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  • Sticky's Avatar
    Yesterday, 10:28 PM
    Porsche produces all of their 911 Turbo engine blocks out of aluminum. The 997.2 generation switched to aluminum from the classic GT1 (Mezger) iron block and it is aluminum used ever since. That makes the block lighter but as boost and cylinder pressure increase with Porsche upping the power block integrity eventually becomes an issue. We see stock internal Porsche 991 Turbo 3.8 blocks holding up to lots of power but Porsche durability testing and aftermarket testing are different things. Not to mention, Porsche knows there is a segment that buys the 911 Turbo to modify it and to keep up with the big boys the Turbo will need to be able to take abuse. Porsche is increasing 992 Turbo S horsepower to ~650 stock and that figure is probably underrated. They are doing this with a revised intake, manifolds, intercooler, and larger VTG turbochargers. The bigger turbos will push more air. The 991.1 Turbo and Turbo S shared the same VTG's and struggled to top the 997.2 in bolt on performance. The 997.2 Turbo S did run 9's with bolt ons. The 992 Turbo S will be the strongest bolt on tuned Porsche Turbo yet on the factory turbochargers. We might see a high 9.X in the 1/4 mile out of it stock meaning it is going to go deep into the 9's tuned. With the new 8-speed PDK (it will share the Carrera S ratios but with a different final drive) the car is going to be a monster out of the hole. The PDK is more compact but heavier than the 7-speed it replaces so it sounds like Porsche made sure it is beefed up for 992 Turbo duty. The front differential is also watercooled and strengthened: All signs point to a driveline reinforced to take a serious beating and Porsche would not add iron liners at additional cost just for fun. The 992 Turbo should be epic.
    0 replies | 268 view(s)
  • Sticky's Avatar
    Yesterday, 09:44 PM
    93 octane pump gas results are important as not only will the majority of MKV Supras see pump fuel the majority of tuned examples will not go beyond what the factory turbo offers. The MHD Stage 2 paired with a catless downpipe is the perfect daily driven recipe. There is plenty of punch picked up while keeping things reliable and not pushing the factory turbo too far. Just over 100 horsepower at wheels was picked up over stock: Notice the torque curve is not some crazy stump puller for peak figures but smooth and linear mirroring the factory curve just with far more area under that curve. The top end holds nicely toward redline allowing for a nice overall area increase in power on the top end from 4500 rpm on. Solid, reliable, and repeatable results.
    2 replies | 195 view(s)
  • Sticky's Avatar
    Yesterday, 08:41 PM
    You may remember this LMR1000 tuned C7 Corvette ZR1 from a video last month where it absolutely destroys a tuned Lamborghini Aventador SVJ. Well, that same ZR1 now picks on a stronger opponent in the form of a McLaren 720S. This 720S must be stock as how else do you explain the way it gets pulled? These are not even runs. Pulling away from a 720S with ease like this truly points to a supremely fast car. Now let's see some runs against modified 720's to make this more interesting.
    2 replies | 119 view(s)
  • Sticky's Avatar
    Yesterday, 08:32 PM
    You are going to see M256 tuning pick up as more Mercedes models roll out with the motor. This is the new Mercedes modular engine architecture which is very similar to what BMW, Porsche, and basically all German OEM's are doing to cut cost by sharing engine parts among various displacements. The W213 E53 AMG sedan and the C238 E53 AMG coupe variant both have this motor. Output is 429 horsepower stock and Weistec can raise this by 43 horsepower and 90 lb-ft of torque. Add in the catless downpipe and output goes up by 58 horsepower and 105 lb-ft of torque. No dynographs yet. ECU tune product page: M256 downpipe product page: There are quite a few M256 powered models so expect much of this to carry over and for more products to come: EAR MAKE MODEL TRIM ENGINE 2020 MERCEDES-BENZ GLE53 AMG 4MATIC (V167) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ CLS53 AMG 4MATIC (C257) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ CLS53 AMG 4MATIC (C257) TURBOCHARGED 3L I6 (M256) 2018 MERCEDES-BENZ CLS53 AMG 4MATIC (C257) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ E53 AMG 4MATIC (W213) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ E53 AMG 4MATIC (W213) TURBOCHARGED 3L I6 (M256) 2018 MERCEDES-BENZ E53 AMG 4MATIC (W213) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ AMG GT53 4 DOOR 4MATIC (X290) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ AMG GT53 4 DOOR 4MATIC (X290) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ AMG GT43 4 DOOR 4MATIC (X290) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ AMG GT43 4 DOOR 4MATIC (X290) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ AMG GT43 4 DOOR BASE (X290) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ AMG GT43 4 DOOR BASE (X290) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ GLE450 BASE (V167) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ GLE450 BASE (V167) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ CLS450 BASE (C257) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ CLS450 BASE (C257) TURBOCHARGED 3L I6 (M256) 2018 MERCEDES-BENZ CLS450 BASE (C257) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ S500 BASE (W222) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ S500 BASE (W222) TURBOCHARGED 3L I6 (M256) 2018 MERCEDES-BENZ S500 BASE (W222) TURBOCHARGED 3L I6 (M256) 2017 MERCEDES-BENZ S500 BASE (W222) TURBOCHARGED 3L I6 (M256) 2020 MERCEDES-BENZ S450 BASE (W222) TURBOCHARGED 3L I6 (M256) 2019 MERCEDES-BENZ S450 BASE (W222) TURBOCHARGED 3L I6 (M256) 2018 MERCEDES-BENZ S450 BASE (W222) TURBOCHARGED 3L I6 (M256) 2017 MERCEDES-BENZ S450 BASE (W222) TURBOCHARGED 3L I6 (M256)
    0 replies | 173 view(s)
  • Sticky's Avatar
    Yesterday, 07:54 PM
    We all knew the Predator 5.2 V8 was going to be strong but damn did Ford deliver and then some! The 2020 GT500 is just getting into owner hands and fortunately we have some Dynojet figures to go on in both SAE and STD correction factors. Let's start with STD correction topping 700 to the tires: SAE correction produces a more realistic 684 rear wheel horsepower: Considering the blower capability you can sneeze on this motor and make 800+ rwhp. It is only a couple horses shy of a Demon on pump fuel: BoostAddict expected output between a Hellcat and a Demon but not for Ford to basically deliver Demon power out of the box. Well, they did and the GT500 is even underrated at its 776 horse crank rating. It is going to take 700 horsepower to the wheels to begin to play with the big boys in 2020. This may be the peak of the golden age of horsepower right here.
    0 replies | 120 view(s)
  • Arin@APR's Avatar
    Yesterday, 09:11 AM
    Yes APR is on a Porsche software tuning release spree. Among the Porsche 991.2 Carrera, 991.2 Turbo S, and 718 GTS tunes you can now add APR 718 S 9A2B4 ecu tune software for both the 982 Boxster S and Cayman S models. The 9A2B4 motor gets overshadowed by Porsche flat-6's but it is no slouch. APR can get you up to 439 horsepower and 421 lb-ft of torque on race gas which are gains of 85 horsepower and 108 lb-ft over stock respectively. As usual with APR you get all the data for various fuel grades in both crank dyno and wheel dyno format plus all the tune feature information below. Just more stellar Porsche work from APR. Product Page Product Page Product Page APR is pleased to present the ultimate engine control unit (ECU) upgrade for the 2.5T S engine! APR’s ECU Upgrades are the best dollar-per-horsepower modification one can make to the 2.5T engine. The upgrades dramatically increase horsepower and torque, making for an exceptionally quicker and more exciting vehicle. This is made possible through APR’s optimization of the factory engine management system to take full advantage of the engine’s capabilities, without needing any end user adjustment. The software loads to the factory ECU through the OBD-II port, resulting in a clean and headache-free install. APR ECU Upgrade Stages APR’s ECU Upgrades support various octanes both with or without any hardware modifications. Each stage is fully compatible with an upgraded intake, intercooler, exhaust, or other minor bolt on modifications. Unlike many platforms, no “Stage 2” or additional software tweaks are required to properly utilize a high flow race DP exhaust system as the factory system poses minimal restriction. Porsche Mode Switching Each upgrade offers a host of improvements beyond power alone. Using Porsche’s Normal, Sport, and Sport Plus modes offers varying levels of output while retaining all of the unique characteristics present in each mode. Sport and Sport plus modes give you full power and torque. Normal mode give you modest increase over stock, but focuses on economy and comfort. We’ve optimized boost, fueling, ignition, cams, and more to achieve greater power and torque in all scenarios. Features In Sport Plus mode we’ve reduced turbo lag during reapplication of the throttle by building boost while off the throttle. We have linearized the pedal maps for a more predictable throttle response curve, which works exceptionally well on the track. We’ve enabled left foot braking, and brake boosting. The speed limiter has been removed. We’ve optimized the software to better handle larger wheels without excessive torque interventions. And finally we’ve inverted the start stop functionality so the vehicle starts with this feature disabled. Safety With many customers tracking their Porsche, safety is paramount in our calibration strategy. Through the use of extreme datalogging equipment and additional sensors, thermocouples, and transducers, our engineers were able to fully optimize the ECU for advanced safety routines. This includes implementing several routines not enabled from the factory. The entire thermal management system is optimized to reduce engine bay temperature, and reduce intake air temperature, while also implementing advanced protection routines to prevent oil temperature from achieving unsafe levels. The exhaust crackles disable when temperature thresholds are crossed, and are only enabled in sport mode. Next, we help protect the engine from LSPI by preventing the engine from being lugged out in tall gears. We also protect the turbo from damaging compressor surge, and add in turboshaft overspeed protection. We’ve enabled new temperature protection routines to prevent the engine, exhaust, and other components from overheating, and have implemented temperature management strategies that are fully mindful of the platform’s limited fueling capabilities. We’ve optimized the injection strategy to not only deliver a fatter torque curve and better spool, but to reduce the chances of knock, and torque dips. This is also achieved alongside per cylinder ignition advance and fuel trimming. APR Stage 1 ECU Upgrade The APR Stage 1 ECU Upgrade is the first step towards making more power! This simple upgrade requires no engine hardware modifications, and produces 398-439 HP with 387-421 FT-LBS of torque, depending on octane. Gains as high as 59-85 HP and 76-108 FT-LBS of torque are available throughout the power band. To get more power, the vehicle can be outfitted with an upgraded intake, cooling, or exhaust system. No "Stage 2" software is required to use a high flow Race DP exhaust system. APR Stage 1 is available for 91 AKI, 93 AKI, 100 AKI, and 104 AKI fuel grades in North America, and 95 RON, 98 RON, 104 RON, and 108 RON in the Rest of the World. Click here to see more interactive dyno graphs at the crank, the wheels, the gain over stock, each octane, and each mode! Crank Figures 376 HP / 330 FT-LBS - Stock as as measured by APR 398 HP / 387 FT-LBS - +59 HP / +76 FT-LBS Max Gain - APR STG 1, 91 AKI, Sport/Sport+ Mode 422 HP / 411 FT-LBS - +77 HP / +101 FT-LBS Max Gain - APR STG 1, 93 AKI, Sport/Sport+ Mode 430 HP / 410 FT-LBS - +81 HP / +104 FT-LBS Max Gain - APR STG 1, 100 AKI, Sport/Sport+ Mode 439 HP / 421 FT-LBS - +85 HP / +108 FT-LBS Max Gain - APR STG 1, 104 AKI, Sport/Sport+ Mode Individual Dyno Graphs Stock vs APR Stage 1 - 91 AKI Wheel - Crank - Gain - Normal Mode Wheel - Crank - Gain - Sport/Sport+ Mode Stock vs APR Stage 1 - 93 AKI Wheel - Crank - Gain - Normal Mode Wheel - Crank - Gain - Sport/Sport+ Mode Stock vs APR Stage 1 - 100 AKI Wheel - Crank - Gain - Normal Mode Wheel - Crank - Gain - Sport/Sport+ Mode Stock vs APR Stage 1 - 104 AKI Wheel - Crank - Gain - Normal Mode Wheel - Crank - Gain - Sport/Sport+ Mode Application Guide - 718 Boxster S 2.5T (982) - 718 Cayman S 2.5T (982) - PDK & 6MT Price - $1,199.99 USD MSRP - $1,079.99 USD SALE Price Until 2020 How to Buy Visit any APR Dealer in the world. They will flash the ECU via the OBDII port. NOTE At the initial launch we will have limited ECU Box Code support. If you have an ECU we haven't seen, we'll need the ECU sent in for extraction and software creation. For this trouble, we'll provide the tune to you at a deep discount. Please contact us! Product Page Product Page Product Page
    2 replies | 217 view(s)
  • Sticky's Avatar
    Yesterday, 03:03 AM
    Less than 4 miles per hour shy of 200 in the 1/4 mile. Try to let that sink in and try to process just how fast this Viper is. So fast as a matter of fact it went flying back in September off the track but fortunately nobody was hurt. Vengeance Racing returned to the strip and they raised the bar to another level: Nth Moto held the record with an 8.250 @ 180.77 pass. This new record is just about a full second quicker. Keep in mind the Vengeance Viper is auto swapped as is the Nth Moto car. This viper set the manual record with an 8.666 @ 174.77 before being swapped to auto. Regardless what transmission is being run Vengeance Racing has the quickest and fastest Gen V Viper in the 1/4 mile.
    0 replies | 178 view(s)
  • Sticky's Avatar
    Yesterday, 01:03 AM
    This is the new flagship product from Haltech set to be officially unveiled at the PRI (Performance Racing Industry) show. BoostAddict noticed various tuners raving about how it will change the game so the hype is there. What is it? An ECU, PDM, wi-fi module, wideband controller and a data logger all in one. What is NEXUS? NEXUS R5 Features: • 18 x high current injector drivers • 12 x ignition drivers • 12 x 8A outputs • 4 x 25A outputs • 23 x AVI • 10 x SPI • 8 x DPO • 2 x knock control • 3 x independent CAN bus systems • Dual DBW control • Wireless communication • 150 channel, 1kHz logging with 512MB of logging space • Dual channel O2 wideband controller capable of running LSU4.9 and NTK sensors • Auto transmission control • A brand new, easy to use, intuitive software The NEXUS series will supplement the existing Elite Series. The Elite Series will continue to be developed and supported. We will have to wait and see what tuners do with it and what applications the Nexus R5 sees but tuners are excited to have a device that basically is everything all in one. • A data logger • A power distribution module • A dual channel universal wideband controller • A high speed wi-fi communications module • A new generation engine management system All natively interconnected with each other. All programmable with one single piece of software.
    4 replies | 693 view(s)
  • Sticky's Avatar
    Yesterday, 12:45 AM
    A 3800+ pound rear wheel drive BMW 3-Series. That is what you get with the 2020 G20 BMW 340i and this is not even the xDrive all wheel drive version. Car and Driver weighed their test car in at a recorded curb weight of 3827 pounds. What does the all wheel drive xDrive version weigh then? Well, we need to see an independent weight test but BMWUSA claims a 3968 pound curb weight. That means we are potentially looking at a 4000+ pound G80 M3 or BMW will have to do some real work to keep it in the 39XX pound range. Despite weight ballooning to what was once 5-Series territory the B58 powered M340i performs and performs well. 0-60 in 3.8 seconds. A 1/4 mile sprint of 12.3 seconds at 115 miles per hour. The M340i is running E92 M3 times with plenty of performance left under the hood for the aftermarket to unlock. The steering is said to be a bit muted which is very much against the traditional 3-Series recipe. The G20 340i simply is more muscle than finesse. Unfortunately, it is only available as an 8-speed automatic in the USA which is very much against the Ultimate Driving Machine philosophy. Does it matter though? People want power and BMW is delivering easily exploitable power. Specifications 2020 BMW M340i VEHICLE TYPE front-engine, rear-wheel-drive, 5-passenger, 4-door sedan PRICE AS TESTED $66,820 (base price: $54,995) ENGINE TYPE turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection Displacement 183 cu in, 2998 cc Power 382 hp @ 6500 rpm Torque 369 lb-ft @ 1800 rpm TRANSMISSION 8-speed automatic CHASSIS Suspension (F/R): struts/multilink Brakes (F/R): 13.7-in vented disc/13.6-in vented disc Tires: Michelin Pilot Sport 4S, F: 225/40R-19 93Y ★ R: 255/35R-19 96Y ★ DIMENSIONS Wheelbase: 112.2 in Length: 185.7 in Width: 71.9 in Height: 56.4 in Passenger volume: 95 cu ft Trunk volume: 17 cu ft Curb weight: 3827 lb C/D TEST RESULTS: NEW Rollout, 1 ft: 0.3 sec 60 mph: 3.8 sec 100 mph: 9.2 sec 150 mph: 24.2 sec Rolling start, 5–60 mph: 4.7 sec Top gear, 30–50 mph: 2.1 sec Top gear, 50–70 mph: 2.6 sec ¼-mile: 12.3 sec @ 115 mph Top speed (governor limited): 156 mph Braking, 70–0 mph: 155 ft Roadholding, 300-ft-dia skidpad: 0.96 g C/D FUEL ECONOMY Observed: 24 mpg EPA FUEL ECONOMY Combined/city/highway: 25/22/30 mpg WARRANTY 4 years/50,000 miles bumper to bumper; 12 years/unlimited miles corrosion protection; 4 years/unlimited miles roadside assistance; 3 years/36,000 miles scheduled maintenance
    9 replies | 412 view(s)
  • Sticky's Avatar
    12-11-2019, 11:14 PM
    Expect to see more and more 8-second Corvette ZR1's on the factory TVS2650 blower. This is the third AMP Performance ZR1 to hit that 8-second mark and this 2019 ZR1 is running the AMP (Advanced Modern Performance) ZR5 tuning package. In addition it has the ZTK aero option which means this is being done with the big wing and extra drag provided by the aero kit. Two 8.7X passes at over 155 miles per hour: Not a bad way to spend $30k.
    0 replies | 148 view(s)
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