psi, and the car is stock weight with a heavier driver. He managed a best of ~11.7@126mph. It was his first time in the 11s in any car so he was happy. Ando was racing our 2015 M4 with JB4 only and really struggled with traction. Since he didn't have meth the high temperatures translated in to low timing values which hurt his power a lot more than Jon and myself. His best was ~11.9@120mph. Jason was racing our 435 with JB4, PURE S2 Turbo, BMS meth, and some other bolt ons, and really struggled to build boost off the line. 60's were in the 2.2-2.3 range brake boosting so we're going to have to work on improving that somehow. He ran a best of ~11.9@120mph. Ram with the 740whp M5 using a combination of BMS and ESS parts ran a best of ~11.4@132. With some tuning adjustments I can see him picking up another 2mph pretty easily. And he has larger turbos on the way. Eric (of MB fame) has as GTR now and I think his best was 10.4@133mph with around 640 all wheel hp. Damn those cars are fast! Worth noting we were all running unleaded racing fuel. I'll post up some better photos and videos later!
    26 replies | 1093 view(s)
  • Sticky's Avatar
    08-21-2015, 07:34 AM
    A JB4 tuned F82 M4 is definitely a quick car especially with catless downpipes as a supporting mod with race gas. This BMS JB4 equipped M4 is running Map 7 so it means business. The cars it is running are two stock Hellcats with one being a Charger and the other a Challenger. Stock Hellcats are formidable and capable of running 10's at over 126 miles per hour. The 707 horsepower twin screw supercharged Hemi V8 is no joke. They are heavy boats though at ~4500 pounds so the Hellcats are carrying roughly a 900 pound weight penalty. No fancy DCT transmission for the Hellcats either like the M4 is equipped with. Shift speed and weight are on the BMW's side here but raw grunt is on the side of the Hellcats. The first run video features the Charger and there is some miscommunication on lining up the run. While the Charger is trying to count down it appears the M4 is honking and jumps. The Charger impressively is able to run the M4 down. This clearly shows it is the stronger car to make up such a deficit. The subsequent runs with a more even start illustrate this as the Charger pulls. The Challenger video below has some quick honks and some miscommunication on the starts as well but the very first run where they both get a decent start shows the Challenger able to edge the M4 out. Interestingly, the Charger based on this result seems to be the slightly faster Hellcat. It would be fun to see the Hellcats run each other. Regardless, to put this in context we are talking about a modified BMW M4 on race gas going up against stock Hellcats and losing. That shows just how potent and formidable the Hellcat is. If any F80 M3 or F82 M4 intends to play with a modded Hellcat on the highway they better be packing some heat likely in the form of upgraded turbos. DCT M4: JB4 Map 7, AR DP's, 100oct Both Hellcats are stock automatics
    10 replies | 1529 view(s)
  • Sticky's Avatar
    08-21-2015, 01:11 AM
    It is only a matter of time until all wheel drive M3's and M5's hit the road. BMW can not keep adding torque with turbo powerplants and still maintain good rear wheel drive traction. Mercedes-AMG simply decided to make the E63 in the United States available only as a 4Matic all wheel drive due to the twin turbo V8 easily making the rear wheels go up in smoke. The downside to this is added weight, understeer, and making the car more into a German dragster than something to hit the canyons with. The next generation M3 will go down this route. BMW will borrow hybrid technology no doubt from the 'i' brand packaging it with the 'M' brand for some nice internal cross-brand promotion. They will then adopt some lightweight carbon pieces convincing everyone the 'i' brand was worth the investment due to development paying dividends on new models. The marketing department is probably already salivating at this prospect and all they need is a nice little bow to wrap the press release in. Is an all wheel drive hybrid turbo M3 with 500 horsepower and factory water injection a bad thing necessarily? No. It just does not sound anything like an M3. It sounds like the car will be further dulled from the sharp driving tool it used to be and turned more into something with a lazier profile that does all the work for the driver. With torque expected to be boosted by at least 73 lb-ft no doubt there will be those that do not mind the added weight of the all wheel drive system in exchange for more traction off the line. E63 AMG buyers do not seem to mind but the E63 is not an M3. The car is not expected until 2020 at the earliest but with emissions standards tightening a hybrid M3 is practically a certainty especially with BMW's gigantic investment in the 'i' models. What we can be certain of is the next generation M3 will have more in common with the i8 than any M3 that preceded it. Source
    8 replies | 1333 view(s)
  • Sticky's Avatar
    08-23-2015, 08:02 AM
    Whatever you may think of BMW building 'M' SUV's there is no denying they perform well. The new F85 X5M is the cream of the performance SUV crop. While very similar to the previous generation X5M it handles better and accelerates faster despite weighing roughly the exact same. 5299 pounds being that weight which is quite heavy. That makes the .96g skidpad figure stunning considering the high center of gravity and all the mass. This SUV grips like an E92 M3. Think about that for a moment. It also accelerates like one. Actually, it will win the drag race versus an E92 M3 by virtue of its all wheel drive traction. One would expect the E92 M3 to best the X5M on the highway though by virtue of its lighter weight and superior aerodynamics. Regardless, you can actually compare an M SUV to an M car performance wise and keep a straight face. It is truly remarkable. Which brings up an interesting point. Why in the world is BMW obsessed with having the highest performance SUV in the land but not the highest performance cars? Why do they take SUV performance versus the competition more seriously than they do with their vehicles? The X5M is faster and better handling than the Porsche Cayenne Turbo S, Mercedes-AMG ML63, Jeep SRT, and Range Rover Sport SVR although the Range Rover may give it a run for its money in the handling department. The nice thing one can take away from the X5M is that if BMW is going to build an M SUV they sure are making sure it is the best in its class. Now for them to put this same effort into a Z4M, i8M, M7, etc. Specifications VEHICLE TYPE:front-engine, 4-wheel-drive, 4-passenger, 5-door hatchback PRICE AS TESTED:$115,495 (base price: $99,695) ENGINE TYPE:twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection DISPLACEMENT:268 cu in, 4395 cc Power: 567 hp @ 6500 rpm Torque: 553 lb-ft @ 2200 rpm TRANSMISSION:8-speed automatic with manual shifting mode DIMENSIONS: Wheelbase: 115.5 in Length: 192.7 in Width: 78.1 in Height:67.6 in Passenger volume: 105 cu ft Cargo volume: 36 cu ft Curb weight: 5299 lb C/D TEST RESULTS: Zero to 60 mph: 3.8 sec Zero to 100 mph: 9.1 sec Zero to 130 mph: 16.4 sec Zero to 150 mph: 25.4 sec Street start, 5-60 mph: 4.6 sec Top gear, 30-50 mph: 2.6 sec Top gear, 50-70 mph: 3.0 sec Standing ¼-mile: 12.3 sec @ 115 mph Top speed (governor limited): 160 mph Braking, 70-0 mph: 152 ft Roadholding, 300-ft-dia skidpad: 0.96 g FUEL ECONOMY: EPA city/highway: 14/19 mpg C/D observed: 13 mpg Source
    11 replies | 875 view(s)
  • Sticky's Avatar
    08-21-2015, 01:53 AM
    The hype train is finally over and Mercedes-AMG did their web release presentation of the new C205 Mercedes-AMG C63. As expected the drivetrain mirrors the sedan sibling with a 7-speed automatic MCT transmission and the M177 4.0 liter twin turbo V8 powerplant is available in 510 horsepower or 476 horsepower guise. Here is a quick overview of the C63 and C63 S: Mercedes-AMG C 63 S Coupé Mercedes-AMG C 63 Coupé Displacement 3982 cc 3982 cc Output 375 kW (510 hp) at 5500-6250 rpm 350 kW (476 hp) at 5500-6250 rpm Peak torque 700 Nm at 1750-4500 rpm 650 Nm at 1750-4500 rpm Fuel consumption NEDC combined 8.9-8.6 l/100 km 8.9-8.6 l/100 km CO2 emissions 209-200 g/km 209-200 g/km Efficiency class E E Kerb weight (according to DIN/EC) 1725 kg* / 1800 kg** 1710 kg* / 1785 kg** Acceleration 0-100 km/h 3.9 s 4.0 s Top speed 250 km/h*** 250 km/h*** What is interesting to note there is the weight. The C63 Coupe comes in at 3770 pounds. Mercedes missed the weight target and claims of 3615 pounds badly on the C63 sedan which comes in closer to 4000 pounds. Let's hope the coupe matches these figures provided by Mercedes as if it does the car is only carrying a roughly 200 pound penalty versus a BMW F82 M4 while offering much more power and torque with the larger 4.0 liter V8. What Mercedes did to differentiate the coupe from the sedan is indeed impressive. The coupe looks more aggressive and this is thanks to the wider stance. The car offers 255 tires up front and 285 tires in back. It simply looks much wider and more aggressive. Mercedes is taking the track performance and traction of the coupe much more seriously positioning it as the sporty option. While we feel the C63 sedan is somewhat of a mini-E63 we can not say that about the coupe which clearly is not one dimensional. Cooling upgrades abound as well as model specific features such as as the rear axle carrier. The aerodynamics are design to decrease lift and increase downforce. Suspension changes are also included. The coupe certainly will be more at home on the track than the sedan. Mercedes-AMG has a clear winner here. If they only dropped the weight a couple hundred pounds and gave it a real DCT transmission the BMW M4 would be completely overmatched. We'll have to wait and see what the Black Series has in store if one should be produced of course. Mercedes-AMG is setting a further landmark in the brand history: the new C 63 Coupé is the next step on the way to yet more technical and visual distinctiveness. The far-reaching technical modifications are evident at first sight: strikingly flared front and rear wheel arches, an increased track width and larger wheels give the Coupé a muscular look while at the same time providing a basis for the highly agile longitudinal and lateral dynamics. The brand's typical "Driving Performance" is taken to new heights also with the C 63 Coupé. The AMG 4.0-litre V8 biturbo engine with 350 kW (476 hp) or 375 kW (510 hp) is just as much a completely in-house development from Affalterbach as, for example, the sophisticated AMG RIDE CONTROL suspension with electronically controlled shock absorbers, the set-up of the AMG DYNAMIC SELECT transmission modes, the rear-axle limited-slip differential or the dynamic engine mounts. The C-Class is Mercedes-AMG's best-selling model series and forms the backbone of the company's success. Since its launch in 2011, the Coupé version has steadily gained in significance, culminating with the C 63 AMG Coupé "Black Series". "The new C 63 Coupé embodies our conception of progress: It offers impressive longitudinal and lateral dynamics at an extremely high level along with improved fuel economy," says Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH. "In addition, we are making a bold visual statement with the muscular design. Our customers can therefore experience the progress with each of their senses: seeing, hearing, feeling and, above all, driving!" The Mercedes-AMG C 63 Coupé will celebrate its world premiere on 15 September 2015 at the Frankfurt International Motor Show (IAA). The market launch will begin in March 2016. Fascinating design visualises outstanding performance The Mercedes-AMG C 63 Coupé already fascinates at first glance with its impressive proportions. The expressive exterior design differs significantly from the Mercedes-Benz model, which shares merely the same doors, roof and boot lid. The powerful 8-cylinder engine, together with the increased track width on the front and rear axles, calls for a redesigned front end and a model-specific rear assembly as well as new side walls. The flared wheel arches make the AMG Coupé 64 millimetres wider at the front and 66 millimetres wider at the rear, enabling the vehicle to hug the road better. The larger wheel arches allow the use of wider tyres (up to 255 millimetres on the front axle and up to 285 millimetres on the rear axle), contributing to improved lateral acceleration, traction and agility. Under the outer skin, the body structure has been reinforced in key areas to transfer and compensate the extreme longitudinal and lateral forces from the powertrain and suspension. There is also the model-specific rear axle carrier. The 60-millimetre-longer aluminium bonnet is adorned by two distinctive powerdomes, which are among the typical distinguishing features and underscore the muscular appearance. The extremely wide front section is characterised by large air inlets and precisely positioned flics. The low, arrow-shaped "twin blade" radiator grille with AMG lettering visually lowers the vehicle's centre of gravity. The typical AMG "A-wing" front spoiler is three-dimensional, also serving as an air deflector for the three cooling air inlets. Additional flics ensure an optimal flow of air to the cooling modules. And a front splitter at the bottom of the front apron helps to reduce front-axle lift. The side line, too, presents an entirely unique face thanks to the large wheels, which finish flush with the body on the far outside, and the special side skirts. The lateral inward step from door to sill lends additional emphasis to the wide base. Added benefit of the newly designed body elements: no compromises were required with regard to the connection of the aprons and other components: every joint and light-catching contour blends in harmoniously with the overall design. In the diagonal view from behind, the muscular line from roof to shoulder via side wall and wheel cutout looks especially impressive, lending emphasis to the impression of an intricately modelled sculpture with alternating light reflections. Fine detail: in typical sports car fashion, the exterior rear-view mirrors are mounted on the door rather than in the mirror triangle. Taking its inspiration from the S-Class Coupé, the completely redesigned rear end includes a diffuser insert that revives a typical feature from the world of motor sport. The special design of the laterally positioned, optical air outlet openings improves the rear air flow, allowing it to break away with aerodynamically advantageous precision. Features such as the narrow rear reflectors reinforce the impression of width. The two chrome-plated twin tailpipes of the AMG exhaust system are perfectly integrated into the diffuser. The boot lid includes a narrow spoiler lip in the form of a sharp blade. It not only looks elegant, but also significantly reduces the rear-axle lift. Interior with superior perceived quality Carefully selected, high-grade materials with a pleasant touch and precision workmanship produce a level of perceived quality that is rare even in higher vehicle classes. Numerous AMG-specific controls underscore the motor sport heritage. As an alternative to the standard sports seats in ARTICO/microfibre DINAMICA man-made leather, Performance seats are also available: these allow the occupants a lower seating position and are more strongly contoured for increased lateral support. Top on performance Also as regards its engine, the C 63 Coupé occupies an exceptional status among the competition, being the only vehicle in the segment to boast an 8-cylinder biturbo engine. Mercedes-AMG thus meets the wishes of those customers who desire a combination of a highly emotive, unmistakable engine sound and torquey power delivery. The driver also benefits from the unrivalled performance: the C 63 S Coupé accelerates from 0 to 100 km/h in 3.9 seconds, the C 63 Coupé in 4.0 seconds. This makes the Coupé just a fraction faster than the Saloon - thanks to the wider tyres and shorter-legged rear-axle ratios. The top speed is 250 km/h (electronically limited; 290 km/h with AMG Driver's Package). New V8 biturbo closely related to the engine in the Mercedes-AMG GT The 4.0-litre 8-cylinder biturbo engine is already used in the C 63 Saloon and the C 63 Estate. It is also installed in the GT sports car with dry sump lubrication. Characteristic feature: the two turbochargers are positioned not on the outside of the cylinder banks, but between them in the "V" – experts call this a "hot inside V". The main advantages of this design are the compact engine construction, optimal response and low exhaust gas emissions. Exhaust system with flap technology for variable engine sound The typical V8 engine sound was likewise a key development goal. It was specially tailored to the Coupé. A model-specific exhaust system with flap technology is used as standard. It is automatically map-controlled depending on the AMG DYNAMIC SELECT transmission mode, the power demanded by the driver and the engine speed. The engine sound varies between discreet/suitable for long-distance driving and robust/emotively appealing. Optionally available is the Performance exhaust system, which allows the sound to be modulated at the press of a button. In any case, the exhaust systems are so designed that all noise limits are at all times complied with irrespective of the flap position. Faster gearshifts: the AMG SPEEDSHIFT MCT 7-speed sports transmission The transmission plays a major part in the direct and sporty character of the new Mercedes-AMG C 63 Coupé. The AMG SPEEDSHIFT MCT 7-speed sports transmission impresses with its tailor-made dynamics and high variability. Whether automatic or initiated by the driver using the steering wheel shift paddles, upshifts and downshifts are executed noticeably faster than in the previous model. This increased spontaneity is made possible by an even sportier set-up of the engine and transmission parameters. Specially developed suspension for maximum lateral and longitudinal dynamics The fascinating agility and high cornering speed of the C 63 Coupé are also thanks to the completely redesigned suspension. A four-link front suspension with radial, racing-style brake connections is used. Model-specific steering knuckles and a wider track allow greater lateral acceleration. The rear axle, too, was completely newly developed for the Coupé. The multi-link concept impresses with highly precise wheel control and increased stiffness. The AMG-specific rear axle carrier makes the increased track width possible; the contact surfaces of the wheel bearings were moved a further 25 millimetres towards the outside in comparison with the Saloon. Other measures include AMG-specific wheel carriers, stiffer elastokinematic tuning and higher negative camber. The C 63 Coupé comes as standard with 10-spoke light-alloy wheels 9.0" x 18" (front) and 10.5" x 18" (rear) as well as with tyres of size 255/40 R 18" (front) and 285/35 R 18" (rear). In the case of the C 63 S Coupé, the tyre sizes are 255/35 R 19" (front) and 285/30 R 19" (rear) on 5-twin-spoke light-alloy wheels 9.0" x 19" (front) and 10.5" x 19" (rear). With the AMG RIDE CONTROL suspension with adjustable damping, the customer can choose between maximum sportiness and excellent long-distance comfort in three stages at the press of a button. The difference between the comfortable and sporty suspension settings is also subjectively perceptible - depending on the particular driving situation. Rear-axle limited-slip differential: optimal traction, including on the race track For improved traction and vehicle dynamics, the C 63 Coupé is provided with a mechanical rear-axle limited-slip differential, while the C 63 S Coupé comes with an electronic rear-axle limited-slip differential. Both differentials reduce the slip on the inside wheel when cornering, without control interventions in the braking system. This allows the driver to accelerate out of corners earlier thanks to the improved traction. The car remains more stable when braking from high speeds, and the limited-slip differential also improves traction when moving off. The model-specific, completely redesigned rear axle was specially adapted to the higher vehicle dynamics of the Coupé. The greatest benefit of the electronic rear-axle limited-slip differential - installed as standard on the C 63 S - is the even more sensitive and faster control, which further raises the critical limit of driveability. The 3-stage ESP® with "ESP ON", "ESP SPORT Handling Mode" and "ESP OFF" settings works in perfect unison with the rear-axle limited-slip differential and is optimally tuned to the outstanding dynamics. AMG DYNAMIC SELECT transmission modes The driver is able to influence the characteristics of the C 63 with four different AMG DYNAMIC SELECT transmission modes. The C 63 S has an additional "Race" transmission mode. There is therefore scope for maximum individualisation. The driver decides on the desired driving experience, from comfortable-economical to super-sporty, using a controller to the left of the touchpad. The driver can choose between various preconfigured transmission modes and an "Individual" mode that the driver can to a large extent personally configure. C 63 S with dynamic engine mounts as standard Unique in its segment, the C 63 S Coupé – like the Saloon and the Estate - is equipped with dynamic engine mounts. These help to further resolve the conflicting aims of comfort and dynamic performance. These dynamic mounts are instantly and variably able to adapt their stiffness to the driving conditions and requirements. Soft engine mounts improve comfort, as they provide more effective decoupling of noise and vibration. However, handling and agility benefit from a generally stiffer mount set-up. These measures enhance the vehicle's precision when driven dynamically. For example, the steering response and feedback are even more direct. Safety of the highest calibre The Coupé also offers a supreme level of safety. It comes as standard with the ATTENTION ASSIST drowsiness detection system and COLLISION PREVENTION ASSIST PLUS, which helps to prevent rear-end collisions. Many other optional assistance systems are available to increase both comfort and safety. The models at a glance: * Ready-to-drive condition (fuel tank 90% full, without driver and luggage); ** Ready-to-drive condition (fuel tank 90% full, with driver (68 kg) and luggage (7 kg); *** Electronically limited; 290 km/h with AMG Driver’s Package
    11 replies | 644 view(s)
  • Sticky's Avatar
    08-23-2015, 06:42 AM
    The BMW 3.0 CSL Hommage Concept tended to elicit get a negative reaction from most people. This website loves the design and felt it was a stunning tribute to the original 1970's E9 3.0 CSL which is simply a legendary car. We think maybe part of the negative reaction was due to the lime green color. How about more traditional M colors? How do you feel about it now? BimmerBoost loves it but you decide what you think. The car is more of a design exercise than anything else. 21 inch wheels are there for show and the interior is not exactly what one would expect in a race car trying to keep weight as low as possible. This is just BMW showing off in a manner that honors one of the greatest cars in their history. BMW's press release focuses on the LED's and spoilers as far as adding to the looks rather than anything designed strictly around performance. This will never see the light of day but a lightweight version of this with the 3.0 liter turbocharged S55 inline-6 from the M3/M4 would bring BMW back to focusing on track cars and power to weight. All we can do is dream. BMW 3.0 CSL Hommage R. The perfect fusion of driver and machine. Munich/Pebble Beach. In August every year car enthusiasts from all over the world gather for the Concours d'Elegance in Pebble Beach to immerse themselves in the fascination of both automotive treasures from years gone by and pioneering studies for times to come. The BMW Group has come up with something very special this year with the world premiere of the BMW 3.0 CSL Hommage R – a car that celebrates both the 40th anniversary of BMW in North America and the heady racing success of the BMW 3.0 CSL in 1975. 1975 was the year the Bavarian manufacturer founded BMW of North America, its first official sales company outside Europe. It was also the year in which BMW Motorsport made its debut in motor racing stateside – in the IMSA series – with a specially made BMW 3.0 CSL. Just a few weeks later BMW recorded its first, historic triumph at the 12 Hours of Sebring. This was followed by a succession of victories, including one at Laguna Seca, just 15 miles from Pebble Beach. BMW's rookie year duly culminated in the white BMW 3.0 CSL, decked out in eye-catching BMW Motorsport livery, winning the manufacturers' championship at the first attempt. This success, coupled with the car's striking design and the "Bavarian Motor Works" legend emblazoned across the sun protection film on the windscreen and rear window, announced the BMW brand's arrival in racing-mad North America with a bang. "Motor racing is all about the ability of cars to mesmerise, about the unbridled joy of driving," explains Adrian van Hooydonk, Senior Vice President BMW Group Design. "And as such it represents the heartbeat of BMW. Back in 1975, as today, winning races came down to how man and machine could work together. Technical innovations have taken the effectiveness of this partnership to ever great heights. And with the BMW 3.0 CSL Hommage R we're aiming to show how much closer the driver and car can grow in the future." A new level of driver focus – the interior. Given the aim of achieving the best possible fusion of driver and car, the driver was the logical starting point for the design of the BMW 3.0 CSL Hommage R. For the seamless integration of the driver into the car, the designers extrapolated the principle of driver focus beyond the geometric form of the interior. In the BMW 3.0 CSL Hommage R, the idea of centring attention on the driver begins with his immediate surroundings. This new approach led the designers first to the driver's helmet, race suit and seat before moving onto the lines and surfaces of the interior. This way of doing things changes the nature of conventional interior functions. As the layer of interaction closest to the driver, the helmet visor assumes the functions of a display and projects situation-based information such as the car's speed, gear engaged and engine revs into the driver's direct field of view. The BMW 3.0 CSL Hommage R thus enhances the driver's direct perception. The idea of the Head-Up Display, which has already proved its effectiveness in series-produced BMW models by flagging up driving-related information without distracting the driver, is therefore expressed in a whole new way. "Eyes on the road, hands on the wheel" is the name of the game – i.e. enabling the driver to concentrate fully on the job of driving the car. As well as helping him to do his job, the driver's race suit (a classical design by Puma®) visually expresses the connection between the driver and the car. If both the driver's hands are on the steering wheel, illuminated piping integrated into the sleeves of the suit shows the progress of information – from the shift impulse display, for example – out of the steering column over the driver's arms and into his visor. The side-section design of the large carbon-fibre seat shells reflects the anatomy of the seated driver, thus providing maximum support in any driving situation. At the same time, the seats ensure the driver's body has the best possible connection with the car, giving him a physical feel for it with almost his whole body, in any situation, and thus allowing him to react faster and more effectively. The seat shells follow a rising diagonal path rearwards, a line extended behind the seats into the rear by a structural carbon-fibre element that increases the torsional rigidity of the BMW 3.0 CSL Hommage R. The white seat surfaces with fanned-out quilting, integrated into the seat shell, mimic the design of the driver's race suit, while BMW Motorsport's signature stripes on the six-point safety harness add an extra splash of colour. Commitment to lightweight construction and technical refinement. In the area around the driver's seat, the designers have drawn back the covers on the lightweight design of the BMW 3.0 CSL Hommage R and lent tangible form to its racing character. A carbon-fibre roll cage integrated into the structure of the car's roof and side sections forms the basis for the interior's singularly minimalist geometry. All the elements in the interior are there out of absolute necessity; every component has been designed with a purpose, a function linked directly to the structure of the machine or the job of driving. In an interior made almost entirely from carbon fibre, the only wood-like presence is the "instrument panel" – actually a cross-member and purely structural element. This is a reference to a central element of the earlier BMW 3.0 CSL, in which even the racing version had distinctive wood trim ringing the whole of the interior. A particular highlight here is the additional information illuminated through the wood. Recalling the BMW 3.0 CSL's victory at Laguna Seca in May 1975, the BMW 3.0 CSL Hommage R displays the track layout and braking points through the instrument panel's wood strip. By using light in this way, this ultra-sophisticated, super-smooth information display removes the need for a classical display and slips perfectly into the car's minimalist interior design philosophy. Only the small central eBoost charging display interrupts the flow of the otherwise unbroken wooden surface. BMW Motorsport stripes for the instrument panel surround lend extra colour. The commitment to paring the car down to the bare essentials places particular emphasis on the steering column. As a mechanical link between the driver and car, it is home to all the operating elements and controls. The only "comfort" function are the two vents on the sides of the steering column, which supply the driver with fresh air at ambient temperature. A small display on the steering column provides the driver with secondary information such as lap times, overall race time and the car's current track position, as required. Other racing elements in the interior include red anodised safety features, such as the outlet nozzles for the fire extinguishing foam, the extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The rear only has space for two helmets integrated into the centre tunnel. These are held in place by a belt when not in use. Underneath the longitudinal braces jutting out to the rear are the covers for the eBoost energy accumulators. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. In its materials and detailed solutions, the BMW 3.0 CSL Hommage displays both technical sophistication and subtlety of form. Motor racing through and through – the exterior. "Both inside and outside, the BMW 3.0 CSL Hommage R is primarily a reflection of its function," explains Karim Habib, Head of Design BMW Automobiles. "The exterior and interior design is based around the requirements of motor sport as far as the car and driver are concerned; aerodynamics and driving dynamics on the one hand, the most direct connection between driver and machine on the other. In my view, that's something the Hommage car expresses in a very emotional way. At the same time, all the details from the BMW 3.0 CSL are present in the Hommage model. And they are all there to be discovered in their original form. It's a bow to the 1975 car." The exterior design of the BMW 3.0 CSL Hommage R is a pure expression of motor racing. The stretched body is framed by distinctive air deflectors, powerful wheel arches and a prominent rear spoiler, which likewise cite the successful IMSA racing version of the original BMW 3.0 CSL. Every detail of the Hommage car has its origins in the successful racing machine from 1975, but all have since been updated and integrated technically into a modern design language. The colours and graphics used, not to mention the addition of a number 25, reference the extraordinary record of success notched up by the works BMW 3.0 CSL in 1975. Indeed, the BMW 3.0 CSL Hommage R even revives details such as the "Bavarian Motor Works" decals on the windscreen and rear window. Swathes of exposed carbon fibre spotlight the 1975 model's commitment to lightweight construction and, as a cutting-edge material, bring it into the modern era. Power and athleticism – the front end. The front end of the BMW 3.0 CSL Hommage R, one of the broadest and lowest of any model in the BMW family, positively exudes power and athleticism. The flow of the surfaces and graphic accents in the front apron showcase the car's wheels and underline its wide, powerful impression. In the centre of the front end is a large version of the signature BMW kidney grille, which references the upright form favoured at the time. The familiar four-eyed face – with its contemporary, hexagonal interpretation – emphasises the sporting intent of the front end. Laser lighting and LED technology enable slim, modern light graphics, and the narrow contours of the headlights give the BMW the focused look typical of the brand's cars. A stylised, blue-lit "X" inside the lights separates the light functions from one another and, at the same time, recalls the X-shaped headlight taping used for endurance races. The large, black front splitter made from carbon fibre and with accents in BMW Motorsport's colours sets the seal on the front end as it plunges down to the road. Together with the kidney grille, it creates a large stylistic aperture, providing a visual hint of the engine's power and performance. From the side, the front apron and kidney grille present a modern take on the shark nose design that was already turning heads in 1975, ensuring the car would be easily recognisable. From the side – sporting flair with a touch of elegance. The long wheelbase and sweeping bonnet stretch the Hommage car's silhouette visually and lend it a touch of elegance to go with its dominant sporting brio. The familiar line graphics along the car's flanks further strengthen this impression. The exclusive exterior colour Brilliant White with its slight metallic effect adds a gleam to the surfaces and lends the powerful contours a vivid sculptural impact. The line graphics in BMW Motorsport colours pick up the surface movements in the front, rear and flanks, further emphasising the car's sinewy looks. Dark carbon-fibre surfaces round off the flanks at their lower edge and point to the commitment to lightweight design of the original BMW 3.0 CSL. The matt gold 21-inch light-alloy wheels with black inlays add a special flourish. The rear end – muscular presence. The rear of the BMW 3.0 CSL Hommage R makes a statement of maximum sporting intent. The large rear spoiler and carbon-fibre double diffuser are straight out of the racing car blueprint and brim with aerodynamic sophistication. The powerfully contoured rear apron draws the eye to the car's wheels and, in so doing, visually showcases the power of the BMW 3.0 CSL Hommage R. The BMW Motorsport line graphics reproduce this movement, further strengthening its muscular presence on the road. The rear light design is particularly distinctive, a strip of LEDs extending along the spoiler to link the two lights and providing a stylistic border for the rear end. The BMW 3.0 CSL Hommage R also cuts a dynamically imposing figure when viewed from above. The bonnet fans out in a wide "V" from kidney grille to headlights, recalling a striking and dynamic element of earlier BMW coupes. The BMW 3.0 CSL Hommage R therefore combines all the classic BMW hallmarks within a modern and emotionally rich design language, adding even greater lustre to the already glittering engineering achievement of 40 years ago. The BMW Group With its three brands BMW, MINI and Rolls-Royce, the BMW Group is the world's leading premium manufacturer of automobiles and motorcycles and also provides premium financial and mobility services. As a global company, the BMW Group operates 30 production and assembly facilities in 14 countries and has a global sales network in more than 140 countries. In 2014, the BMW Group sold approximately 2.118 million cars and 123,000 motorcycles worldwide. The profit before tax for the financial year 2014 was approximately € 8.71 billion on revenues amounting to € 80.40 billion. As of 31 December 2014, the BMW Group had a workforce of 116,324 employees. The success of the BMW Group has always been based on long-term thinking and responsible action. The company has therefore established ecological and social sustainability throughout the value chain, comprehensive product responsibility and a clear commitment to conserving resources as an integral part of its strategy.
    7 replies | 776 view(s)
  • Sticky's Avatar
    08-23-2015, 07:12 AM
    The big news in the 4.0 TFSI twin turbocharged Audi V8 world right now is that swapping factory RS6/RS7 to other 4.0 TFSI equipped models such as the S6 and S7 is possible. APR has the software that can make this happen and NGP Racing is providing the OEM turbo hardware. The swap is by no means cheap starting at $9439 and going over $10k for the hardware with options. On top of that you need the APR ECU tuning software to make the turbos play nice as well as the APR TCU (transmission control unit) software. One is looking at roughly $15k without install costs to make this happen. Not cheap but certainly cheaper than buying an RS7. For US people, buying an RS6 is not even possible. If you dream about an RS6 sedan the only way to make it happen is with a turbo swap like this. The benefit is that it is far cheaper to upgrade an S6 or S7 to RS6 or RS7 spec than to buy either of the RS vehicles. Not to mention the benefit of a dual clutch transmission. It essentially becomes a wash performance wise. This is just the beginning really. Once tuners start modifying the OEM housing for big power the sky is the limit on the 4.0 TFSI. We should see the platform take the next big step forward soon. Turbocharger Kits NGPRS6/RS7STG3FULL – Includes Turbos, gaskets & hardware, hoses, AWE S-FLo Carbon fiber intake and AMS turbo cooler system – $10,267.78 plus shipping and handling. This kit is designed for those that want the absolute highest performance potential. NGPRS6/RS7STG3PARTIAL – Includes Turbos, gaskets & hardware, hoses, RS6/RS7 OEM intake and AMS turbo cooler system – $9,673.59 plus shipping and handling. This kit is aimed at those looking for more of an OEM+ style kit, including the larger volume RS6/RS7 OEM airbox/intake. NGPRS6/RS7STG3OEM – Includes Turbos, gaskets & hardware, hoses and AMS turbo cooler system. Utilizes OEM S6/S7 airbox – $9,439.59 plus shipping and handling. This kit gives you the bare minimum requirements to upgrade to RS6 or RS7 horsepower and utilizes the existing factory airbox/intake.
    10 replies | 327 view(s)
  • Sticky's Avatar
    08-25-2015, 11:22 PM
    The newer AMG's are making a lot of torque by virtue of their turbo powerplants especially when upgraded. Weistec themselves is producing several turbo upgrades for the new AMG motors which means huge power and torque figures. Those figures are big enough to easily exceed the capacity of the stock 722.9 transmission. The solution is the Bulletproof 722.9 upgrade from Weistec. Speaking to Weistec we learned this transmission upgrade has held whatever they have thrown it. That means it will hold whatever you throw at it and then some. Here are the details on the package: Complete Package Increased Torque Capacity Weistec Performance Clutch Material Increased Number of Discs per Clutch Pack Redesigned Clutch Piston Geometry Increased Frictional Surface Area Increased Clutch Material New OEM Gaskets and Seals New OEM Fasteners and Hardware It is important to note this is a complete hardware package as stated in the very first bullet point. Why is this important? Because Weistec can ship the complete hardware to anyone and they can do the install themselves. Owners no longer need to try to figure out how to get their transmission to Southern California. No doubt AMG enthusiasts across the globe will appreciate this. More surface area and more discs means more torque capability. This is the 722.9 taken to the maximum. Fitting more discs to somehow try to get more surface area beyond this will not be possible. The clutch material itself underwent testing for the past two years. BenzBoost members such as @MR747 have gone mid 10's with this upgrade at over 130 miles per hour in the 1/4 mile. To be noted, this amounted to an improvement of 4/10's and 6 miles per hour on what he did before the transmission upgrade was installed. Weistec themselves has gone over 170 in the 1/2 mile with this upgrade in their M157 turbo upgraded W212 E63 AMG S. The torque capability is clearly there but in addition the shifts are firmed up. The new clutch material offers greater resistance to heat (less slippage when warm say after a burnout) and obviously generates greater friction than the factory material. The clutch material offering better heat resistance is one part of keeping the transmission cooler along with the new transmission pan. The new pan allows for a greater volume of fluid. Here are the specs: Fluid Capacity Increased by 2.5 Quarts Integrated Cooling Fins Internal Anti-slosh Baffling O-Ring Seal Two -8 ports for Additional Transmission Cooler Circuit (Additional Cooler not included) Drain and Fill Plugs Two Transmission Pan Magnets Mounting Hardware Included You will want to combine the Weistec clutch hardware with the upgraded pan for the ultimate 722.9 upgrade. Should one desire to go beyond this the upgraded Weistec 722.9 pan features two -8 ports for an additional transmission fluid cooler. It seems they thought of everything. Speaking with Weistec they assured BenzBoost this truly is a Bulletproof upgrade and not just in the name alone. They have tested it thoroughly, engineered it to take maximum abuse, and have yet to have the upgrade fail. It is nice to see solutions of this caliber available in the AMG world. Oh, and take note, this applies to all the new 722.9 cars as well including the W205 generation along with the past cars including the 4Matic variants. Well done yet again Weistec. 722.9 Bulletproof Package retails for $3649.99: http://weistec.com/722-9-bulletproof-build-package-mct-awd.html 722.9 Transmission Pan retails for $599.99: http://weistec.com/722-9-transmission-pan.html
    10 replies | 332 view(s)
  • Sticky's Avatar
    08-23-2015, 03:02 PM
    This is not exactly shocking news as the M157 5.5 liter V8 will eventually be replaced by the new M177 and M178 motors featured in the C63 and AMG GT respectively. What is interesting to note is that Mercedes-AMG will tune the motor to over 600 horsepower for E63 duty. Audi already demonstrated a factory 4.0 liter twin turbo V8 with direct injection at over 600 horsepower with the Audi S8 Plus model offering 605 horsepower and 553 lb-ft to be exact. AMG can easily match or exceed this output. This also bodes well for M177/M178 tuning as the motor clearly has quite a bit of headroom. We will not see 600 horsepower factory variants until 2016 at the earliest although more likely in 2017 as 2018 model year sedans. You may remember Autocar erroneously reported the M157 would be replaced across the board by the M177 next year which will not be the case. Autocar is producing this 600 horsepower E63 M177 report as well without any official quoted source but they are likely not wrong as the E63 has to go to over 600 horsepower and an M177 to stay competitive and remain emissions compliant. It's an educated guess more than actual reporting from AMG sources. Source
    6 replies | 412 view(s)
  • Sticky's Avatar
    08-24-2015, 05:03 PM
    Interesting matchup here featuring two all wheel drive turbocharged six cylinder vehicles. One of which is the pride of Germany that being the 911 Turbo. The 997.1 generation of course featuring the classic port injected 3.6 liter GT1 (Mezger) derived motor that would be replaced with a 3.8 liter direct injected unit at the introduction of the 997.2 Turbo. The 911 Turbo is running ProEFI engine management using their ProEFI 112 system. Garth at Undercover Performance did the tuning. This is a flex fuel car running E85 we presume. Turbochargers are the Alpha 9 units from AMS and it is on the stock motor. Power output is not stated. Its Japanese rival is a GTR stated to be at 800 wheel horsepower although the modifications are not specified so we will simply take their word on it. The first run has the Turbo jump and after the initial pull the GTR basically holds the distance until they shut down. The second run has the Turbo take the hit again taking a larger lead this time. The GTR seems to inch slightly forward but again the 911 Turbo maintains the distance until it shuts down. The third run claims an even start but it sure looks like the Turbo jumps yet again. It is very close as the GTR shift speed pays dividends down low mitigating the distance from the jump and opening a slight lead but then in the higher gears the Turbo starts to fight back. Looks neck and neck until the GTR lets off. It would have been great to see runs with even starts between them but these two are closely matched however you slice it.
    7 replies | 376 view(s)
  • Sticky's Avatar
    08-21-2015, 06:35 AM
    It certainly is nice in this day and age to see some lightweight cars still being produced. Despite everyone else bloating up and simply adding turbo torque to compensate Alfa Romeo is building a real lightweight driver's car that certainly is compact without any frills puffing it up. The 4C does gain a little bit of weight to make it pass US crash test standard but 2504 pounds is light by any measure. Even the fairly light Porsche Boxster is roughly 400 pounds heavier. The 4C is said to be fairly stiff and not exactly comfortable according to Car and Driver. The seat for example offers little adjustment. The Italians tend to make cars for skinny Italians so those on the bigger side might want to look elsewhere. Those looking for a pure driving experience may have their car though. 0-60 in 4.2 seconds is quick and the 1/4 mile goes by in 12.9 seconds at 107 miles per hour. Not exactly world beating performance but plenty quick for a car with a 237 horsepower 1.7 liter turbo inline-4. A tune will do wonders for the acceleration. Americans may want a bit bigger of a motor but this car is really about handling and the driving experience. The steering feedback, transitions, and braking are all praised. This is the kind of car you want when you are on an empty canyon road. Is a Boxster more refined and comfortable? Sure. It may be too refined for some. If you are looking for a weekend toy and a pure driving experience, this may fit the bill. Then again, some may write it off for the lack of a manual and only offering a dual clutch transmission. Regardless, we are glad Alfa Romeo built a car like this and that they are selling it in the United States. Specifications VEHICLE TYPE:mid-engine, rear-wheel-drive, 2-passenger, 2-door targa PRICE AS TESTED:$76,495 (base price: $65,495) ENGINE TYPE:turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection DISPLACEMENT:106 cu in, 1742 cc Power: 237 hp @ 6000 rpm Torque: 258 lb-ft @ 2200 rpm TRANSMISSION:6-speed dual-clutch automatic with manual shifting mode DIMENSIONS: Wheelbase: 93.7 in Length: 157.0 in Width: 73.5 in Height:46.7 in Passenger volume: 47 cu ft Cargo volume: 4 cu ft Curb weight: 2504 lb C/D TEST RESULTS: Zero to 60 mph: 4.2 sec Zero to 100 mph: 11.1 sec Zero to 130 mph: 22.4 sec Rolling start, 5-60 mph: 5.2 sec Top gear, 30-50 mph: 3.1 sec Top gear, 50-70 mph: 4.4 sec Standing ¼-mile: 12.9 sec @ 107 mph Top speed (drag limited,C/D est): 155 mph Braking, 70-0 mph: 150 ft Roadholding, 300-ft-dia skidpad: 0.96 g FUEL ECONOMY: EPA city/highway: 24/34 mpg C/D observed: 24 mpg
    7 replies | 238 view(s)
  • Sticky's Avatar
    08-23-2015, 07:45 AM
    The point of racing is to be the best, right? To build the absolute fastest car the engineers can within the budget and go out there and beat the competition. Well, the McLaren GT3 may be just a bit too good at what it was designed to do as teams are refusing to accept further adjustments to level the playing field. Competition adjustments happen in racing but the 650S GT3 is being forced to be adjusted to a degree that K-PAX Racing and Flying Lizard Motorsports refuse to accept. Keep in mind they have already been limited in their top speed which held them back at Mid-Ohio. Andrew Kirkaldy who is the managing director for McLaren GT explains the issue regarding Balance of Performance well here: "McLaren GT have been concerned about the boost correction methods used in Pirelli World Challenge. This has been communicated to the series and we have asked for changes prior to Miller. When the Miller BOP was released, it was clear that we could not achieve the boost levels and we have been in almost daily contact with our technical staff and Pirelli World Challenge personnel to try and find a solution for K-PAX Racing with Flying Lizard Motorsports to race. Unfortunately despite our best efforts we could not find a solution that was acceptable to Pirelli World Challenge." Essentially they can not reduce boost to the levels they are being asked to in order to meet the Balance of Performance requirements and have chosen to withdraw instead. K-Pax Racing owner Jim Haughey stated: "These are FIA-homologated McLaren 650S GT3 race cars that can be used in competition all over the world including Europe, Asia and Australia, it is an amazing platform for a racing series. We take great pride in always putting technically compliant race cars on track and we are sorry to say we are forced to withdraw." Hopefully the Pirelli World Challenge straightens this mess out. It should not have come to this. The Pirelli World Challenge director Marcus Haselgrove puts the blame on the teams: To all Pirelli World Challenge teams, drivers and partners, We want you to be aware of the sequence of events leading to the McLaren KPAX Flying Lizard team electing to withdraw from rounds 16 and 17 at Miller Motorsports Park. In summary, the 2015 Rule book issued in January of 2015 carries forward a modified version of the 2014 boost altitude adjustment for all forced induction cars. Those teams include Cadillac, Bentley, Acura,Nissan and McLaren. All teams but McLaren were able to work though the technical issues related to compliance with the Jan 2015 altitude adjustment parameters. Timeline of events: 2015 Rule Book released January 22, including new altitude adjustment parameters August 6th, BoP process document V.10 issued to all teams and manufacturers noting that there is a required three week time frame for requested Appendix A changes. August 12th, McLaren requested Appendix A changes for boost tolerance of 59 millibar August 18th, the Series responded with a 30 millibar tolerance to align the Series with internationally accepted standards August 20th, After test sessions at the PWC Miller Motorsports Park event it was shown that the McLaren was over 100 Millibars in excess of the Jan 2015 altitude adjustment parameters. August 21st, after the official practice session McLaren/KPAX/Flying emailed the series requesting us to allow them to run over 100 millibars extra while adding an undetermined, and untested amount of weight their cars. The Series did not receive an Appendix A change request for this change and if it had it would not have been received within the three weeks mandated by the change procedure, therefore the Series could not respond outside of the guidelines for changes to the appendix A. We appreciate the effort made by McLaren, KPAX and Flying Lizard to comply with the Series rulebook. Withdrawn from Miller Motorsport Park: K-PAX Racing with Flying Lizard Motorsports August 22, 2015 – Tooele, UT It is with great disappointment that K-PAX Racing with Flying Lizard Motorsports has withdrawn the No. 6 and No. 9 McLaren 650S GT3s from competition in Rounds 16 and 17 of the Pirelli World Challenge GT Championship at Miller Motorsport Park. "I am a big fan of this series and have been racing here since 2007," said K-PAX Racing Team Owner Jim Haughey. "We have won multiple championships in Pirelli World Challenge and it is a very unfortunate situation that we find ourselves in today." K-PAX Racing won the final Round of the 2014 season at Miller Motorsport Park and the team had high hopes of returning to defend that hard-earned win with their new cars and new united team efforts with Flying Lizard Motorsports. Located well above sea level in Tooele, Utah, Miller Motorsports Park sits at an elevation of over 4,400 feet. The higher elevation levels required the series officials to adjust the Balance of Performance (BOP) specifically for turbocharged cars competing this weekend, lowering each car's allowable boost to equalize the turbo cars against their naturally aspirated competitors. The BOP regulations put in place for this event demand that K-PAX Racing with Flying Lizard Motorsports run a maximum turbo boost level that is unachievable, regardless of engine tuning, with the homologated turbo and engine package the McLaren 650S GT3 was designed and built with. "McLaren GT have been concerned about the boost correction methods used in Pirelli World Challenge," said Andrew Kirkaldy, Managing Director of McLaren GT. "This has been communicated to the series and we have asked for changes prior to Miller. When the Miller BOP was released, it was clear that we could not achieve the boost levels and we have been in almost daily contact with our technical staff and Pirelli World Challenge personnel to try and find a solution for K-PAX Racing with Flying Lizard Motorsports to race. Unfortunately despite our best efforts we could not find a solution that was acceptable to Pirelli World Challenge." "These are FIA-homologated McLaren 650S GT3 race cars that can be used in competition all over the world including Europe, Asia and Australia, it is an amazing platform for a racing series" said Jim Haughey. We take great pride in always putting technically compliant race cars on track and we are sorry to say we are forced to withdraw." For media inquiries involving these events, please contact Kelly Brouillet, KBru Communications atKelly@KBruCommunications.com. Flying Lizard Motorsports An integration of two powerful, championship-winning teams, K-PAX Racing with Flying Lizard Motorsports commences its first season as a combined effort in the Pirelli World Challenge. Since joining the Pirelli World Challenge in 2007, K-PAX Racing has celebrated a total 72 podiums, 25 wins and three driver championships, solidifying the team as a continuous championship contender. Since 2004, Flying Lizard Motorsports has amassed 68 podiums and 25 wins in the American Le Mans Series and TUDOR United Sports Car Championship, clinching three driver championships and three class championships. The two teams have merged for a full season effort, racing two brand new 2015 McLaren 650S GT3s. About McLaren GT McLaren GT is the GT race car manufacturing arm of McLaren Group established to develop, build and support the GT racing and track derivatives of the 12C sports car, and the 650S GT3. Based in Woking, Surrey at the former home of McLaren Racing, the company is responsible for the design, development and production of the GT3 variants of the 12C and 650S, the 12C GT Can-Am Edition and the 12C GT Sprint.
    6 replies | 230 view(s)
  • Sticky's Avatar
    Yesterday, 01:41 PM
    Some heavyweights slugging it out here on the highway. This being a street race there is no doubt some sandbagging going on. The UGR 1R twin turbo built Gallardo is said to be at 1500 horsepower but UGR and its owners are known to downplay horsepower figures quite a bit. The Nissan GTR is a built 3.8 liter from T1 Race Development. The owner says power is around 1200 horses. The C6 Vette features a built 370 cubic inch motor and it is running a Precision PT88 turbocharger. Power output is stated to be roughly 1000 horses but that turbo can support over 1200 horses depending on the application of course. The first run has the trio going three-wide but the Vette loses traction and gets out of it. The GTR and Gallardo are close to one another but the GTR edges the Gallardo out based on the chase view from the Vette. The interior view of this run from the GTR makes it tough to get a good shot of the Gallardo but it appears to pull easily. After the run the Gallardo owner claims to have run a 1250 horsepower boost map. After a little pow wow the Gallardo owner presumably turns up the boost and the three cars go at it again. The Vette is clearly overmatched even with traction. The GTR jumps and the Gallardo tries to run it down but does not catch up although it does pull away from the C6. The GTR certainly appears to be the fastest car of the three. The final run features the Corvette against a bolt on CBR1000. The CBR puts several car lengths on the Vette initially but past 150 the Corvette's aerodynamics help it close the distance. It is a bit too little and too late though as the Corvette has to go high into the triple digits to overtake and by that time the race is over. Definitely some very fast cars
    3 replies | 176 view(s)
  • Sticky's Avatar
    08-24-2015, 10:11 AM
    Alfa Romeo is very serious about taking on the big boys with its Giulia Quadrifoglio. What do we know about it so far? We know it has 510 horsepower. We know it has a direct injected twin turbo 3.0 liter V6 with over 510 horsepower. We also know Alfa Romeo intends to bring the Giulia to the US market in 2016. Now we assume that includes the Quadrifoglio version you see testing here. It would be nice for the Germans to feel some pressure from someone other than Cadillac. The test driver runs the car hard as you can see and it looks to corner flat and transition very well. The Giulia Quadrifoglio appears to be the real deal. Our only complaint is they did not name it something easier to type and pronounce.
    2 replies | 194 view(s)
  • Sticky's Avatar
    08-24-2015, 09:22 PM
    Is the intake on the M133 AMG 2.0 liter turbo four-cylinder a major restriction? It sure looks like it based on these results from OE Tuning who tested the Mishimoto M133 air intake. The CLA45 AMG that was tested ran Benzworks downpipes and the OE tuning Stage 2 tune. With an ECU tune and downpipes the intake will become more of a restriction as power rises and the engine is gulping more air. The mid range gain here is massive though. At 4543 rpm the intake shows 44.5 front wheel horsepower and 49.5 front wheel lb-ft of torque gains. You will notice the gains mostly come in the 3500 to 5800 rpm range. The Mishimoto airbox is clearly very well designed as it is providing excellent gains and horsepower per dollar that can not be matched for the $450 price tag. Definitely something for 45 AMG M133 owners to look into. Intake to suit CLA45 and GLA45. Intake and ECU Tune is $1600 with ECU send in. Intake alone is available for $450 directly through OE Tuning. To order please contact one of our trained sales representatives +1-818-574-5075 or sales@oetuning.com
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  • Tony@VargasTurboTech's Avatar
    Today, 01:44 PM
    The EK option is on top of everything else. We only offer this on 20T clipped turbos, with ceramaic coating. As it is only for people going for the MAXIMUM power you can get out of stock frames. No details of what is done will be released, as other stock frame manufactures are always playing catch up with us, and we will not be giving away what we spent long, and hard hours, testing, and retesting to find what worked, and what didn't. I will say adding the EK option adds a ton of extra labor, into each turbo. Honestly normal Stage 2+ will be fine for 99% of people, but for those going for all out max the option is now available. We still haven't topped out the EK's yet, but 715-725WHP would seem to be very close to the limit. We will continue max effort testing once we get the lifter swapped out in the car.
    106 replies | 1347 view(s)
  • EJ_Reynolds's Avatar
    Today, 11:22 AM
    I think I might be the dullest bulb in the room or maybe I overlooked it multiple times, but what are the differences between the Stage 2+ w/ clip turbines and Stage 2+ EK w/clipped turbines? Both use 20T compressor wheels. I also notice on your website that there's a $600 EK option available. Do I still have to select and pay for the 20T upgrade and clipped options or is that's included in the $600? If it's not included, would one be able to purchase a stage 2+ EK with a 19T wheel? Just want a good understanding before I purchase anything.
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