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  • Sticky's Avatar
    Yesterday, 09:02 PM
    This is certainly an interesting development and our users will agree that the more aftermarket options they have the better. Evolution of Speed, who we have never heard of previously and have no affiliation with, is set to release their N5X intake manifold which will gain a lot of interest from N54 and likely N55 owners as well. The obvious here is that guys would want to pair this with methanol injection or port injection for supplemental fuel. The expected price point and design makes that aspect attractive. This would not be something that N54 or N55 owners expecting big gains over the OEM manifold would benefit from but for more hardcore owners making big power with say a single turbo upgrade. Exactly the kind of power junkies who are on BimmerBoost. It will be interesting to see the results from members who buy this product and what the options will be such as the finishes, integrated port injection, etc.
    48 replies | 416 view(s)
  • Sticky's Avatar
    07-29-2015, 09:51 PM
    This is something we are going to see more of as the new M3 and M4 battle with the 335i and 135i models equipped with the N54 (with N55's more and more getting into the mix as well). This goes down about as one would expect with the F80 M3 pulling up top. The M3 has the advantage of the DCT transmission. The Eurocharged ECU flash tune with downpipes as this M3 has boosts things considerably. Basically, a bolt on F80 M3 should make a bit more power than a bolt on E9X 335i N54 but the N54 has some additional tricks up its sleeve that this particular example is not running including inlets and E85. This particular N54 is running meth injection though and the F80 M3 S55 is not which is a factor although it is on race gas. Ultimately, these are both 3.0 liter twin turbo direct injected BMW inline-6 motors and which is faster comes down to the amount of mods and really money spent. The M3 will ultimately have the advantages of the DCT transmission and the higher redline. It also is the more complete package to begin with. It's a bit of a shame these are chase view runs on the video (it should be a crime really) but it goes to show how quick a tune and downpipes M3/M4 is and how it stacks up to a bolt on N54.
    25 replies | 890 view(s)
  • Sticky's Avatar
    07-28-2015, 07:22 PM
    An interesting photo was posted from a BMW technical document on the BimmerBoost forums that gives a quick and easy overlay of the BMW N54 and N55 valvetrains including their VANOS camshaft adjustment ranges. The N54 and N55 of course are similar turbocharged and direct injected inline-6 motors sharing the same bore and stroke. They clearly are tuned a bit differently (due to the N55 being single turbo for one) and the N55's addition of Valvetronic plays a role. The N55 has a wider range of intake and exhaust VANOS adjustment as well as larger intake valve lift and cam duration compared to the N54 as the tech document highlights. Potentially the N55 can breathe better up top namely with a large turbo upgrade although tuning VANOS as well as Valvetronic is complicated. VANOS alone is a difficult system to tune and we have yet to see aftermarket VANOS cams working for the N54 or N55 motors. An interesting comparison nonetheless.
    27 replies | 866 view(s)
  • COBB Tuning's Avatar
    07-29-2015, 07:57 PM
    Cobb's Porsche 991 Turbo tuning development continues and they are moving rapidly. Below are results for Cobb Stage I and Stage II OTS (off the shelf) tuning. These numbers are results anyone can expect with the OTS tunes and of course they can be further customized if one wishes. The torque gains massive with just the Stage I OTS tune on pump gas. They were able to pick up an additional 107 lb-ft of torque at the wheels. Stage II on pump gas takes this to 652 lb-ft of torque at the wheels for a gain of 120 lb-ft. The biggest horsepower gains come on race gas but that raises the question of diminishing returns due to cooling issues. PorscheBoost of course already explored 991 Turbo and Turbo S heat soak issues and Cobb is well aware of cooling limitations especially when tuning. Cobb is working on intercooler upgrades to overcome any limitations and push things forward. Impressive work thus far. Our Porsche Experts have been hard at work making sure we’re all set for the Porsche 991 Turbo Accessport release which is getting closer by the day! The most fun part of that process is strapping the cars down to the dyno and seeing just how much power they make after a bit of tuning. We were extremely lucky to be able to work with Porsche of Colorado Springs for the Pikes Peak International Hill Climb. That experience enabled us to learn a TON about these cars and how they react to different tuning strategies, aftermarket bolt-on parts, or differences in fuel quality. Below, we’ll take a look at some of the power gains we’ve seen. First, on an otherwise stock car followed by gains associated with an upgraded exhaust and appropriate tuning. As a note, the data in the graphs was recorded on two separate days however the delta from the baseline pulls remains accurate. Seen here is our initial Stock Baseline pull on 91 octane fuel along with a Stage 1 OTS map using 93 octane fuel. A Stage 1 map would be used on an otherwise completely stock vehicle. Power under the curve is significantly increased throughout the low and mid range. Maximum gains of around 60whp are seen between 3000-4000 RPM. Most impressive is the increase in low-end torque, with gains of over 100 ft/lbs! Next up, Stage 2. A Stage 2 map is calibrated to be used on a car with upgraded exhaust. As is evident with the power gains, the motor is able to flow a significantly greater amount of air with the freer flowing exhaust. With gains of 120 ft/lbs down low and nearly 100 hp at peak, the cars become a whole new animal. We are able to be a touch more aggressive utilizing 100 octane fuel, this will be a great option for customers interested in tracking their car where detonation resistance is key. Stay tuned as we continue development on this platform. At this point, the cars will really need an improved cooling system to make any additional power. We’re already in contact with top intercooler providers in the industry with intentions of overcoming the next bottleneck in power.
    18 replies | 313 view(s)
  • Sticky's Avatar
    07-30-2015, 01:35 AM
    Very impressive Stage 2 M178 tuning numbers here from Renntech. As you may recall, Renntech started work on the M178 motor early this year. They showed a baseline of 531 crank horsepower and 472 wheel horsepower. They have the AMG GT S with their turbo upgrade and downpipes up to 682 crank horsepower or 625 at the wheels on their dyno now. Those are some major gains. Torque alone is up by 167 lb-ft over stock. What is also nice to see is how flat the M178 torque curve is once the motor spools and how the torque curve does not really start to drop hard until past 6500 rpm. The M178 in general is definitely breathing better up top than the M177 in the C63 especially this example. Renntech previously shared an acceleration video of their intermediate tuned AMG GT S running up to 195 miles per hour and this time they take it to 199 miles per hour with the Stage 2 setup. The car accelerates hard with the Stage 2 package and the gearshifts look to be about instant. They get to 198 miles per hour in no time. It's incredible how easily the car gets there and with no drama whatsoever. This car is fast. It will be interesting to see how much further Renntech takes it on the turbo upgrade with race gas but for now they obviously are not pushing the transmission beyond its limits.
    12 replies | 478 view(s)
  • Sticky's Avatar
    07-29-2015, 10:11 PM
    Ford held a press day for the upcoming GT350 and GT350R Mustang models at the 2.0 mile long Grattan Raceway in Michigan. Ford provided some key information on the GT350 and GT350R including that their curb weights are 3760 pounds and 3650 pounds respectively. Not light but not super heavy either. Oh, and how about the fact the GT350R beats the 911 GT3 by 1/10 of a second at this racetrack? That is the Ford press claim. Things may change on different days on different tracks but what it shows is that on the racetrack it is a driver's race between the GT350R and the 911 GT3. That is incredible considering the GT350R is less than half the price.
    13 replies | 197 view(s)
  • Sticky's Avatar
    07-31-2015, 01:12 AM
    If this picture offends you then you somehow wandered onto the wrong website. Our regular readers will understand and even identify with this. Go ahead and laugh.
    7 replies | 727 view(s)
  • Sticky's Avatar
    07-31-2015, 04:40 PM
    The new CTS-V is finally getting into the hands of the magazines and Car and Driver is the first to publish their test figures. Now, before we delve into them we want to raise a bit of a red flag with Car and Driver's Cadillac results considering their major disparity in ATS-V testing. Is Car and Driver in bed with Cadillac? Is Cadillac sending tweaked press cars? Are the new Cadillac V models just spectacularly quick? Is it all of the above? Is it none? In all likelihood the CTS-V performs exactly as the numbers here show. We just want to point out that magazine numbers are harder to trust these days and to get the complete picture we need to see some independent results as well as a comparison with its competition for context. With that out of the way let's look at the figures for the 8L90 8-speed automatic equipped version. 0-60 in 3.6 which is highly impressive for a car with this level of torque and a positive displacement blower. 0-100 in 7.5. The 1/4 mile comes in 11.8 seconds at 124 miles per hour. It is essentially a lighter and faster M5. The CTS-V weighs 4129 pounds which puts it at roughly 250 pounds less than the BMW F10 M5 and roughly 450 pounds less than the Mercedes-AMG E63 S and Audi RS7. How about that, the Cadillac is the lightest of the bunch. Unfortunately Car and Driver did not provide a weight distribution figure but the Cadillac is likely balanced better than the nose heavy RS7 and E63. With grip in abundance as highlighted by .98g on the skidpad this car is going to be more playful than its rivals when hitting the turns. That is kind of the point. This thing can do more than just go fast in a straightline even though it should rule the highway compared to its German competition. The Cadillac is the lightest, likely the best handling, and also likely the autobahn king. Things sure are changing. Cadillac sure is pricing themselves like the Germans. The as tested figure of $95,290 is not cheap and certainly creeping up there. The CTS-V is offering German levels of refinement though, arguably better handling and performance, and is cheaper depending on how the cars are optioned out. It certainly is fair for Cadillac to price themselves the way they are considering what the vehicle offers. We will have to wait and see how it stacks up in direct comparisons but things are looking good thus far. The CTS-V is poised to be the cream of the luxury super sedan crop offering the best all around blend of price, performance, comfort, driver involvement, and luxury. Those traits used to be BMW's recipe for success. Specifications VEHICLE TYPE:front-engine, rear-wheel-drive, 5-passenger, 4-door sedan PRICE AS TESTED:$95,290 (base price: $84,990) ENGINE TYPE:supercharged and intercooled V-8, aluminum block and heads DISPLACEMENT:376 cu in, 6162 cc Power: 640 hp @ 6400 rpm Torque: 630 lb-ft @ 3600 rpm TRANSMISSION:8-speed automatic with manual shifting mode DIMENSIONS: Wheelbase: 114.6 in Length: 197.7 in Width: 72.2 in Height:57.2 in SAE interior volume: F:61 cu ft R: 42 cu ft Trunk: 14 cu ft Curb weight: 4129 lb C/D TEST RESULTS: Zero to 60 mph: 3.6 sec Zero to 100 mph: 7.5 sec Zero to 130 mph: 13.6 sec Zero to 150 mph: 17.4 sec Zero to 170 mph: 25.8 sec Rolling start, 5-60 mph: 3.8 sec Top gear, 30-50 mph: 2.0 sec Top gear, 50-70 mph: 2.1 sec Standing ¼-mile: 11.8 sec @ 124 mph Top speed (drag ltd, mfr's claim): 200 mph Braking, 70-0 mph: 149 ft Roadholding, 300-ft-dia skidpad: 0.98 g FUEL ECONOMY: EPA city/highway (C/Dest): 14/20 mpg
    10 replies | 165 view(s)
  • Sticky's Avatar
    07-30-2015, 05:21 PM
    Improving on the factory BMW airbox design for the F80 M3 and F82 M4 is not easy. It is not like the BMW engineers do not design efficient parts themselves but they do have to work within a certain budget and with BMW suppliers as well as deal with strict regulations. As we all know there is room to improve on many BMW factory parts including something like the intake system on the S55 motor in the F80 M3 and F82 M4. Gains really show when someone is running a tune or higher boost as the factory system becomes more of a restriction at that point. Look at the dyno results on a Mustang dynamometer here from AWE-Tuning. The aftermarket part and the factory part perform about the same until the motor is past 3k rpm. At that point the S-Flo system provides greater flow on the test car which is running their piggyback tune and exhaust system. At the factory power levels gains will be minimal but this is a mod for that person trying to extract every last horse and remove restrictions. What the dyno results prove is that the factory intake can be made more efficient and this pays dividends as the motor is pushed harder. Is this system worth the $1595 they are asking for it? Well, that is up to you. For the cost conscious the recently released BMS system is quite the value alternative. The AWE piece sure is pretty though and offers OEM fit and finish.
    6 replies | 629 view(s)
  • Sticky's Avatar
    07-31-2015, 05:45 PM
    It has been a while since BMW introduced the M6 GT3 set to replace the Z4 GT3. BMW Motorsport director stated the 24 Hour Dubai and Daytona races in 2016 are what they are targeting, "That’s obviously what I think customers would like to run and that’s what we’re clearly aiming at." Those are big endurance races and certainly a good time to make a debut. They are also still a ways off which means testing can continue and the car should be ready to go next year. What BMW is doing is tweaking and testing the car for privateer teams, "That’s the focus of our development program is that we hand over a car to the customers that’s already developed, that not necessarily has raced in the hands of a works effort from our side. It’s competition. But as we’ve said before and I would like to stress again, this is really customer racing. Therefore, for us, it’s not an option to enter a prototype on a works level and compete against our customers or potential customers. This is customer racing and nothing but." Do not expect a factory backed effort with the M6 as you saw with the Z4 and M3 previously. As a reminder the M6 GT3 features a 500 horsepower 4.4 liter twin turbo V8 based on the S63TU engine design with a dry sump oiling system. The power is routed through a six speed sequential manual gearbox. With a dry weight of 2866 pounds it should move quite quickly.
    10 replies | 301 view(s)
  • Sticky's Avatar
    07-31-2015, 02:56 AM
    The Ford GT as everyone knows had a 5.4 liter V8 motor with a blower on top. Well, the upcoming GT will not have a V8 and the car will not be supercharged. Instead, a 3.5 liter Ecoboost V6 is taking its place and considering the Mustang offers far more displacement that has some people scratching their heads. Those scratching their heads need to understand the Ecoboost V6 is lighter and that Ford is focused on racing with the upcoming car. As they intend to challenge at Le Mans fuel efficiency is at a premium in such an endurance race and the Ecoboost motor will offer far greater efficiency for the power levels. Plus, just listen to it. Relax everyone, things are going to be just fine with a V6 under the hood. This thing is going to be a beast.
    8 replies | 171 view(s)
  • Sticky's Avatar
    07-28-2015, 10:13 PM
    Some very fast cars in this video. It is shot from the perspective of the bolt on Gen IV Viper so unfortunately we do not get an in car view for each race but that is ok. There are several good runs here we do get to see in their full glory. The first race is a chase view between the C6 ZR1 and the procharged C7 said to be making 820 wheel horsepower with meth injection. The C6 takes the race and it is said to make 900 whp. The bolt on Gen IV Viper camera car runs the C7 next. Considering the Viper is down 200 wheel horsepower it does fairly well until the power disparity shows. The C7 is very, very quick. The bolt on Viper next takes on a UGR (Underground Racing) twin turbo Viper. As you can imagine this is a beatdown. Once the turbo Viper spools and shifts it is gone. It just takes off. The bolt on Viper camera car takes on another twin turbo Viper after this and the result is much of the same. The yellow UGR Viper runs the ZR1 next but this is a chase view unfortunately. The Viper does take the win though. The final race features a T67 Supra against the bolt on gen IV Viper camera car. This is an ugly beatdown. Frankly, the Supra is probably still spooling as this is written. Nice to see cars at various power levels like this go at it to put high horsepower in context.
    7 replies | 298 view(s)
  • Sticky's Avatar
    07-31-2015, 06:42 PM
    We spend most of our time on speed and power here but it never hurts to look good while going fast. This 6-Series certainly looks good with the Prior-Design F13 650i widebody kit. The fitment and paint all look to be very well done almost as if OEM. Which is interesting as we have members here who have purchased Prior-Design products only to report poor fitment. There certainly is likely a difference between the cars and parts used for marketing such as this and what customers actually get simply based on reports and results posted on this network. That said, this particular example of Prior-Design's work combined with wheels from Vossen certainly looks good. Brembo brakes and a GT Haus Meisterschaft exhaust help finish things off.
    4 replies | 357 view(s)
  • Sticky's Avatar
    07-30-2015, 06:17 PM
    Some very encouraging results here from MotorTrend who got their hands on the new W205 generation C63 from Mercedes-AMG. The test numbers are better than what Car and Driver published and closer to what we have seen from independent results with the C63. The 12.2 @ 119.5 1/4 mile sprint is close to the trap speed of independent tests on a drag strip and reinforces BenzBoost's belief that the new C63 is an 11 second car at over 120 miles per of trap speed in stock form. Winter weather alone should prove that but these are good numbers in the summer heat. The car of course is heavy as all tests have shown. 3963 pounds is closer to E-Class territory than what one would expect from a C-Class. The weight distribution is nose heavy with 54% of the weight up front. It is not nearly as well balanced as the AMG GT which is to be expected. Considering the fairly narrow tires for a twin turbo V8 sedan the skidpad number is impressive with 1.01g pulled. Also higher than the .98g recorded by Car and Driver. MotorTrend liked the MCT automatic behavior when going full tilt but around town they found it behaved odd in power delivery. They compared it to the Porsche PDK when driving hard which is certainly a great comparison but a dual clutch transmission it is not no matter how the software masks it. Good numbers regardless that have us excited to see what the upcoming C63 coupe can do. 2015 Mercedes-AMG C63 S BASE PRICE $72,825 PRICE AS TESTED $89,035 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 4.0L/503-hp/516-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 7-speed automatic CURB WEIGHT (F/R DIST) 3,936 lb (54/46%) WHEELBASE 111.8 in LENGTH x WIDTH x HEIGHT 187.0 x 72.4 x 56.5 in 0-60 MPH 4.0 sec QUARTER MILE 12.2 sec @ 119.5 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.01 g (avg) MT FIGURE EIGHT 24.1 sec @ 0.86 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/25/20 mpg ENERGY CONS., CITY/HWY 187/135 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.94 lb/mile
    5 replies | 334 view(s)
  • Sticky's Avatar
    07-31-2015, 06:21 PM
    Finally some concrete details on what we have all known was coming since 2013. PorscheBoost speculated over a year ago that up to 2.5 liters of displacement would be offered if Porsche used a modular architecture. We do not have the bore and stroke figures yet to confirm but it looks like we predicted this accurately. Porsche will give the base cars a 2.0 liter turbo boxer motor and the Cayman and Boxster S and GTS variants will get a 2.5 liter variant. The GT4 will remain naturally aspirated with its 3.8 liter flat-6 but this is a limited model anyway. The current rumor is this: Boxster/Cayman 240 horsepower 2.0-litre flat four turbo Boxster S/Cayman S 300 horsepower 2.5-litre flat four turbo Boxster GTS/Cayman GTS 370 horsepower 2.5-litre flat four turbo We do trust these numbers floating around the internet as Porsche always historically does incremental horsepower upgrades. We expect things to look more like this: Boxster/Cayman 280 horsepower 2.0-litre flat four turbo Boxster S/Cayman S 330-340 horsepower 2.5-litre flat four turbo Boxster GTS/Cayman GTS 350-380 horsepower 2.5-litre flat four turbo Torque of course is up with the turbo powerplants but the idea of Porsche taking power down goes against what they always do with updates. It is too early to tell right now so people are just guessing, ourselves included. PorscheBoost just believes it guesses better. Source
    4 replies | 249 view(s)
  • Sticky's Avatar
    07-28-2015, 06:12 PM
    Owners of the new Mercedes-AMG W205 C63 are finally hitting the dragstrip. It is good to see real world times and numbers over magazine figures. Especially times like these which are a realistic representation of what your average driver can expect in summer heat on street tires with a stock car. 12.5 @ 119 is not exactly quick or fast and better times for the C63 will come. What it shows is this is not easy. It also shows the C63 is easily an 11 second car with drag rubber and really even street tires as a 2.4X 60 foot time is just poor traction and a bad launch. With a 1.7X 60 foot which is well within reason one can expect times to drop by over a second. BenzBoost believes the stock C63 is capable of mid to high 11's at 121-122. More details from the owner: "With a full tank of fuel, pano roof, and standard seats it weighed in at 4,065 pounds. He is not skinny but he sure is fast! I was only able to get in 2 runs last night due to track issues. It was a cool summer night and the temp was about 80 degrees. I ran 93 Fuel & Tires were around 23-24 pounds in the rear. The biggest issue is getting the car to launch properly. There is a lot of torque this car puts out. I have room for improvement but overall it was a great night. I will be running the car again and making some changes on my end and the car's end. First pass - Sport + with ESP on, Suspension in Comfort 12.679 at 117.63 MPH Second pass - Race with ESP on, Suspension in Comfort 12.506 at 119.14 MPH. I let the car do all the shifting. I did not shift gears via the paddles." People will no doubt compare these times to M3/M4 times achieved but we would like to remind everyone such comparisons are flawed due to the cars running on different days at different tracks. All direct comparisons thus far show the C63 is the faster car and it does make more power and torque. It sure is heavy though.
    3 replies | 347 view(s)
  • Sticky's Avatar
    07-30-2015, 08:13 PM
    This seems very ambitious and difficult to accomplish. Ferrari has a history of lightweight hardcore models but we can not think of one in recent history that managed to shave as much as 440 pounds off the standard model. That standard model being the F12 which in independent tests pushes 3900+ pounds. Some tests have it over 4000 pounds. ~3900 pounds is quite a bit more than the number Ferrari quotes which is which is closer to 3600 pounds. Simply getting the F12 down to Ferrari's own optimistic claims would get rid of nearly 400 pounds. Let's assume for a moment Ferrari performs a miracle and gets 400 pounds off the car. We could expect a real world weight for the F12 in the 35XX pound range at that point. Coupling roughly 3500 pounds with a naturally aspirated 760 horsepower V12 would make for quite a ride. There is no official Ferrari source quoting this weight loss figure or any concrete details about an F12 Speciale. This information comes from Autocar who mentions no Ferrari source and has a history of making grandiose claims such as these that have no basis in reality and are later proved wrong. In all likelihood a lighter F12 Speciale is likely on the way. The weight loss just probably is not almost 450 pounds and that number seems to have been pulled from thin air by Autocar. Source
    3 replies | 190 view(s)
  • Sticky's Avatar
    07-28-2015, 06:43 PM
    That is the report from the Germans at Autobild.de. It certainly is interesting and they have good German sources so we do not doubt them but it is an odd decision. We expected the 991.2 Carrera to get a smaller 2.7 liter motor than the 3.0 liter in the Carrera S. This makes sense based on how the Macan S and Macan Turbo are positioned with the Macan featuring a 3.0 liter V6 and the Macan S a 3.6 liter V6. This means the difference between the two cars is more than just software alone. Software being key in this turbo era as it makes a big difference in output. Some manufacturers even separate their models these days with software changes in output and Porsche is one of them. Take a look at how the Carrera, Boxster/Cayman S, and Boxster/Cayman GTS using the same basic 3.4 liter motor differ in output for proof. The issue is more pronounced with turbo motors as greater gains can be extracted with software tuning than in their naturally aspirated counterparts. That means if Porsche equips the Carrera and Carrera S with the same basic motor it is easily conceivable that the Carrera with a tune will outpower it. Meaning only those obsessed with their warranty or who do not know any better will opt for the S model when the Carrera can easily match or exceed it through software alone. From Porsche's perspective offering the same motor saves money as all they need to do themselves is offer different ECU software. It makes sense from a bottom line standpoint but we would be shocked if no major hardware differences separated the Carrera and Carrera S. Perhaps Porsche will give the Carrera S bigger turbos for this reason as they are not stupid and know people tune turbocharged Porsches. It will be interesting to see what they do. In addition to the engine these features are expected to be added to the 991.2 Carrera and Carrera S: - Overboost button, which lasts for 120 seconds cuts the 0-100km/h by 0,2s to 4,3s for the Carrera and 4,0s for the Carrera S - PASM can lower the car up to 20mm in Sport Plus - New steering wheel button has an Individual mode to save the driver preferences - Chrono Plus Package gets all-wheel steering - Front lift function up to 50mm - PCM with multi-touch screen Source
    2 replies | 361 view(s)
  • Sticky's Avatar
    07-28-2015, 05:51 PM
    Like Ferraris? Like turbos? Like mid-engine layouts? Of course you do. If the only thing stopping you from buying a 488 GTB was the lack of a removable roof so the world can see you enjoying your turbo Ferrari you are in luck. The drop top variant is now here with the 488 Spider. And wow does it look gorgeous. The main difference between the 488 GTB and the 488 Spider is of course the retractable hard top and the extra weight the Spider carries. Everything else is the exact same including the dual clutch transmission and 3.9 liter twin turbo V8 direct injected motor with 671 horsepower. How much? Pricing has not been announced but expect a premium for the 488 Spider. If not on the list it will of course carry a markup as this will be the hot car to be seen in. That is part of the Ferrari experience, isn't it? Expect more details when the car makes its official debut this September in Frankfurt. The Ferrari 488 Spider: performance and effortless driving for maximum drop-top fun Official unveiling scheduled for Frankfurt Motor Show Maranello, 28 July 2015 – Ferrari announces the launch of the 488 Spider, its most powerful ever mid-rear-engined V8 car to feature the patented retractable hard top along with the highest level of technological innovation and with cutting-edge design. Ferrari was the first manufacturer to introduce the RHT (Retractable Hard Top) on a car of this particular architecture. This solution ensures lower weight (-25 kg) and better cockpit comfort compared to the classic fabric soft-top. Just like all previous spider versions of Ferrari's models, this is a car that is aimed squarely at clients seeking open-air motoring pleasure in a high-performance sports car with an unmistakable Ferrari engine sound. Every area of the car has been designed to set new technological benchmarks for the sector: from the aluminum spaceframe chassis and bodyshell to the new turbo-charged V8, aerodynamics that reconcile the need for greater downforce with reduced drag along with the specific cabin air flow demands of an open- top car, and vehicle dynamics that render it fast, agile and instantly responsive. The world premiere of the 488 Spider will be at the Frankfurt International Motor Show in September but can be seen from today finished in the new Blu Corsa livery at www.ferrari.com. The heart of the 488 Spider Beneath the engine cover throbs the 3902 cc turbo-charged V8 that debuted just a few months ago on the 488 GTB. Its performance levels are nothing short of extraordinary: a maximum power output of 670 CV combined with maximum torque of 760 Nm at 3000 rpm send the 488 Spider sprinting from 0 to 100 km/h in 3 seconds flat and from 0 to 200 km/h in 8.7 seconds. This is also an exceptionally efficient engine as it is not only 100 CV more powerful than the previous naturally-aspirated V8 but also has lower CO2 emissions. The turbo V8 has a unique character, delivering increasing levels of power right across the rev range, and completely eliminating the traditional turbo lag with a throttle response time of just 0.8 seconds. This is thanks not merely to components such as the turbos, but also to a sophisticated production process only made possible by Maranello's leading-edge facilities which are shared with the Scuderia to foster the transfer of racing technologies to the road cars. In line with Ferrari tradition, this model has its own absolutely distinctive soundtrack created using solutions such as exhaust headers with longer, equal- length piping and a flat-plane crankshaft. It was also further enhanced by an in- depth study of harmonics and tonality at different engine speeds. The sound is seductive but never invasive when the top is dropped, with both volume and clarity increasing as the engine instantly responds to the accelerator pedal and revs rise, reinforcing the sensation of massive performance. Sculpted by the wind This is also the most aerodynamically efficient Ferrari spider ever built, thanks to a series of complex aero solutions designed to guarantee optimal downforce whilst reducing drag, two normally mutually-exclusive objectives. Maranello's engineers managed to achieve both goals simultaneously by introducing several innovative devices, including a blown spoiler and an aerodynamic underbody incorporating vortex generators. The air flow studies also took into account factors relating to in-car comfort. The electric glass rear wind stop can be adjusted to one of three positions to guarantee maximum comfort when the top is lowered. Fully lowering the wind stop allows the occupants to enjoy the engine soundtrack even with the roof raised regardless of the weather or driving conditions. Form and function sculpted in aluminum Designed around the concept of the retractable hard top, the 488 Spider has a spaceframe chassis made of 11 different aluminum alloys combined with other noble metals, such as magnesium, each one used in a highly specific way. This yields the same torsional rigidity and beam stiffness figures as the coupé, improving the chassis' performance by 23% over that of its predecessor. An extraordinary result, given that the roof is structural, that is only possible thanks to the expertise of the Scaglietti center of excellence that engineers Ferrari's aluminum chassis and bodies. The RHT folds backwards in two overlapping sections to rest flush on the engine in a very compact solution. The mechanism is exceptionally smooth and takes just 14 seconds for the top to fully retract or deploy. Working with aluminum is important not only in functional terms but also because, by tradition, it demands every detail be treated sculpturally to express the technical excellence of the project through its beauty. Cases in point are the flying buttresses which optimally channel air flows to the engine cover, the ribbing on the engine cover and the air intakes with sculpted mesh grilles which lend that area of the car a sense of incredible dynamism. To achieve this result the Ferrari Styling Centre completely reworked the aesthetics compared to the 488 GTB. Speed and control across the board The introduction of a sophisticated simulator, similar to the one used by the Formula 1 Scuderia, allowed the human factor to influence the car's design from the earliest stages by giving the engineers instant feedback from the test- drivers long before the first 488 prototype was physically built. To make its dynamic behavior even more engaging, the development team honed the car's mechanical set-up in tandem with its electronic systems which are now fully integrated with the SSC2 Side Slip Angle Control System, resulting in 12% faster acceleration out of corners than the 458 Spider. Over all, response times are 9% more rapid than the previous Spider without any compromise whatsoever being made in comfort. The car's design was adapted to efficiently meet the typical the demands of open-top driving and use. In fact, the Spider's dynamic behavior is effortless on even the most challenging routes. It is remarkably easy to drive on the limit thanks to flawless handling even on the most demanding of roads.
    2 replies | 181 view(s)
  • Sticky's Avatar
    07-30-2015, 02:11 AM
    Not much really needs to be said here. Obviously, this network likes the 2015 Ford Shelby Mustang GT350R. A lot. We like like it. With recent reports about it being able to hang with the Porsche 911 GT3 combined with these good looks we have no problem admitting the infatuation. It's just a hell of car.
    3 replies | 164 view(s)
  • Sticky's Avatar
    Today, 01:41 AM
    We are all big fans of the Focus RS and what Ford is doing with automobiles geared toward performance enthusiasts. The Focus RS with its all wheel drive system as well as availability in the US for the first time is getting a lot of attention and rightfully so. The car has an excellent powerplant offering 345 horsepower with some big changes from its Mustang Ecoboost sibling, a built-in drift mode in the stability control, and quite a bit of tuning potential. Is it worth the $35,370 you see in the screenshot that is supposedly from a Ford site that is not supposed to be public knowledge? We think so considering what a German all wheel drive high performance turbo four-cylinder car will cost you that will not have near the performance per dollar especially when the aftermarket is factored in. Look at what a CLA45 AMG costs with options, a Golf R with options, and then look at the Focus RS. It looks a lot better in that context.
    1 replies | 52 view(s)
  • Sticky's Avatar
    07-29-2015, 09:23 PM
    In the August 2015 issue of AutoBild there is a small tidbit on the R8 model expected to slot in below the V10 model. Thanks to our German members we can provide you with the details. You will notice on the far right of the article page it is mentioned that a 450 horsepower 2.9 liter V6 will slot in below the V10. This makes sense for several reasons. First of all, Audi themselves confirmed the V8 is gone and set to be replaced with a smaller turbo motor in the R8. Many outlets reported that the 2.5 TFSI inline-5 is the motor that would be used. The next generation RS4 is confirmed to use a turbo V6 powerplant. The logical conclusion based on Audi precedent is that the RS4 and entry level R8 will share the same motor as they did with the 4.2 FSI V8. This means a turbo V6 and AutoBild confirms this. They do not cite a direct source for their report but keep in mind in this same AutoBild article they have an interview with Audi Quattro boss Heinz Hollerweger. It is likely that he wanted this info not attributed directly to him at this stage so he is likely the unnamed source. All signs currently point to the RS4 and R8 sharing powerplants once again.
    0 replies | 234 view(s)
  • Sticky's Avatar
    07-29-2015, 08:43 PM
    The all wheel drive Tesla Model S P85D is very quick for a sedan especially below 100 miles per hour where its 864 lb-ft of torque at the wheels makes for a formidable stoplight car. The McLaren 650S is also very formidable with a much stronger top end punch. What does that mean? It means this race goes down like most P85D races where the Tesla sedan has a slight lead and then the top end horsepower of the internal combustion car it is racing takes over. This race is far closer off the line than the others though as the 650S gets a slight advantage on the launch. The Tesla hangs in for a bit even pulling slightly down low but it's quickly over as the 650S pulls away effortlessly. It is not even close as the 650S puts bus lengths on the P85D. Considering the 650S Spider is quicker than an Aventador there is no surprise in the outcome except that the 650S launches very well and even off the line the Tesla can't open up any real advantage unless it gets the jump as it did in the second race. Note that this is not the 'Ludicrous Mode' upgrade coming from Tesla but all the new mode can do is delay the inevitable as you see here.
    0 replies | 185 view(s)
  • Sticky's Avatar
    Today, 02:42 AM
    Great results here from AMR Performance showing an overlay of a stock, Stage I tuned, and Stage II tuned 4Matic E63 AMG. As you should know the E63 AMG is only available as a 4Matic model now in the USA and specifically only as a E63 AMG S model now with no standard E63 AMG available. The AMR Performance flash is able to add quite a bit of power to your M157 equipped vehicle. Not to mention a ton of torque. This is of course an E63 AMG 4Matic test car but this flash is available for the CLS63 AMG as well as the other M157 63 AMG models in the lineup. The baseline on the all wheel drive Dyno Dynamics shows 557 horsepower stock so it is reading crank output and not wheel output. The AMR Performance Stage I software takes things to 619 horsepower. Sage II pushes output further to 662 horsepower tune only. Horsepower is only one area of focus and we wish AMR included the torque figures on the graph as well but it's easy to see the massive difference in torque between the stock and tuned car as early as 3000 rpm. Just a giant increase in torque which of course tapers toward redline but from 3000 to 5500 offers much more meat. Just more consistent and reliable tuning from AMR for the new breed of AMG's. Year(s): 2012+ Make: Mercedes Benz Model: M157 E63 AMG 5.5 V8 Series: VARIOUS Flash Type: BDM This vehicle will require removal of your ECU to be shipped to AMR in order to access/upload the AMR calibration. Octane(s) Available: 91 Octane 93 Octane 95 Ron 98 Ron 100 Octane AMR ECU Enhancement Features: Optimized Fuel Mapping Optimized Timing Curve Improved Fuel Efficiency Speed Governor Removed Increased Throttle Response Broader & Stronger Power Band Lower RPM Hesitation Eliminated Increased Turbocharger Response In-House Engineered & Tested Results Smoother Firmer Transmission Shift Patterns Installation Methods: AMR Performance (main office) The 2014 Mercedes-Benz E 63 AMG 4-MATIC is a vehicle that continues to impress. In stock form, a vehicle rarely feels this good. The factory was able to push out 550hp & 531tq out of the 5.5L BiTurbo engine. The factory did a decent job of achieving these numbers, but we, at AMR Performance, know that this is just the "top layer of the onion". Through development, we notice that the vehicle is very close to what the factory claims. The vehicle's power outputs are a steady 557hp and 513tq. A great base line and close to the factory being "true to their word". After numerous hours of data acquisition, ECU calibrating (tuning) and extensive software development, the AMR Performance ECU Software upgrade produces a steady, stable & consistent 620hp & 735tq. An increase of +70hp & +222tq with no additional modifications. We have seen as high as +90hp & +250tq, but this was only during first startup conditions when the turbocharger's cooling system is at its lowest temperature and not a realistic "day-to-day" driving conditions. Rather then focus on that peak power "dyno queen", we focus on a powerband that is reliable, steady, stable and constant. Giving your vehicle the power increase during day-to-day driving and having it readily available the moment the throttle is touched. Unlike competitors who use a "piggy-back" or "generic" program to try and increase the power on the vehicle, our proprietary software enhancement process is engineered and designed for your specific vehicle's ECU. Our software calibrations are developed through numerous hours of data acquisition and on & off road/track testing to ensure your vehicle's performance is stable without sacrifices the reliability. Product/Service Link: http://shop.amrperformance.com/Mercedes-Benz-E63-ECU-Upgrade-Tune_p_413.html Give us a call: (203) 616-5130 Email: sales@amrperformance.com Website: www.AMRPERFORMANCE.com Follow us on Twitter: www.twitter.com/amrperformance FIND US ON FACEBOOK! Search: AMR Performance
    0 replies | 133 view(s)
  • 3000gt MR's Avatar
    Today, 10:31 AM
    It's fitment is suppose to be N54, N55,& S55 so for it to fit the s55 they need to be in the bottom
    48 replies | 416 view(s)
  • Mrpikolo's Avatar
    Today, 09:08 AM
    I LOVE the idea of an aftermarket manifold. I do hope that these test out great though. I remember a time when the aftermarket intake manifold on the DSM were thought to be the best thing ever, then years later it was found to make almost the same peak power and a much better band off of a factory unit. O.E. manufactures usually do quite a good job engineering some components.
    48 replies | 416 view(s)
  • ninjacoupe's Avatar
    Today, 08:33 AM
    When the jb4 pi controller comes out there will also be an influx of AIC controllers for sale...gonna be an interesting year
    48 replies | 416 view(s)
  • Flinchy's Avatar
    Today, 07:23 AM
    hah, i can't wait for the headache of anyone wanting a larger throttle body, considering how difficult everything else is to do on the N54... I kinda wish it was forward facing, because they look damn sexy... but i'm sure this'll still look nice, and standard CP compatible at least. ED: shit that thing's sexy... Priced not horribly for first to market either i suppose? and probably being quite well thought out by everything above. AND actually being produced in volume for sales, unlike others that have popped up over the past 12mo.. i'm also liking all the carbon fiber comments above ;)
    48 replies | 416 view(s)
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