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  • drfrink24's Avatar
    04-20-2015, 12:44 PM
    Doing a bit of research on turbo sizing, I know there are several factors that influence choices: Peak power goals @ xxxx RPM Fuel available etc... But lets face it, there are poor sized choices, such as a tiny AR that would choke the exhaust or a giant AR that would require 10k RPM and nitrous to hit peak numbers. To say that every turbo option is somehow the "best" for a specific outcome desired I think is misleading. I have to imagine that turbo A is better at accomplishing your goals than turbo B, and both are worse than turbo C (all else being equal). This isn't magic, its science, right? With our BSFC, VE, liters, VANOs, DI and other known factors, there should be a pretty obvious compressor and exhaust housing that offers a very meaty power band, assuming its tuned correctly with the correct fueling that works better than an under-sized or over-sized option, or even worse, with an under or oversized option poorly tuned.
    91 replies | 1227 view(s)
  • Torgus's Avatar
    04-21-2015, 04:22 PM
    We have someone. His name is Leen. $1200 or less manifolds which will outflow the Motiv design they ripped off. Will be available for sale soon enough.
    57 replies | 1597 view(s)
  • 4doorbmwpower's Avatar
    04-24-2015, 08:59 PM
    Can someone tell me more than just... its really hard? so is hacking into the pentagon and people still do it. WE PUT A MAN ON THE MOON! can we please find a company that can give us custom TCU flashing? I have emailed a company that does TCU flashing for Ferrari and Porsche, maybe they know a guy.
    54 replies | 559 view(s)
  • Sticky's Avatar
    04-21-2015, 12:47 AM
    This thread might get intense. So which one do you choose? Honestly, I'm starting to think the Viper is the way to go. I love the Z06. There is no 'wrong' car here. They're both incredible. But the Viper is just... raw. Something about it. There's something that makes you feel like they just won't build like this any longer. It's a tough one.
    53 replies | 643 view(s)
  • Sticky's Avatar
    04-22-2015, 02:09 PM
    A twin turbo S85 V10? That is what the boosted BMW world has been missing. Well, at least in a street car. This is a bit of a premature post as there is a long way to go but our friend @Dr.Tamirlan from Russia shared some pictures and details on his build. You get a couple shots of the turbos mounted and the manifolds which are nice to see. BimmerBoost can say for the record they saw these manifolds almost two years ago in person so that gives you an idea of how long this process is. Additionally, BimmerBoost can say from experience that @Dr.Tamirlan better have a lot of patience and a lot of money. To do what he asks is going to take some serious work to the block. The power will be there with some big turbos and the V10, do not worry about that. Worry about keeping the motor together. BimmerBoost also from speaking with Gintani knows they have tricks up their sleeves for strengthening these blocks but the S85 is a better candidate than the S65 V8 for big power anyway due to its larger size, better oiling system, and offering slightly more material. The DCT swap is not as big of a wildcard here as people might think. Dodson is willing to work with Gintani regarding the transmission so they will be able to keep it together. The challenge once again is the block due to its soft and lightweight aluminum-silicon material. We wish our Russian friend luck with his project. The result certainly would be something to behold and it would challenge for the top street BMW spot in the world.
    36 replies | 983 view(s)
  • 93siro's Avatar
    04-20-2015, 12:46 AM
    93siro started a thread Building the engine in N54
    Hi all, So vac is going to build me a complete engine. Forged bottom end with their stage 3 head and custom spec cams. Im deciding now to whether go lower compression or up the compression ratio and go full insane? Also the cam profile is not decided yet. I know nobody has ever put cams on these engines, but all opinions are welcome. 264 with 10.2mm lift is too much? The turbos are vtt stage 2+. Thanks
    33 replies | 533 view(s)
  • Sticky's Avatar
    04-20-2015, 08:14 PM
    The video below was published in early April but the results were published by MotorTrend back in early March. As we already know what happened there is little point in rehashing the comparison although it is enjoyable to see the cars with a video accompanying the text of course. The reason we are posting this follow up is to do our part in making sure Porsche receives praise for the 918 Spyder and how they are going about testing. Porsche is just giving the keys to the magazines and telling them to go nuts. They aren't sending engineering teams to accompany testing. They aren't saying they will pull advertising. They are not making any threats. They are not trying to control the terms. They are simply letting the car do the talking. Isn't that how it is supposed to be? Last year Porsche had no problem having EVO compare the 918 Spyder and McLaren P1. Ferrari was nowhere to be found deciding to hide in Maranello and act like they are (they were) better than everyone else instead. McLaren unlike Porsche requested a retest on different tires and this changed the results EVO achieved. They pulled something similar with MotorTrend. Porsche just smiled and accepted the original results. They did not bother to change the conditions of the test. Changing the conditions of the test is what Ferrari does best. The latest MotorTrend LaFerrari test illustrates that brilliantly. MotorTrend was allowed to test the LaFerrari under Ferrari's watchful eye on Ferrari's test circuit under Ferrari's terms. Ferrari pulled strings to prevent an independent LaFerrari MotorTrend had lined up from being tested in this particular comparison though. Do you respect that? This network doesn't. Yes, the LaFerrari, along with the 918 and P1 are tremendous achievements. They should all be celebrated. Ferrari has managed to suck the fun and automotive enthusiasm out of this latest generation of supercars. The LaFerrari may actually be the best car of the trio but Ferrari's attitude has dampened what should be a cheerful chapter in automotive history. The point ultimately is, if your car can't speak for you at this level why are you even bothering to play? There is some pride involved, isn't there? But there should also be respect of the competition. Should poor sportsmanship be rewarded? Ferrari shows no respect to the 918 Spyder or the McLaren P1 or anyone but themselves. Therefore they do not deserve any respect from anyone else.
    20 replies | 496 view(s)
  • Sticky's Avatar
    04-22-2015, 01:10 PM
    Here is yet another absurdly quick and fast 1/4 mile time from the Middle East. Recently, on the BenzBoost forums we witnessed that the something was 'wrong' with a slip and the Yas Marina track was said to be miscalibrated. We wonder just how many tracks in the Middle East are miscalibrated. If we sound skeptical that is because we are. These times are absurdly fast compared to anything else out there. Are they possible with a Porsche 991 Turbo S? Sure, with these mods they are possible: AAP Custon Ecu tune ( remap stock ecu) Custom upgraded Turbos Custom Exhaust system Rear Tyres Toyo R888 We just have to wonder why nobody in the US is matching them or even close. Assuming the is calibrated correctly and the mod list is accurate, this performance is stunning and Al Anabi Racing deserves all the credit in the world. We hope to hear more about these turbos, AAP's tuning, and how the PDK is holding up to what is apparently 800+ all wheel horsepower. What about the fueling? A lot of question marks here but the car clearly hustles.
    23 replies | 335 view(s)
  • robc1976's Avatar
    04-19-2015, 01:43 PM
    I am selling my basically brand new (1700 miles) motiv 750 Single turbo kit. The kit comes with everything you need for install. Why am I selling: Only reason I am selling is because I want a top mount and that is the ONLY reason, This is arguably one of the best kits for the N54 period. NOTE: with ER FMIC I had to trim less than 1/4" off the CP since ER has a extra long end tank, this will NOT hurt anything on your install if you use different FMIC and if you like I will get you new CP but is honestly not needed. I just want to make sure all cards are on table. Price: $6950.00 plus shipping (buyer covers shipping and 3% Paypal fees or gifts payment). No over seas shipping, no checks no wire transfers, just paypal or cash. This price I am pretty firm on, Turbo has never went above 23psi and only on several pulls. Included is custom filter with metal top, custom MAC selonoid bracket & custom cut heat-shield and 12-AN fitting on filter for OCC. You can use rubber hose with clamp or -12AN fitting with this setup. If you choose not to run a OCC you can get cap for $5.00. Kit will take 2-4 weeks to remove since I will be waiting on other kit to limit down time so there are 2 options. 1. Put down 50% and pay other 50% once kit is off and ready to ship 2. Pay in full, still will have the waiting time (some prefer to pay up front so giving this option). Motiv 750 kit before install, looks the same except slight coloration on manifold (normal).
    15 replies | 386 view(s)
  • Sticky's Avatar
    04-24-2015, 02:41 PM
    Incredible gains here and a very well detailed and photographed build from Weistec Engineering. This R231 SL63 AMG receives the full gamut of Weistec M157 performance products which includes their M157 turbocharger upgrade as well as their M157 downpipes. Of course Weistec tuning makes the hardware all work seamlessly and the result is an additional 199 horsepower at the wheels as well as an eye opening 352 more lb-ft of torque at the wheels. That is on 91 octane pump gas, not race fuel. This is what a high quality and well detailed build looks like folks: Weistec installed its in house designed and manufactured Turbocharger Upgrades, True Downpipe and Exhaust Upgrades, ECU Calibration, and Weistec Designed Spark Plugs and gave this gorgeous drop top 199 more horsepower to the wheels, and a whopping 352 more foot pounds of torque to the wheels. This combination creates one of the most exhilarating rides on the planet, while pairing off with the most euphoric V8 sounds ever to bellow out of a set of quad AMG exhaust tips. - Turbo Impeller Upgrade - Downpipe and Exhaust System - Spark Plugs - High Flow Air Filters - ECU Calibration - TCU Calibration Needless to say, the results were staggering.
    15 replies | 282 view(s)
  • MM Performance's Avatar
    04-24-2015, 06:54 PM
    Ive been working on a project for the N54 community for a couple months but had not announced it since I wanted to be sure the concept was feasible. I have done enough now to know the concept is good so ready to share my R&D progress with the community. Description It is a TD04L-20T with true 20T native compressor housing. The 20T mistubishi profile compressor wheel is a forged billet wheel with extended tip technology from BorgWarner. The Turbo consist of a TD04 bearing housing modified to connect to stock oil lines, coolant lines and stock turbine housing. The turbine housing has been modified to accept the TD04L turbine and flange up to the TD04 bearing housing. The kit will include upgraded inlet pipe system and also charge pipe system optimized for the high flowing native 20T compressor housing which is over twice the size/flow of stock compressor housing. This will make sure the turbos are flowing to their maximum potential along with the upgraded plumbing for the turbo included. This turbo can push up to 35psi of boost and not sure what the actual WHP will be on the N54, but with proper fueling and meth cooling should be in the 750whp range theoretically at those boost levels near redline according to estimated compressor map and turbo HP calcs, only testing will prove if this is possible and I intend to test the prototypes to these levels with proper port injection and stage 3 LPFP. Schedule Current schedule is to finish development of the prototype set by the end of April/early May and install on my car and test and tune/dyno by the end of May. If all goes well I plan to get 10 beta test units out in June. If that goes well, start selling the kits to you all in July or August. I have completed my test fit on an N54 motor and finalized the designs for the wastegate actuator mounting and modifications and charge pipe (turbo to IC) design as well as making sure everything is going to fit on the engine. Everything went perfect on the fitup of the turbo to the engine so thats when I decided it was time to start sharing R&D progress with the N54 community. Pricing Dont have my final production pricing yet price point will be $3050 for both turbos, $450 for the basic inlet kit and $500 for the charge pipes from turbo to intercooler. If you already own my inlet pipe system, obviously no need to buy that. Only thing needed to adapt my inlet pipe system to the new turbos is two new elbows and everything else works Testing On my prototype system I plan to do dyno test and tune and push them to the maximum as I will have all the supporting fuel mods needed. I will be doing full logging of course. In addition, I will be doing custom turbo logging never before seen on the N54. Not only will I be logging EGT and backpressure (done before) to check health of the turbine but also I will log pressure and temperature at the turbo inlet and also at the turbo outlet which will tell me exactly what pressure ratios the turbo is working at and also at what efficiency. This compressor logging has never been done to my knowledge on the N54 but is the only real way to understand the compressor health during turbo operation. Quality The turbos are purchased from a large turbo supplier. I bought the CHRA from them to my specs which were basically TD04 bearing housing with 04L turbine and 20T billet 6x6 compressor wheel with extended tip technology from BorgWarner (for more boost). I also ordered the CHRA with upgraded thrust bearing, actually the highest upgrade possible, steel thrust bearing mitsubishi uses in the rally turbo cars where turbos REALLY get beat on and need bullet proof bearings. The compressor housing is the native 20T housing (over 2x more flow area) for TD04 and the entire CHRA is assembled and balanced by the manufacturer on a VSR machine they have in house and individual report provided for confirmation. I get the turbine housing machined at a CNC machine shop locally that deals with very high tolerance precision drilling tool parts and I assemble the CHRA to the turbine housing and wastegates "in my garage" and bench test wastegates on the turbos to ensure proper setting. Pics Now some pics to show you some progress :) Current Status update so quick update. We are doing a new manufacturing process for these hybrid turbos that has never been done before...well here is a sneak peak. The turbo manufacturer has designed a custom TD04 bearing housing that will flange up to the stock turbine manifold and bolt up to stock coolant and oil lines and will be investment cast to OEM (mitsubishi) specifications by a factory that also does casting for the OEM. To my knowledge this has never before been done on hybrid turbos for the N54. This will provide a true TD04 CHRA and will increase quality and reduce cost and be a MUCH cleaner solution in my opinion. This coupled with getting the right fittings designed and machined for the VSR machine is the reason I dont have my prototype turbos installed already but the delay is well worth it for the custom cast TD04 center section. I have partnered with the turbo manufacturer and he has made significant investments in the tooling required to manufacture the custom cast TD04 bearing housings but it will pay dividends in the long run in many respects. Also I am finalizing the charge pipes from turbos to intercooler and expect to complete those in a couple weeks and will have the turbo wastegate rod extensions complete also in a couple weeks as well as the wastegate mounting plate. Currently I expect to get the turbos delivered in early May and then in May I will be installing and working out the bugs and hopefully dyno tuning to max power by the end of May or early June. below is a sneak peak pic of the solid model design for the custom TD04 bearing housing design
    13 replies | 345 view(s)
  • Sticky's Avatar
    04-24-2015, 01:58 PM
    This network likes EVO. Why? Well, after you watch this video you will understand. British reviews from Autocar or CAR happen to be crap for the most part in comparison. The latter often test in the wet and provides little to no meaningful data. EVO does the best job of blending quality data with subjective points at least as far as British reviews are concerned. The video starts with acceleration figures. The chaps at EVO were smart enough to figure out that maybe they should test the car in the dry and that is what they did. They use launch control, take off, and hit 60 in 2.6 seconds and 100 in 6.2 seconds. The car is blazing fast. Eventually they move to the track. A personal pet peeve is when a magazine will take a car out on the track and not get laptimes. What's the freaking point? Pretty pictures of some drifts? Some subjective points about the steering and chassis? Well, we get all of the above plus a laptime and other laptimes on the same circuit for context. It beats the 458 Speciale but we wonder how much of that is the all wheel drive traction helping on what is a fairly short course. Regardless, it is a highly impressive laptime and just over a second off the 918 Spyder. EVO also points out that Porsche did not send a team. Porsche did not make anyone go to their home office to test the car. They did not monitor the test. They simply threw EVO the keys. It takes two to tango and that is what makes this review so good. Porsche's willingness to allow their car to be tested independently and EVO's work of course. Simply well done and this is why we mentioned Porsche deserves respect and Ferrari deserves none.
    14 replies | 219 view(s)
  • Sticky's Avatar
    04-22-2015, 07:15 PM
    Introducing the new RS1M series of Monoblok wheels from HRE. The basic styles you see may be familiar as they are HRE classics and the RS1M series is the latest iteration and evolution. The RS100M, RS101M, RS102M, RS103M, RS105M, and RS108M are all a solid single piece wheel and as you gathered the design takes cues from 3-piece HRE's. The Monoblok setup makes the design look elegant and essentially at home on anything. The wheels are available in sizes from 19 to 22 inches and with widths from 8 to 13 inches. You can also get this series in center locking fitment. Try to say the the RS100M does not look at home on this 991 Turbo S. Just try. Without drooling. RS100M: RS101M: RS102M: RS103M: RS105M: RS108M: THE NEW ELEGANT: HRE SERIES RS1M The all-new Series RS1M takes styling cues from three-piece sibling to create the perfect grouping of Monoblok wheels San Diego, Calif. (April 2015) – HRE has continually refined its Monoblok wheels since pioneering the 1-piece forged wheel trend with the launch of the original P40 in 2006. The latest Series RS1M is the perfect evolution of the sophisticated engineering and elegant styling that has made HRE’s Monoblok wheels famous. The result is a wheel series that is right at home on everything from a Porsche 911 to a Mercedes-Benz S-Class. The Series RS1M debuts with six new styles, including the 9-spoke mesh RS100M, the 7-spoke split RS101M, the 5-spoke twist RS102M, the 13-spoke multi RS103M, the solid 5-spoke RS105M, and the 7-spoke RS108M. The Series RS1M is available in diameters ranging from 19 to 22 inches and widths range from 8 to 13 inches. "The RS1M is a perfect example of how in design, usually less is more,” said HRE President Alan Peltier. “In an era when everyone, including HRE, is moving to more and more aggressive designs, sometimes the more difficult and rewarding challenge is simply finding out how to improve on an icon.” All HRE wheels are engineered to minimize unsprung mass and rotational inertia for optimal acceleration, handling and braking performance. Each wheel is built-to-order and there are nearly infinite fitment, color and finish options available for the ultimate custom-tailored wheel buying experience. Center-lock fitments are also available. About HRE Performance Wheels: HRE designs, engineers and manufactures 3-piece and 1-piece forged aluminum alloy wheels for Racing, Performance & Luxury cars and SUVs in their San Diego, California-based, TÜV-approved facility. HRE’s built-to-order wheel sets offer a customized choice of offsets, widths and finishes, resulting in a uniquely personal style and performance solution for each customer’s application. HRE wheels are sold through select high-end car dealerships, specialty retailers and performance companies worldwide. For more information, visit or call an HRE wheel expert at (760) 598-1960.
    7 replies | 1023 view(s)
  • Sticky's Avatar
    04-20-2015, 12:20 PM
    These four German SUV's are not the biggest or strongest their respective brands create. Porsche for example has the Cayenne Turbo S which is a twin turbo V8 powered monster. However, although the Macan Turbo may not have the Cayenne Turbo S raw grunt it is lighter and far more tossable. These SUV's are actually about spirited driving, Yes, the SUV platform has evolved to be more of a do everything type of car than an off-road vehicle. Speaking from experience you can have a lot of fun driving a sport SUV. Of course it will not replace a sports car but for someone who perhaps has to compromise (wife, kids, all that stuff) these cars can often roll everything into one. Ok, soliloquy over. Which of these is the best? The answer is, that depends. The vehicles here take differing approaches. Let's look at the curb weights ordered from lightest to heaviest: Mercedes GLA45 AMG 3646 BMW X4 xDrive35i 4240 Audi SQ5 4373 Porsche Macan Turbo 4544 That is a pretty big spread there of almost 900 pounds from lightest to heaviest. The X4, SQ5, and Macan are more in the same class and something like the Mercedes GLC would be a better fit against these. That said, the light weight of the GLA45 AMG in this company makes it very fun to drive despite having the smallest engine with a 2.0 liter four-cylinder. The GLA45 AMG also happens to be the quickest and fastest of the bunch with a 1/4 mile sprint of 12.8 @ 107.9. The power to weight advantage really shows. The GLA45 AMG is the quickest, fastest, lightest, and best handling. If one wants the sportiest SUV of this bunch that is the choice and MotorTrend got it right. They also got it right with the X4 bringing up the rear. BMW, what are you doing? Ouch, what a beatdown. If you want to tow however and actually get some utility out of your SUV the SQ5 is likely the best choice. The torque from the supercharged motor and the automatic transmission would be best for actual work. Not a perfect but certainly interesting comparison nonetheless. 1st Place: Mercedes-Benz GLA45 AMG Certainly not the most “mature” crossover here, the GLA45 AMG’s playful demeanor and serious performance cred earn it the gold. 2nd Place: Porsche Macan Turbo The tremendously capable (and tremendously expensive) Macan Turbo misses out on first place by a nose—and about 20 grand. 3rd Place: Audi SQ5 That Porsche is nice, but if value were a larger part of the equation, the SQ5 might have shaken things up a bit more than it did. 4th Place: BMW X4 xDrive35i The BMW X4 is neither a convincing coupe nor a true performance SUV. 2015 Mercedes-Benz GLA45 AMG 2015 Porsche Macan Turbo POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD ENGINE TYPE Turbocharged I-4, alum block/head Twin-turbo 90-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 121.5 cu in/1,991cc 220.0 cu in/3,605cc COMPRESSION RATIO 8.6:1 10.5:1 POWER (SAE NET) 355 hp @ 6,000 rpm 400 hp @ 6,000 rpm TORQUE (SAE NET) 332 lb-ft @ 2,250 rpm 406 lb-ft @ 1,350 rpm REDLINE 6,250 rpm 6,800 rpm WEIGHT TO POWER 10.3 lb/hp 11.4 lb/hp TRANSMISSION 7-speed twin-clutch automatic 7-speed twin-clutch automatic AXLE/FINAL-DRIVE RATIO 4.13:1/1.98:1 4.13:1/2.15:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Multi-link, air springs, adj shocks, anti-roll bar; multi-link, air springs, adj shocks, anti-roll bar STEERING RATIO 15.2:1 14.3:1 TURNS LOCK-TO-LOCK 2.5 2.6 BRAKES, F;R 13.8-in vented disc; 13.0-in vented disc, ABS 14.2-in vented disc; 14.0-in vented disc, ABS WHEELS, F;R 8.0 x 20 in, cast aluminum 9.0 x 21 in; 10.0 x 21 in, forged aluminum TIRES, F;R 235/40R20 96Y Continental ContiSportContact 5P 265/40R21 101Y; 295/35R21 103Y Michelin Latitude Sport 3 DIMENSIONS WHEELBASE 106.3 in 110.5 in TRACK, F/R 61.7/61.7 in 65.2/65.0 in LENGTH x WIDTH x HEIGHT 174.9 x 71.0 x 58.2 in 185.0 x 76.1 x 63.4-65.4 in GROUND CLEARANCE 4.8 in 7.1-9.1 in APPRoaCH/DEPART ANGLE 11.9/18.3 deg 19.7-26.6/18.5-25.3 deg TURNING CIRCLE 38.8 ft 39.2 ft CURB WEIGHT 3,646 lb 4,544 lb WEIGHT DIST, F/R 60/40% 55/45% TOWING CAPACITY Not recommended 4,400 lb SEATING CAPACITY 5 5 HEADROOM, F/R 36.9/36.7 in 38.1/37.7 in (est) LEGROOM, F/R 41.9/33.9 in 41.0/37.4 in (est) SHOULDER ROOM, F/R 54.8/53.1 in 57.7/56.4 in (est) CARGO VOL BEH F/R 42.0/11.8 cu ft 53.0/17.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.5 sec 1.4 sec 0-40 2.2 2.2 0-50 3.1 3.1 0-60 4.3 4.2 0-70 5.5 5.6 0-80 7.0 7.1 0-90 8.8 9.0 0-100 10.9 11.3 PASSING, 45-65 MPH 2.2 2.3 QUARTER MILE 12.8 sec @ 107.9 mph 12.9 sec @ 106.2 mph BRAKING, 60-0 MPH 103 ft 102 ft LATERAL ACCELERATION 0.93 g (avg) 0.90 g (avg) MT FIGURE EIGHT 25.0 sec @ 0.78 g (avg) 25.0 sec @ 0.78 g (avg) TOP-GEAR REVS @ 60 MPH 1,450 rpm 1,800 rpm CONSUMER INFO BASE PRICE $49,225 $73,295 PRICE AS TESTED $65,985 $84,850 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS Dual front, f/r side, f/r curtain, front knee Dual front, f/r side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE Unlimited 4 yrs/50,000 miles FUEL CAPACITY 16.9 gal 19.8 gal EPA CITY/HWY/COMB ECON 23/29/25 mpg 17/23/19 mpg ENERGY CONS, CITY/HWY 147/116 kW-hrs/100 miles 198/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.76 lb/mile 1.01 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium REAL MPG, CITY/HWY/COMB 25.3/31.9/27.9 mpg 16.9/21.6/18.8 mpg 2015 Audi SQ5 2015 BMW X4 xDrive35i POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD ENGINE TYPE Supercharged 90-deg V-6, alum block/heads Turbocharged I-6, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 182.8 cu in/2,995cc 181.7 cu in/2,979cc COMPRESSION RATIO 10.3:1 10.0:1 POWER (SAE NET) 354 hp @ 6,000 rpm 300 hp @ 5,800 rpm TORQUE (SAE NET) 347 lb-ft @ 4,000 rpm 300 lb-ft @ 1,200 rpm REDLINE 6,800 rpm 7,000 rpm WEIGHT TO POWER 12.4 lb/hp 14.1 lb/hp TRANSMISSION 8-speed automatic 8-speed automatic AXLE/FINAL-DRIVE RATIO 3.08:1/2.05:1 3.39:1/2.26:1 SUSPENSION, FRONT; REAR Multi-link, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar STEERING RATIO 15.9:1 16.4:1 TURNS LOCK-TO-LOCK 2.8 2.2 BRAKES, F;R 15.0-in vented disc; 13.0-in vented disc, ABS 12.9-in vented disc; 13.0-in vented disc, ABS WHEELS, F;R 8.5 x 20 in, cast aluminum 8.5 x 20 in; 10.0 x 20 in, cast aluminum TIRES, F;R 255/45R20 101V M+S Dunlop SP Winter Sport 3D 245/40R20 99Y; 275/35R20 102Y Pirelli P Zero DIMENSIONS WHEELBASE 110.5 in 110.6 in TRACK, F/R 64.2/64.0 in 62.8/63.4 in LENGTH x WIDTH x HEIGHT 183.0 x 75.2 x 65.3 in 184.3 x 74.1 x 63.9 in GROUND CLEARANCE 7.9 in 8.0 in APPRoaCH/DEPART ANGLE 25.0/20.0 deg 26.0/23.0 deg TURNING CIRCLE 38.1 ft 39.0 ft CURB WEIGHT 4,373 lb 4,240 lb WEIGHT DIST, F/R 54/46% 51/49% TOWING CAPACITY 4,400 lb 3,500 lb SEATING CAPACITY 5 5 HEADROOM, F/R 38.1/37.7 in 40.0/37.4 in LEGROOM, F/R 41.0/37.4 in 40.4/34.8 in SHOULDER ROOM, F/R 57.7/56.4 in 57.2/56.0 in CARGO VOL BEH F/R 57.3/29.1 cu ft 49.4/17.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.8 sec 0-40 2.3 2.7 0-50 3.3 3.8 0-60 4.4 5.2 0-70 5.8 6.9 0-80 7.4 8.9 0-90 9.4 11.4 0-100 11.8 14.4 PASSING, 45-65 MPH 2.3 2.8 QUARTER MILE 13.1 sec @ 104.2 mph 13.9 sec @ 98.8 mph BRAKING, 60-0 MPH 123 ft 113 ft LATERAL ACCELERATION 0.82 g (avg) 0.85 g (avg) MT FIGURE EIGHT 26.5 sec @ 0.72 g (avg) 26.2 sec @ 0.71 g (avg) TOP-GEAR REVS @ 60 MPH 1,550 rpm 1,600 rpm CONSUMER INFO BASE PRICE $53,625 $48,950 PRICE AS TESTED $59,525 $64,525 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS Dual front, f/r side, f/r curtain Dual front, front side, f/r curtain BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles 4 yrs/Unlimited FUEL CAPACITY 19.8 gal 17.7 gal EPA CITY/HWY/COMB ECON 17/24/19 mpg 19/27/22 mpg ENERGY CONS, CITY/HWY 211/147 kW-hrs/100 miles 177/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.05 lb/mile 0.88 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium REAL MPG, CITY/HWY/COMB 20.8/29.4/24.0 mpg 16.2/24.4/19.0 mpg
    10 replies | 926 view(s)
  • spxxx's Avatar
    04-24-2015, 07:20 PM
    spxxx started a thread Bye Bye TunerPro ;) in N54
    Hey guys, Posting on behalf of a buddy who will chime in with more info... Hey guys. I've been very busy with a few projects I'm working on, but they are all coming together. I kind of pushed this one to the front because I don't like TunerPro very much. It is slow, a bit clunky, cell shading isn't the best, comparing bins is limited, and most of all, you need to define separate "tables" for axis breakpoints. Well, NO MORE! This took a large amount of "up front" manual work, but going forward it will be much easier adding new tables defs thanks to the different XML format. The de facto standard for editing bins going forward is going to be EcuFlash. If any of you come from the Evo / Subaru world, this will be very familiar to you. If not, there is basically no learning curve coming from TunerPro either. Just benefits. Added benefits: - you can edit table axis breakpoints right on the main table - no need to "load XDF" (correct def is loaded automatically when you pick your bin) - better performance 3D view - can have table windows on two different monitors easily - nicer colors - etc. I expect to have an XML ready for release by sometime next week. I've attached a screenshot below for reference. See if you can spot one of the new tables
    11 replies | 285 view(s)
  • Sticky's Avatar
    04-20-2015, 12:00 PM
    Americans love trucks. Americans also have some very big trucks as the picture below illustrates. Competing on the full-size truck side with the Americans is not easy and the Ford F-Series for example is one of the best selling vehicles of all time and perennially near or at the top of the sales list. So, yes, Americans love to buy trucks. What you see below in the middle is a little truck called the Rabbit from Volkswagen. It had a diesel engine option and being based on the late 70's Rabbit platform was fairly tiny. It definitely looks dwarfed here with a Japanese full size to the left and an F250 to the right. Can anyone name a small truck with a solid diesel option available in the US today? What about even mid-size? Even the Americans are lacking in this area. There is an area of the truck to market to exploit yet Volkswagen seems reluctant even though they have the Amarok. Volkswagen, you want to pick up sales. You are considering entering the US truck market. What's wrong with you guys? Sandwich yourselves between the goliaths with a solid small truck option offering a diesel and watch the sales rise. That, or you continue to wonder why your US sales slump.
    13 replies | 212 view(s)
  • Sticky's Avatar
    04-21-2015, 01:32 PM
    Damn! The 4.0 TFSI V8 continues to impress and continues to show it isn't sacrificing much of anything compared to its larger displacement German twin turbo V8 competition. Eurocharged tuned this car in Texas on pump gas and the result is 636 horsepower at all four wheels. Take a look at that torque figure as well. 668 lb-ft of torque at all four wheels. These are insane numbers for an all wheel drive luxury sedan sending power through an automatic transmission. Especially when you consider the modifications are only the Eurocharged tune and Eurocharged downpipes. We are waiting to hear from @Eurocharged whether the baseline figure is with their downpipes (we assume so and we also assume they are catless) and will update the post when we get the information. Ridiculous gains over the 542 awhp and 517 wheel torque baseline however you slice it.
    12 replies | 328 view(s)
  • Sticky's Avatar
    04-20-2015, 02:11 PM
    Well, more LaFerrari test numbers are coming out but they all are being released in a very controlled fashion. What does this mean? It means you should question them. The vast majority of the figures are similar to what Car and Driver published from their test with the LaFerrari at Fiorano earlier this month. So MotorTrend flew out to Italy and got their turn. They at least admit somewhat the figures can be skewed by including that the tests were performed on a negative 1.4 degree grade. This definitely has an effect. Car and Driver got 0-60 in 2.5 seconds, 0-100 in 4.8, and the 1/4 mile in 9.8 @ 150. MotorTrend got 0-60 in 2.4, 0-100 in 4.8, and the 1/4 mile in 9.7 @ 148.5. So, almost a mirror of each other on different days. Would it kill them to list times to the hundredth? So what do you make of these numbers? The car is fast. But when the FIAT CEO and the big dog at FCA (Fiat Chrysler Automobiles) Sergio Marchionne need to be in attendance during the test you know this is no average test. That among the hundreds of other support technicians, official test drivers, PR people, etc. This is controlled marketing at this point. If the only tests we are going to get are like this where everyone goes to Ferrari and Ferrari has a microscope over you we will not get any meaningful comparisons. Ok, the car is fast. It sets Fiorano Ferrari test track records with their own drivers. Now how about it goes up against the 918 Spyder and McLaren P1? And not on Ferrari's home turf? Here is an interesting tidbit on the weight, see if you believe it: "We start by watching a few techs jack the car up onto scales. After verifying a full tank, we huddle around the readout, which shows 3,495 pounds split 39 percent front and 61 percent rear. An engineer says the pile of data loggers Ferrari installed in the footwell adds roughly 10 pounds. We didn't have time to remove the equipment, so we didn't subtract its claimed weight. This LaFerrari weighs 84 pounds more than the McLaren P1 and 263 pounds less than the all-wheel-drive Porsche 918." Heavier than the P1. With a full tank of gas. Ferrari goes to the level of pointing out the test equipment adds weight. Do you trust this LaFerrari the CEO comes in to watch be tested is the same as every other LaFerrari? Because that seems a bit naive. We still await a real test. Ferrari LaFerrari POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Mid-engine, RWD ENGINE TYPE 65-deg V-12, alum block/heads, plus AC electric motor VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 382.1 cu in/6,262 cc COMPRESSION RATIO 13.5:1 BATTERY TYPE Lithium-ion POWER (SAE NET) 789 hp @ 9,000 rpm (gas)*/161 hp (elec)/950 hp (comb) TORQUE (SAE NET) 516 lb-ft @ 6,750 rpm/664 lb-ft (comb) REDLINE 9,250 rpm WEIGHT TO POWER 3.7 lb/hp TRANSMISSION 7-speed twin-clutch auto. AXLE/FINAL-DRIVE RATIO 4.38:1/3.02:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; multi-link, coil springs, adj shocks, anti-roll bar STEERING RATIO 11.3:1 TURNS LOCK-TO-LOCK 1.9 BRAKES, F;R 15.7-in vented, drilled carbon ceramic disc; 15.0-in vented, drilled carbon ceramic disc, ABS WHEELS, F;R 9.5 x 19-in; 12.5 x 20-in, forged aluminum TIRES, F;R 265/30R19 93Y; 345/30R20 106Y Pirelli P Zero Corsa DIMENSIONS WHEELBASE 104.3 in TRACK, F/R 66.2/63.5 in LENGTH x WIDTH x HEIGHT 185.1 x 78.4 x 43.9 in TURNING CIRCLE 38.4 ft CURB WEIGHT 3,495 lb WEIGHT DIST., F/R 39/61 % SEATING CAPACITY 2 CARGO VOLUME 1.4 cu ft TEST DATA ACCELERATION TO MPH** 0-30 1.1 sec 0-40 1.5 0-50 1.9 0-60 2.4 0-70 2.9 0-80 3.5 0-90 4.1 0-100 4.8 0-110 5.6 0-120 6.5 0-130 7.5 0-140 8.7 0-150 10.0 PASSING, 45-65 MPH 1.0 QUARTER MILE 9.7 sec @ 148.5 mph BRAKING, 60-0 MPH 95 ft 1.9-MI ROAD COURSE LAP 1:20.84 TOP-GEAR REVS @ 60 MPH 2,600 rpm CONSUMER INFO BASE PRICE $1,400,000 PRICE AS TESTED $1,400,000 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS Dual front, front side BASIC WARRANTY 3 yrs/Unlimited miles POWERTRAIN WARRANTY 3 yrs/Unlimited miles ROADSIDE ASSISTANCE 3 yrs/Unlimited miles FUEL CAPACITY 22.7 gal EPA CITY/HWY/COMB ECON 12/16/14 mpg ENERGY CONS., CITY/HWY 281/211 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.43 lb/mile RECOMMENDED FUEL Unleaded premium *Including dynamic ram-air effect at speed. **Tested on 1.4 percent downhill grade
    12 replies | 209 view(s)
  • Sticky's Avatar
    04-22-2015, 04:30 PM
    Good news! Yes, the McLaren 540C will be sold in the United States. The BoostAddict Automotive Performance Network contacted Dave Eden who is the Global PR Manager over at McLaren Automotive and he confirmed that the McLaren 540C is available globally and in the United States. The car will start at $165,000. Just about $20k less than its big brother the 570S. It is also $15k more than the Porsche 911 Turbo and well worth the premium over the Porsche in this writer's opinion. Getting an answer to the question was as simple as asking. Sometimes that is all it takes. Thank you to McLaren Automotive for the quick response.
    12 replies | 187 view(s)
  • Sticky's Avatar
    04-22-2015, 09:41 PM
    The Ford Focus ST is a pretty quick little hatch with 252 horsepower from its 2.0 liter Ecoboost turbocharged four-cylinder in stock form. This particular ST got some love from AMR Performance in the form of a Stage 3 tune, upgraded intake, upgraded intercooler, and full turbo back exhaust system. The result? 317 WHP on a Dyno Dynamics (yes the graph states flywheel, ignore it) which is some serious power. We would love to see the numbers on a Dynojet for some context but the point is this ST is making a lot more power over stock. We wish AMR included a baseline to show the delta and we'll try to get that out of them. Regardless, the Focus ST certainly offers great bang for the buck in the tuning world. Modifications: - Upgrade Intake System - Upgrade Turbo Back Exhaust - Upgrade Intercooler System - AMR Stage 3 ECU Calibration (tune
    11 replies | 183 view(s)
  • jyamona's Avatar
    04-20-2015, 09:53 AM
    So over the weekend I finished up tapping / plugging the ports in the head. My old valve cover was cracked at 40k miles, so I also installed a new one at the same time (cover, gasket, and bolts all new). All VC bolts were torqued to 7lb-ft + another 1/8 of a turn or so. Fired the car up and let it idle for 5-10min, inspected and saw no leaks. I took it for a short drive, maybe 5min, and when I got back oil was spraying out what seems to be the back of the valve cover, onto the firewall, enough to drip down steadily and form a small puddle under the car. Is this a common spot for such an issue? Does the gasket get pinched / move when installing often? I think that's what may have happened. I was out of time so did not take it back apart yet...won't have time until weds. Also, I've read the bolts are "one time use." These are literally less than 1 mile old though, when I remove the VC and reinstall, and I keep the same bolts? Two pics attached are the best I could grab of the area:
    11 replies | 179 view(s)
  • Vertigo's Avatar
    04-23-2015, 08:57 PM
    Time to turn to the experts. Background: Back in December I completed my build by installing my head back on my motor. During this process I followed the BMW TIS @ workshop manuals using the proper torque specs. During the install, I had at my disposal the BMW master timing kit. Once the head was installed, I installed the cams by sliding the timing tool forks down the flats of each cam with the digital stamp visible from the top. The impulse sending wheels (11367540442) holes aligned perfectly to the dowels on the timing tool that sits on the front ledge of the head. The special TTY Collar Screw (11367524954) were ordered new and torqued properly on both intake and exhaust gear units. I've been trying to wrap my head around how this could happen. Not sure how this is possible but have a peek at this mess. The car was running just fine for the past few months. Just to provide a full picture this happend a few hundred miles after have vanos changes applied to help spool with my single turbo. Shortly after the Vanos changes were made I started getting "2A87 - VANOS exhaust – stiff; jammed mechanically". I deleted without issue and a few weeks later I started hearing a weird metallic tapping noise which sounded just like the old E46 vanos rattle issue. The rattle got worse and worse while my cold starts got longer and longer. I finally had enough and pulled the valve cover to discover this! How is this possible? From what I have been told about the way the VANOS units work...the solenoids allow oil to flow up into the vanos gear units which then decouples them allowing the vanos gear?? or Cam?? not sure which to no longer move in direct relation to the impluse sending wheel? Thinking about this it cant be right because this is double vanos which means the intake and the exhaust cam can move independent of one another even though they are connected by a chain and sprokets? In the situation above would not the timing chain have to stretch inbetween the exhaust gear and the intake gear to allow the exhaust cam to move further behind the intake cam? I would think that the cams themselves would have to be able to move independant of the cam gears somehow. So now the real question is when re-installing is it as simple as re-aligning the cams back to being straight up and then slapping the timing chain back over the gear units or is the exhaust vanos gear unit stuck in a position that it should not be in and that I need to reset before setting the mechanical timing back once again? Would it be safe to replace both Vanos solenoids, re-time, and done? Or do I need to get new Vanos Gear units as well? Thanks!
    10 replies | 275 view(s)
  • Sticky's Avatar
    Yesterday, 01:33 PM
    Some awesome smack talk here from Cadillac. Specifically from Cadillac president (and GM Executive Vice President) Johan de Nysschen formerly of Audi. You may remember that Cadillac tried to troll the Germans last month but it came off somewhat forced. This is much better. Much, much better: Strong words from the Cadillac president but it is the type of thing as an enthusiast you like to see. He pulls no punches informing the Germans this is not about horsepower, torque, or acceleration as they are already beaten there. He is right, the LT4 supercharged V8 going in the CTS-V is no joke. He does not just point to the CTS-V but also the new ATS-V models. Cadillac is attacking across the spectrum but it is important to note the cars are being built to be well rounded. That is why de Nysschen brings up handling, braking, steering, and cornering performance. Is Cadillac-V the new Sheriff in town? Let's get the cars on the road first but one has to love the confidence here. This is much better than photoshopping pictures of an ATS-V next to an AMG or M car. The Germans needs a wake up call and if anyone is going to give them one it is going to be the Americans and in the luxury segment specifically Cadillac. Go get 'em boys, show them how overrated the Germans truly are (and have been for some time).
    9 replies | 475 view(s)
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