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  • Sticky's Avatar
    Yesterday, 01:36 PM
    Automotive forums are a double edged sword. They can be a repository of valuable information with incredibly knowledgeable and helpful members. They can also have know-it-all's who spread misinformation and think they are never wrong. The BoostAddict forums are worth every penny, right?
    2 replies | 428 view(s)
  • Sticky's Avatar
    Yesterday, 11:41 AM
    Great numbers here from TPG Tuning on a Ford F150 Raptor Ecoboost. This platform is very popular for tuning and people are getting great numbers out of the dual injected high output 3.5 liter Ecoboost V6. The truck is rated at 450 horsepower and 510 lb-ft of torque from the factory. The all wheel drive Dynojet baseline is 336 awhp and 400 lb-ft of all wheel torque. This is not the friendliest Dynojet in the world: Look at those numbers shoot up with a tune on 93 octane though. The final 93 revision results in 417 awhp and 451 awtq: E50 is where things get interesting as while peak torque remains about the same they are getting much more horsepower out of it: 45X/45X? Awesome gains! Now what will it take for Ford to produce a new Lightning already?
    3 replies | 72 view(s)
  • Sticky's Avatar
    Yesterday, 01:13 PM
    The factory Hellcat blower is a 2.4 liter twin screw unit. A very good blower but if you want more power a bigger blower isn't a bad idea. What is interesting to note here is Magnuson's swap kit replaces the twin screw with a TVS2650 unit. It is not a twin screw but a roots unit although a much more advanced design than traditional roots blowers. The extra 2.5 liters is nice but it is the efficiency gain that making the real difference. These were the claims Magnuson made last year when they announced the blower swap kit: True reliable operating range to 20,000 RPM 33% higher flow than TVS2300 10% higher flow than a 2.9 screw 14% higher adiabatic efficiency at 14k rpm and 2.0 pressure ratio compared to screw 2.9 at the same flow 75F lower discharge temperature at 14k rpm and 2.0 pressure ratio compared to screw 2.9 at the same flow 26 HP less input power required at 14k rpm and 2.0 pressure ration compared to screw 2.9 at the same flow Well, they weren't lying as they hit 946 horsepower to the wheels on a stock internal Hellcat at only 5800 rpm while running out of fuel. Some bigger injectors and... easy 1000+ rwhp? It sure looks like it.
    3 replies | 94 view(s)
  • Sticky's Avatar
    Yesterday, 05:54 PM
    Previously, Gintani utilized an ethanol flex-fuel system built around the Advanced Fuel Dynamics Proflex Commander control unit for S65 V8's. Gintani was not happy with the performance and designed a new and much more robust E85 capable fuel system. This system will support more than enough flow on E85 for any supercharger application out there. What will it include? - Flash Tablet - Multiple Gintani tuning files - Pump gas tune - Ethanol tune - Fuel pumps - Upgraded lines - Modified fuel railes - New injectors To use the fuel system you will need to run Gintani's tune. That means if you have a supercharger kit from someone other than Gintani and want this fuel system they will only sell it to you providing Gintani tunes for it. This is obviously to prevent people from upping boost, adding E85, and then blaming Gintani when something goes wrong. This is not a flex-fuel setup. When running the E85 tune, stick to E85. The flash tablet will allow someone to flash their car to a pump as tune if they run out of ethanol and do not have any available for example. It will also allow for more aggressive race gas tunes. This ethanol fuel system kit will be released next month when Gintani finishes moving into their new location. Expect pricing from $3-$4k.
    1 replies | 141 view(s)
  • Sticky's Avatar
    Yesterday, 02:11 PM
    It is no secret McLaren has been kicking dirt in Ferrari's face since the launch of the MP4-12C. Frankly, the MP4-12C is still a performance match for Ferrari and their 488 GTB let alone the new 720S which is on a different planet of performance. The 488 Pista aims to level the playing field. Whether it is enough to catch the 720S is anyone's guess but it is at least a valiant effort. What are the main changes? - 200 pounds less weight - Claimed 2821 pounds dry - 710-720 horsepower - 20% increase in downforce - Revised E-diff and traction control - Aerodynamic changes - Suspension changes It is safe to say the 488 Pista has its work cut out for it. It certainly looks the part. Maranello, 21 February 2018 – The Ferrari 488 Pista, which will be unveiled at the upcoming Geneva Motor Show, is the successor to Ferrari’s V8-engined special series - the 360 Challenge Stradale, 430 Scuderia and 458 Speciale – which have received critical acclaim for their performance and undiluted handling. The Ferrari 488 Pista marks a significant step forward from the previous special series in terms of both sporty dynamics and for the level of technological carry-over from racing. The name is, in fact, a direct homage to Ferrari’s unparalleled heritage in motor sports. The car’s development evolved directly from the company’s involvement in the FIA World Endurance Championship – in which it has won five Manufacturers’ titles in the GTE class in the six years since the series’ inception – and its 25 years’ experience in running the Ferrari Challenge one-make series. The Ferrari 488 Pista’s extensive weight saving solutions, along with engine, vehicle dynamics and aerodynamic developments, all derive from Ferrari’s racing cars: the 488 GTE and the 488 Challenge. The result is a car with an uncompromising mission: to offer impeccable track-like performance on and off the road, even when in the hands of non-professional drivers. LIGHTER AND MORE POWERFUL The new model weighs an impressive 90 kg less (1280 kg dry) than the 488 GTB. This fact, combined with the largest ever increase in engine power for a special series car (+50 cv), sets a new benchmark for Ferrari’s V8 sports cars. Its engine is the most powerful V8 in Ferrari history and is an extreme evolution of the turbo unit that won the overall International Engine of the Year award titles in both 2016 and 2017. It punches out 720 cv with the highest specific output of in its class (185 cv/l) and is now lighter too, thanks to solutions adopted from the 488 Challenge. As a result it has a top speed of 340 km/h and sprints from 0-100 km/h in 2.85” and 0 -200 km/h in 7.6”. The engine sound is unique and unmistakably Ferrari, as such a special car warrants. Both the sound quality and the intensity are higher than the 488 GTB in all gears and at all engine speeds in proportion with the progressive increase in power. BOOSTED DOWNFORCE The Ferrari 488 Pista makes full use of Ferrari’s motor-sports experience for maximum aerodynamic performance even on the road. Among the racing solutions adopted is the front F1-inspired S-Duct and the design of the front diffusers which feature a ramp angle that was optimised for the 488 GTE to create strong suction for increased downforce. Additionally, the rear blown spoiler is higher and longer and the shape has been optimised. The final result of all these interventions is an impressive 20% increase in downforce compared to the 488 GTB. EXHILARATING DRIVING PLEASURE The vehicle dynamics were designed to enhance driving pleasure and make the car’s full potential available to all drivers, professional or otherwise. The objective was to make the car’s performance on the limit easier to reach and control. This was achieved by synergies between the development of the mechanical set-up and the electronic dynamic controls integrated into version 6 of the Side-Slip Angle Control system. SSC 6.0 incorporates all the following systems: E-Diff3, F1-Trac, the magnetorheological suspension (SCM) and, for the first time ever, the Ferrari Dynamic Enhancer. The FDE features a world-first: it uses Ferrari software to adjust the brake pressure at the callipers. A POWERFUL, EFFICIENT DESIGN The design of the Ferrari 488 Pista is focussed on functional aerodynamic concepts while the cockpit is pared back in keeping with its very sporty vocation. Ferrari Design used innovative elements, such as the aerodynamic S-Duct at the front, as an opportunity to visually shorten the car’s nose, creating an original floating wing effect. The racing livery colour scheme is an integral part of the design of the car and the way it dives into the S-Duct underscores the berlinetta’s compact yet imposing forms. Contrasting edging on the aerodynamic elements on the bumpers and flanks add structure to the design. The concept of the front is echoed in the dolphin-tail rear spoiler which appears suspended to provide an impression lightness and efficiency, while the rear volumes add a sense of power to the tail.
    1 replies | 95 view(s)
  • Sticky's Avatar
    Yesterday, 12:00 PM
    The specs for the new 991.2 generation 911 GT3 RS were already leaked a couple weeks ago but Porsche now officially took the wraps off the more hardcore and most powerful GT3 to date. Damn is it an amazing machine. Porsche is asking $188,500 for the GT3 RS with an optional Weissach package for $18,000. At that point, you might as well opt for the $13k magnesium wheels too. Frankly, even if you do have the coin the RS models were all spoken for a while ago. Porsche will reward their loyal customers. In other words, the guys with the big bucks. It is somewhat interesting that in the turbo era the most desirable Porsche models continue to be naturally aspirated. The GT3 is just special. Let's hope they never stop building it.
    0 replies | 165 view(s)
  • Rob@RBTurbo's Avatar
    Today, 08:38 AM
    Would be neat and sure we would see some crazy improvement- but still wouldn't be in the same classification per all of the same descriptive above. Rob
    69 replies | 9220 view(s)
  • BLKROKT's Avatar
    Today, 02:36 AM
    FYI the ZP designation is just like Mercedes’ MO. The tire has runflat-like capabilities in an emergency, but is not a true runflat. There is very little difference between the PSC2 ZP and regular. The other question about whether it is comparable to a Trofeo R or not is debatable. I like the PSC2’s for their durability, and find that they are as good as any other streetable R-comp I have run. Except for the Trofeo R which is in another league of stickiness but lasts for like 6 laps. The Performante is likely closer to those other cars with identical tires, but at the end of the day tires don’t make for that entire gap.
    8 replies | 107 view(s)
  • Brule's Avatar
    69 replies | 9220 view(s)
  • rileyg's Avatar
    79 replies | 4262 view(s)
  • bigdnno98's Avatar
    Yesterday, 07:43 PM
    It's going to have to be a higher performing engine or there won't be enough difference from an M6 to justify what is going to be a pretty hefty price tag. I'm guessing more HP/TQ than an M5/M6, and its going to have to be even lighter than an M6. That price tag though..... Its going to be nuts.
    5 replies | 728 view(s)
  • alex@ABRhouston's Avatar
    Yesterday, 07:14 PM
    Bruh- for serious. If it starts with "I read on the forums" or "I had it at another shop" or "I had xxxx replaced" it instantly goes to a retainer fee until we sort out what the issue is. I don't mind fixing other people's problems, but I'm not going to do it for free or cheap.
    2 replies | 428 view(s)
  • gaspam's Avatar
    Yesterday, 06:07 PM
    I keep hearing some people are making one but never see it... I know space is a limiting factor under the hood so what about a killer chiller or something similar? Forge has a larger heat exchanger but the IC remains the same small core... part 8 in the pic is the IC and it feeds both turbos (M5 and E63 have separate IC's for each turbo) Its just kinda crazy, with RS7 being so potent on stock turbos pretty quickly after they initially came out, that in all the time since then we havent seen more than 2- 3 people finding a way to successfully run upgraded turbos.
    14 replies | 256 view(s)
  • johneastvold's Avatar
    Yesterday, 06:04 PM
    well, looks like that will be my new fuel system here soon. will be glad to be back on a gintani tune. miss that burble
    1 replies | 141 view(s)
  • Ericbh77's Avatar
    Yesterday, 05:48 PM
    Haven't posted in awhile. Car has been going thru it's tuning stages and engine break in. Trying to log and tune with traction control off but it keeps blowing tires off in 4th gear at 80 mph. Other than that the car runs great, especially with traction control on but can't log with that because it skews the readings off. Will probably have to finish tuning on a dyno where I can strap it down real good. Will have some logs ans dyno data to post real soon.
    79 replies | 4262 view(s)
  • Stevenh's Avatar
    Yesterday, 05:14 PM
    You would think so. Just bypass or eliminate OEM unit and go air to air if anything...
    14 replies | 256 view(s)
  • Sticky's Avatar
    14 replies | 256 view(s)
  • Sticky's Avatar
    Yesterday, 04:47 PM
    Heh, no kidding. On paper. When geared, nope.
    6 replies | 323 view(s)
  • gaspam's Avatar
    Yesterday, 04:27 PM
    from what I've heard the IC is the bottleneck... even TTE admitted on an audi forum that without improved IC capacity/Flow, that their turbo upgrades didnt perform much better than stock
    14 replies | 256 view(s)
  • 93siro's Avatar
    Yesterday, 04:16 PM
    As i said i don't trust the numbers on net. The S62 for instance is listed as 150kg in many different sources. Nonsense! I go by my own personal experience and from back of my head the S54 was slightly heavier than a M62 Vanos which we weighed. The S62 should be not far from M62. Not the best way of comparing, but again i don't take the net seriously because there are too many variables to go by when you take numbers from different sources. Simplicity of the swap, true, but capability is all S65. NA or boosted. True, but for simple bolt-ons and even cams, the S62 gives you more area under the curve. Stroker S65's though, totally different story i agree. Same as boost.
    6 replies | 323 view(s)
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