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  • 654's Avatar
    07-24-2015, 02:24 PM
    654 started a thread Timeslips of big singles? in N54
    What are the best timeslips of single turbo cars?
    167 replies | 2279 view(s)
  • Tony@VargasTurboTech's Avatar
    07-27-2015, 02:08 PM
    AD intercooler showed up this morning. Thing is seriously bad ass. Looking forward to getting it on the car. Hopefully have it up and running this week. While everyone else continues to discuss magic numbers, and HPFP's. We continue pushing things forward in the background as we always do. Enjoy the pictures.
    56 replies | 1349 view(s)
  • JerryT's Avatar
    07-27-2015, 05:16 PM
    Introducing JPworks BMW n54 top mount manifolds T4 divided flange tapped, top mount, made of schedule 10 304l stainless, 1/2" flanges and twin 38mm V-band wastegate provision. Fits 135 335 I, IS and XI. Price is $1200.00 Also offering: Down pipe $250 Open dump tubes $150 Thread will updated with pictures daily.
    50 replies | 1362 view(s)
  • jyamona's Avatar
    Yesterday, 12:56 PM
    jyamona started a thread Load by Gear - Teaser in N54
    So, the time has come to fill you guys in on something I have been hard at work on, along w/ martial@mhd ;) Aside from defining new tables and building out the XDF's, some of you know I decompiled the BIN into assembly some time ago in IDA Pro and have been studying it, vs. the logic in "IS" car bins. Well, based closely on the "overboost" feature of the IS cars, I bring to you: Load by Gear, tested and working on my regular old IJEOS 135i! It entails custom logic implemented into my IJEOS bin. I8AOS support will come, but is much harder as it's structure is much different. The premise is simple, you set your Load Target to the lowest load you would like to run (1st gear), and then use the new "Load Target Adder by Gear" table to increase this load for subsequent gears. And unlike the "overboost" feature on 1M and IS cars, load does not decay after 1s / timer. This will allow you to put down exactly as much power per gear that your tires can handle. Here is a screenshot of how I had these two tables set up for testing purposes (intentionally slow / pointless stepped load just for demonstration): Worthless without logs, you say? Ignore the sloppy PID, boost, throttle closures in the tune, it is just a base map thrown together for testing purposes :) There is still more testing to take place, and getting it added to I8AOS will take some time, but I imagine porting to the 1M / IS roms should be much more trivial.
    38 replies | 804 view(s)
  • spxxx's Avatar
    07-25-2015, 12:16 PM
    I've been building custom maps for MHD since it was in early Beta in January and have had some success, I have about 50-100 people running a variant of my maps either standalone or Stacked. I made a separate email since there's been a ton of demand for custom tunes, I'm not charging anything, obviously donations are fine as this has taken a lot of work, trial and error, trips to Mexico for 120mph+ logging etc.... I really just want these out there and hope you all take these base files and run with them! I know a lot of people build custom maps and I wish people were more willing to share. Here's my attempt. I currently have: IJEOS E60 IJEOS E3O IJEOS Pump+Meth IJEOS Pump Beta I8AOS E60 I8AOS E30 I8AOS Pump + Meth Email me at spxtuning@gmail and I'll get the correct map sent over!
    37 replies | 901 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 | 628 view(s)
  • pobudz's Avatar
    Yesterday, 12:20 AM
    Finally got around to going back to the dyno today. Arizona :( 109F inside the dyno room. New mods since last making 698/660 (~80*F): ADE 800whp FMIC CSF Racing radiator Back to the 3.08, quaife lsd New center support bearing MHD Tune w/ converted Cobb E50 map to get to the gas station, and baseline E85 (some back story on this one) YAY no more mixing! So... I spent the morning prepping the car. I was going to switch to heat range 8 plugs, ngk 6706's, so I put those in. Gapped them at .017. Had some issues with misfiring... car just didn't feel right on the way to the dyno. Hardly got into boost on the drive to the dyno. I get there and decide to swap back to my 5992s (brought them just in case... and I wasn't even a boyscout). I find... this: With the help of a friend, we got the porcelain cleared out with a shop vac by breaking it down using a socket. The little pieces were stuck in the gap between the spark plug base and the nut. Eventually got onto the dyno... ... which was partially broken (no torque read out). So... we focused on just getting the tune done and not on numbers. We got as high as 32psi tapering to 28psi. WGDC ended up maxed out on the 15lb wastegate spring. We ended up sticking with 25psi. I can move to a 20lb spring or get a 4 port mac solenoid according to Jake@MOTIV. I will be trying out the 4 port first. We are also toying with the possibility of a bigger exhaust housing (currently .82, moving to ~1.02) for more air. This is e85 (no mixing), at 110* ambient air: Comparison of the previous runs prior to NoFlyZone (3.46 final drive vs 3.08 final drive): Ended up making the same power, with less boost, on e85. MHD and AEM are working very well together :) The tablet I have works out nicely too... I'll update this thread with GoPro footage later on (Jake dumped some extra fuel in up top :awesome:). Martial discovered a way to convert a Cobb flash. Jake was working with him directly, I guess he ended up flashing my Cobb tune to his car and then pulled it out as a .bin using something else.. MHD maybe. I didn't get details... Talk to Jake @ MOTIV or Martial of MHD if you are curious. The car feels F'n AMAZING. Once I got on to the freeway and started having fun, I realized that EVERYTHING was just so much smoother. I don't know if it was MHD, no more 91, or finally getting retuned in general. HUGE thanks to Jake for once again mastering the art of remote tuning. Teamviewer ftw. Datazap: Sorry... no AEM logs :)
    28 replies | 573 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 | 675 view(s)
  • subaru335i's Avatar
    07-29-2015, 10:41 AM
    With all of the awesome progress lately on the N54 tuning/flashing side of things I have gotten extremely jealous :). As most of us know the cobb flashing capabilities are in the stone age in comparison to even the cobb support for N54 (no vanos tables defined even, etc etc). Not to mention how handicapped we are compared to the new stuff that is being added to the N54 xdf's. Cobb has pretty clearly abandoned the BMW flashing game and are just riding on their good reputation now. jyamona suggested putting a list together of people interested in furthering the N55 tuning so someone like @martial@mhd might be interested in adding N55 support to the MHD app (or anyone else with the necessary know how and skills). I would certainly ditch my Cobb and pay for an app or whatever if I could edit and define my own tables and flash the DME over OBD and not be stuck with what cobb decided was "good enough". Chime in here if you are in the same boat and are interested in seeing this progress. Obviously the E9x N55's will be easiest (as cobb already proved they are flashable) but there are certainly a lot more F3x N55 cars out there so the ability to flash those cars at all would increase demand significantly. Thanks guys!
    23 replies | 268 view(s)
  • Sticky's Avatar
    07-28-2015, 07:18 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 | 142 view(s)
  •'s Avatar
    07-24-2015, 07:31 PM
    BMS released their intake for the S55 engine in the BMW F80 M3 and F82 M4. The intake shows gains of roughly 10 peak horsepower at the wheels. This is not gigantic mind you but keep in mind the intake will only provide better and better gains as boost is increased. To really see how restriction is mitigated one would need to be running bolt ons with high boost or even upgraded turbos to see the full benefit. Either way, it is more efficient than the factory system and a great upgrade for the money. ORDER LINK Finally, an affordable intake system worthy of your S55 M3/M4! The BMS S55 Performance Intake retains everything that is good about the OEM intake including the cold air ducting and light weight heat shielding airbox bottom, but replaces the top end of the intake with higher flow ducting and quality inverted cone air filters to match. During our dyno testing the BMS S55 Performance Intake performed the same or better than other S55 intakes tested posting gains of up to 10+ horsepower to the wheels at 25psi+ boost levels. Note the OEM S55 air intake flows very well from the factory so gains are mostly present at higher boost levels and higher RPM where airflow requirements are highest. In addition to freeing up some power turbo spool speed was improved, and there is an incredible sound improvement. You'll finally be able to hear your turbo spooling! Installation is easy and fully reversible. Our proprietary high flow filters can be cleaned every 15-20k miles using a S&B cleaning kit and will last the life of the car. Our intake temperature testing found no significant difference from the factory intake during both sustained cruise and full throttle operation. BMS S55 //M Performance Intake • Adds up to 10+ Horsepower • Dramatic sound improvement • Super fast install and removal • Improves throttle response • Retains OEM airbox base as a heat shield • Retains OEM cold air ducting • Looks great under the hood • Cleanable and reusable filter • Made in the USA Applications: BMW M3/M4 • 2015+ F8X M3/M4
    17 replies | 931 view(s)
  • Jeffman's Avatar
    07-28-2015, 11:54 AM
    I've got a kid in college now so my mod budget is limited... I'm wondering what's the best bang for the buck mod upgrade for an FBO N54 to get to 500 whp/500wtq? From what I've been reading on the forums, the latest developments in inlets and Fuel-It's throttle body injectors (TBI) look to be very cost effective for substantially bumping up power for an "almost FBO" car like mine. I am currently running an E40-E50 flash only Cobb ATR tune on my "almost FBO" (sans kitty less dp) 335xi AT which Virtual Dyno says I'm achieving 400 whp/460wtq at 18 psi max boost. Do you think I can reach 500/500 with just inlets and/or TBI on E85? If so, would I need to increase my boost to over 18 psi, and could I do that flash-only, i.e., which tables in ATR should I adjust? Would I also need an N20 TMAP sensor to do this correctly? Thanks for your input.
    19 replies | 387 view(s)
  • Sticky's Avatar
    07-25-2015, 03:36 AM
    As you likely know the 2015 BMW X5M and X6M are second generation models. Although they still have a 4.4 liter twin turbo V8 and automatic transmission the vehicles were updated to the S63TU 4.4 liter V8 that features the Valvetronic system and they also feature new BMW programming. This necessitates new software for aftermarket tuning and Velos has such aftermarket software for the new M SUV's. The X5M and X6M in stock form are rated by BMW at 567 horsepower and 553 lb-ft of torque. On the Dynojet this translates to 493 wheel horsepower and 499 lb-ft of torque at the wheels. This is less wheel horsepower but more torque than an F10 M5 S63TU. BimmerBoost hates to toot its own horn but sometimes we have to remind people just how good a of a job we do: 'If BimmerBoost were to speculate BMW likely upped the boost a bit with the addition of Valvetronic and tuned the motor for more of a low end torque profile than the F10 M5' That speculation from last year proved accurate. The X5M and X6M are not revving out past 7k rpm and are tuned for more torque down low as these SUV's are expected to actually tow. With the addition of a Stage I pump gas tune peak horsepower goes up to 544 to the wheels and peak torque to 577 lb-ft at the wheels. Gains of 63 horsepower and 78 lb-ft of torque respectively. The X5M and X6M obviously suffer higher drivetrain losses than the F10 M5 or F13 M6 with the automatic transmission and all wheel drive. Tuners will not hit the same peak numbers with the S63TU equipped SUV's as they do with their rear wheel drive DCT M6 coupe and M5 sedan counterparts. It will be interesting to see who gets the X5M and X6M over 600 wheel horsepower first.
    15 replies | 947 view(s)
  • Mrpikolo's Avatar
    07-29-2015, 08:53 PM
    This should go without saying: Choose your oil filter wisely. This even includes reputation name brands, such as Bosch. Today, I am going to show you why some things are not always as they appear to be. About 5 or so years ago, Bosch came into the North American market with a new line of filters. These filters quickly went into all the big box auto parts stores. Advertising as high quality aftermarket replacements. What many people may not know, is they are not manufactured by Bosch at all. Bosch filters, at least largely in the North American market, are manufactured by Purolator. I have known this since they first came out. A couple months ago, I decided to go with one. I usually use a Wix filter, but I was feeling a little adventurous. Plus, the Bosch was advertised with a synthetic media, while pretty much all Wix filters use a high quality paper media. A couple weeks later, I noticed I was leaking oil out of my filter cap. No big deal, I assumed I failed at tightening it up correctly. First I took the filter cap off to make sure I had an o-ring on it, and noticed something strange.... Wait... that top piece isn't suppose to be there.... Interesting...Looks to be like my filter likes my cage, and it's slightly distorted After a few minutes with a screw driver, and quite a bit of force I was able to separate the two pieces again. Yup, not only did my filter collapse in on itself, it also decided to get a divorce from it's base. There you have it. After about 2000 miles of driving, this BOSCH filter, which is suppose to last 15k(OE change interval), failed. Thankfully, I had no other issues result cause of this. I replaced it with a Wix filter and am having no issues. My professional opinion: Do not use ANY filter aside from an O.E. manufacture. Mahl, MANN, Wix, Fleetgaurd, ect are all O.E. manufacture lines. Stay away from Purolator, Champ(champ makes a lot of filters. K&N, Mobile, Pennzoil, most house branded, Royal Purple), and Fram.
    13 replies | 285 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.
    14 replies | 277 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 | 161 view(s)
  • Sticky's Avatar
    07-25-2015, 03:23 AM
    As you likely know the 2015 BMW X5M and X6M are second generation models. Although they still have a 4.4 liter twin turbo V8 and automatic transmission the vehicles were updated to the S63TU 4.4 liter V8 that features the Valvetronic system and they also feature new BMW programming. This necessitates new software for aftermarket tuning and Velos has such aftermarket software for the new M SUV's. The X5M and X6M in stock form are rated by BMW at 567 horsepower and 553 lb-ft of torque. On the Dynojet this translates to 493 wheel horsepower and 499 lb-ft of torque at the wheels. This is less wheel horsepower but more torque than an F10 M5 S63TU. BimmerBoost hates to toot its own horn but sometimes we have to remind people just how good a of a job we do: 'If BimmerBoost were to speculate BMW likely upped the boost a bit with the addition of Valvetronic and tuned the motor for more of a low end torque profile than the F10 M5' That speculation from last year proved accurate. The X5M and X6M are not revving out past 7k rpm and are tuned for more torque down low as these SUV's are expected to actually tow. With the addition of a Stage I pump gas tune peak horsepower goes up to 544 to the wheels and peak torque to 577 lb-ft at the wheels. Gains of 63 horsepower and 78 lb-ft of torque respectively. The X5M and X6M obviously suffer higher drivetrain losses than the F10 M5 or F13 M6 with the automatic transmission and all wheel drive. Tuners will not hit the same peak numbers with the S63TU equipped SUV's as they do with their rear wheel drive DCT M6 coupe and M5 sedan counterparts. It will be interesting to see who gets the X5M and X6M over 600 wheel horsepower first.
    15 replies | 54 view(s)
  • Sticky's Avatar
    Yesterday, 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.
    11 replies | 376 view(s)
  • Sticky's Avatar
    07-25-2015, 12:21 AM
    Porsche released their own photos of the 2016 991.2 prototypes they are testing just the other day. The car is getting some cosmetic changes the most noticeable of which appears to be a center exit exhaust setup for the Carrera and Carrera S models. This tester was spotted undisguised on the streets of Prague but the photographer only managed to snap a picture of the rear end. Is it really an improvement? It seems like change for the sake of change. Frankly the current 991 Carrera exhaust setup seems to work better with the design and this is not as elegant as the 991 GT3 center exit setup due to the pipes being spaced further apart. You be the judge.
    10 replies | 474 view(s)
  • Sticky's Avatar
    07-24-2015, 05:36 PM
    This is some impressive work and had to take considerable time. BimmerBoost was contacted about posting this video and we are more than happy to help. There is 15 minutes of S85 V10 exhaust glory here with 59 exhaust setups for the BMW E60 M5 included. Turn your speakers up and enjoy what is arguably the best engine note from a street legal BMW you will ever hear courtesy of the S85 V10: 1 Stock Exhaust (ronbgon) 2 Stock Exhaust (joshua vega) 3 Active Autowerke Exhaust (jaenius) 4 Active Autowerke Exhaust (jaenius) 5 Active Autowerke Exhaust (VAC Motorsports) 6 Active Autowerke Exhaust (966Motors's channel) 7 Active Autowerke Exhaust (GermanMotoring) 8 Agency Power Exhaust (xmt2007x) 9 Agency Power Exhaust (AgencyPower) 10 Agency Power Exhaust (AghaRamin) 11 Akrapovic Exhaust (6gingersnaps) 12 Arqray Exhaust (sabotensanta) 13 Arqray Exhaust (sabotensanta) 14 ASR Engineering Exhaust (asrengineering) 15 ASR Engineering Exhaust (asrengineering) 16 Billy Boat Exhaust (ztootik) 17 Borla Exhaust (Yasir Khan) 18 Corsa Exhaust (sonicmotorsport's channel) 19 Corsa Exhaust (smoo9309) 20 Dinan Exhaust (PayneBrawley1) 21 Dinan Stroker + KKS Exhaust (Gumbal) 22 Dixis Exhaust (onyxm400) 23 Dixis Exhaust (onyxm400) 24 Eisenmann Race Exhaust (NM2255 Car HD Videos) 25 Eisenmann Race Exhaust (BrianZuk) 26 Eisenmann Race Exhaust (Sami Okay) 27 Eisenmann Race Exhaust (Gumbal) 28 Eisenmann Sport Exhaust (tomshen) 29 Eisenmann Sport Exhaust ( 30 EVE.RYN Exhaust (EVE.RYN Garage) 31 Evolve E-Tronic Exhaust (Evolve Automotive) 32 Evolve E-Tronic Exhaust (Evolve Automotive) 33 Evosport Exhaust (Simon Atik) 34 Fi Exhaust Exhaust (Simon Motorsport Dubai) 35 Gintani Exhaust (Batughan Kodak) 36 Gintani Exhaust (Alex Simon) 37 Hamann Exhaust (SpotterGijs) 38 Hartge Exhaust (cvdzijden) 39 HMS Exhaust (Klappenmann) 40 HMS Exhaust (JWT Supercars) 41 iPE Exhaust (innotechexhaust) 42 Kreissieg Exhaust (ilgas11) 43 Kreissieg Exhaust (pnoyako851) 44 Kreissieg Exhaust (AD-RACINGWORLD FRANCE) 45 Magnaflow Exhaust (Anthony Losurdo) 46 Meisterschaft Exhaust (GT HAUS) 47 Meisterschaft Exhaust (GT HAUS) 48 Meisterschaft Exhaust (lamborghinisown) 49 RDSport Exhaust (AutoTalent) 50 G-power Exhaust (PURE SOUND CAR VIDEOS ( AUTOJOURNAL.CZ )) 51 Rogue Engineering Exhaust (bmw330ti) 52 RPI Exhaust (UltimateSuperCars) 53 RPI Exhaust (BICBOiM5) 54 Straight Pipes Exhaust (Polouser) 55 Straight Pipes Exhaust (miataDK mark) 56 Supersprint Exhaust (tocca500) 57 Supersprint Exhaust (abi2477) 58 Supersprint Exhaust (BRPerformances) 59 Surprise Exhaust (PolR32)
    7 replies | 873 view(s)
  • Mrpikolo's Avatar
    07-26-2015, 07:30 PM
    I've been playing with a few things all day, trying to get my boost to not spike and cause unneeded throttle closures. Data log is here : Below is a screen shot of my boost control tables. I have lowered my WGDC Base, played around with the P and D tables, with no luck on calming it down. What am I missing? Thank you in advance!
    14 replies | 168 view(s)
  •'s Avatar
    07-26-2015, 06:48 PM
    I noticed after logging that i am pulling negative timing on all cylinders. Is this tune to agressive ? Or are my sparkplugs to old ( 31K miles) Mods : Er charge pipe w tial bov , BMS DCI , downpipes
    10 replies | 199 view(s)
  • prelude2perfect's Avatar
    Yesterday, 03:30 PM
    I normally stick to N54tech for support with issues like these but I can't find a solution and need more experts to take a look. Here's the original thread: Codes that are giving me trouble: 2A19 Tank ventilation valvel, input signal 2FBC Fuel pressure control valve, signal Car gets a very long crank and runs like crap, idle all over the place, HP F at 2, and now these codes won't clear. Things I've tried: Swapped with known working HPFP Swapped with known working HPF Sensor Checked JB4 connections a million times and took out completely Things I haven't tried: Flashing back to stock Car will work and then these codes come back sporadically (sp?). When I leave the car sitting for long periods of time, I come back and this happens. I keep thinking I fix it and then it comes back later. When the codes aren't present, logs look perfectly normal. What the hell could it be?
    10 replies | 155 view(s)
  • Sticky's Avatar
    07-25-2015, 01:51 AM
    With the spectacularly fast test figures for the McLaren 650S from Road and Track we speculated that the upcoming 675LT may run the 1/4 mile in 10.0 @ 140 miles per hour. As it turns out, McLaren themselves is claiming a 10.4 @ 142 as the 1/4 mile capability of the 675LT. They also are saying it will do 0-60 in 2.8 seconds, 0-100 in 5.5 seconds, and 0-124 in 7.9 seconds. The scary thing is they are probably sandbagging these numbers a bit as we have seen a McLarenBoost member get a 10.6 @ 135 out of a stock MP4-12C let alone what the 650S or the even stronger 675LT can do. Realistically on drag rubber this car looks like it will do high 9's in the low 140's otherwise completely stock. That type of performance is simply jaw dropping. It trounces past supercar benchmarks such as the Ferrari Enzo and Porsche Carrera GT. It is also quicker and faster than any stock car we know of short of the new batch of hybrid supercars including McLaren's own P1. In that context the 675LT is a performance bargain. THE McLAREN 675LT: POWER. A BEAUTIFUL THING Jul 17, 2015 Light weight, optimised aerodynamics, increased power, track-focused dynamics and driver engagement – all characteristics of a McLaren ‘Longtail’ 0-100 km/h (62 mph) in 2.9 seconds; 0-200 km/h (124 mph) in 7.9 seconds; top speed of 330km/h (205 mph) 100kg weight saving makes the 675LT the lightest in its class, and gives a power-to-weight ratio of 549PS per tonne Stripped out, driver focused interior hints at the performance of the most track-focused, yet road legal, McLaren series production model to date Limited production to 500 coupés, which are all sold out The McLaren 675LT, which debuted in production form at the 2015 Geneva Motor Show, is the lightest, most powerful, fastest and most track-focused, yet road legal, model in the McLaren Super Series, and resurrects one of the most revered names in modern-day GT racing – the ‘Longtail’. It is also the most exclusive in the range, with confirmation that 500 coupés will be produced, all of which are now sold. The 675LT, the first McLaren in nearly two decades to wear the LT – or ‘Longtail’ – name, stays true to the spirit of its iconic predecessor with aerodynamically optimised, dramatically enhanced styling that results in 40 percent more downforce than the 650S which it sits alongside in the McLaren Super Series. ‘The Longtail is a famous name in the history of McLaren, first used on the fastest version of the iconic McLaren F1,’ explains Mike Flewitt, McLaren Automotive Chief Executive Officer. ‘The McLaren F1 GTR ‘Longtail’ was the final highly successful iteration of the F1, and it is an appropriate name for the most exhilarating and driver-focused version of the Super Series. The 675LT is the purest distillation of what McLaren stands for – pure driving pleasure.’ The main focus for the 675LT is clear: to deliver maximum performance, engagement and excitement. To achieve this, weight has been reduced by 100kg through the increased usage of carbon fibre – the signature material of McLaren – and by lighter components throughout, including newly developed suspension geometry derived from the McLaren P1™, resulting in an increased track of 20mm. Power of the newly-developed M838TL 3.8-litre twin-turbocharged V8 engine is 675PS (666bhp) at 7,100rpm, with a torque figure of 700Nm (516 lb ft) at 5,500-6,500rpm. These extreme weight saving measures see the 675LT with a dry weight of just 1,230kg (2,712 lb), meaning a power-to-weight ratio of 549PS per tonne. The sprint from 0-100 km/h (0-62mph) takes 2.9 seconds, with controlled torque delivery ensuring optimised traction off the line. Acceleration continues at relentless pace with the 200 km/h (124mph) barrier broken in 7.9 seconds, on to a top speed of 330 km/h (205 mph). Despite these remarkable performance figures, the 675LT returns 24.2 mpg (11.7 l/100 km) on the EU combined cycle, and CO2 emissions remain the same as the other Super Series models, at 275g/km. New carbon fibre bodywork minimises weight and optimises aerodynamic performance, with the addition of a newly designed front splitter, Formula 1™-style nose end-plates and larger ‘Longtail’ Airbrake. The rear deck is also new. These bodywork changes contribute to a significant increase in downforce levels, up 40 percent over the already extremely aerodynamically-efficient 650S. The 675LT is fitted with adjustable settings for both Handling and Powertrain through the Active Dynamics Panel rotary switches. While a system shared with other models in the McLaren range, the Normal, Sport and Track settings are uniquely calibrated to the 675LT, and are designed to provide the most engaging and track-focused experience. The body changes, all driven by aerodynamic needs, increase the design drama. Front ride height is reduced while the track is wider. Handling is optimised through a stiffer and lighter suspension setup, which includes uprights and wishbones derived from those fitted to the McLaren P1™. The adjustable suspension settings have been recalibrated, boosting driving engagement, road holding and agility. Standard-fit Ultra Lightweight 10-spoke forged alloy wheels are the lightest design ever offered by McLaren, saving a combined 800g over the lightest wheel design previously offered. Though noticeably faster, the 675LT also retains much of the 650S’ astonishing usability and practicality. While designed to be even more at home on the track, it is still a highly usable road car with compromise to comfort levels kept to a minimum. The cabin is upholstered in lightweight Alcantara®, and features a four-speaker Meridian hi-fi, DAB digital radio (Sirius satellite radio in North America) and a satellite navigation system as standard. In the pursuit of minimal weight, and to suit its purposeful intent, air conditioning has been removed, but can specified as a no cost option. The driver-focused and minimalist environment is designed to be ergonomically optimised with minimal distractions for the driver. The uncluttered driver zone is void of steering wheel-mounted switches, with clear and concise displays either side of the larger rev counter. Extended carbon fibre gearshift paddles are mounted on a rocker behind the steering wheel. Inspired by those fitted to the McLaren P1™, these are produced from carbon fibre for the first time on the Super Series. A pair of lightweight carbon fibre-shelled bucket seats, upholstered in Alcantara® and embossed leather are modelled on those in the McLaren P1™. These reduce weight by 15kg and improve the connection between car and driver. Carpet and sound deadening materials are limited within the cabin, further reducing weight. ‘The 675LT is the closest thing there is to a McLaren P1™,’ explains Mike Flewitt. ‘It is always so engaging and dramatic, and alongside the McLaren P1™ it’s the most extreme expression yet of McLaren road car engineering. ‘Though brilliant on the track – and likely to be extensively used on track days – the extra engagement and performance is immediately obvious when driving on the road, even at low speeds.’ The 675LT is offered as a coupe only, and limited to only 500 examples worldwide. Priced at £259,500, all have now been sold, with first deliveries scheduled to begin in July. McLAREN 675LT: THE DETAILS As with its namesake which debuted in the 1997 GT season, the 675LT is the most track-focused model in the McLaren Super Series, with a power to weight ratio that eclipses established rivals. Embodying the ethos of the McLaren F1 GTR ‘Longtail’ it focuses on five key characteristics synonymous with the LT badge: lightweight, optimised aerodynamics, increased power, track-focused dynamics and driver engagement. LIGHTWEIGHT A third of parts changed compared to the 650S which it sits alongside in the McLaren Super Series Significantly enhanced M838TL engine in the 675LT features more than 50 percent new components Extensive use of light but strong carbon fibre body panels Ultra Lightweight wheels are the lightest ever offered by McLaren Weight reduction has been a key focus throughout the development programme for the 675LT and, in a subtle nod to its bigger brother, the result is a saving of 100kg over the other models in the Super Series – in line with the savings made by the 1997 McLaren F1 GTR ‘Longtail’ over its hugely successful predecessors, despite the revised bodywork. The weight savings on the 675LT have been achieved through the extensive use of carbon fibre for the body panels, along with lightweight engine, chassis and body structure parts. In addition to the use of carbon fibre, weight saving has been achieved through the application of lightweight engine, chassis and body structure parts. Key weight saving features include: Body panels – 35 percent Chassis – 30 percent Powertrain – 10 percent Interior – 20 percent Electrical – 5 percent DESIGN Like all McLaren models, the 675LT is an engineering-led design. Everything is designed for a reason, form always following function. The design goal with the 675LT was to boost aerodynamic performance – most importantly, downforce and the extra cooling requirements of the more powerful engine. ‘Of course we wanted to deliver a stunningly beautiful car,’ says Dan Parry-Williams, Head of Vehicle Design and Engineering. ‘But the beauty is the result of the very demanding technical targets we set. You could call the 675LT technical sculpture.’ The signature material of McLaren is carbon fibre, having introduced the material to Formula 1 with the MP4/1 of 1981, and then launching the McLaren F1 as the first all carbon fibre road car in 1992. The 675LT has a higher level of carbon than any other car in this sector. As with the McLaren P1™, the carbon fibre panels have optimised lamination to maximise strength and reduce weight. The new 675LT also uses carbon fibre extensively for body panels, which are lighter than aluminium or composites and much stronger. Designed for lightweight and aerodynamic optimisation, the 675LT features the following new panels, all produced in carbon fibre saving a combined 35kg over an aluminium or composite equivalent: Front bumper including larger front splitter and Formula 1™-style end-plates Front under body Side skirts Side air intakes Rear bodyside lower panel Rear fenders Rear deck Rear bumper Rear diffuser ‘Longtail’ Airbrake As with the 650S which sits alongside it in the Super Series, the 675LT boasts exceptional forward visibility, with a very low cowl and the highest points of the front wings are directly above the centre point of the wheels. This simple design feature ensures optimal positioning of the car on track. While using the same basic design for the glasshouse as the other Super Series models, the windscreen is 1mm thinner, saving 3kg, while the rear bulkhead glass is 0.5mm thinner, saving a further 500g. The weight saving measures also include a louvred polycarbonate engine cover. These revisions to the glazing save a combined 4.7kg. Many of the new body panels are finished in lacquered carbon fibre as standard – including the bigger front splitter and side skirts. Other panels can be ordered in carbon finish as an option, including the rear bumper, the front end-plates, side mirror caps and side intakes. The carbon fibre is satin finished, rather than gloss, saving a further 50g, while also allowing a greater level of the weave to be visible. OPTIMISED AERODYNAMICS Agressive carbon fibre front splitter, Formula 1™-style front end-plates and a completely redesigned rear optimise aerodynamics to increase downforce by 40 percent Widened track by 20mm improves grip and agility, while an increased rake angle increases the effectiveness of the rear diffuser ‘Longtail’ Airbrake is 50 percent larger than other Super Series models, generating more downforce, but weighs less The aerodynamic design of the 675LT is shaped to ensure optimum levels of downforce and cooling, with the airflow being worked as efficiently and effectively as possible across, beneath and through the bodywork. The distinctive and aggressive ‘shark front’ is designed to more purposely channel air on to the bonnet above and in to the intakes below. The side skirts elegantly follow the line of the larger splitter; all guiding air into the lower side intake to support cooling. New carbon fibre body panels were designed to deliver greater strength, lighter weight and more dramatic style. Below the newly designed front bumper sits a prominent carbon fibre splitter, 80 percent larger than the other Super Series models, which works the air harder, complementing new Formula 1™-style front wing end plates to increase downforce levels over the front bodywork. These design features aid turn-in and steering sharpness. Turbulent air from the front wheel arches is ‘cleaned’ as it flows towards the rear bodywork by sculpted carbon fibre side skirts running the full length of the lower bodywork. A second, lower air intake is newly incorporated ahead of the leading edge of the rear wheel arch, below a more pronounced side intake behind the door, both of which feed clean cool air into the side-mounted radiators. Producing 675PS (666bhp), the highly efficient 3.8-litre twin turbocharged V8 engine is cooled via larger air intakes than previously seen on Super Series models. However, in order to ensure there was no compromise with weight, the size of the radiators has not been increased. Instead, the angle has been increased, from 15 to 19 degrees, offering a more efficient solution. Front and rear track are widened over other Super Series models by 20mm, improving grip levels and agility, while the front ride height has been lowered by 20mm over the 650S, increasing the rake angle. By sitting lower with an increased rake, the speed of the airflow beneath the 675LT is increased, which expels the air at the rear of the car more efficiently. This increases the effectiveness of the rear diffuser, pressing the car into the ground. Additionally, with air moving more quickly underneath the car and exiting more quickly at the rear, the centre of pressure is moved forwards, increasing front-end downforce. All body panels from the B-pillars backwards are unique to the 675LT, with new rear fenders, including lower bodysides, the entire rear deck, rear bumper, larger rear diffuser and the ‘Longtail’ Airbrake. Each redesigned panel has resulted in reduced weight and aerodynamic optimisation. The rear of the car, like the front, has a more aggressive and purposeful look and is now working harder. The new carbon fibre rear panels are lighter than a composite or aluminium equivalent, and offer higher levels of structural rigidity – important when they have to cope with the substantially increased levels of downforce. The rear deck and sections flanking the exhaust pipes remain exposed; designed to evacuate hot air from the engine bay as efficiently as possible. Open-mesh areas around the distinctive taillights, the rear deck and in the lower bumper expel hot air as efficiently as possible. Design Director Frank Stephenson explains: ‘The design elements of the 675LT are so extreme, including the race-car like venting at the rear. However, it is important to remember that everything is there for a reason, and that design is to optimise cooling and expel the hot air from the engine and those extreme exhausts.’ A lightweight polycarbonate rear screen, which saves 1.7kg over a glass equivalent, features further louvres, while a louvred carbon fibre rear bumper reduces air pressure over the rear wheels. The rear design is completed with a dramatic integrated carbon fibre diffuser. ‘LONGTAIL’ AIRBRAKE As with the other models in the McLaren Super Series, the 675LT is fitted with an active rear Airbrake which operates to increase downforce and optimise braking performance. As with its McLaren F1 namesake, the ‘Longtail’ Airbrake is larger than on previous models – 50 percent larger than on other Super Series models. The reprofiled design flows into the lines of the new carbon fibre rear wings. However, due to its carbon fibre construction, is actually lighter. In ‘Sport’ and ‘Track’ modes, the ‘Longtail’ Airbrake operates with a greater level of functionality providing increased levels of stability, deploying whenever the car senses extra downforce is required, such as during deceleration or when cresting a hill at speed, rather than simply under braking or when manually operated in ‘Aero’ mode. In a straight line, under hard acceleration, the ‘Longtail’ Airbrake automatically lowers, to minimise drag, similar to the DRS function in Formula 1™. CHASSIS CONSTRUCTION Despite the exclusive nature of the brand, and the relatively small production volumes, McLaren builds more all-carbon fibre chassis road cars than any other manufacturer. The heart of the 675LT is the Formula 1™-inspired lightweight carbon fibre MonoCell. This incredibly strong tub weighs just 75kg, yet is 25 percent stiffer than a comparable aluminium chassis, and has an even greater margin of superiority over steel. It is stronger and safer in a crash – and needs no extra bracing or reinforcement such as side intrusion beams. The carbon fibre has enough intrinsic strength without ‘bolt on’ safety beams. It is also more durable than metal, and its greater dimensional accuracy improves build quality. There are also advantages in ease of repair. Front and rear aluminium extrusions and castings are designed to absorb impacts and are easily fixed. Cars with full aluminium or steel chassis use their structures to absorb and crumple on impact, causing more damage and expense to the entire structure. In order to allow the fitment of the McLaren P1™-derived suspension components and lightweight bumper beam, the front and rear subframes on the 675LT have been modified. INCREASED POWER Significantly enhanced M838TL engine in the 675LT features more than 50 percent new components Power of 675PS (666bhp) at 7,100rpm and maximum torque of 700Nm (516lb ft) at 5,500-6,500rpm Lightweight materials and enhancements within the powertrain save 6kg, while a bespoke crossover titanium exhaust saves a further 1.1kg New turbochargers maximise airflow and aid improved throttle response More than 50 percent of parts are unique to the 3.8-litre twin turbo V8 engine in the 675LT, delivering increased levels of power, torque and driveability. Upgrades include new, more efficient turbos, detail design changes to the cylinder heads and exhaust manifolds, new camshaft and lightweight connecting rods, and a faster-flowing fuel pump and delivery system. These changes are so significant, that the engine unit receives a new, unique code – M838TL. The low weight, low inertia power unit produces, as the name suggests, a power output of 675PS and a power-to-weight ratio of 549PS per tonne. POWERTRAIN The engine in the 675LT has been modified to further improve responsiveness and the linearity of the power delivery. The throttle response is enhanced by the fitment of new powertrain components including lighter connecting rods and camshafts. Weight has also been saved by using smaller and more efficient charge coolers which reduce weight by a further 6kg. As with the award-winning engine found in the 650S, the M838TL is one of the lightest and most efficient high performance engines in production. Formula 1™-derived technology and know-how include dry sump lubrication, allowing for higher cornering speeds without oil surge, and a flat-plane crankshaft, which enables the engine to be sited extremely low in the chassis, lowering the centre of gravity and improving handling responsiveness. The twin turbochargers are unique to the 675LT and, although the same size those on the other models in the Super Series, they are more efficient, with a machined-from-solid compressor wheel – rather than cast – maximising airflow into the combustion chambers. The new turbochargers deliver less heat into the charged air, before it reaches the charge coolers and the combustion chambers, which in turn improves fuel and power efficiency. In addition, the turbochargers now have electronic rather than pneumatic recirculation wastegates. These valves relieve turbo pressure when lifting off the throttle. The electronic system gives a more immediate sense of retardation, improving throttle response. More air into the combustion chambers helps performance, and fuel flow is increased due to a new fuel pump. A new exhaust manifold channels air out of the combustion chambers faster, improving power and throttle response. Despite the higher power and torque produced, the 675LT returns 24.2mpg on the EU combined cycle, while emissions are the same as the other models in the Super Series, at 275g/km. On display beneath a lightweight polycarbonate engine cover, the appearance of the 675LT engine is enhanced with a satin-finished carbon fibre plenum and engine bay panels. Unique machined alloy oil and coolant filler caps are also fitted as standard. The 675LT becomes the latest McLaren road car model to be factory-filled with Mobil 1 New Life™ 0W-40. The high technology engine lubricant has an optimum combination of synthetic base oils designed to meet the high performance engine demands. The product's advanced formula contains additives specially developed to better protect the engine by preventing build-up on critical engine parts, allowing McLaren engines to run like new after thousands of miles, even in the harshest driving conditions. REVISED EXHAUST SYSTEM The exhaust system is a bespoke design to the 675LT, and has been produced to improve airflow and optimise engine sound. The system includes a new crossover muffler, which allows for an increased length, optimising gas flow volume for increased power and the clarity of the exhaust note. Two circular exhaust pipes, forged from titanium, exit centrally through exposed bodywork below the rear wing. Despite a more complex design, the bespoke crossover system is designed to optimise performance and reduce weight, saving 1.1kg. ‘Improved driving enjoyment was a priority – not just when driving at 100 percent, but throughout the car’s entire performance envelope, from town to track,’ explains Mark Vinnels, Executive Director – Product Development. ‘An immediate and linear connection between throttle pedal to torque delivery was essential.’ TRANSMISSION The 675LT uses the familiar seven-speed SSG transmission found in the other Super Series models, retaining the Normal, Sport or Track modes. These settings have been recalibrated to produce more eager performance, with optimised throttle response and gearshifts up to twice as fast as previously offered. The newly developed Ignition Cut technology is a technique adopted from Formula 1™ which sees a momentary cut of the fuel spark on gearshift. This delivers the fastest change possible, and is accompanied by a dramatic aural ‘crack’ on both upshift and downshift. For optimal performance, the 675LT uses the innovative Inertia Push technology – pioneered on the 650S. Available when in the Track setting – above 5,000rpm and from 60 percent throttle input – Inertia Push harnesses the built up kinetic energy to deliver an impulse of torque as the next gear is engaged, ensuring no drop in performance as the driver moves up through the gears. As with the 650S, the dual-clutch transmission can operate as a full automatic, a semi-automatic or a full manual. Manual gearshifts are made using steering wheel-mounted carbon fibre rocker paddles, derived from those on the McLaren P1™’. The drivetrain of the 675LT has been developed with a key focus on the interaction between the throttle, engine and the gearbox. Through a bespoke calibration, a smooth and consistent pull-away has been achieved. ENHANCED ESC CALIBRATION Debuting on the 675LT is an all-new Electronic Stability Control (ESC) calibration, including ESC Dynamic mode, which gives the driver an even greater level of control over the throttle and brake inputs. A dedicated ESC button means this safety feature can be turned off entirely. It is available in Sport and Track powertrain modes. In addition, the system also features a level of activation which reduces electronic support and permits greater slip angles. This is designed for safe but fast and entertaining track driving. Track mode allows for greater slip angles than Sport. A single press of the ESC button allows for this reduced level of electronic control. Brake Steer is another technology which boosts the capabilities and agility of the McLaren 675LT. Initially developed by McLaren for Formula 1™ and introduced during the 1997 season, it was quickly banned as it was seen to offer a competitive advantage. The system aids cornering by bringing the vehicle’s nose into the apex by applying braking force to the inside rear wheel, enabling the driver to brake later and get on the power earlier. It offers the same benefits as a ‘torque vectoring’ differential, but by using the same hardware as the ESC system, it can reduce understeer, and help optimise lap times and driving precision. TRACK-FOCUSED DYNAMICS Stiffer springs front and rear provide sharper response Ultra-Lightweight wheels and newly developed Pirelli P Zero™ Trofeo R tyres are the lightest wheel / tyre set ever offered by McLaren Club Sport Pack and Club Sport Professional Packs offer even greater levels of track focus Like all models in the Super Series, the 675LT has Normal, Sport and Track suspension settings. The sportiness of all three settings has been recalibrated to deliver sharper responses and a more connected ride, as Chief Test Driver Chris Goodwin explains: ‘We’ve improved roll stiffness, damping and pitching and it is a slightly edgier, more raw and slightly more harsh car – and that’s intended. But the beauty of the ProActive Chassis Control system, when coupled with our groundbreaking carbon fibre MonoCell chassis, is that ride comfort and refinement have not been unduly sacrificed. It is perfectly suited for a drive from London to Spa-Francorchamps and back for a trackday.’ SUSPENSION New springs front and rear are lighter than previously used, and are the stiffest in the Super Series, as would be expected of a track-focused model. An increase of 27 percent at the front and 63 percent at the rear improves body control and sharper responses, allowing for the 40 percent increase in downforce generated by the revised bodywork and active aerodynamics. This is coupled with a faster steering rack to give a more extreme driver-focused experience. ‘This is a more engaging car, and more alive,’ adds Haydn Baker, Head of Vehicle Line. ‘The driver feels really connected.’ The suspension system also includes uprights and wishbones derived from the McLaren P1™ which save further weight, and increase the track by 20mm over the 650S. This newly-developed suspension geometry is derived from Formula 1™, explains Carlo della Casa, Engineering Director. ‘We wanted to replicate some of the dynamic drama of the McLaren P1™. The uprights, hubs, castor, king pin angles and toe-in/toe-out all contribute to a more extreme driver-focused geometry. In many ways this feels like a track car, and has been engineered with a track mindset.’ PROACTIVE CHASSIS CONTROL (PCC) The 675LT is fitted with the latest generation ProActive Chassis Control, with a unique calibration to ensure the most engaging and track-tailored set up. The pioneering system, which includes active damping, was first introduced on the first of the modern McLaren models, the 12C, and has been developed and engineered further since then with each new model to allow for greater levels of refinement or focus depending on mode selected. Dampers are connected hydraulically and linked to a gas-filled accumulator, providing adaptive responses depending on road conditions and driver preference. It allows for precise roll control in corners while decoupling the suspension in a straight line for excellent wheel articulation and compliance. The system does away with conventional mechanical anti-roll bars, and reduces weight as a result. An anti-roll bar is a staple of other high performance sports and supercars, and a reason why traditionally the ride quality is compromised, particularly at low speed. CHASSIS As with a Formula 1™ car, wishbone suspension is used on all four corners of the 675LT. It is attached to the revolutionary carbon fibre MonoCell – the perfect platform to ensure predictable suspension behaviour, owing to its rigidity and manufacturing precision. The carbon fibre MonoCell chassis is at the heart of each of the Super Series models, and is the Formula 1™-inspired tub that is 25 per cent stiffer than a comparable aluminium chassis, and has an even greater margin of superiority over steel. It is also stronger and safer in a crash, acting as a safety survival cell, as it does in Formula 1™. It weighs just 75kg – much lighter than a metal chassis, as used by the majority of rivals. It is also more durable than a metal chassis, and its greater dimensional accuracy improves build quality and the predictability of its performance. WHEELS AND TYRES Two unique designs of forged alloy wheels are offered on the 675LT, shod exclusively with tyres developed specifically for the most powerful model in the Super Series with technical partner Pirelli. A newly designed Ultra Lightweight 10-spoke forged alloy wheel is fitted as standard, finished in silver or optionally available in stealth. It is the lightest design of wheel ever offered by McLaren, offering weight saving even over the design fitted to the McLaren P1™. The second style is a five-spoke design again offered in silver, with stealth and gloss/diamond-machined finishes also available. In both cases, the wheels are 19inch x 8.5inch at the front and 20inch x 11inch at the rear. Tyres are unique to the 675LT and have been developed by McLaren with technical partner Pirelli – to complement the specific handling requirements. High performance Pirelli P Zero™ Trofeo R tyres are specified as standard which have a stiffer internal structure – providing more response – and six percent more grip than the Pirelli’s highly capable P Zero™ Corsa tyre, widely used on ultra-high performance cars. For those planning less track driving, or in colder or wetter weather, Pirelli P Zero™ tyres are offered as a no-cost option. CLUB SPORT PACK True to the ‘Longtail’ badge, the 675LT is the most track-focused model in the Super Series and, as such, is available with two optional upgrade packs tailored for track usage. The Club Sport Pack includes a titanium roll hoop with four point harnesses and a fire extinguisher. The use of titanium halves the weight of a conventional steel hoop, and this is the first time that the material has been used for a roll hoop in the automotive industry. CLUB SPORT PROFESSIONAL PACK The Club Sport Professional Pack includes the items in the Club Sport Pack, and adds further track-dedicated and styling elements to give the 675LT an even more aggressive and purposeful look. The pack includes extensive carbon fibre detailing and stealth finishing throughout the bodywork. Carbon fibre is also used for the front wing end plates, lower side air intake and the centre of the rear bumper, along with the side intakes, wheelarches and wing mirrors. Exclusive to this pack, the ‘Longtail’ Airbrake is also finished in visual carbon fibre further emphasising the material at the heart of the 675LT. Echoing the original colour of Bruce McLaren’s early racers, McLaren Orange detailing carries through from the brake callipers to the interior with orange embossed leather and contrasting stitching on the fixed-back carbon-shelled racing seats and throughout the Alcantara®-upholstered cabin. This is matched by a luxury leather weekend holdall in stealth black leather. The Club Sport Professional Pack is offered with a choice of four paint colours; Titanium Silver, Storm Grey, Onyx Black and Chicane Grey. All are matched with stealth-finished Ultra-Lightweight 10 spoke forged alloy wheels with Pirelli P Zero™ Trofeo R tyres. DRIVER ENGAGEMENT Newly developed advanced engine control strategy boosts responsiveness Driver-focused cabin upholstered in weight-saving Alcantara®, with carpet and sound deadening materials limited to reduce weight further ‘By McLaren’ themes premiere on the 675LT with five carefully developed bespoke colour specifications With a saving of 100kg over the other models in the Super Series, weighing 1,230 (2,712lb) the 657LT is the lightest model produced by McLaren to date. This lighter weight benefits agility, handling, acceleration and response, while the aerodynamically efficient styling boosts downforce levels at the front and rear. This optimisation improves steering sharpness, turn-in to a corner, and high-speed balance. With 675PS (666bhp) and 700Nm (516lb ft) of torque available, throttle response and driving excitement are maximised, The increased power and torque help throttle response and driving excitement, while the remapping of the control strategy for the engine and transmission also act to sharpen responses and increase the sense of connection between the throttle pedal and the driven wheels, with no adverse effect on CO2 emissions. With the highest power-to-weight figure in its class, the 675LT offers extreme performance both in acceleration and lap times around a racing circuit. But this car is as much about feel as measurement. The 675LT features a host of examples where detailed changes have been with a focus on further enhancing driving enjoyment. These are evident through the powertrain, chassis architecture and within the cabin. POWERTRAIN ‘An engaging driving experience was an absolute priority,' says Dan Parry-Williams, Head of Vehicle Design and Engineering. ‘We focused from the outset on the driving experience and therefore how we wanted to fine tune the sensory cues that a driver responds to, and relies upon. These include sound, throttle response, gearshift, braking and steering. The objective was to make the driver feel completely connected to the car and make the total experience as exhilarating as possible.’ Interaction is enhanced by the Ignition Cut technology during gearshifts. By cutting ignition, rather than fuel supply, gearshifts are faster and are accompanied by a distinct ‘crack’ as the unburnt fuel is ignited by the new spark. A newly developed advanced engine control strategy boosts responsiveness, further harmonising the integration between throttle, engine and gearshift, providing superbly intuitive driving behaviour. A key target, as Davide Bizzari, Powertrain Control Manager highlights, was ‘to remove any hint of dead travel’ from the throttle pedal, so every input, no matter how minor, has an effect. ‘Having a great link from the throttle pedal, to torque delivery, is key for great driveability,’ Bizzari explains. Driver engagement, and the connection between the driver, the engine and the road, is further heightened by the use of lighter internal components in the engine which remove mass and inertia in the drivetrain. DYNAMICS With a clear focus on track activity, but still fully road legal, the 675LT provides the sharpest and most responsive steering of any model in the Super Series. A new steering rack is the fastest fitted to a McLaren model to date, and is coupled to bespoke suspension tuning, including the use of the uprights and wishbones from the McLaren P1™. New specially developed Pirelli P Zero™ Trofeo R tyres offer a six percent increase in grip over the extremely capable P Zero™ Corsa tyre, boosted by a stiffer structure. Underlining the performance intent of the 675LT, carbon ceramic brakes are fitted as standard, 394mm at the front and 380mm at the rear. Brake pedal modulation has been enhanced, taking learnings from the highly efficient systems on the McLaren P1™ and 650S, to provide a feel which inspires confidence. The braking performance, working in conjunction with the active ‘Longtail’ Airbrake and the enhanced levels of downforce, can bring the 675LT to a standstill from 100 km/h (62 mph) in 30.2 metres, or just 3.0 seconds. Tuned, stiffer engine mounts further improve dynamics through the steering and throttle. ‘The whole driving experience has been enhanced to a new level,’ says Dan Parry-Williams. ‘You are instantly aware, from the moment you get behind the wheel, of the extra performance and engagement.’ Chris Goodwin, Chief Test Driver adds: ‘With the 675LT, we have taken the Super Series to another level – because we can. It feels poised on the road, but totally honed for the track. You just want to keep driving, and keep pressing on. Through reducing the weight, and turning up the sensory feelings through every touchpoint, the excitement factor is turned up to 11. The throttle response, brake pedal feel and turn-in are just more alive.’ INTERIOR The cabin of the 675LT has been designed to offer a cocooning, well-packaged and comfortable environment. Fully focused on the driver, it is clear from clutter and distraction but, unlike many track-dedicated roadcars, the 675LT retains a high level of standard equipment, albeit with a focus on saving weight. Carpet and sound deadening materials are limited within the cabin to reduce weight where possible. Lightweight Alcantara®trim with contrast stitching is standard throughout the cabin, which saves a combined 3.5kg versus leather, although a full Nappa leather interior is available at no extra cost. A pair of lightweight carbon fibre racing seats, first seen on the McLaren P1™, save a combined 15kg and provide optimised connection for the driver to the characteristics of the car due, in part, to deeper side bolsters. The new titanium exhaust, including a new exhaust manifold, provides a more inspirational engine note into the cabin. ‘We wanted a more animate driving experience, to convey some sound through the structure of the car,’ says Haydn Baker, Head of Vehicle Line. ‘These stiffer mounts offer improvements on two fronts. Not only do they emphasise the connection between car and driver, but they also act to improve handling and agility minimising any “pendulum effect” when changing direction.’ Heating and ventilation (HVAC) is now controlled via the centrally-mounted touchscreen IRIS screen, rather than through door mounted controls to save weight. The air conditioning unit is removed, saving 11kg, but can be specified as a no-cost option. Carbon fibre is used extensively in the cabin, including the steering wheel clasp, gearshift paddles, lower centre console and HVAC shroud, echoing the lightweight MonoCell chassis. All visual carbon fibre is satin finished as standard, rather than gloss. This shows up the carbon weave more clearly and, at just 0.1mm in thickness, the finish saves further weight which all adds up to the overall 100kg saving. INFOTAINMENT Despite the track-focused set up within the cabin of the 675LT, the most engaging and extreme model in the Super Series retains a high level of specification rather than being a conventional ‘stripped out’ road racer. Standard features include satellite navigation, DAB Digital radio (SIRIUS satellite radio in North America), and a lightweight four-speaker system from audio specialist Meridian. The innovative touchscreen IRIS infotainment system simplifies vehicle commands, reducing the number of switches and buttons in the driver zone. As with all McLaren models, it is set up in portrait, rather than landscape, which is more intuitive and means driver and passenger can sit closer together, optimising weight distribution. FIVE UNIQUE ‘BY McLAREN’ 675LT THEMES As premiered on the 675LT at the Geneva Motor Show, the ‘By McLaren’ designer interiors represent the pinnacle of the range of trims available. Offered in five bespoke colour themes, never previously offered, each specification has been carefully developed to compliment the exterior paint colour with recommended upholstery and trim detailing, cabin stitching, wheels and brake calliper colours. The ‘By McLaren’ colour palette of five colours comprises four new colours formulated for the 675LT. Chicane Grey, Delta Red, Napier Green and Silica White can be specified for the first time, along with the iconic heritage McLaren Orange. McLAREN TRACK TELEMERTY (MTT) The track capability of the 675LT is highlighted by the new McLaren Track Telemetry (MTT), which is standard, with data displayed on the IRIS screen. The system provides real-time information, including laptime, sector splits, lap deltas and comparisons between other users. Post-drive analysis is also available with GPS-based track mapping, lap timing and data-logging with graphical plots of vehicle speed and laptime deltas. As an option, three cameras can be specified which work in conjunction with the data-logging, recording each lap to allow for additional analysis. The cameras are mounted in the front and rear bumpers, and one in the cabin facing forward over the driver’s shoulder. FURTHER OPTIONAL SPECIFICATION In addition to the standard specification, the 675LT can be comprehensively specified with a full range of further options. Full Nappa leather upholstery can be specified for the carbon fibre racing seats, or an electrically adjustable, heated sports seat option is also available. A full variety of convenience options can also be specified for the 675LT, including a vehicle lift system and an electric steering column. This can be specified as a stand-alone item or paired with the heated and electric seats, and with a memory function. THE STORY OF LT The story of the McLaren F1 is one of the most famous in automotive history, with the all conquering GTR moving the game on further, worthy of a place in the motorsport hall of fame. After a successful season in 1995 and 1996, McLaren set about raising the bar once more in order to stay ahead of the competition. While the name and basic architecture remained the same, the 1997 McLaren F1 GTR ‘Longtail’ – or LT – was completely re-engineered from the ground up, and was the ultimate version of the iconic McLaren F1. With enhanced levels of downforce through extended bodywork, and dramatic weight savings, the end result was the most track-focused derivative of all 106 models to wear the McLaren F1 badge. The McLaren F1 GTR ‘Longtail’ raced successfully during the 1997 sports car racing season, including most prominently in the FIA GT championship against specially developed racing ‘prototypes’, and went within a whisker of winning the world title. Notable achievements included victory in the Silverstone 4 hours, the Hockenheim 4 hours, the Spa 4 hours and a 1-2 class finish – 2-3 overall – at the 1997 24 Hours of Le Mans. Despite racing against the much quicker LMP cars, only one lap separated the #41 McLaren F1 GTR ‘Longtail’ from outright victory. The nearest opposition in the GT1 class finished nearly 30 laps behind. And so, McLaren has done it again. ‘LT’ is now the ultra high-performance brand, re-establishing the McLaren ‘Longtail’ heritage. As the first model to wear the iconic badge, the 675LT embodies the ‘Longtail’ ethos, with a focus on light weight, optimised aerodynamics, increas ed power, track-focused dynamics and driver engagement. MANUFACTURING The 675LT is the most exclusive model in the Super Series: only 500 coupés will be built, and all are sold. They will be produced from July 2015 in the McLaren Production Centre, alongside the McLaren Technology Centre, near Woking, England. All cars will be hand built, alongside all models from the Ultimate Series (McLaren P1™ GTR and McLaren P1™), the Super Series (650S Coupé, 650S Spider, 625C Coupé and 625C Spider) and the Sports Series (570S Coupé and 540C Coupé) which enters series production later this summer. McLAREN 675LT TECHNICAL STATISTICS PERFORMANCE 0-97 km/h (0-60 mph) 0-100 km/h (0-62 mph) 0-161 km/h (0-100 mph) 0-200 km/h (0-124 mph) 0-300 km/h (0-186 mph) 0-400m / ¼ mile Top speed Power-to-weight 2.8 seconds 2.9 seconds 5.5 seconds 7.9 seconds 22.5 seconds 10.45 seconds @ 228 km/h (142 mph) 330 km/h (205 mph) 549PS per tonne BRAKING 100-0 km/h (62 mph) 200-0 km/h (124 mph) 300-0 km/h (186 mph) 3.0 seconds, 30.2 m (99 ft) 4.5 seconds, 115 m (377 ft) 6.9 seconds, 254 m (833 ft) ENGINE & POWERTRAIN Engine Configuration Power Torque Transmission V8 Twin Turbo / 3799cc 675PS (666 bhp) @ 7,100 rpm 700Nm (516 lb ft) @ 5,500-6,500 rpm 7 Speed SSG CO2 275g/km Fuel consumption Engine lubricant combined - 24.2mpg (EU), 11.7l/100km urban - 16.1mpg (EU), 17.5l/100km extra urban - 33.2mpg (EU), 8.5l/100km Mobil 1 New Life™ 0W-40 DIMENSIONS & WEIGHT Dry weight Weight distribution Length Width Height 1,230kg (2,712 lb) 42.5 / 57.5 4,546 mm 2,095 mm 1,188 mm
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  • rac's Avatar
    Yesterday, 08:23 PM
    rac started a thread TTE 550 hybrid twins N54 in N54
    Anyone know what kind of reputation the turbo engineers have in the Audi scene, or any scene? Someone mentioned them in a thread a few days back. Some of us outside the US might need to start taking more interest in European products now due to the aussie dollar going into freefall against the US... RB & VTT have become 25-30% more expensive for us over the last year or so from exchange rate. Some info i have; · Genuine IHI Housings & Components · Latest TTE Billet Compressor Geometry · Optimized Compressor Cover Machining Clearances · TTE uprated waste gate flapper and arm with improved bushing · Oversize Special Curved Clipped Turbine · Reinforced Bearings · Dynamically Balanced, supplied with VSR test report · Plug & Play Fitment · 550 PS Capable · Designed, Machined & Built by TTE in Germany Recon/Upgrade from used turbochargers RRP €1847.90 NET Apparently in early testing phase, something to watch. Pics, latter two next to stock comparison.
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