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  • Simmi15's Avatar
    Today, 06:27 PM
    There is another angle from the McLaren 720!!! Go to StreetSpeed717's youtube page and you will find this race in one of his latest videos.. it's his 720S and the M3 hangs very well for itself... Funny part is StreetSpeed717 calls the M3 an M5... Go to 14 Minutes!!
    1 replies | 158 view(s)
  • Markblackwell's Avatar
    Today, 05:31 PM
    P-zeros are junk but they will hook up better at a drag race then cup 2's there couldnt be a worse tire for a drag race than cup 2's If you were able to run them around a track for 5 minutes then go straight to a drag race whey would work great as you have to get lots of heat in them to get sticky
    10 replies | 2172 view(s)
  • Sticky's Avatar
    Today, 04:41 PM
    Fantastic power and torque here from a Eurocharged upgraded and tuned Mercedes-AMG C63S Coupe. The M177 4.0 liter V8 gets a turbo upgrade that BenzBoost assumes is in-house as Eurocharged Canada is not stating a source. The tuning of course is in-house: 695 rwhp and 689 rwtq. Extremely stout and a great looking torque curve that holds well toward redline. Power continues to build toward 6000 rpm but then there is a bit of a drop. Supporting modifications are not stated but assume catless downpipes and the fuel is 94 octane.
    0 replies | 52 view(s)
  • Sticky's Avatar
    Today, 03:52 PM
    Squeezing horses out of the GT3's naturally aspirated flat-6 is not easy to do. Dundon Motorsport fortunately has race and street headers for various GT3 models which help extract torque and horsepower over the factory design. Now, previously we saw results from Dundon Motorsports on a 991.2 GT3 on their Dynapack dyno. The important difference here is Solo Motorsports is testing the headers on a 991.1 GT3 RS and on their Mustang dyno. The results? Slightly different peak figures but similar gains in the curve. Essentially, the same gains but different dyno readings. There is torque picked up down low and a peak gain of over 20 crank horsepower. We also get a hard to come by GT3 RS dyno figure on a Mustang dyno and the baseline is 413 wheel horsepower. Why is this significant? Because the new 911 Carrera turbo 3.0's easily can top this output with some basic tuning for a fraction of the cost. If you are into that kind of thing of course.
    0 replies | 61 view(s)
  • Sticky's Avatar
    Today, 03:25 PM
    The metric for proving you have a fast street car these days is how it stacks up to the McLaren 720S. It is the barometer, benchmark, baseline, etc. If your vehicle can top it in a race, congratulations, you truly have a fast car. Is a bolt on F80 M3 capable of this feat? No. This is a great race to see though for those who let a bit of increased torque go to their heads. The 720S makes easy work of this E85 tuned F80 M3 despite what looks to be a bad shift at the start. It's just unfortunate there is not another camera angle to capture just how bad the beatdown truly was.
    1 replies | 158 view(s)
  • Sticky's Avatar
    Today, 03:15 PM
    The metric for proving you have a fast street car these days is how it stacks up to the McLaren 720S. It is the barometer, benchmark, baseline, etc. If your vehicle can top it in a race, congratulations, you truly have a fast car. Is a bolt on F80 M3 capable of this feat? No. This is a great race to see though for those who let a bit of increased torque go to their heads. The 720S makes easy work of this E85 tuned F80 M3 despite what looks to be a bad shift at the start. It's just unfortunate there is not another camera angle to capture just how bad the beatdown truly was.
    1 replies | 11 view(s)
  • Sticky's Avatar
    Today, 03:08 PM
    MotorTrend got their lucky paws on both of these high performance missiles that represent the best of the best from their respectives platforms. The 911 and Corvette battle rages on and the 2019 iteration brings us the most capable and powerful variants ever produced. On paper the Corvette ZR1 LT5 6.2 liter supercharged V8 has the output advantage. Horsepower is stated to be 755 and torque is rated at 715 lb-ft. Chevrolet added port fuel injection to the V8 and also went to a much larger TVS R2650 blower from Eaton. Chevrolet will not admit it but they made a mistake with the TVS1740 for the LT4 motor. The blower provides great response but it generates tremendous heat with the rpm they spin it to and all that torque down low just melts tires. The new 2.65 liter blower is a better match to the motor's character and provides the top end that was lacking. Porsche of course relies on turbochargers and a much smaller 3.8 liter flat-6. You would think that would mean it is easily outclassed but the truth is the GT2 RS is making more power than the ZR1. The dyno is not lying. The LT5 does produce more peak torque but the GT2 RS has roughly 20 more horsepower at the wheels. It also revs higher, is mated to a 7-speed dual clutch transmission, and is in a chassis 300 pounds lighter. The GT2 RS is not only more efficient but stronger. It shows in the acceleration figures. The ZR1 managed a 1/4 mile sprint of 10.8 @ 133.1 whereas the GT2 RS hit 10.3 @ 139.3. That 139.3 is the highest trap speed tested so far so no doubt there is a magazine bump here but the reality of the situation is the GT2 RS is the superior straight line performer. Not to mention it is the superior roadcourse and handling performer. It pulls more on the skidpad, brakes better, and dominates the ZR1 around the track. It is not even close. The difference over 2.4 miles is a whopping 4+ seconds. The GT2 RS exposes the C7 chassis and design. While capable, the weight distribution with the bigger blower and cooling necessary puts 51% of the weight on the nose. Plus the car weighs 3650 pounds. The C6 generation ZR1 came in at 3330 pounds or in other words 25 pounds less than the GT2 RS. The C7's poor weight balance really shows in the 0-100-0 figure. It takes the ZR1 takes 9.7 seconds. The GT2 RS only needs 8.9 seconds. There is something to be said for having the engine the back when it comes to traction off the line and braking. Corvette proponents will tout the performance for the dollar the ZR1 offers. Enthusiasts will be quick to point out the C6 ZR1 was a far greater bargain and offered a far greater challenge to Porsche at the time. The Corvette remains a bargain here but there is no denying it is outclassed in every performance facet and these are supposed to be top of the line performance cars. If anything, this test reinforces why Chevrolet is going to a mid-engine platform. They have to. 2019 Chevrolet Corvette ZR1 (1ZR w/ZTK) 2018 Porsche 911 GT2 RS DRIVETRAIN LAYOUT Front-engine, RWD Rear-engine, RWD ENGINE TYPE Supercharged 90-deg V-8, alum block/heads Twin-turbo flat-6, alum block/heads VALVETRAIN OHV, 2 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 376.0 cu in/6,162cc 213.9 cu in/3,800cc COMPRESSION RATIO 10.0:1 9.0:1 POWER (SAE NET) 755 hp @ 6,400 rpm* 691 hp @ 7,000 rpm TORQUE (SAE NET) 715 lb-ft @ 3,600 rpm* 553 lb-ft @ 2,500 rpm REDLINE 6,500 rpm 7,200 rpm WEIGHT TO POWER 4.8 lb/hp 4.9 lb/hp TRANSMISSION 8-speed automatic 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 2.73:1/1.77:1 3.96:1/2.65:1 SUSPENSION, FRONT; REAR Control arms, composite leaf spring, adj shocks, anti-roll bar; control arms, composite leaf spring, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 12.0-16.4:1 13.1-17.2:1 TURNS LOCK-TO-LOCK 2.4 2.6 BRAKES, F; R 15.5-in vented, drilled carbon-ceramic disc; 15.3-in vented, drilled carbon-ceramic disc, ABS 16.1-in vented, drilled, grooved carbon-ceramic disc; 15.4-in vented, drilled grooved, carbon-ceramic disc, ABS WHEELS, F;R 11.0 x 19-in; 12.0 x 20-in spun-cast aluminum 9.0 x 20-in; 12.5 x 20-in magnesium TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot Sport Cup 2 ZP 265/35R20 99Y; 315/30R20 108Y Michelin Pilot Sport Cup 2 R N0 DIMENSIONS WHEELBASE 106.7 in 96.6 in TRACK, F/R 63.5/62.5 in 62.5/61.3 in LENGTH x WIDTH x HEIGHT 179.8 x 77.4 x 48.5 in 179.1 x 74.0 x 51.1 in TURNING CIRCLE 37.7 ft 36.4 ft CURB WEIGHT 3,650 lb 3,355 lb WEIGHT DIST, F/R 51/49% 37/63% SEATING CAPACITY 2 2 HEADROOM 38.0 in 37.7 in LEGROOM 43.0 in 42.2 in SHOULDER ROOM 55.0 in 51.3 in CARGO VOLUME 15.0 cu ft 4.1 cu ft (+9.2 cu ft behind 1st row) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.2 sec 0-40 1.9 1.6 0-50 2.4 2.1 0-60 3 2.6 0-70 3.7 3.2 0-80 4.5 3.9 0-90 5.3 4.6 0-100 6.3 5.5 0-100-0 9.7 8.9 PASSING, 45-65 MPH 1.2 1 QUARTER MILE 10.8 sec @ 133.1 mph 10.3 sec @ 139.3 mph BRAKING, 60-0 MPH 88 ft 87 ft LATERAL ACCELERATION 1.11 g (avg) 1.17 g (avg) MT FIGURE EIGHT 22.7 sec @ 0.98 g (avg) 21.9 sec @ 1.03 g (avg) 2.4-MI ROAD COURSE LAP 92.46 sec 88.30 sec TOP-GEAR REVS @ 60 MPH 1,200 rpm 1,950 rpm CONSUMER INFO BASE PRICE $122,095 $294,250 PRICE AS TESTED $131,300 $328,880 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side/head 8: Dual front, side, curtain, knee BASIC WARRANTY 3 years/36,000 miles 4 years/50,000 miles POWERTRAIN WARRANTY 5 years/100,000 miles 4 years/50,000 miles ROADSIDE ASSISTANCE 5 years/100,000 miles 4 years/50,000 miles FUEL CAPACITY 18.5 gal 23.8 gal EPA CITY/HWY/COMB ECON 12/20/15 mpg 15/21/17 mpg ENERGY CONS, CITY/HWY 281/169 kW-hr/100 miles 225/160 kW-hr/100 miles CO2 EMISSIONS, COMB 1.33 lb/mile 1.13 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium
    0 replies | 71 view(s)
  • Sticky's Avatar
    Today, 03:00 PM
    MotorTrend got their lucky paws on both of these high performance missiles that represent the best of the best from their respectives platforms. The 911 and Corvette battle rages on and the 2019 iteration brings us the most capable and powerful variants ever produced. On paper the Corvette ZR1 LT5 6.2 liter supercharged V8 has the output advantage. Horsepower is stated to be 755 and torque is rated at 715 lb-ft. Chevrolet added port fuel injection to the V8 and also went to a much larger TVS R2650 blower from Eaton. Chevrolet will not admit it but they made a mistake with the TVS1740 for the LT4 motor. The blower provides great response but it generates tremendous heat with the rpm they spin it to and all that torque down low just melts tires. The new 2.65 liter blower is a better match to the motor's character and provides the top end that was lacking. Porsche of course relies on turbochargers and a much smaller 3.8 liter flat-6. You would think that would mean it is easily outclassed but the truth is the GT2 RS is making more power than the ZR1. The dyno is not lying. The LT5 does produce more peak torque but the GT2 RS has roughly 20 more horsepower at the wheels. It also revs higher, is mated to a 7-speed dual clutch transmission, and is in a chassis 300 pounds lighter. The GT2 RS is not only more efficient but stronger. It shows in the acceleration figures. The ZR1 managed a 1/4 mile sprint of 10.8 @ 133.1 whereas the GT2 RS hit 10.3 @ 139.3. That 139.3 is the highest trap speed tested so far so no doubt there is a magazine bump here but the reality of the situation is the GT2 RS is the superior straight line performer. Not to mention it is the superior roadcourse and handling performer. It pulls more on the skidpad, brakes better, and dominates the ZR1 around the track. It is not even close. The difference over 2.4 miles is a whopping 4+ seconds. The GT2 RS exposes the C7 chassis and design. While capable, the weight distribution with the bigger blower and cooling necessary puts 51% of the weight on the nose. Plus the car weighs 3650 pounds. The C6 generation ZR1 came in at 3330 pounds or in other words 25 pounds less than the GT2 RS. The C7's poor weight balance really shows in the 0-100-0 figure. It takes the ZR1 takes 9.7 seconds. The GT2 RS only needs 8.9 seconds. There is something to be said for having the engine the back when it comes to traction off the line and braking. Corvette proponents will tout the performance for the dollar the ZR1 offers. Enthusiasts will be quick to point out the C6 ZR1 was a far greater bargain and offered a far greater challenge to Porsche at the time. The Corvette remains a bargain here but there is no denying it is outclassed in every performance facet and these are supposed to be top of the line performance cars. If anything, this test reinforces why Chevrolet is going to a mid-engine platform. They have to. 2019 Chevrolet Corvette ZR1 (1ZR w/ZTK) 2018 Porsche 911 GT2 RS DRIVETRAIN LAYOUT Front-engine, RWD Rear-engine, RWD ENGINE TYPE Supercharged 90-deg V-8, alum block/heads Twin-turbo flat-6, alum block/heads VALVETRAIN OHV, 2 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 376.0 cu in/6,162cc 213.9 cu in/3,800cc COMPRESSION RATIO 10.0:1 9.0:1 POWER (SAE NET) 755 hp @ 6,400 rpm* 691 hp @ 7,000 rpm TORQUE (SAE NET) 715 lb-ft @ 3,600 rpm* 553 lb-ft @ 2,500 rpm REDLINE 6,500 rpm 7,200 rpm WEIGHT TO POWER 4.8 lb/hp 4.9 lb/hp TRANSMISSION 8-speed automatic 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 2.73:1/1.77:1 3.96:1/2.65:1 SUSPENSION, FRONT; REAR Control arms, composite leaf spring, adj shocks, anti-roll bar; control arms, composite leaf spring, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 12.0-16.4:1 13.1-17.2:1 TURNS LOCK-TO-LOCK 2.4 2.6 BRAKES, F; R 15.5-in vented, drilled carbon-ceramic disc; 15.3-in vented, drilled carbon-ceramic disc, ABS 16.1-in vented, drilled, grooved carbon-ceramic disc; 15.4-in vented, drilled grooved, carbon-ceramic disc, ABS WHEELS, F;R 11.0 x 19-in; 12.0 x 20-in spun-cast aluminum 9.0 x 20-in; 12.5 x 20-in magnesium TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot Sport Cup 2 ZP 265/35R20 99Y; 315/30R20 108Y Michelin Pilot Sport Cup 2 R N0 DIMENSIONS WHEELBASE 106.7 in 96.6 in TRACK, F/R 63.5/62.5 in 62.5/61.3 in LENGTH x WIDTH x HEIGHT 179.8 x 77.4 x 48.5 in 179.1 x 74.0 x 51.1 in TURNING CIRCLE 37.7 ft 36.4 ft CURB WEIGHT 3,650 lb 3,355 lb WEIGHT DIST, F/R 51/49% 37/63% SEATING CAPACITY 2 2 HEADROOM 38.0 in 37.7 in LEGROOM 43.0 in 42.2 in SHOULDER ROOM 55.0 in 51.3 in CARGO VOLUME 15.0 cu ft 4.1 cu ft (+9.2 cu ft behind 1st row) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.2 sec 0-40 1.9 1.6 0-50 2.4 2.1 0-60 3 2.6 0-70 3.7 3.2 0-80 4.5 3.9 0-90 5.3 4.6 0-100 6.3 5.5 0-100-0 9.7 8.9 PASSING, 45-65 MPH 1.2 1 QUARTER MILE 10.8 sec @ 133.1 mph 10.3 sec @ 139.3 mph BRAKING, 60-0 MPH 88 ft 87 ft LATERAL ACCELERATION 1.11 g (avg) 1.17 g (avg) MT FIGURE EIGHT 22.7 sec @ 0.98 g (avg) 21.9 sec @ 1.03 g (avg) 2.4-MI ROAD COURSE LAP 92.46 sec 88.30 sec TOP-GEAR REVS @ 60 MPH 1,200 rpm 1,950 rpm CONSUMER INFO BASE PRICE $122,095 $294,250 PRICE AS TESTED $131,300 $328,880 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side/head 8: Dual front, side, curtain, knee BASIC WARRANTY 3 years/36,000 miles 4 years/50,000 miles POWERTRAIN WARRANTY 5 years/100,000 miles 4 years/50,000 miles ROADSIDE ASSISTANCE 5 years/100,000 miles 4 years/50,000 miles FUEL CAPACITY 18.5 gal 23.8 gal EPA CITY/HWY/COMB ECON 12/20/15 mpg 15/21/17 mpg ENERGY CONS, CITY/HWY 281/169 kW-hr/100 miles 225/160 kW-hr/100 miles CO2 EMISSIONS, COMB 1.33 lb/mile 1.13 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium
    0 replies | 3 view(s)
  • Sticky's Avatar
    Today, 02:30 PM
    Because if building the motor ultimately the Voodoo will be more capable. You could swap out the Coyote for an Aluminator but this essentially is an Aluminator that revs higher which means more power and no engine swap necessary.
    16 replies | 259 view(s)
  • AdminTeam's Avatar
    Today, 08:54 AM
    Welcome to a real enthusiast forum OCD Worx SA.
    0 replies | 10 view(s)
  • AdminTeam's Avatar
    Today, 04:35 AM
    Welcome to a real enthusiast forum tareqalassad.
    0 replies | 12 view(s)
  • AdminTeam's Avatar
    Today, 03:21 AM
    Hey Illicit: :text-welcomewave:
    0 replies | 12 view(s)
  • AdminTeam's Avatar
    Today, 03:20 AM
    Hey dopesong: :text-welcomewave:
    0 replies | 10 view(s)
  • Sticky2's Avatar
    Yesterday, 10:21 PM
    College is big business and that is why I stopped at two degrees. Plus, they're useless. What was I spending hundreds of thousands for? What benefit do I have? If I invested my tuition in real estate I'd be retired.
    4863 replies | 1526562 view(s)
  • AdminTeam's Avatar
    Yesterday, 09:56 PM
    Ibboostn, we appreciate you taking the time to join.
    0 replies | 23 view(s)
  • AdminTeam's Avatar
    Yesterday, 08:46 PM
    Hey Djdnav: :text-welcomewave:
    0 replies | 27 view(s)
  • F16HTON's Avatar
    Yesterday, 04:08 PM
    I had read an article in the WSJ about a dentist who was educated at USC who owes in excess of $1M in student loans. Read the article and it really paints a picture on how easy it is to get into debt for those who lack personal courage and integrity. IMO predatory loans have nothing to do with it. Every single person who accepts a student loan is counseled on EXACTLY what the loan is going to cost them. There are no secrets. The counseling describes how the interest compounds. It also does not take a rocket scientist to understand that a school is going to charge as much as they can for tuition. The are a business and a business sets its prices based upon supply and demand.
    4863 replies | 1526562 view(s)
  • Terry@BMS's Avatar
    Yesterday, 12:18 PM
    All that easy loan money just drove the prices you had to pay cash. I wonder how many people borrowing $120k to go to USC and coming out with an English or psychology degree wind up hopelessly in debt for years? Most of my friends who did not graduate with engineering degrees who went to high end schools are still paying it back, 15+ years later. :) Anyway IMHO the root of the problem is predatory student lending, that drives up education costs for everyone, and until reformed this problem is not going to get better.
    4863 replies | 1526562 view(s)
  • AdminTeam's Avatar
    Yesterday, 12:15 PM
    Welcome m2motortechnik, take a look around, I think you will like what you see.
    0 replies | 19 view(s)
  • AdminTeam's Avatar
    Yesterday, 12:15 PM
    dquickestE55, we appreciate you taking the time to join.
    0 replies | 22 view(s)
  • F16HTON's Avatar
    Yesterday, 12:04 PM
    With my master @ USC, I did not need to borrow a single dollar. I had every single penny needed to cover tuition which was $128K. I did not need to go to USC, could have went somewhere else, but I chose to go there. Because everyone is pretty much auto-approved for loans, many schools require you to take them out to leverage their position (USC did). In the past years (look at my history) the loans you did not need could be cancelled and refunded to the government. Since Obama, they do not really give you that option anymore. Had I wasted the $$ away (which could have been easy to do), I could have been in debt that would have been hard to overcome. All the while, I also paid tuition for my one of my daughter's at UC Davis and the other at UC Santa Cruz. Graduated both of them with zero debt, zero loans.
    4863 replies | 1526562 view(s)
  • Sticky2's Avatar
    4 replies | 329 view(s)
  • Fuhrmann's Avatar
    4 replies | 329 view(s)
  • 93siro's Avatar
    Yesterday, 08:19 AM
    I didn't say the engine wasn't capable, i said the car isn't a drag car hence you mentioned suspension/tire setup not suitable for drag racing which i agree. The car is not a drag car. The engine is potent though. However if you want to build GT350 a drag car, why not start with a GT with more suitable drag suspension and even more potent engine for drag racing?
    16 replies | 259 view(s)
  • Sticky2's Avatar
    Yesterday, 06:22 AM
    The aluminator is a crate engine from Ford Racing so of course it's beefed up. How you are saying a 1300 whp GT350 isn't a boosted beast is insane. Plus it will do 800+ whp with a whipple on the stock internals. On pump gas. As stated, strip elapsed time performance is dictated by the suspension and tire setup as well as driver at these levels. The S550 is proven to run 8's.
    16 replies | 259 view(s)
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