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  • Tony@VargasTurboTech's Avatar
    05-19-2015, 04:04 PM
    One of our valued customers in the land down under has posted a review on our facebook page showing off his RHD 135i picking up an astounding 30WHP with ONLY the installation of our VTT silicone inlets, no tuning changes. Add a little conservative tuning to the mix, and that power jumps up almost 60 WHP! This is what he had to say about his experience "VTT silicone inlets made Massive power gains for me taking my N54 135i to 397rwKw with RB's. It's a beast since I installed the inlets. 353 to 375 was inlets only, 397 was new backend and some tuning and a little more boost. The sound is just intoxicating." Awesome work Greg! Glad you are enjoying your new inlets! For us WHP guys that is 474WHP, up to 503WHP with inlets only, up to 532 with some tuning! $499 for 30WHP, requiring absolutely nothing to be touched in your engine, 100% plug and play! Works with EVERY brand of intake box, or DCI on the market. No need to buy what you already have again! No other inlet offers this versatility, plain and simple. This explains why we have sold 55 sets in such a short time...:) If anyone is wondering when we will have more. We ordered 30 more sets, they will arrive in the next 7 days or so. We have 5 pre-ordered leaving 25 sets ready for purchase! Feel free to email us with any questions! Find the review here:
    58 replies | 489 view(s)
  • Sticky's Avatar
    05-18-2015, 11:11 PM
    The battle we have been waiting for is officially underway. Owners are getting their hands on the new C63 and fortunately one such owner was willing to go up against an F80 M3 on the highway to settle which car is quicker in stock form. It is not as simple as looking at the stock output to determine this race. On paper, the C63 AMG S M177 V8 has the advantage with its 503 horsepower rating. That said, the car is heavy coming in at roughly 400 pounds more than the F80 M3. It also does not have the F80 M3 and F82 M4 dual clutch transmission but the Mercedes MCT is a top of the line automatic gearbox offering quick gearshifts. The M3 is lighter, has a DCT, and also is severely underrated in its output showing 427 horsepower at the wheels and 429 lb-ft of torque at the wheels. The C63 AMG S on the other hand shows 467 horsepower stock and 489 lb-ft of torque stock to the wheels. The C63 AMG S takes this race easily. It does have the inside track which plays a factor. The M3 does have a JB4 tune and downpipes but was run in Map 0 making this essentially a stock on stock race. The standard C63 AMG and the M3/M4 should be almost even. The S gives AMG the edge much like the P31 package did for the previous generation W204 C63 AMG. The first round goes to Mercedes.
    16 replies | 1412 view(s)
  • Sticky's Avatar
    05-19-2015, 08:32 PM
    Why there is such a large disparity between US Porsche 991 Turbo performance and Middle Eastern times we have no clue. ESmotor claims this is their ES650 bolt on package on a Porsche 991 Turbo S. What are the details of this package? What they claim does not add up. Why you ask? Because to go 143 in the 1/4 mile on the 991 Turbo and Turbo S platform will require fuel system upgrades. What fuel system upgrades are they running? This is clearly necessary beyond the bolt on level which the factory fuel system does support. Also, a trap speed of 143 miles per hour is much more than 650 horsepower. Even at the wheels. Where is a dyno for this car? This network yet again can not explain Middle Eastern 1/4 mile anomalies or modifications. They say bolt on but do you really think this is the stock DME? Ekanooracing and ESMotor can claim to throw as much money as they want at a Porsche 911 Turbo S but you are not getting a 143 miles per hour pass out of it with bolt ons. Something just is not adding up unless you believe this: Emre@ESMotor: "Hello guys, Just to clarify the claims in the thread. The car has stock engine, never touched, and believe or not, it has completely stock fueling system. Its running our exhaust, headers, water/meth injection kit and our ecu module. It also has our "specific" alignment settings for better traction on the launch. Upgraded VTG's and upgraded intercoolers; i'm testing them on my personal car, i will release more information about them soon. " There is a video below but who knows if it is actually a 991 Turbo S that is running as you can not tell from the video. We have no explanation. <blockquote class="instagram-media" data-instgrm-version="4" style=" background:#FFF; border:0; border-radius:3px; box-shadow:0 0 1px 0 rgba(0,0,0,0.5),0 1px 10px 0 rgba(0,0,0,0.15); margin: 1px; max-width:658px; padding:0; width:99.375%; width:-webkit-calc(100% - 2px); width:calc(100% - 2px);"><div style="padding:8px;"> <div style=" background:#F8F8F8; line-height:0; margin-top:40px; padding:50% 0; text-align:center; width:100%;"> <div style=" background:url(data:image/png;base64,iVBORw0KGgoAAAANSUhEUgAAACwAAAAsCAMAAAApWqozAAAAGFBMVEUiIiI9PT0eHh4gIB4hIBkcHBwcHBwcHBydr+JQAAAACHRSTlMABA4YHyQsM5jtaMwAAADfSURBVDjL7ZVBEgMhCAQBAf//42xcNbpAqakcM0ftUmFAAIBE81IqBJdS3lS6zs3bIpB9WED3YYXFPmHRfT8sgyrCP1x8uEUxLMzNWElFOYCV6mHWWwMzdPEKHlhLw7NWJqkHc4uIZphavDzA2JPzUDsBZziNae2S6owH8xPmX8G7zzgKEOPUoYHvGz1TBCxMkd3kwNVbU0gKHkx+iZILf77IofhrY1nYFnB/lQPb79drWOyJVa/DAvg9B/rLB4cC+Nqgdz/TvBbBnr6GBReqn/nRmDgaQEej7WhonozjF+Y2I/fZou/qAAAAAElFTkSuQmCC); display:block; height:44px; margin:0 auto -44px; position:relative; top:-22px; width:44px;"></div></div><p style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; line-height:17px; margin-bottom:0; margin-top:8px; overflow:hidden; padding:8px 0 7px; text-align:center; text-overflow:ellipsis; white-space:nowrap;"><a href="" style=" color:#c9c8cd; font-family:Arial,sans-serif; font-size:14px; font-style:normal; font-weight:normal; line-height:17px; text-decoration:none;" target="_top">A video posted by ESMOTOR (@esmotor)</a> on <time style=" font-family:Arial,sans-serif; font-size:14px; line-height:17px;" datetime="2015-05-11T18:37:30+00:00">May 11, 2015 at 11:37am PDT</time></p></div></blockquote> <script async defer src="//"></script>
    26 replies | 286 view(s)
  • Tony@VargasTurboTech's Avatar
    05-21-2015, 02:38 PM
    Our awesome test car in Boston running our N55 Stage 2 JB turbo took his car to the track for the first time since it opened last night. He only got two passes before a spill shut the track down. His results? How about 12.18ET at 121.44, with a not great 2.08 60ft. Then on his very next pass he made a few adjustments, and managed an 11.73ET at 122.7, with a better 60 ft of 1.85. This incredibly was done on PUMP gas 93 octane, a single meth nozzle, and 18-20PSI! Shant is really showing off his driving skill here, with near perfect shifts, and NLS shifting on the runs. Video of the run: Keep in mind, our Stage 2 DBB currently holds the N55 1/4 record with a pass of 11.42 at 123.1 with an AT, E50, more timing, and nearly an identical 60ft. The AT alone will make up the 3/10ths of a second difference in the passes, let alone the higher timing. Here is log showing the car running 6-4 degrees of timing and a timing FLATLINE all the way through 4th. What this means is, as soon as he gets some more octane in the car, and can hold timing through 4th gear, this is an easy low 11 second car with at least 3-4MPH trap in it. Lets not even talk about turning up the boost a little bit...:naughty: Bottom line the car has a TON left in it, and its already so close to taking the 1/4 record, well from us, but from an AT! If you want a dyno queen, you have other options, if you want N55 turbos that hold real drag racing records, your only option is VTT! Great work Shant! We appreciate all your hardwork, and nice driving!
    25 replies | 478 view(s)
  • Sticky's Avatar
    05-19-2015, 05:51 PM
    This is the second round of the matchup between these two cars. You may remember yesterday the video posted shows the stock C63 AMG S beating up on this M3. The M3 has a JB4 S55 tune from BMS (Burger Tuning) but was run on Map 0 to try to get as close to a stock to stock comparison as possible. The F80 M3 in this video is running Map 2 and also has downpipes. Running an actual tune makes a huge difference as the M3 opens up a lead. The C63 AMG S starts to come on strong though. Oddly, it stops pulling and the M3 pulls ahead as if the C63 let off. One thing is certain here. If F80 M3 or F82 M4 owners want to play with a C63 AMG S on the highway they better be tuned with bolt ons. The C63 AMG S sure looks strong in stock form.
    19 replies | 1003 view(s)
  • Sticky's Avatar
    05-20-2015, 03:04 PM
    G-Power has quality hardware and solid tuning (from a BMW source that supplies many other tuners as well) but their kits are overpriced especially for the performance. How else would you characterize a $32,500 SKII S85 V10 twin supercharger kit that produces 660 horsepower? There are cheaper options on the market at a fraction of the G-Power cost that offer more power. G-Power seems to be getting more serious about performance though announcing their 1001 horsepower kit. It's nice to see them for once provide a graph although it is a crank horsepower readout. It looks like they are using a MAHA dyno and the raw readout is in the upper right hand corner which shows the wheel output and losses but it's too small to read and not shared. So while they are getting better about providing output graphs so people who do not care about the G-Power name brand can actually take them seriously as a real high performance option they still are not providing all the data they can (and should). As this is an SKIII system it does involve a built S85 V10 motor. That means this is not a cheap solution but it is a complete solution. They do not list the price but an SKIII system with a single supercharger and built motor on the S65 V8 E9X M3 platform runs $57k. You can use that as a barometer as for how much they charge for this. Let's just say $65k+ and that they want you to contact them to discuss pricing. Does spending more money on a supercharger kit than one can buy an actual E60 M5 or E63 M6 vehicle for make sense? Not really. One of the cheaper single supercharger Vortech based solutions for under $15k plus a custom built motor makes more sense if one really want to push the S85 V10. This same thing can be done for less than half the price. You won't have twin ASA superchargers though and you won't have the G-Power logo scrawled across the orange manifold. Then again, if you're seriously considering this setup you probably don't care about the money anyway. Hopefully G-Power provides some actual performance testing and numbers but you can pretty much forget about ever seeing a 1/4 mile run.
    15 replies | 719 view(s)
  • Sticky's Avatar
    05-18-2015, 09:52 PM
    After teaser, after teaser, after teaser, GM officially revealed the new 2016 Camaro. You might be saying to yourself that it looks quite a bit like the car it replaced. You would not be wrong in that assessment but the main changes really come under the skin. The interior for one is a huge improvement. Americans traditionally struggle with interior design for some odd reason but they finally seem to be getting it. All of them, not just GM. The new chassis is said to be 200 pounds lighter. With how many manufacturers are missing their weight loss claims we will wait for independent weights before we proclaim that GM has done a great job leaning out the Camaro. The car should handle better due to its new rear end architecture based on the Cadillac ATS. Less weight and improved handling, good job. These were major areas of concern with the previous generation car. There will be three launch engine choices and four different transmission choices depending on the motor which are detailed below. Is the new Camaro enough of a change? It still looks very familiar and that may be the main downside. Adding LED lights with sharp angles to a design people already have grown accustomed to years ago is somewhat boring. On the other hand, they play it safe and improve the car where it matters. What do you think? Engines 2.0L Turbocharged I-4 VVT DI 3.6L V-6 VVT DI 6.2L V-8 VVT DI Displacement (cu in / cc): 122 / 1998 222 / 3640 376 / 6162 Bore & stroke (in / mm): 3.39 x 3.39 / 86 x 86 3.74 x 3.37 / 95 x 85.6 4.06 x 3.62 / 103.25 x 92 Block material: cast aluminum w/ cast-in-place iron bore liners cast aluminum w/ cast-in-place iron bore liners cast aluminum w/ cast-in-place iron bore liners Cylinder head material: cast aluminum cast aluminum cast aluminum Valvetrain: DOHC, four valves per cylinder, continuously variable valve timing DOHC, four valves per cylinder, continuously variable valve timing; Active Fuel Management overhead valve; two valves per cylinder; Active Fuel Management Fuel delivery: direct high-pressure fuel injection direct high-pressure fuel injection direct high-pressure fuel injection Compression ratio: 9.5:1 11.5:1 11.5:1 Horsepower (hp / kW @ rpm): 275 / 205 @ 5600* 335 / 250 @ 6800* 455 / 339 @ 6000* Torque (lb-ft / Nm @ rpm): 295 / 400 @ 3000-4500* 284 / 385 @ 5300* 455 / 617 @ 4400* *SAE certified. Transmissions Tremec TR3160 6-speed manual (2.0T and 3.6L) Tremec TR6060 6-speed manual with Active Rev Match (6.2L) Hydra-Matic 8L45 8-speed automatic (2.0L and 3.6L) Hydra-Matic 8L90 8-speed automatic (6.2L) Gear ratios (:1): First: 4.40 2.66 4.62 4.56 Second: 2.59 1.78 3.04 2.97 Third: 1.80 1.30 2.07 2.08 Fourth: 1.34 1.00 1.66 1.69 Fifth: 1.00 0.74 1.26 1.27 Sixth: 0.75 0.50 1.00 1.00 Seventh: -- -- 0.85 0.85 Eighth: -- -- 0.66 0.65 Reverse: 3.99 2.90 3.93 3.82 Final drive ratio: 3.27 3.73 3.27 (2.0L) 2.77 (3.6L) 2.77 Chassis/Suspension/Brakes Front: MacPherson-type strut with dual lower ball joints, twin-tube struts and direct-acting stabilizer bar; Magnetic Ride Control with monotube inverted struts (avail. on SS) Rear: independent five-link with twin-tube shocks and direct-acting stabilizer bar; Magnetic Ride Control with monotube shocks (avail. on SS) Steering type: ZF rack-mounted electric, power-assisted and variable ratio Brakes: four-wheel disc with four-channel ABS/TCS w/ DRP
    20 replies | 204 view(s)
  • Sticky's Avatar
    05-21-2015, 08:44 PM
    This is a pretty ugly beatdown but what it does is show just how fast the AMS Alpha 9 Porsche 997 Turbo package is in a street setting on pump gas. The video claims the Alpha 9 is running 600 horsepower with a custom Undercover Performance tune but considering AMS shows 800+ horsepower on 93 octane for the package there is some serious sandbagging going on here. The Stingray looks and performs as if it is stock. It ends up looking as if it is standing still. What we really learn here is that the Alpha 9 package on pump gas is tough to beat on the street. From a stoplight a rear wheel drive does not have much of a chance even if it has big power simply due to how effectively the 911 Turbo puts the power down. Ok, so it easily beats up on a Stingray and looks very fast. Now how about this car picks on somebody its own size? The AMS Alpha 9 Porsche 997.1 Turbo package starts at $19,995.95 and includes: TiAL Bolt on, Ball bearing turbochargers with advanced geometry billet aluminum compressor wheels Plex PBC Boost Controller COBB AccessPort W/Custom Tune 5.5” thick high flow intercoolers with smooth cast endtanks 4 ply reinforced silicone turbo discharge pipes Steel wire reinforced silicone turbo inlet pipes Cast Y pipe with smooth merge Carbon fiber upper intercooler ducts Line hardware and fittings Heavy Duty Injectors
    18 replies | 317 view(s)
  • Sticky's Avatar
    05-21-2015, 04:41 PM
    The next gen battle between these popular M and AMG vehicles will soon be in full swing. Now we know the S55 engine in the BMW M3/M4 is underrated despite its claimed output of 425 horsepower. Thanks to Eurocharged Dynojet baseline testing of the new W205 C63 AMG S we know that car is also underrated despite its claimed 503 horse output. Eurocharged was kind enough to do a comparison between the two on their Dynojet dyno for us. You will notice the readout is not RPM but time and the reason for this is explained by Jerry@Eurocharged: "I did it in time view so you can see how long each car takes to accelerate under load. Ironically, both cars accelerate to redline in 13 seconds under load. Blue is C63S Red is M3 Both are my cars and 100% stock." The C63 AMG S obviously makes more power and torque. Considering its bigger 4.0 liter V8, this is no surprise. Its 467 wheel horsepower and 489 lb-ft of torque at the wheels comfortably exceed the M3 S55's ~425 wheel horsepower and ~430 lb-ft of torque at the wheels. This particular graph shows a bit of a spike in the M3's torque as the turbo comes on showing a value above 450 but this seems to be an anomaly from the norm. The reason the peak values are not listed on the graph is due to an accidental shift at redline while on the dyno causing a spike for the M3. Whoops, these things happen and so the comparison is not perfect. Considering how hard graphs like this are to come by we appreciate the effort from Eurocharged. What we can clearly see is the that C63 M177 has a big torque advantage namely down low. This is to be expected from the bigger V8. The BMW S55 motor has to rev more and has more lag. Interestingly the horsepower difference between the two toward redline is negligible. The M177 hits its power peak before the S55. The S55 uses its revs to keep power fairly level as its torque curve also drops toward redline. It is not a classic naturally aspirated M motor curve or a high rpm engine by any means but BMW still has to use revs to mitigate displacement differences to a degree. AMG also is tuning the M177 for more torque down low than the M178 in the AMG GT S which is tuned for more top end punch. The next overlay we will bring you is tuned versus tuned.
    16 replies | 707 view(s)
  • Sticky's Avatar
    Yesterday, 12:38 AM
    It is puzzling that BMW is so aware of its history yet at the same time chooses to ignore its production aspects. The 1972 BMW 3.0CSL was a homologation special. It stands for Coupe Sport Lightweight (and now you know why the E46 M3 CSL badge was important). It was meant to go racing and go racing it did. Yet BMW sold it to the public. The car won the European Touring Car Championship in 1973. It would take second place in 1973 at the Nurburgring Touring Car race. From 1975 until 1979 it was undefeated winning the European Touring Car Championship each season. The 'Batmobile' as it is widely known dominated racing and built a legendary reputation. That is why BMW is honoring it much like they did the M1 with the M1 Hommage concept. Unfortunately, while BMW remembers its racing history it does not produce anything like an M1 or E9 CSL today. If you even mention the i8 or M6 as spiritual successors you do not understand the Motorsport emphasis of the originals. They made their name and were built for the race track. Do not get too excited about this modern take on the 3.0 CSL as it will never see production. The car makes extensive use of CFRP and carbon fiber to keep weight low. There are no details on the drivetrain as it is primarily a design and lightweight technology showpiece. As the name implies, a 3.0 liter inline-6 has to be under the hood. What that inline-6 could be is anything but an S55 motor would not be a bad choice for a modern interpretation. It's too bad BMW does not actually produce anything like this. Go ahead and look at the pictures and dream about them putting the car into production. BMW 3.0 CSL Hommage. Racing flair with a touch of class. Munich/Cernobbio. Amid the audacious design studies and automotive beauties from a bygone era gathered at the Concorso d'Eleganza Villa d'Este, the BMW Group presents its new BMW 3.0 CSL Hommage – and in the process makes a pretty formidable statement of its own. This model is the BMW Design Team's tribute to the 3.0 CSL, a timeless classic and iconic BMW Coupé from the 1970s. "Our Hommage cars not only demonstrate how proud we are of our heritage, but also how important the past can be in determining our future," says Adrian van Hooydonk, Senior Vice President BMW Group Design. "The BMW 3.0 CSL Hommage represents a nod to the engineering achievement exemplified by the BMW 3.0 CSL in its lightweight design and performance. With intelligent lightweight construction and modern materials, the 3.0 CSL Hommage brings the character of that earlier model into the 21st century, showing it in a new and exciting guise," he says, summarising the approach the design team took with the BMW 3.0 CSL Hommage. Lightweight design past and present. "CSL" stands for "Coupé Sport Leichtbau" (coupé, sport, lightweight). With its aluminium bonnet, boot and wings, Plexiglas windows and equipment rigorously pared down to the bare essentials, the old BMW 3.0 CSL tipped the scales around 200 kg lighter than its sibling model, the BMW 3.0 CS. Unsurprisingly, then, it was predestined for a career on the race track. Whereas the material of choice in the 1970s was aluminium, today carbon fibre – or carbon-fibre- reinforced plastic (CFRP) – offers the optimum weight-to-strength ratio. These high-strength fibres are even lighter and stronger than aluminium. And the BMW 3.0 CSL Hommage makes generous use of the high-tech composite, reinterpreting the concept of lightweight design for the modern age. Wherever CFRP is used, it is also visible – rendering the lightweight design principle tangible both inside and out. The BMW Group is a world leader in the production and application of CFRP in automotive design and can already boast many years of experience in series production of CFRP structural parts for the BMW M and, in particular, the BMW i. The exterior: power and elegance. Karim Habib, Head of BMW Design, explains the thinking behind the design of the BMW 3.0 CSL Hommage: "For BMW designers like us, the BMW 3.0 CSL is a style icon. Its combination of racing genes and elegance generates an engaging aesthetic that continues to win hearts even today. The BMW 3.0 CSL Hommage celebrates many of those characteristic features, but without copying them. Indeed, some of the parallels are not immediately obvious. We wanted people to sense the family resemblance rather than see it straight off." The BMW 3.0 CSL Hommage is a vision of pure athleticism: the elongated body is set off by distinctive air deflectors, powerful wheel arches and prominent spoilers to the roof and tail. Despite its size, the aerodynamic elements are key in enabling air to flow optimally along the sides of the vehicle. The front air deflector serves to vent the engine compartment, while wings over the rear wheels ensure optimum airflow around the vehicle. Small rear-view cameras serve to further reduce aerodynamic drag. The large rear spoiler increases downforce on the driven rear axle and in so doing improves power transmission. The Air Curtain and Air Breather systems guarantee optimum ventilation of the wheel housings. And the sheer self-confidence and sporting prowess of the BMW 3.0 CSL Hommage are perfectly summed up in the original colour of its spiritual predecessor – Golf Yellow. The front end – muscular athleticism. Boasting one of the broadest and lowest front ends of any vehicle in the BMW Group, the BMW 3.0 CSL Hommage's front exudes pure power and athleticism. At the centre, the characteristic BMW kidney grille stands tall in citation of the more upright styling of the kidney grille of yesteryear. The size and spatial depth of the kidney grille symbolise the output of the powerful six-cylinder in-line engine with eBoost. At the same time, the finely wrought geometry of frame and kidney struts lends the front end an air of quality and exclusivity. The characteristic four-eyed face gives a contemporary, hexagonal interpretation of front-end sportiness. Laser light and LED technology facilitate slender, state-of- the-art lighting graphics, and the flat contours of the headlamps generate that characteristically focused BMW look. A stylised "X" inside the lights divides the lighting functions and conjures up memories of the X-shaped headlamp stickers once used in long-distance racing. Horizontal LED strips create a visual bond between headlamps and kidney grille while at the same time emphasising the broad, flat impact of the front end. A large carbon-fibre front splitter reduces the gap between road and front end and, in combination with the kidney grille, offers a modern interpretation of the earlier car's highly distinctive shark nose. Two circular openings and a series of elongated slots pay tribute to other elements featured in the earlier car, but offer a new interpretation for the 21st century. The sides – contrapuntal elegance. The vehicle sides are in elegant counterpoint to the marked athleticism of front and rear. The long wheelbase and elongated bonnet appear to stretch the Hommage's silhouette. A continuous, horizontal line encircles the vehicle by way of paying tribute to a distinctive stylistic feature of the earlier BMW 3.0 CSL: its all-round chrome trim. In combination with the black highlight beneath, the continuous line intensifies the flat, elongated appearance of the sides. A particular detail of the BMW 3.0 CSL Hommage is the roofline. Consciously subdivided into three, the line recalls the distinctive upper section of the BMW 3.0 CS – one of the first coupés to feature a roof that did not flow into the tail. Compared with the ubiquitous fastback coupés of the day, this was both an innovation and a design statement, a feature that exuded athleticism and elegance in equal measure. In keeping with the BMW 3.0 CSL, the Hommage features a BMW logo on each of the C-pillars. The all-round shoulderline is also the starting point for the subtle, finely sculpted surfaces of the sides. It follows the development of the shadowy areas behind the front wheel all the way to the lit surfaces above the rear wheels. This interplay between light and shade lends movement and dynamic intensity to the generous surfaces of the vehicle's sides. Dark CFRP areas narrow the gap between the sides and the road, again paying tribute to the consistent lightweight design of the BMW 3.0 CSL. In combination with the black graphic accents, the dark lightweight elements reduce the perceived height of the vehicle and further emphasise its flat silhouette. The black 21" alloy wheels in matt and high-gloss bi-colour versions offer an additional unique highlight. Air control blades in the interstices of the wheel rims, meanwhile, serve to further optimise aerodynamics. The rear end – a muscular presence. As with the front end, the vehicle's tail is broad and muscular in design. Generous surfaces generate presence, horizontal elements emphasise width. A particular highlight is the styling of the rear lights: an LED strip above the spoiler links the two lights, thus giving the rear end a formal framework. The powerfully sculpted rear apron with CFRP diffusor creates a visual impression of the BMW 3.0 CSL's raw power. Even viewed from above, the BMW 3.0 CSL is extremely dynamic. From kidney grille to headlamps, the bonnet traces a broad "V" – a nostalgic throwback to a distinctive and dynamic element of earlier BMW coupés. The interior – purist elegance. Pared down to a minimum, the interior of the BMW 3.0 CSL Hommage puts its lightweight design on show and renders its racing character elegantly tangible. All interior elements are there out of absolute necessity, every part has a high- quality design, structural or drive-related function. In the all-CFRP interior, the only wood-like presence is the "instrument panel" – a cross-member and purely structural element. This is a clear reference to the interior of the earlier BMW 3.0 CSL, which featured an all-round wood trim throughout the interior. In the new version, only the small central eBoost charging display interrupts the wooden instrument panel. Infotainment is equally minimalist in concept: a central display on the steering column informs the driver of the current gear, speed, revs and shift point.  Racing genes and lightweight design with finesse. Other racing features include bucket seats with high-quality stitching, a six-point belt and red anodised safety features such as the outlet nozzles for the extinguishing foam, the fire extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The only elements in the rear of the vehicle are two helmets integrated into the transmission tunnel. These are held in place by a belt when not in use. In the place of a rear seat bench, there are only covers for the eBoost energy accumulators. Special reflector technology in combination with LED strips create an impressive 3D effect on the covers. In its use of cutting-edge materials and detailed solutions, the BMW 3.0 CSL Hommage displays technical sophistication and subtlety of form. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. The door design is as minimalist as it is expressive: precise, clean surfaces trace an arc rearwards, lending the door element a flowing, dynamic quality. The door openers combine a DTM-style pull strap with the elegant handle-integrated opener of the earlier BMW 3.0 CSL, resulting in the hybrid solution of a nylon pull strap located directly behind the grab handle in the door. As with the interior as a whole, this detail lends expression to the unique character of the BMW 3.0 CSL Hommage: a winning combination of lightweight design, athleticism and elegance.
    14 replies | 403 view(s)
  • Sticky's Avatar
    05-18-2015, 08:31 PM
    The old and new M philosophy clashing on the highway. These two cars may both have V8's but they go about their power delivery very differently. The 4.4 liter S63TU in the F10 M5 is of course twin turbocharged and features direct injection. The motor is all about low end torque. You can take a look at a graph here showing the output and the M5 makes roughly ~520 wheel horsepower stock. The torque curve drops off toward redline but with a tune there is a lot of area under the curve. We do not know what tune this F10 M5 is running but expect output of roughly 580 wheel horsepower, 594 lb-ft of torque at the wheels, and 130 mile per hour trap speeds from a Stage I tuned car. That amount of wheel horsepower and that same 130 trap speed range is about what is expected out of a supercharged E92 M3 (depending on how aggressively it is tuned and what pulley/kit it is running). You can see how a G-Power SKII kit compares to an Active Autowerke Level I E9X M3 S65 V8 supercharger here. Suffice it to say G-Power is not the strongest option especially for the money on the platform. What this basically boils down to is the supercharged M3 top end horsepower thanks to its flat curve that increases toward redline thanks to the centrifugal blower adding torque the harder it spins versus the F10 M5 raw grunt. It's a great run between the two and very even. The M5 with its roughly 700 pound weight penalty needs that torque advantage down low far more. Both are very capable on the highway.
    11 replies | 810 view(s)
  • Sticky's Avatar
    05-18-2015, 08:10 PM
    Most readers here understand that we identify a BMW motor by its engine code. It is even how the forums are sorted here. It takes a bit more knowledge of BMW's than the casual BMW fan might be aware of so let's educate people on how and why BMW uses the engine codes that they use. A popular past engine family for example in the BMW world is the M50 line of inline-6 motors. The full codename explains the differences in the M50 line. Look at this M50B25TU example: M is the engine family or generation. 5 means it is an inline-6 engine. 0-9 are the variation. B means it is a gasoline engine. 25 is the engine size in liters in this example a 2.5 liter. TU stands for technical update. Using a more modern example the BMW N63 twin turbo 4.4 liter V8 was updated and so there is an N63TU motor. We rarely use the full engine codes here as typing the whole thing out is tedious. If we did instead of writing N63 or N63TU we would have to write N63B44TU. Make sense? Here is a graphical example that relates to the brand new B series engine generation: This is the new 1.5 liter three cylinder turbo motor and you can see how the code changes to reflect this. We will just refer to it a B38. BMW also does block codes and this complicates things and isn't necessary for general discussion but worth pointing out for those interested:
    5 replies | 1257 view(s)
  • Sticky's Avatar
    05-20-2015, 10:33 PM
    The MKVII Golf R continues to impress with its tunability and APR has raised the bar again on the platform. Just earlier this month APR went 11.9 @ 114 with their Stage I software and an intake. The elapsed time improves with the Stage II software, APR intake, and downpipe to 11.793 @ 114.41. This is on 93 octane pump gas and street tires. Keep in mind, there is more in this car whether it be on 93 octane or with race gas. Breaking into the 11's with bolt ons on the Golf R platform should basically be expected as the norm. Now we need to see how far into the 11's the car will go on the stock turbocharger. The Stage II software with bolt on is putting out 382 crank horsepower. We want to see the numbers at the wheels but that is a very solid gain: If the Golf R is doing this with basic tuning imagine what the Golf R420 will do out of the box and then with tuning. It's a good time to be a VW enthusiast.
    11 replies | 261 view(s)
  • Sticky's Avatar
    05-19-2015, 03:31 AM
    Absolutely incredible performance here from the Lamborghini Aventador LP750-4 Superveloce. We all knew the Superveloce version of the Aventador would offer higher performance but cracking the 7 minute barrier on the Nurburgring Nordschleife while testing Pirelli P Zero tires is mind blowing. The Porsche 918 Spyder manages a 6 minute and 57 second laptime and that is a hybrid supercar more than twice the price of the Aventador. If you are looking for other production cars with officially recorded laptimes under seven minutes you have that car and now the Lamborghini Aventador SV on the list. That's it. Who knew a Lamborghini could look like a performance value? The Aventador SV shaves 110 pounds off the standard Aventador and also bumps power into the 750 horse range. The aerodynamics, suspension, and brakes are all updated. The SV model offers 170% more downforce than the standard Aventador and it shows. The Aventador LP 750-4 Superveloce is the real deal ladies and gentlemen. Watch the video and see how incredibly well it hustles around the track (and how glorious it sounds while doing so).
    8 replies | 154 view(s)
  • Sticky's Avatar
    05-19-2015, 12:00 AM
    Porsche has a point here. A great point. The general public seems to quantify the next generation of performance cars as being better than the previous generation solely in their output. It's a pretty simple, basic, and flawed way of understanding cars. If the new car has 500 horses and the one it replaces 400 then the new one is better, right? Not necessarily. The car that is more fun to drive may be the one it replaced. The new GT3 is a pretty good example. Yes, it has more power. It also is no longer available with a manual transmission. Would the GT3 be better if Porsche did not change the motor and focused instead on dropping weight? Andreas Preuninger is known as 'Mr. GT3' and is the head of the Porsche GT division. He stated to CAR, ‘I’m not a believer in this horsepower monster, up, up, up, more, more, more. For my personal tastes, around 500bhp is enough, because 700-800bhp calls for bigger brakes, sturdier suspension, it gets heavier and heavier logically.’ He is right. These new turbo powerplants the Germans are using have monster torque because they are moving some pretty fat asses. These turbo motors require serious cooling and that all adds weight. Not to mention beefier brakes and all the other associated component upgrades. Preuninger would rather improve the power to weight ratio, ‘I think it’s not my engineering target to get 50bhp more every generation, I’d rather turn it around and make the car lighter again, a specific horsepower per kilo. I think that makes more sense.’ It is difficult to argue with his logic as it is sound. If the cars are lighter one does not need to continually focus on adding power and torque to get them to perform. Less weight also means less stress on the entire drivetrain. The man heading the Porsche GT division certainly seem to get it and certainly seems to be the man for the job. Unlike BMW M that keeps adding power he wants to focus on the GT cars remaining track toys. The new M's have lost their way in this respect and are now dragsters. He stated, "If I were a customer and the next RS had 20bhp less, I would say, 'hey, come on, what’s that?' But we have to be more concentrated on the overall package, not just horsepower. This is not a dragster, it’s a track car. There are plenty of dragsters on the market, big V8, twin turbo – boom, off you go. But don’t turn." Andreas Preuninger is one man at Porsche. He can push this vision with the GT cars but it is unlikely we will see a Porsche 911 Turbo drop in power any time soon. It would take a philosophical change at the brand. Porsche should listen to him. He's about making the driving experience better, "I like atmospherical engines, because they are more linear, better driveability, lighter, more emotional." Lighter cars, naturally aspirated motors, and a more engaged and emotional driving experience. Why would anyone argue against any of that? Especially for a GT Porsche model? Considering how many manufactures have strayed from this recipe (even Ferrari) perhaps it's a lost cause as the majority is not as interested in improving the driving experience. Fortunately men like Preuninger still exist and are in positions to make a difference. Source
    8 replies | 369 view(s)
  • Sticky's Avatar
    05-21-2015, 02:20 PM
    Many of the readers here have very nice cars with a lot of money invested in them. Whether it be wheels, engine upgrades, whatever, potential theft of parts or the car itself is a very real danger. It's certainly worse for our members who live in areas where violent car theft is an everyday threat and occurrence such as South Africa or Ukraine. It really can and does happen anywhere with this particular instance taking place in Brazil. The thieves targeted this car and waited until it went into the garage with the door coming down before tripping the sensor to get in. The problem is they targeted an armed off-duty police officer. As soon as the first thief approaches the door he is ready and opens fire point blank. The other two scatter as he chases them down. One of the thieves was killed and the other two were apprehended. This certainly shows the value in protecting oneself.
    5 replies | 857 view(s)
  • Sticky's Avatar
    05-20-2015, 05:22 PM
    You read that right, a LaFerrari actually doing something in the real world and outside Ferrari's control. We are somewhat surprised the owner did not need to get a permission slip signed by the Ferrari CEO to run his LaFerrari without a factory support team and media blackout. Putting aside Ferrari's insane policies and self-inflated view of themselves for a moment this is an interesting video showing just how fast the LaFerrari is. It is not going up against a slouch of a car here in the McLaren 650S but clearly has it overmatched on paper. The LaFerrari is capable of going 9's and trapping over 150 in the 1/4 mile. This is just much faster than the 135+ miles per hour the 650S traps which is already pretty damn fast. This is the difference between a top of the food chain 950 horsepower hybrid supercar and a very rapid 650 horsepower twin turbo V8 exotic sports car. It certainly is nice seeing the LaFerrari do something other than lap the Ferrari test track.
    9 replies | 221 view(s)
  • Sticky's Avatar
    05-21-2015, 09:33 PM
    Ok, ok, this is not a car motor. Relax. That does not make it any less badass. Boost is used in various applications and it is fun to see what various engine builders come up with for a variety of platforms. BoostAddict simply felt this motor deserves some recognition for its awesomeness. The specs? Capacity: 6.0 Litres Block Layout: 90 deg AC2A-F Aluminium Alloy V8 Cylinder Heads: DOHC 4 Valve Per Cylinder Intake Manifold: Magnesium; Tuned Length Intake Plenums: Carbon Fibre Exhaust Manifolds: Tuned Length; Stainless Steel Sump: Magnesium 12 Litre with Internal Oil Cooler Induction: Sequentially Quad Turbocharged Intercooling: Dual Liquid to Air Intake Charge Coolers Engine Management: Nizpro-Visteon with Dual Drive by Wire Throttles Ignition: Direct Fire; Coil on Plug Injectors: 1200cc Per Minute; Dual Squirt Maximum Output: 1500hp; Governed @ 8250 rpm Maximum Torque: 1120 ft lbs; Governed @ 6200 rpm Maximum RPM: 8400 rpm Limited Idle Speed: Neutral 700 rpm Idle speed: Forward 850 rpm Idle speed: Reverse 650 rpm Maximum Fuel Consumption: 8.6 Litres Per Minute @ 1500hp Absolute Boost Pressure: 260 kpa Fuel Type: Shell 100 Octane V-Max Racing Unleaded Pretty epic, right? Carbon fiber intakes, magnesium manifold, 8400 rpm redline, and 38 psi of boost. This engine is called the VZR-60DEQT and sees applications in boat racing. The Australians over as Nizpro have our respect and then some.
    7 replies | 184 view(s)
  • Sticky's Avatar
    05-19-2015, 06:35 PM
    This is certainly a nice surprise and it would make for the first 'real' special edition M car to come over to the USA. You might remember that BMW skipped over the US market for the E46 M3 CSL, the E92 M3 GTS, and the E90 M3 CRT. No, garbage like the DTM Edition E92 M3 does not count. Unlike the lame special edition M cars that have recently come to the USA the M4 GTS will offer more than just some standard options, unique paint colors, and 'special' badging. The M4 GTS is expected to offer a factory water injection system to cool the charge (essentially bumping octane), new brakes, new suspension pieces, new aerodynamics, more power, and less weight. Sounds like a recipe for success, right? Let's just hope BMW improves on the E92 M3 GTS which had the lofty goal of topping the spectacular E46 M3 CSL. Expectations are high and they should be. The rumored debut is still August at the Pebble Beach Beach Concours in California. They may finally be taking the US BMW enthusiast seriously.
    3 replies | 702 view(s)
  • Sticky's Avatar
    05-18-2015, 08:14 PM
    A recent dyno test by HP Logic on a Dyno Dynamics dynamometer of a Ferrari 458 Italia raised some eyebrows. The Ferrari is rated at 570 crank horsepower yet put down 403 wheel horsepower on the notoriously stingy Dyno Dynamics. How does a Huracan compare to it on the same dyno? The Huracan has a larger 603 horsepower 5.2 liter V10 naturally aspirated engine than the 458 Italia 570 horsepower 4.5 liter naturally aspirated V8. It has a dual clutch transmission but unlike the Ferrari it sends power to all four wheels. This should in theory of course make for greater drivetrain losses as the Huracan is spinning four wheels instead of two. Based on the provided manufacturer numbers the spread between the two cars is 33 horses at the crank. Based on this dyno result, the spread is over 100 horsepower at the wheels as the Huracan puts down 506 horsepower to all four wheels: The difference between the two is obviously more than 33 horsepower. It begs the question though of if the 458 Italia is overrated or the Huracan is underrated. Based on the results of the 458 Italia from multiple dynos, it seems to be the former. Ferrari no doubt will rectify this with the '670 horsepower' 488 GTB as the 458 is currently being outmuscled by... everyone.
    6 replies | 381 view(s)
  • Sticky's Avatar
    05-19-2015, 05:20 PM
    So by now everyone knows the 5.2 liter V8 under the hood of the upcoming 2015 Shelby GT350 is pretty special. The naturally aspirated high revving flat-plane crank V8 is a rare breed these days. It used to be that you could only get it with a Ferrari. Now, you can only get it with the Shelby Mustang GT350. The crank design gives the motor its own unique sound especially when revved out. It is something that needs to be experienced. As there are not exactly a plethora of GT350's roaming the streets for one to sample in person this video will have to suffice. The car sounds glorious. If you want one, good luck.
    6 replies | 171 view(s)
  • Sticky's Avatar
    05-20-2015, 09:21 PM
    HRE traditionally has made lightweight forged wheels available in their lineup. Yours truly runs their Competition Series rims because they are strong, light, and they also look good. Yes, you do not have to sacrifice looks for performance and HRE tests their wheels in real Motorsports competition. The stress on a rim does not get any more intense than repeated hot lap after hot lap in a Motorsport environment. Those of you familiar with the Continental Tire SportsCar Challenge know how intense the racing is. If these rims can survive that, they can survive almost anything. Fall-Line Motorsports and Rum Bum Racing both have praise for the rims and have won championships using them. Pretty good company to be in, right? The wheels are available from 17 to 20 inch diameters and 8 to 13 inch widths. The only thing we are missing are the weight figures. HRE SHOWS MOTORSPORT EXPERTISE WITH NEW SERIES RC1 HRE adds lightweight RC103 wheel to its dedicated motorsport line-up San Diego, Calif. (May 2015) – Most people know that racing wheels need to be lightweight, but the key is creating a set that any racing team can use with confidence for multiple seasons without issue. HRE Wheels has proven they know the formula to the perfect racing wheel and have now expanded their offerings with the Series RC1 at a more affordable price. The Series RC1 is a product of years of racing with teams like Fall-Line Motorsports and Rum Bum Racing in the Continental Tire Sports Car series, a wheel that lead both teams to championships for 4 out of the last 5 years. HPA Motorsports is the first team to equip its pair of Volkswagen Jettas with the RC103 for the 2015 Pirelli World Challenge season. The new Series RC1 debuts with a single style with design cues from the popular HRE street wheel designs, engineered for optimal performance on any track machine, such as the BMW M3. The RC1 is available in diameters ranging from 17 to 20 inches and widths range from 8 to 13 inches, along with configurations for center lock vehicles. “The Series RC1 is the perfect example of how we prioritize high strength, low weight, and stiffness for our motorsport wheels,” said HRE President Alan Peltier.“ The result is a clean, purposeful design that simply performs.” 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. 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.
    1 replies | 934 view(s)
  • Sticky's Avatar
    05-18-2015, 10:12 PM
    Lewis Hamilton is the $100+ million dollar man on the Mercedes Formula 1 team and also the 2014 World Champion. That kind of money can buy you all kinds of cool toys. Including the McLaren P1 you see in the photo that Hamilton is sitting in. Hamilton before joining Mercedes raced for McLaren and won a world championship with them. McLaren naturally is aware of this so seeing Hamilton in a P1 they mentioned that Hamilton still likes McLaren vehicles implying his taste off the track is for their cars. Mercedes was quick to jump on this comment implying the P1 imitates the classic Gullwing SL. Essentially what Mercedes is doing is throwing their weight around saying that they have been doing this for far longer than McLaren and that they were pushing the design envelope decades before McLaren even thought of putting a supercar to market. There is definitely some passive aggressive posting going on between the two. Mercedes may have gotten the better end of this. In Formula 1 they clearly have.
    5 replies | 338 view(s)
  • Sticky's Avatar
    05-19-2015, 11:20 PM
    This can break an enthusiast's heart. We're here because we love cars and yes, nice cars cost money. Unfortunately, if you have something nice there are those in the world that want to bring you down and hurt you. Relating to the mentality that does this to someone's property is difficult. Why do this to someone? Why go to this extent? Who knows. The owner obviously took pride in his car, as he should, and someone wanted to dampen that. Maybe this offers an explanation, in the owner's words: 'Body shop came back at over $38,000.00 in damage The car was parked at my hangar in PBI next door to the Sheriffs Hangar The Sheriff drives by every hour and DOA also drives by every other hour We found a trespass warrant and release from jail in the bushes The car was wet when he was there doing his artwork so no prints they did try we got some DNA from him peeing on it he also ripped the gas lid off and tried to pee in the tank I was out working on aircraft all night so it happen between 12:30 and 06:30 Sunday morning My ZR1 was parked right next to it and never touched one of my mechanics reported a crazy guy running around sunday morning with grass in his hair and underwear on his head' On the surface it looks like some piece of garbage that was released from jail did this. Hopefully he goes right back. For longer this time. The car can and will be fixed. It's just too bad the vandal was not caught in the act. Source
    6 replies | 219 view(s)
  • Sticky's Avatar
    05-21-2015, 04:04 PM
    This is a very nicely done size comparison of three intercoolers for the 3.5 liter twin turbo Ecoboost V6 available in the Ford F150. As we all know reducing heat soak in turbo motors when tuned is a big deal for performance. The owner compares the factory intercooler, an ATP aftermarket unit, and an AMR aftermarket unit. Let's take a look at the results. He starts by measuring the intercoolers. OEM: ATP: AMR: Now, many F150 Ecoboost owners complain about heat soak stock and especially when tuned. The factory unit is fairly tiny offering a width of 3 inches. The ATP unit steps this up to 3.5 inches. AMR really goes big with 5 inches. The owner reports that the difference in temps is night and day with the AMR unit especially after WOT passes. On the F150ecoboost forums owners are saying they wish they had this size comparison earlier as it would make choosing an intercooler much easier. The AMR unit certainly is a major upgrade especially when compared to stock.
    6 replies | 127 view(s)
  • Sticky's Avatar
    Yesterday, 07:31 PM
    All right, here we go. A comparison test between three of the hottest European sports cars on the market. All three of these are two seat coupes (yes, the 911 is a 2+2) and all three start at over $100k. Beyond that these are very different vehicles in their execution. Let's start with the Jaguar F-Type R which Car and Driver puts in last place. The Jaguar is the only all wheel drive car in this comparison (The 911 GTS is available with all wheel drive) and it suffers a significant weight penalty due to this. 4088 pounds for a two seat sports car? Ouch. The addition of all wheel drive certainly helps the 0-60 time and 1/4 mile elapsed time as the 5.0 liter supercharged V8 can effectively put the torque down. 0-60 comes in 3.4 seconds and the 1/4 mile in 11.7 @ 122 putting the Jaguar in the middle of the two acceleration wise. It also pulls the least amount on the skidpad and is the slowest through the slalom. It's just a boat. Now the AMG GT S is significantly lighter than the Jaguar F-Type R at 3677 pounds. It also offers better weight distribution at 47.5/52.5 front to rear. That is spectacular for a front engine turbo V8 car and the rear transaxle dual clutch transmission setup is partially to thank for this. The F-TYpe R on the other hand is a nose heavy 54.5/45.5 front to rear which is something you would expect to see out of an Audi and not a Jaguar. The AMG GT S with its M178 twin turbo V8 is the quickest and fastest of the bunch. 11.2 @ 127 is very quick but to be expected as this is a magazine time. Independent 1/4 mile testing shows 11.4 @ 126 so it is certainly at least realistic. The AMG GT S is easily the quickest and fastest car of the trio. So why is the Porsche 911 GTS chosen as the winner? Well, it does a few things better than the other two. For one, it's very light in comparison at 3276 pounds. It also pulls the most on the skidpad, shows the best braking performance, and is the quickest through the slalom. It's easier to toss around. These are sports cars, right? Now the Porsche 911 GTS is the least powerful car here with the smallest motor at 3.8 liters and it is naturally aspirated. It still puts up incredible (and head scratching) numbers of 11.9 @ 118 in the 1/4 mile. We have never seen a GTS test that fast and we are skeptical the 430 horse and 325 lb-ft of torque car can do this anywhere other than a magazine. The Jaguar is said to lack polish. It's fast and offers great torque but is just lacking in refinement. It is exciting though. The AMG GT S is said to 'mimic' the 911 but we do not buy that. It's its own car with its own execution. It isn't trying to be a 911. Car and Driver states it is simply a bit too big to be truly agile. It's handling numbers say otherwise and 36XX pounds is not exactly hefty in today's car climate. The 911 gets the nod because it is the most refined driving machine. It certainly is the lightest, most tossable, and best braking. It's a true sports car. The only downside is that it is outmuscled by the others but isn't that where the GT3 steps in? Or for someone who really wants more muscle in a straight line, the 911 Turbo. COMPARISON TESTS VEHICLE 2016 Jaguar F-type R Coupe 2016 Mercedes-AMG GT S 2015 Porsche 911 Carrera GTS BASE PRICE $104,595 $130,825 $115,195 PRICE AS TESTED $110,845 $151,075 $138,750 DIMENSIONS LENGTH 176.0 inches 179.0 inches 177.5 inches WIDTH 75.7 inches 76.3 inches 72.9 inches HEIGHT 51.6 inches 50.7 inches 51.0 inches WHEELBASE 103.2 inches 103.5 inches 96.5 inches FRONT TRACK 62.4 inches 66.1 inches 60.6 inches REAR TRACK 64.1 inches 65.0 inches 61.4 inches INTERIOR VOLUME F: 52 cubic feet F: 55 cubic feet* F: 50 cubic feet R: 17 cubic feet* CARGO 11 cubic feet 12 cubic feet 14 cubic feet POWERTRAIN ENGINE supercharged DOHC 32-valve V-8 305 cu in (5000 cc) twin-turbocharged DOHC 32-valve V-8 243 cu in (3982 cc) DOHC 24-valve flat-6 232 cu in (3800 cc) POWER HP @ RPM 550 @ 6500 503 @ 6500 430 @ 7500 TORQUE LB-FT @ RPM 502 @ 3500 479 @ 1750 325 @ 5750 REDLINE / FUEL CUTOFF 6600/6600 rpm 7000/7000 rpm 7600/7900 rpm LB PER HP 7.4 7.3 7.6 DRIVELINE TRANSMISSION 8-speed automatic 7-speed dual-clutch automatic 7-speed dual-clutch automatic DRIVEN WHEELS all rear rear GEAR RATIO:1/ MPH PER 1000 RPM/ MAX MPH 1. 4.71/6.6/44 2. 3.14/10.0/66 3. 2.11/14.6/96 4. 1.67/18.3/120 5. 1.29/23.7/156 6. 1.00/30.0/186 7. 0.83/36.0/186 8. 0.67/46.0/186 1. 3.40/6.3/44 2. 2.19/9.9/70 3. 1.63/13.2/93 4. 1.29/16.7/117 5. 1.03/20.5/144 6. 0.84/26.3/184 7. 0.63/34.2/193 1. 3.91/5.9/47 2. 2.29/10.1/80 3. 1.65/13.9/110 4. 1.30/17.7/140 5. 1.08/21.5/170 6. 0.88/26.0/189 7. 0.62/37.3/175 AXLE RATIO:1 2.56 3.67 3.44 CHASSIS SUSPENSION F: multilink, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: control arms, coil springs, anti-roll bar R: control arms, coil springs, anti-roll bar F: struts, coil springs, anti-roll bar R: multilink, coil springs, anti-roll bar BRAKES F: 15.0-inch vented disc R: 14.8-inch vented disc F: 15.4-inch vented, cross-drilled, grooved disc R: 14.2-inch vented, cross-drilled, grooved disc F: 13.4-inch vented, cross-drilled disc R: 13.0-inch vented, cross-drilled disc STABILITY CONTROL fully defeatable, competition mode fully defeatable, competition mode, launch control fully defeatable, competition mode, launch control TIRES Pirelli P Zero F: 255/35ZR-20 (97Y) R: 295/30ZR-20 (101Y) Michelin Pilot Super Sport F: 265/35ZR-19 (98Y) R: 295/30ZR-20 (101Y) Pirelli P Zero F: 245/35ZR-20 (91Y) R: 305/30ZR-20 (103Y) C/D TEST RESULTS ACCELERATION 0–30 MPH 1.3 sec 1.3 sec 1.4 sec 0–60 MPH 3.4 sec 3.0 sec 3.6 sec 0–100 MPH 8.0 sec 6.9 sec 8.5 sec 0–130 MPH 13.7 sec 11.7 sec 14.6 sec ¼-MILE @ MPH 11.7 sec @ 122 11.2 sec @ 127 11.9 sec @ 118 ROLLING START, 5–60 MPH 3.9 sec 3.7 sec 4.2 sec TOP GEAR, 30–50 MPH 2.2 sec 2.1 sec 2.7 sec TOP GEAR, 50–70 MPH 2.8 sec 2.4 sec 2.8 sec TOP SPEED 186 mph (gov ltd, mfr's claim) 193 mph (gov ltd, mfr's claim) 189 mph (drag ltd, mfr's claim) CHASSIS BRAKING 70–0 MPH 137 feet 141 feet 136 feet ROADHOLDING, 200-FT-DIA SKIDPAD 1.00 g 1.05 g 1.06 g 610-FT SLALOM 43.4 mph 45.2 mph 46.2 mph WEIGHT CURB 4088 pounds 3677 pounds 3276 pounds %FRONT/%REAR 54.5/45.5 47.5/52.5 37.7/62.3 FUEL TANK 18.5 gallons 17.2 gallons 16.9 gallons RATING 91 octane 91 octane 93 octane EPA CITY/HWY 15/23 mpg 16/24 mpg* 19/26 mpg C/D 275-MILE TRIP 11 mpg 11 mpg 13 mpg SOUND LEVEL IDLE 47 dBA 54 dBA 54 dBA FULL THROTTLE 83 dBA 90 dBA 89 dBA 70-MPH CRUISE 72 dBA 74 dBA 75 dBA *C/D estimated. tested in Schwäbisch Hall, Germany, by ERIC TINGWALL
    4 replies | 224 view(s)
  • HRE_Wheels's Avatar
    Yesterday, 07:57 PM
    An interesting color combo here you do not see every day. How does a grey BMW F10 5-Series on Satin Gold wheels from HRE Grab you? The wheels are from the HRE Classic series which puts a modern spin on classic designs. This set is the 301M. The looks are subjective obviously but we think this is different and that it looks good while still keeping it classy. David Bush Photo​.
    3 replies | 167 view(s)
  • Sticky's Avatar
    05-18-2015, 10:51 PM
    Here is some hot Italian on Italian action that is safe for work. Recently, BoostAddict put up an article comparing the output of the Lamborghini Huracan and Ferrari 458 on the same dynamometer. Suffice it to say the Huracan's output puts the 458 to shame and the 458 comes away looking considerably overrated in its output. Despite the 458 Italia's power not transferring well to the dyno it transfers very well in the real world where it puts up solid numbers. Keep in mind the Spider is heavier than the coupe by roughly 120 pounds putting it somewhere in the 3500 pound range (depending on whose weight figures you believes). The Huracan has a larger naturally aspirated 5.2 liter V10 compared to the 458 naturally aspirated 4.5 liter V8 and it sends power to all four wheels instead of just the rear wheels like the 458. It actually weighs less at 3418 pounds. The Huracan wins the drag race but it's closer than you might think. The 458 goes 11.59 @ 125.53 and the Huracan goes 11.22 @ 127.75. How the hell did Car and Driver get a 10.4 @ 135 out of it again? These numbers are a realistic representation of the performance capability of the vehicles on the strip. The magazines seem to be putting up video game numbers or are getting cars that have some extra juice.
    3 replies | 176 view(s)
  • Sticky's Avatar
    05-19-2015, 12:32 AM
    The Ford GT that debuted at the Detroit Auto Show was obviously a concept car designed to show the world what Ford can do. The design is stunning and the performance will no doubt be extraordinary with its expected light weight design and 650+ horsepower 3.5 liter twin turbo Ecoboost V6 motor. We are quite a bit of time away from the official production debut though as these spyphotos show. The car was doing some street testing in Michigan and you could say it just looks raw. Definitely not as refined as the concept debut, that is certain. The exhaust, lights, and panel fitment will all undergo revisions. What is interesting to note is how big the intercoolers are and how they are receiving fresh air directly under the ducts. We will see how the production car evolves. You have plenty of time to save up the $400k+ needed.
    3 replies | 144 view(s)
  • Sticky's Avatar
    05-19-2015, 04:00 PM
    Impressive results here from the EVOMS EVT825 package for the M838T engine found in the MP4-12C and 650S. The package consists of modified OEM housings, EVOMS tuning, and the EVOMS exhaust system. The result is the first 9 second McLaren MP4-12C pass and the first car over 140 miles per hour in the 1/4 mile as well. What makes this impressive in particular is that it was done in the Arizona heat. Conditions for the run show 3000+ feet of density altitude. At sea level one would expect them to gain a few tenths and a few miles per hour. They say their best trap was 143 miles per hour regardless. Claimed output for the package is 827 crank. Based on the roughly 700 wheel horsepower hit on the Mustang dyno that seems reasonable. They are definitely making considerably more power than stock based on the graph: McLaren tuning is really just getting into stride. With bigger turbos and upgraded fuel systems as well as a transmission able to handle the torque we should see big things from the platform.
    2 replies | 170 view(s)
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