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  • AdminTeam's Avatar
    Today, 05:39 AM
    Welcome sreotter, take a look around, I think you will like what you see.
    0 replies | 3 view(s)
  • AdminTeam's Avatar
    Today, 12:03 AM
    losbo17, we appreciate you taking the time to join.
    0 replies | 8 view(s)
  • AdminTeam's Avatar
    Yesterday, 08:40 PM
    Welcome Mnbimmer, take a look around, I think you will like what you see.
    0 replies | 9 view(s)
  • Simmi15's Avatar
    Yesterday, 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 | 261 view(s)
  • Markblackwell's Avatar
    Yesterday, 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 | 2205 view(s)
  • Sticky's Avatar
    Yesterday, 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 | 104 view(s)
  • Sticky's Avatar
    Yesterday, 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 | 132 view(s)
  • Sticky's Avatar
    Yesterday, 03:51 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 | 4 view(s)
  • Sticky's Avatar
    Yesterday, 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 | 261 view(s)
  • Sticky's Avatar
    Yesterday, 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 | 20 view(s)
  • Sticky's Avatar
    Yesterday, 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 | 166 view(s)
  • Sticky's Avatar
    Yesterday, 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 | 10 view(s)
  • Sticky's Avatar
    Yesterday, 02:28 PM
    Same here. I just hope they they don't screw up the shift lever.
    2 replies | 191 view(s)
  • AdminTeam's Avatar
    Yesterday, 08:54 AM
    Welcome to a real enthusiast forum OCD Worx SA.
    0 replies | 16 view(s)
  • AdminTeam's Avatar
    Yesterday, 04:35 AM
    Welcome to a real enthusiast forum tareqalassad.
    0 replies | 17 view(s)
  • AdminTeam's Avatar
    Yesterday, 03:21 AM
    Hey Illicit: :text-welcomewave:
    0 replies | 18 view(s)
  • AdminTeam's Avatar
    Yesterday, 03:20 AM
    Hey dopesong: :text-welcomewave:
    0 replies | 17 view(s)
  • Sticky2's Avatar
    10-14-2018, 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 | 1526598 view(s)
  • AdminTeam's Avatar
    10-14-2018, 09:56 PM
    Ibboostn, we appreciate you taking the time to join.
    0 replies | 29 view(s)
  • AdminTeam's Avatar
    10-14-2018, 08:46 PM
    Hey Djdnav: :text-welcomewave:
    0 replies | 33 view(s)
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