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  • Sticky's Avatar
    07-15-2015, 05:21 PM
    N54 turbo inlets. This topic has caused a civil war on the BimmerBoost forums. TFT (Trueform Technologies) weighed in on the controversial topic and posted results with their inlet and charge systems. The numbers they are showing certainly are impressive. How does 670 horsepower to the wheels on an E70 blend with an FFtec inline LPFP pump upgrade sound? No port injection here: Original RB Turbos (cast wheels) TFT Inlet System and Charge System AMS Intercooler, AR Downpipes Tuned by Brian@TFT, via MHD Flasher Regarding the inlets, TFT stated the following: "With the rapid roll-out of these cheap inlet systems put together as afterthoughts hitting the market soon, one can't help but reference the timeless phrase: "You get what you pay for", and while some replica inlet systems might appear similar to the TFT Inlet Systems from afar, the important value is in the details. With that in mind, here is the latest from the TFT 335i - showing how effective, powerful, and issue-free the right parts (and the right combination of parts) can truly become. Next up: custom billet compressor wheels (properly sized of course) and 700whp!" This car is clearly capable of much more. We will see what they hit as the N54 inlet war rages on.
    279 replies | 1903 view(s)
  • Sticky's Avatar
    07-07-2015, 03:06 PM
    People are already asking about it though so we will start accepting people for open spots. Priority goes to last year's participants. The format will be the exact same except with three commissioners. If you wish to be a commissioner you can apply now and it will be determined based on league votes. Policy changes in the league will be based on commissioner votes. We did $100 last year and it kept everyone involved for the most part. I'm happy to do $100 again as I doubt most will go for more: Payout at $100 would be as follows: 1st place: $900 2nd place:$200 3rd place: $100 Payments through paypal. Address: admin@boostaddict.com This is last year's roster and people on it get priority for this year. There are currently three open spots: 1. @Sticky PAID 2. @135pats PAID 3. @chrisisnapping PAID 4. @Legionofboom PAID 5. @Terry@BMS PAID 6. @nafoo PAID 7. @Group.america PAID 8. @zeenon53 PAID 9. @Tony@VargasTurboTech PAID 10. cadillacgrills PAID 11. open 12. open There will be a trophy this year as well that goes to the winner. I'm thinking about making my own trophy. Welding some old turbo on some wood. Something like that. Thoughts?
    236 replies | 2623 view(s)
  • Sticky's Avatar
    07-08-2015, 09:03 PM
    A lot of great action in this video here! It starts out with a three-way race between E60 M5's with different modifications but all naturally aspirated. The camera car is the blue E60 M5 in lane three that features an Evolve Automotive tune along with the Evolve tubular headers. It is the headers that make the biggest difference here and it shows as the two black E60 M5's get a large jump but the blue E60 M5 camera car is able to run them down pulling harder up top. The basic mods between all three are the same with each featuring intake scoops, an underdrive pulley, cats deleted, and a tune. If anyone was wondering if headers make a large difference wonder no more. The second run between the trio features a far more even start. The blue E60 M5 again demonstrates its top end power superiority pulling past the other two. The other two M5's are basically neck and neck as they should be. The amount of weight in the car is enough to separate them. The third run again has the blue M5 pulling decisively and at this point it is well established it is the fastest out of trio. The fourth race is the one that is most interesting putting things in context as the fastest E60 M5 takes on a Stage I BMS tuned F10 M5 that is tune only. The S85 V10 top end shows well here against the F10 M5 which gets pulled. They run again and the race is closer but the E60 M5 again pulls up top. The F10 M5 looks to be running a very mild map based on the result but the S85 V10 strength is top end highway runs and it shows. A great video with great races.
    101 replies | 2173 view(s)
  • 5soko's Avatar
    07-06-2015, 08:55 AM
    Some really interesting races here... All mods listed in the video.. Skip to 4:00 mark to see the F10 M5 Jb4 vs the Evolve modded with long tube headers E60 M5
    101 replies | 1137 view(s)
  • Sticky's Avatar
    06-30-2015, 02:21 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    52 replies | 5092 view(s)
  • Sticky's Avatar
    07-14-2015, 03:22 PM
    Impressive power here numbers from the upcoming FSR Motorsport E46 M3 turbo kit. This kit is not yet released and BimmerBoost explored this turbo option last week. BimmerBoost member @6spd_legend has the pre-production kit and his car showed an impressive 720 horsepower to the wheels at 19 psi. Torque is at 538 lb-ft at the wheels and yes this on a completely stock E46 M3 S54 motor: Tuning is done through the AEM Infinity standalone engine management unit. As far as pricing, the kit is expected to come in at $9k and goes up from there with additional options such as larger injectors and upgraded fuel pumps. Further details: We're selling our Pre-Production S54 turbo kit. This kit is dyno proven to make 650whp in current setup. You can add larger injectors, additional fuel pumps or a larger turbocharger to make even more power. The kit contains the following used components: Precision 6466 dual ball bearing turbocharger, Turbosmart Hypergate45, FSR stainless steel tubular manifold, stainless steel dump tube, FSR stainless steel downpipe/midpipe combo that mates to OE exhaust, 6061 AL hot and cold side intercooler piping, Precision 31 1/2"L X 8.0"H X 3 1/2"D Intercooler with mounting brackets, turbosmart Raceport blow off valve, FSR fabricated intake manifold, intake with filter, oil feed and return lines with fittings, black couplers, SS clamps, FSR motor mount w/ bushing, hardware to mount turbo/manifold/intercooler, boost actuated exhaust cutout. You also get the following NEW items: AEM Infinity pkg for E46 M3 (includes AEM Infinity ECU, adapter harness, 5 bar SS map sensor, 150psi fuel pressure sensor, intake air temp sensor, wideband adapter harness, wideband sensor, boost control solenoid), Fuel Injector Clinic (FIC) 1100cc Hi Impedance fuel injectors, Walbro E85 compatible 400lph fuel pump (also called the 460/465/485) and Radium Engineering E46 M3 fuel pump install kit. It has been used on our shop car for dyno and road testing so it does show a little wear.
    82 replies | 1767 view(s)
  • Sticky's Avatar
    06-30-2015, 01:25 AM
    Now before anyone takes these results out of context BimmerBoost would like to explain these are low boost shakedown passes. Only 21 psi out of the Motiv 900 kit is hardly pushing it. It is capable of much more. We also expect to see much more out of this car. Over 130 miles per hour of trap speed in the 1/4 mile on low boost on a manual 335i certainly is respectable though. The car was running pump gas, the Motiv port injection fuel system, twin disc clutch upgrade, and tuning through a Cobb AP. Street tires and not drag rubber on this pass as well. The turbo is theoretically capable of over 40 psi of boost but pushing a stock motor to that level is not advisable (that is reserved for Dyno bragging). Let's say with 30+ psi though and some E85 we could finally see some eye opening numbers on the drag strip from the N54. It's time.
    40 replies | 2287 view(s)
  • Sticky's Avatar
    07-09-2015, 07:43 PM
    This certainly was unexpected but also shows just how large and powerful ECS Tuning has become. Turner Motorsport is a BMW aftermarket mainstay with far reaches throughout the community for several generations of BMW models now. ECS Tuning somehow was able to come to terms on acquiring Turner. Turner Motorsport has increasingly focused on racing and owner Will Turner likely intends to continue his racing programs and even expand them. A giant cash influx certainly won't hurt in that regard and word on the street is he will continue to be involved in day to day operation and his position will be president of the Turner Motorsport division. ECS has expanded its reach and much respect to them in regards to their success and acquisition. ECS Tuning Announces Acquisition of Turner Motorsport Wadsworth, Ohio, July 6, 2015 – ECS Tuning, LLC (“ECS”), a leading global engineering and ecommerce retailer of European automotive performance parts and accessories, announced today the acquisition of Turner Motorsport LLC (“Turner Motorsport”), an industry leading ecommerce retailer for BMW performance parts and accessories. ECS is one of the web’s most popular destinations for European car enthusiasts (www.ecstuning.com). The company is distinguished by its highly engineered proprietary products and ever-expanding parts catalog featuring more than 1.4 million SKUs for BMW, Audi, Mercedes-Benz, Mini, Porsche and Volkswagen. The addition of Turner Motorsport will make ECS a premier destination for BMW parts online and will enable both companies to offer a broader selection of high quality engineered solutions and enhancements for the BMW marketplace. “Turner Motorsport has always been dedicated to providing customers with the highest quality performance parts and accessories for BMWs,” said Will Turner, founder of Turner Motorsport. “I have a lot of ideas for new products and I’m excited that as part of the ECS family, we can bring those to life more quickly and offer an even broader selection of products to BMW owners, enthusiasts and racers.” Turner confirmed that the Turner Motorsport Racing team will remain unchanged, with ECS and Turner Motorsport continuing as primary sponsors. Turner founded Turner Motorsport in 1993 to provide enthusiasts with high performance products and accessories for their BMW. With its focus on customer service, leading performance products, and in-house R&D, the company has developed a noteworthy reputation in the marketplace for high quality products, many of which are featured on the championship-winning Turner Motorsport Racing team vehicles. Will Turner will remain with the company as president of the Turner Motorsport Division. “ECS is thrilled to partner with Will Turner,” said Tom Demrovsky, co-CEO of ECS. “Will shares our passion for European cars and Turner Motorsport is an excellent addition to the ECS family that allows us to better serve our customers. In addition, we look forward to leveraging our combined R&D efforts to introduce more industry-leading products across all of our vehicle makes.” “Will is widely respected in the BMW enthusiast and racing circles, and we’re excited that he’ll be part of the combined ECS and Turner Motorsport team. We also look forward to welcoming the additional expertise of the broader Turner Motorsport team to the ECS family,” added Brian Demrovsky, co-CEO of ECS. Based in Wadsworth, Ohio, ECS is owned by Bertram Capital, the company founders, and management. About ECS Headquartered in Wadsworth, Ohio, ECS is a leading global e-commerce platform for Audi, BMW, Mercedes-Benz, Mini, Porsche and Volkswagen automotive parts. The company offers a diversified product portfolio covering the full spectrum of genuine, aftermarket, and performance parts. ECS has a content-rich catalogue of more than 1.4 million parts from leading automotive brands, including its owned brands: ECS Tuning, Ziza, Alzor, Bremmen, and Schwaben. Visit www.ecstuning.com for more information. About Turner Motorsport Founded in 1993 in Amesbury, Massachusetts with a deep heritage in performance racing, Turner Motorsport is dedicated to developing, manufacturing and retailing high performance BMW parts and accessories. Visit www.turnermotorsport.com for more information.
    41 replies | 1960 view(s)
  • Sticky's Avatar
    06-29-2015, 06:49 PM
    In this new era that puts a premium on efficiency and emissions (as well as parts sharing among motors) the major German brands have all gone to turbocharged and direct injected V8's for their sedans. In the past BMW had a high revving V10, Mercedes a supercharged V8, and Audi a twin turbo V10. Today we do not see vastly differing approaches. That is not to say the engines are all the same as they are not. There are significant design differences which we will explore in this article. They all are turbocharged however with direct fuel injection and all are V8 designs. Let's start by taking a look at the 4.4 liter BMW S63TU. The S63TU is based on the N63 4.4 liter V8 design. The 'S' designates a motor with engineering from the M division. The 'TU' designates a technical update. The N63TU received BMW's Valvetronic variable valve lift system as the did the S63TU which separates them from them from the standard N63 and S63 motors. In the case of the S63TU it also gets a compression bump to 10.0:1 and its peak boost pressure is stated by BMW to be 22 psi. BimmerBoost previously compared the N63 and S63 designs but will now be looking at the S63TU variant that sees duty in the F10 M5 and F13 M6. What is important to note in the S63 engine design is that it features a pulse tuned, cross engine exhaust manifold. This design of the manifold is illustrated well here: The color coded sections give an idea of how this works. The twin scroll turbochargers receive exhaust pulses from both banks, not just one. This is the main difference between the S63 architecture featuring twin scroll turbos and the N63 architecture using single scroll turbos. The S63 turbos are effectively receiving more exhaust pulses. This is part of the reason the S63TU makes more efficient use of its same 4.4 liter displacement and has greater output. This brings us to the Mercedes AMG M157. Out of the modern German twin turbo V8 motors AMG offers the largest displacement at 5.5 liters. This is great for low end torque and turbo spool. The AMG design is quite different from BMW. You will not find the trick exhaust manifolds with the turbos top mounted in the V or valley of the motor. The M157 uses a more traditional layout. It does not feature twin scroll turbos but does feature variable valve timing and direct fuel injection of course. Cooling is courtesy of water to air intercoolers. The M157 is more of a brute force approach. It's a big V8 with boost so of course it will make power. Speaking with certain tuners they believe the M156 and M159 were better motors than the M157. They had to rev high to make their power though and the M157 with its 6400 rpm redline does not courtesy of the turbo boost. Mercedes-AMG themselves has adopted a more advanced design for their new 4.0 liter twin turbo M177/M178 V8 with top mounted turbos located in the V of the motor. On the surface it is a very similar design to the Audi 4.0 TFSI V8 which we will now explore. The Audi V8 has the smallest displacement out of the bunch at 4.0 liters. Audi seems to know this and therefore built a very efficient design that responds very well to tuning. You will see that for yourself in the output comparison stock and tuned later on. It is as if Audi designed this motor to be tuned. The engine has top mounted turbos, twin scroll turbochargers, variable camshaft timing, and direct fuel injection of course. The twin scroll turbochargers are the main difference between the standard S6/S6 4.0 TFSI V8 with single scroll turbochargers and the RS6/RS7 design. The S6, S7, RS6, and RS7 all have the same 10.1:1 compression ratio. Audi explains the design choices as well as why they did not go the VTG (Variable Turbine Geometry) route well here: Despite the displacement disadvantage it really isn't giving much of anything up to the big boys offering 560 horsepower in the RS6/RS7 and 516 lb-ft of torque. This is less torque than the 590 lb-ft offered by the 2015 E63 AMG but actually more than the BMW F10 M5 500 lb-ft interestingly enough. At least on paper. AudiBoost will explore this motor in much further detail in a dedicated article later this week. Which brings us to the last motor fittingly as it feels a bit dated. The Porsche 4.8 turbo V8 is not a bad engine by any means. All it really happens to be though is a minor evolution of the original Cayenne Turbo 4.5 liter V8. Porsche gave it a bit more displacement and direct injection to update it since the V8's introduction in 2003. The Panamera Turbo and Turbo S may be the most expensive but when it comes to performance they lag behind the others. In straightline performance, specifically. Perhaps that is why it has a dry sump oiling system as it is not just a dragster. The Turbo S is rated at 570 horsepower and 553 lb-ft of torque for the $180k it costs but in practice it has less power and torque than any of these motors when wheel output is considered and namely when tuned. It does have an overboost feature which bumps torque to 590 lb-ft for short bursts which is something similar to a factory tune. As stated, it is not a bad motor but it just feels a bit dated. The Panamera has a playful chassis but it is a heavy car and even the mighty Turbo S can not keep up with the M5, RS7, or E63 AMG S. Here is a comparison chart to make it easy to identify the specifications of each motor: Engine: BMW S63TU AMG M157 Audi 4.0 TFSI Porsche 4.8 Displacement: 4395cc 5461cc 3993cc 4806cc Bore x Stroke: 89x88.3mm 98x90.5mm 84.5x89mm 96x83mm Horsepower: 560/575 577 560 520/570 Torque lb-ft: 500 590 516 516/553 Boost Pressure: 22 psi 14.5 psi 14.5 psi 12.3/13.5 psi Compression: 10.0:1 10.0:1 10.1:1 10.5:1 Redline/Fuel cut: 7100 6400/6600 6600 6500/6700 Valvetrain: DOHC 4V DOHC 4V DOHC 4V DOHC 4V Fuel Injection: Direct Direct Direct Direct With the factory specs out of the way we can now take a look at what these cars really put down to the wheels. These were all recorded on the Eurocharged all wheel drive Dynojet completely stock. Same fuel, same dyno. It does not get much more uniform than that: Now, the Mercedes fanboys are probably in an uproar right now due to this graph. Relax gentlemen, this is a E63 M157 dyno of a base care before the facelift and without the Performance Package option. The E63 AMG launched before the RS6/RS7 and the F10 M5 offering its M157 in a 518 horsepower state of tune. The following graph shows how things have evolved. The M5 is also a Competition Package car and not a standard M5. Turbo motors are allowing manufacturers to play with the output through software alone to top each other (and keep costs down). This is what an E63 AMG 4Matic looks like today: This is the E63 AMG S 4MAtic: That is quite the spread from the original pre-facelift and pre-4Matic all wheel drive E63 AMG S being sold today, eh? Mercedes now only sells the 4Matic E63 AMG S in the USA. The E63 has grown mostly through just software changes from the original 458 horsepower and 465 lb-ft of torque at the wheels to the 541 horsepower and 579 lb-ft of torque at the wheels you see now. Interesting how AMG responded, eh? BMW is also playing software games as here is a standard F10 M5: BMW with the Competition Package which gives the S63TU different engine tuning software increases output by 20 wheel horsepower and 28 lb-ft of torque at the wheels. Each manufacturer is very much aware of what the other is really putting out. This is a horsepower war yet they all are just trying to stay close to one another without taking things too far. They could each increase output further if needed and they each know it. Look at this aftermarket tune comparison courtesy of Eurocharged: They all end up surprisingly close to each other, don't they? The M5 has the least torque by a paltry ~30 lb-ft at the wheels compared to the others but clearly revs the highest so BMW can make up the displacement disadvantage that way through gearing. The RS7 is also making nice power up top though and interestingly despite being the smallest motor has the most torque tune only at 668 lb-ft. Do you think Audi did not know what they were doing? They gave the RS6/RS7 4.0 TFSI this kind of room for tune only gains so they would be right there with the E63 and M5 despite the heavy all wheel drive chassis and small 4.0 liter motor. This is all calculated. The M157 clearly revs the lowest out of the bunch but its displacement is helping it out with good torque down low. The Audi 4.0 TFSI V8 is still matching it yet revving out higher. It also offers more torque and power than the M5 S63TU up top until roughly 6900 rpm thanks to the increased rev limit from Eurocharged. The M5 revs a bit higher than this but it's torque and power are both lower than the 4.0 TFSI V8 before and after this rpm point. The motor that looks the most impressive is actually the smallest, go figure. You might notice the Panamera Turbo V8 is absent. It is difficult to get Dynojet graphs of the motor and we tried. The best we could do is this Mustang graph of a Panamera Turbo from Switzer before and after their turbo upgrade package: You will notice the Panamera Turbo is offering output closer to the pre-facelift E63 AMG than where the German performance sedans are now. Despite the crank horsepower and torque ratings AMG, M, and Audi are offering far stronger motors. It really takes a turbo upgrade for the Panamera Turbo to match the tuned examples from the others. There you have it. The twin turbo V8 era brings with it easy tunability and the manufacturers are all aware of this. They are positioning themselves to be close stock and tuned. If this network was to pick the most impressive motor though it would be the Audi 4.0 TFSI V8 followed by the BMW S63TU. The M157 is just taking more of a brute force than finesse approach and AMG themselves is changing the design now with the M177/M178 introduction. Porsche of course in this mid-size class is outgunned by all of them but this will change with the next generation Panamera. All turbocharged V8's, all direct injected, and all with basic similarities but different approaches. Is this era boring or exciting? You decide.
    20 replies | 4230 view(s)
  • Sticky's Avatar
    06-30-2015, 02:12 PM
    Last week CaddyBoost commented on the spectacularly fast ATS-V test numbers Car and Driver somehow managed to achieve which blew their previous test figures out of the water. It is starting to make more sense as those test figures appeared in this comparison test of the ATS-V versus the BMW M3 and Mercedes-AMG C63 S. If we knew those figures were recorded for this test we would have stated Cadillac may have sent a tweaked ATS-V to Car and Driver. Maybe they changed the software on all ATS-V's. Either way, something happened and the ATS-V is now spectacularly fast. Speaking of which, the C63 AMG S is not recording any spectacularly fast times. At least not in this comparison. Of all the races we have seen between the C63 AMG S and the M3/M4, the AMG takes the victory and somewhat easily. So how is the C63 AMG S only trapping 116 in the 1/4 mile which is a mile per hour less than the M3 and how is it getting beaten to 100 miles per hour and 150 miles per hour by the M3? We can not explain it. Is Car and Driver just throwing together test figures from different days for the cars? That certainly is how it feels. The numbers do not make sense in context. The ATS-V may actually be as fast as they are saying despite the previous slow tests from more than one source but that would mean it blows the C63 AMG S away. It's not even close with their claimed 6 miles per hour trap speed spread. What this network thinks is that the C63 AMG S would be the highway king out of these three. The acceleration numbers are puzzling. As far as the weights there is no surprise that the M3 is the lightest at 3608 pounds followed by the ATS-V at 3800 pounds and the C63 AMG S at 3939 pounds. The W205 C-Class is not the lightweight car Mercedes claimed it would be. In all fairness, the F80 M3 missed its weight target too. The M3's weight advantage pays dividends in the slalom posting the fastest time follow by the ATS-V and the C63 AMG S. The Caddy does record the best skidpad figure at 1.02g followed by the C63 AMG S at .98g and the M3 at .97g. BMW's 50/50 weight distribution is simply a myth in the turbo era. The cars have more weight on the nose and Car and Driver records 52.1/47.9 front to back. The ATS-V and C63 AMG S fair no better with 52.5/47.5 and 54.3/45.7 front to back respectively. Out of the trio the car chosen is the M3 finishing in first place. They comment that it is the lightest and leanest but criticize the brakes which seems to always be a point of criticism on BMW's and BMW just can't get it right. The Cadillac's handling is said to be better and the AMG braking is set to be better yet they still pick the M3 due to it being the better all around package. The Cadillac ATS-V wows with its eye opening (and suspicious) numbers but its overall package and namely the interior is behind the other two. The engine also receives criticism for being 'dull' whatever that means. Its sound is criticized yet BMW is faking their engine sound with synthetic engine noise through the speaker system. The ATS-V is said to be the best handling car offering the best steering feel and brake feel yet it loses out because of the lack of refinement. Cadillac is almost there. Almost. The AMG's transmission is criticized but it's V8 engine is praised despite putting up the slowest numbers. We still do not understand how the most powerful motor out of the group is somehow putting up the slowest numbers when all independent testing shows us it should be the fastest. Something is off here and perhaps Car and Driver got some 'magazine specials' to test. It's becoming harder and harder to trust these test results. Make of it what you will.
    52 replies | 497 view(s)
  • Sticky's Avatar
    07-23-2015, 10:00 PM
    This is definitely going to upset the AMG fanboys as the M157 5.5 liter twin turbo V8 motor in the E63 AMG has enjoyed an advantage over the M5 S63TU 4.4 liter twin turbo V8 for some time in the aftermarket. F10 M5 S63TU tuning evolved considerably since flash tuning solutions were released this year and it shows. In the left lane you have a pre-facelift E63 AMG model which means it is rear wheel drive and does not have 4Matic all wheel drive. The F10 M5 in the right lane is also rear wheel drive of course. Both cars have flash tunes from Eurocharged and both cars have catless downpipes. This is as close to apples to apples as you will get. The cars go at it from a low speed roll and the E63 has a slight jump. The F10 M5 on the gearshifts catches up and it certainly looks like the DCT transmission in the M5 is providing an advantage compared to the E63 AMG MCT automatic. The M5 ends up pulling past the E63 and up top despite starting behind it. Certainly an impressive display by the M5.
    42 replies | 1040 view(s)
  • Sticky's Avatar
    07-03-2015, 03:07 PM
    This picture says quite a lot. Namely that the oem BMW 335i N54 turbos are tiny. Fortunately there are two of them but when seeing the size of the turbo compared next to a GTX30R the N54 oem turbocharger looks like a little itty bitty baby turbocharger does it not? That is what makes the fact these OEM housings are hitting almost 700 wheel horsepower all that more impressive. It truly is remarkable when put in this type of context. It also shows just how good of a job the turbo vendors are doing on the platform.
    21 replies | 2751 view(s)
  • Sticky's Avatar
    07-21-2015, 03:02 AM
    This era of engine efficiency is bringing with it turbochargers and smaller motors. With naturally aspirated high revving motors being slowly phased out (with exceptions) redlines have dropped a bit. This affects even lofty producers such as Ferrari who historically managed to offer some of the highest revving motors seen in production cars. You will notice however that naturally aspirated motors still dominate when it comes to high revs. This list is in order of highest to lowest redline. It also favors new motors and not motors being phased out. That means we did not omit the M159 V8 of the Mercedes SLS Black Series we simply realize it has reached the end of its lifespan and the M178 twin turbo V8 is replacing it. The same reasoning is why we do not list the Ferrari 458 naturally aspirated V8 but instead the 488 GTB turbocharged successor taking its place. Enjoy the 2015 list. 1. Ferrari LaFerrari - 9250 rpm 6.3 liter V12 Horsepower: 789 Torque: 663 lb-ft Bore x Stroke (mm): 94.0 x 75.2 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4564.304 2. Porsche 918 Spyder - 9150 rpm 4.6 liter V8 Horsepower: 608 Torque: 398 lb-ft Bore x Stroke (mm): 95.0 x 81.0 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4863.189 3. 2015 Porsche 911 (991) GT3 - 9000 rpm 3.8 liter flat-6 Horsepower: 475 Torque: 324 lb-ft Bore x Stroke (mm): 102.0 x 77.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4576.772 4. 2015 Porsche 911 (991) GT3 RS - 8800 rpm 4.0 liter flat-6 Horsepower: 500 Torque: 338 lb-ft Bore x Stroke (mm): 102.0 x 81.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4706.037 5. Audi R8 - 8700 rpm 5.2 liter V10 Horsepower: 540/602 Torque: 398/413 lb-ft Bore x Stroke (mm): 84.5 x 92.8 Fuel Injection: Dual direct and port Aspiration: Natural Piston Speed FPM: 5297.638 6. McLaren 650S/675LT - 8500 rpm 3.8 liter V8 Horsepower: 641/666 Torque: 500/515 lb-ft Bore x Stroke (mm): 93.0 x 69.9 Fuel Injection: Port Aspiration: Turbo Piston Speed FPM: 3898.622 6. Ferrari F12 - 8500 rpm 6.3 liter V12 Horsepower: 731 Torque: 508 lb-ft Bore x Stroke (mm): 94.0 x 75.2 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4194.226 6. Audi RS5 - 8500 rpm 4.2 liter V8 Horsepower: 450 Torque: 317 lb-ft Bore x Stroke (mm): 84.5 x 92.8 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 5175.853 6. Lamborghini Huracan - 8500 rpm 5.2 liter V10 Horsepower: 602 Torque: 412 lb-ft Bore x Stroke (mm): 84.5 x 92.8 Fuel Injection: Dual direct and port Aspiration: Natural Piston Speed FPM: 5175.853 10. McLaren P1 - 8300 rpm 3.8 liter V8 Horsepower: 727 Torque: 537 lb-ft Bore x Stroke (mm): 93.0 x 69.9 Fuel Injection: Port Aspiration: Turbo Piston Speed FPM: 3806.89 11. Lamborghini Aventador 8250 rpm 6.5 liter V12 Horsepower: 691 Torque: 508 lb-ft Bore x Stroke (mm): 95.0 x 76.4 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 4135.827 12. Ford Shelby GT350 - 8200 rpm 5.2 liter V8 Horsepower: 526 Torque: 429 lb-ft Bore x Stroke (mm): 94.0 x 93.0 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4950.131 13. Ferrari 488 GTB - 8000 rpm 3.9 liter V8 Horsepower: 661 Torque: 561 lb-ft Bore x Stroke (mm): 86.5 x 83.0 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4356.955 14. Porsche Boxster and Cayman, S, and GTS - 7800 rpm 2.7/3.4 liter flat-6 Horsepower: 275/325/340 Torque: 213/272/280 lb-ft Bore x Stroke (mm): 89.0 x 72.5 / 97.0 x 77.5 / 97.0 x 77.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 3710.63 / 3966.535 14. Porsche 911 Carrera, Carrera S, and GTS - 7800 rpm Horsepower: 350 / 400 / 430 Torque: 287 / 325 / 325 lb-ft Bore x Stroke (mm): 97.0 x 77.5 / 102.0 x 77.5 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 3710.63 / 3966.535 16. Ferrari California T - 7500 rpm 3.85 liter V8 Horsepower: 552 Torque: 557 lb-ft Bore x Stroke (mm): 86.5 x 82.0 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4035.433 16. Nissan 370Z Nismo - 7500 rpm 3.7 liter V6 Horsepower: 350 Torque: 276 lb-ft Bore x Stroke (mm): 95.5 x 88.4 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4350.394 16. BMW F80 M3 / F82 M4 - 7500 rpm 3.0 liter inline-6 Horsepower: 425 Torque: 406 lb-ft Bore x Stroke (mm): 84.0 x 89.6 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4409.449 19. Subaru BRZ / Scion FR-S - 7400 rpm 2.0 liter boxer four Horsepower: 200 Torque: 151 lb-ft Bore x Stroke (mm): 86.0 x 86.0 Fuel Injection: Dual direct and port Aspiration: Natural Piston Speed FPM: 4175.853 20. Aston Martin V8 Vantage - 7300 rpm 4.7 liter V8 Horsepower: 430 Torque: 346 lb-ft Bore x Stroke (mm): 91.0 x 91.0 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4358.924 21. Maserati GranTurismo - 7250 rpm 4.7 liter V8 Horsepower: 444 Torque: 376 lb-ft Bore x Stroke (mm): 94.0 x 84.5 Fuel Injection: Port Aspiration: Natural Piston Speed FPM: 4019.849 22. AMG GT S 7200 rpm 4.0 liter V8 Horsepower: 503 Torque: 479 lb-ft Bore x Stroke (mm): 83.0 x 92.0 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4346.457 22. Porsche 911 Turbo S 7200 rpm 3.8 liter flat-6 Horsepower: 560 Torque: 516 lb-ft Bore x Stroke (mm): 102.0 x 77.5 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 3661.417 22. BMW F10 M5 / F13 M6 - 7200 rpm 4.4 liter V8 Horsepower: 560/575 Torque: 500 lb-ft Bore x Stroke (mm): 89.0 x 88.3 Fuel Injection: Direct Aspiration: Turbo Piston Speed FPM: 4171.654 25. Porsche Panamera GTS 7100 rpm 4.8 liter V8 Horsepower: 440 Torque: 384 lb-ft Bore x Stroke (mm): 96.0 x 83.0 Fuel Injection: Direct Aspiration: Natural Piston Speed FPM: 3866.798 Complete list: 1. Ferrari LaFerrari - 9250 rpm 2. Porsche 918 Spyder - 9150 rpm 3. 2015 Porsche 911 (991) GT3 - 9000 rpm 4. 2015 Porsche 911 (991) GT3 RS - 8800 rpm 5. Audi R8 - 8700 rpm 6. McLaren 650S/675LT - 8500 rpm 6. Ferrari F12 - 8500 rpm 6. Audi RS5 - 8500 rpm 6. Lamborghini Huracan - 8500 rpm 10. McLaren P1 - 8300 rpm 11. Lamborghini Aventador 8250 rpm 12. Ford Shelby GT350 - 8200 rpm 13. Ferrari 488 GTB - 8000 rpm 14. Porsche Boxster and Cayman, S, and GTS - 7800 rpm 14. Porsche 911 Carrera, Carrera S, and GTS - 7800 rpm 16. Ferrari California T - 7500 rpm 16. Nissan 370Z - 7500 rpm 16. BMW F80 M3 / F82 M4 - 7500 rpm 19. Subaru BRZ / Scion FR-S - 7400 rpm 20. Aston Martin V8 Vantage - 7300 rpm 21. Maserati GranTurismo - 7250 rpm 22. AMG GT S 7200 rpm 22. Porsche 911 Turbo S 22. BMW F10 M5 / F13 M6 - 7200 rpm 25. Porsche Panamera GTS 7100 rpm
    26 replies | 1830 view(s)
  • Hipressr's Avatar
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  • Sticky's Avatar
    06-30-2015, 05:00 PM
    So I started development of a new GPS performance box. The idea is to have something cheaper and superior to the VBOX. I'm not going to go into all the details as others will just try to rip me off. Anyway, I invited @dmacpro91 to the project as I offered to pay him to do the mobile development. He asked for a % of the sales for the lifespan of the product and I said no but said I would pay him for his work. Well, now he is trying to take my ideas and produce his own. I already got ripped off on the BimmerBoost free software trying to work with people who used it to develop paid options and now I'm getting ripped off again. Want proof? I discussed this with him months ago and invited him to the team. I should have known better: Now he's trying to steal my ideas and project for himself. I keep getting stabbed in the back when I'm just trying to make products to help people in the performance automotive community. Well I'm not going to let this one slide.
    27 replies | 1055 view(s)
  • Sticky's Avatar
    07-10-2015, 08:36 PM
    The demise of HPF (Horsepower Freaks) left somewhat of a void in the BMW E46 M3 turbo scene. Legitimate BMW forced induction specialists stepped in to fill that void and there are options from Maximum PSI on the factory ECU and Saad Racing using aftermarket ECU's. FSR Motorsport in California is preparing a turbo kit based around the AEM Infinity engine management system. So what else can we tell you about their offering? Not much other than they will use a Precision turbocharger. There is literally nothing else to share except a video of the FSR development car on the dyno but a dyno video without a graph or details is rather pointless. Will this be a solid option on the platform? Maybe. They have been working on this since 2012 and we are deep into 2015 now. Without solid details, specifications, and results it will continue to bask in obscurity. <blockquote class="instagram-media" data-instgrm-version="4" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:50% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAAGFBMVEUiIiI9PT0eHh4gIB4hIBkcHBwcHBwcHBydr+JQAAAACHRSTlMABA4YHyQsM5jtaMwAAADfSURBVDjL7ZVBEgMhCAQBAf//42xcNbpAqakcM0ftUmFAAIBE81IqBJdS3lS6zs3bIpB9WED3YYXFPmHRfT8sgyrCP1x8uEUxLMzNWElFOYCV6mHWWwMzdPEKHlhLw7NWJqkHc4uIZphavDzA2JPzUDsBZziNae2S6owH8xPmX8G7zzgKEOPUoYHvGz1TBCxMkd3kwNVbU0gKHkx+iZILf77IofhrY1nYFnB/lQPb79drWOyJVa/DAvg9B/rLB4cC+Nqgdz/TvBbBnr6GBReqn/nRmDgaQEej7WhonozjF+Y2I/fZou/qAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div><p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;"><a href="https://instagram.com/p/4pDCYXpTo6/" style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none;" target="_top">A video posted by FSR Motorsport Creations (@fsr_motorsport_creations)</a> on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2015-07-02T17:00:30+00:00">Jul 2, 2015 at 10:00am PDT</time></p></div></blockquote> <script async defer src="//platform.instagram.com/en_US/embeds.js"></script>
    23 replies | 1703 view(s)
  • Sticky's Avatar
    07-18-2015, 12:01 AM
    Always good to get more dyno numbers for the new M177 twin turbo 4.0 liter V8 motor under the hood of the W205 Mercedes-AMG C63 and S models. The C63 AMG S 503 horsepower of course being higher than the 469 horsepower in the standard C63 AMG model. This output difference is due to software only so owners of the base C63 AMG should not fret as they can easily match and exceed the C63 AMG S. Speaking of which, 503 horsepower using 17% drivetrain losses for an automatic on a Dynojet which is the traditional figure results in 417 horsepower to the wheels. The C63 AMG S is not losing only 24 horses or 4.8%. The car is underrated quite a bit in power and is producing closer to ~565 horsepower at the crank. The torque figure is really underrated at 495 lb-ft at the wheels which is more like ~585 lb-ft of torque at the crank. It is interesting to note that the C63 AMG S M177 and the AMG GT S M178 both have similar peak wheel horsepower figures however the M177 is producing more peak torque at the wheels by roughly 40 lb-ft. That is a sizeable difference. Thank you to BenzBoost user @CarlBENZ for this graph. We will soon have tuned figures from him as he intends to purchase a Rebellion piggyback box and dyno the results afterwards.
    33 replies | 609 view(s)
  • Sticky's Avatar
    07-06-2015, 05:55 PM
    Fluid MotorUnion does some outside the box thinking and quirky things although many of them are form over function. We would like to reference their BMW E9X M3 S65 V8 velocity stack system as support for this as an example. They may be onto something here though. The McLaren F1 uses gold foil in the engine bay as a heat reflector. It looks like Fluid MotorUnion is trying to take the same approach here to prevent heat soak and keep the M5 air boxes cooler by applying gold foil wrap to them. In theory this of course should work as gold is an excellent heat reflector. We would like to see some data in support of the function though rather than pictures of how cool it looks under the hood.
    13 replies | 1849 view(s)
  • Sticky's Avatar
    07-17-2015, 11:58 PM
    Always good to get more dyno numbers for the new M177 twin turbo 4.0 liter V8 motor under the hood of the W205 Mercedes-AMG C63 and S models. The C63 AMG S 503 horsepower of course being higher than the 469 horsepower in the standard C63 AMG model. This output difference is due to software only so owners of the base C63 AMG should not fret as they can easily match and exceed the C63 AMG S. Speaking of which, 503 horsepower using 17% drivetrain losses for an automatic on a Dynojet which is the traditional figure results in 417 horsepower to the wheels. The C63 AMG S is not losing only 24 horses or 4.8%. The car is underrated quite a bit in power and is producing closer to ~565 horsepower at the crank. The torque figure is really underrated at 495 lb-ft at the wheels which is more like ~585 lb-ft of torque at the crank. It is interesting to note that the C63 AMG S M177 and the AMG GT S M178 both have similar peak wheel horsepower figures however the M177 is producing more peak torque at the wheels by roughly 40 lb-ft. That is a sizeable difference. Thank you to BenzBoost user @CarlBENZ for this graph. We will soon have tuned figures from him as he intends to purchase a Rebellion piggyback box and dyno the results afterwards.
    33 replies | 185 view(s)
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