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  • Sticky's Avatar
    Today, 05:21 PM
    The Aston Martin DBS Superleggera is supposed to be Aston Martin's no nonsense high performance effort. With 715 horsepower from a twin turbo V12 as well as race tuned suspension and lightweight parts, it certainly is a valiant effort. That still does not change the fact this is a heavy and expensive luxury vehicle. Not to mention one with great looks and exclusivity exactly as an Aston Martin should be. The DBS Superleggera comes in at 4200 pounds yet it still manages an impressive laptime of 1:54.6. It does like quite a handful to hustle around the track though. The times below put the effort in context. Aston Martin did a commendable job with the car although it is not going to challenge any top sports cars. Mercedes-AMG GT R PRO: 01.48,00 min Lamborghini Huracan Evo: 01.49,00 min Porsche 911 Carrera S (992): 01.53,30 min Aston Martin DBS Superleggera: 01:54:60 min Audi R8 V10 Spyder Performance: 01.55,20 min Lamborghini Urus: 01.57,10 min Porsche 718 Boxster T (PDK) 01.58.80 min Audi TTRS Coupe: 01.58.80 min Toyota GR Supra: 01.58.80 min
    0 replies | 19 view(s)
  • Sticky's Avatar
    Today, 04:51 PM
    A ton of great information below from BimmerBoost member @CobraMarty who is known for his MILV's (Modified Intake Lift Valvetronic supports). He recently got a hold of a B58 cylinder head for development and took photos as well as provided his impressions. Enjoy: Didn't sleep well so I got up early and took a pair of calipers to the B58 head that I have. Ports are BIG. B58 Intake is Oval shape- 35.7mm tall x 50mm wide. Not 'rectoval' like the N54/N55 at 29mm x 50mm. B58 Exhaust is also Oval- 29.2mm x 45.7mm wide. Not round like the N54/N55. B58 Valves measure- Intake 29.9-30.0mm, Exhaust 28.4mm. N52/N54/N55 Exhaust valves are all 28mm. N52 intake valves- 34.2mm, N54- 31.4mm, N55- 32mm. So just by 'looks', the B58 head is an improvement. Exhaust especially, Bigger ports and Bigger valves = more flow. Intake, maybe not so much, Bigger ports and smaller valves. IDK, but maybe that combination is better flowing than smaller ports and bigger valves. Or is there another reason or something else going on? The intake valves look to be moved out and right at the edge of the cylinder bore. It doesn't look like a bigger intake valve diameter would fit. Don't throw stones about the B58's 'smaller' intake valves just yet. Interesting is the different engines actual measurements. N52- 85mm bore x 88mm stroke = 2996cc and has the biggest intake valve 34.2mm. Cam is I-255*/E-263* durations. N54/55- 84mm bore x 89.6mm stroke = 2979cc and have 31.4mm and 32mm intake valves. Cams are N54- I-245*/E-261* and N55- I-255*/263* durations. B58- 82mm bore x 94.6mm stroke = 2998cc and has 30mm intake valves which looks to be the largest that would fit the 82mm bore. Cams to be determined. There is a correlation between cylinder bore diameter and intake valve size. Just some simple, basic engine generalities- Bigger bore (bigger intake valve) and shorter stroke make for a higher rev'ing engine. N52 engine. Smaller bore (smaller intake valve) and longer stroke makes for better intake filling and more torque and power across a broader rpm range. B58 engine. Head- very compact latest design, valvetronic eccentric cam and mechanism moved around, No exhaust cam clamshell like Nxx engines, Heavy, must be thicker in all the right places Supports for Intake Valvetronic- up high right on top, easy access, easy removal and replacement, hint MILVs? HPFP- mounts up high right on top, easy access, driven by 3 lobed on exhaust cam, easy to upgrade/replace, hint Xtreme DI Exhaust ports and close up exhaust port- big oval Intake ports and close up intake port- big oval Combustion Chamber and close up- very compact Valvetronic Eccentric cam Motor- externally mounted, up front, easy access, has hex screw to rotate manually Without a doubt, BMW did their homework. The B58 engine looks very promising!!
    12 replies | 73 view(s)
  • Sticky's Avatar
    Today, 04:47 PM
    Sticky replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    A ton of great information below from BimmerBoost member CobraMarty who is known for his MILV's (Modified Intake Lift Valvetronic supports). He recently got a hold of a B58 cylinder head for development and took photos as well as provided his impressions. Enjoy: Didn't sleep well so I got up early and took a pair of calipers to the B58 head that I have. Ports are BIG. B58 Intake is Oval shape- 35.7mm tall x 50mm wide. Not 'rectoval' like the N54/N55 at 29mm x 50mm. B58 Exhaust is also Oval- 29.2mm x 45.7mm wide. Not round like the N54/N55. B58 Valves measure- Intake 29.9-30.0mm, Exhaust 28.4mm. N52/N54/N55 Exhaust valves are all 28mm. N52 intake valves- 34.2mm, N54- 31.4mm, N55- 32mm. So just by 'looks', the B58 head is an improvement. Exhaust especially, Bigger ports and Bigger valves = more flow. Intake, maybe not so much, Bigger ports and smaller valves. IDK, but maybe that combination is better flowing than smaller ports and bigger valves. Or is there another reason or something else going on? The intake valves look to be moved out and right at the edge of the cylinder bore. It doesn't look like a bigger intake valve diameter would fit. Don't throw stones about the B58's 'smaller' intake valves just yet. Interesting is the different engines actual measurements. N52- 85mm bore x 88mm stroke = 2996cc and has the biggest intake valve 34.2mm. Cam is I-255*/E-263* durations. N54/55- 84mm bore x 89.6mm stroke = 2979cc and have 31.4mm and 32mm intake valves. Cams are N54- I-245*/E-261* and N55- I-255*/263* durations. B58- 82mm bore x 94.6mm stroke = 2998cc and has 30mm intake valves which looks to be the largest that would fit the 82mm bore. Cams to be determined. There is a correlation between cylinder bore diameter and intake valve size. Just some simple, basic engine generalities- Bigger bore (bigger intake valve) and shorter stroke make for a higher rev'ing engine. N52 engine. Smaller bore (smaller intake valve) and longer stroke makes for better intake filling and more torque and power across a broader rpm range. B58 engine. Head- very compact latest design, valvetronic eccentric cam and mechanism moved around, No exhaust cam clamshell like Nxx engines, Heavy, must be thicker in all the right places Supports for Intake Valvetronic- up high right on top, easy access, easy removal and replacement, hint MILVs? HPFP- mounts up high right on top, easy access, driven by 3 lobed on exhaust cam, easy to upgrade/replace, hint Xtreme DI Exhaust ports and close up exhaust port- big oval Intake ports and close up intake port- big oval Combustion Chamber and close up- very compact Valvetronic Eccentric cam Motor- externally mounted, up front, easy access, has hex screw to rotate manually Without a doubt, BMW did their homework. The B58 engine looks very promising!!
    12 replies | 225 view(s)
  • Arin@APR's Avatar
    Today, 04:38 PM
    We’ve updated our Stage 1, Stage 2, and Stage 3 IS38 ECU Upgrades bringing new features, power, and safety. This is mostly available in our newly released 2019 GTI / A3 ECU Upgrades and is now available for all previous years in North America. Key Updates: – Better power delivery with flatter torque, and higher peak power – Various protection routines added and tweaked – Linear pedal mapping – Tire spin protection added (FWD files only, running an AWD file disables it) – Corrected the digital dash boost gauge – Auto Start / Stop is now inverted and defaults off (Stage 2/3) – Optional pops and bangs have 3 options: off, normal, and aggressive – Specific files were created for FWD and AWD drivetrains – Specific files were created for 6MT and DSG gearboxes – Low torque files added – Low octane (87 R+M/2) files added Tuning Details: Using a Kistler in-cylinder pressure transducer system, we greatly improved combustion efficiency and reduced in-cylinder combustion pressure while delivering the same output. Furthermore low-RPM torque is now limited in taller gears for greater LSPI protection. Essentially the engine experiences less strain but creates the same power. Using exhaust gas pressure transducers, thermocouples and turbine shaft speed sensors, we were able to more accurately adjust various speed and pressure models within the ECU, allowing us to reduce turbo shaft speed without sacrificing power. In doing so, boost control was greatly improved. We were able to enable and calibrate various turbo shaft speed protection routines within the ECU that were not enabled or calibrated on all ECU part numbers from the factory. Finally, turbo surge protection routines were recalibrated to prevent low rpm high load compressor surge in various conditions. Essentially boost control is improved, protection routines were added and the turbo doesn’t spin as fast or work as hard to create the same power. Pedal mapping was altered to provide a more linear feel. This gives the driver a more predictable pedal map. The map matches the OEM feel from 0-60% throttle and then increases linearly from 60-95% at peak torque. Furthermore first gear torque reductions were recalibrated in such a way as to not alter the pedal mapping sensitivity. Lastly, the valve-lift transition point is greatly improved during part-throttle operation for smoother operation. Vehicles equipped with the digital boost gauge will now see a more accurate gauge representation that shows vacuum all the way up to 3,000 mbar of absolute boost. The optional exhaust crackle feature has been improved based on customer feedback, and the stationary rev limited has been increased to 5,000 rpm for improved free-revving sound. Furthermore a louder and more aggressive option is available. Specific files for manual and DSG exist. Auto start/stop behavior is now inverted so the feature is turned off by default. Wheel spin is reduced on FWD vehicles with FWD specific software. AWD files are available that do not have this reduction and can be run on FWD vehicles if you so desire. Various other small tweaks related to support tickets and customer feedback was addressed to improve drivability and the driving experience. Lastly, 87 (R+M)/2 or 90 RON modes are now available. Power Figures: APR’s ECU Upgrades are available in multiple flavors, supporting various hardware modifications, fuel grades, torque levels, and options. Power levels are as follows: APR Plus ECU Upgrade: – 290 HP / 320 FT-LBS – 87 Octane APR Stage 1 ECU Upgrade (Low Torque): – 290 HP / 320 FT-LBS – 87 Octane – 323 HP / 326 FT-LBS – 91 Octane – 327 HP / 326 FT-LBS – 93 Octane – 337 HP / 327 FT-LBS – 104 Octane APR Stage 1 ECU Upgrade (High Torque): – 313 HP / 340 FT-LBS – 91 Octane – 321 HP / 351 FT-LBS – 93 Octane – 337 HP / 375 FT-LBS – 104 Octane APR Stage 2 ECU Upgrade (Low Torque) – 334 HP / 338 FT-LBS – 91 Octane – 337 HP / 339 FT-LBS – 93 Octane – 350 HP / 339 FT-LBS – 104 Octane APR Stage 2 ECU Upgrade (High Torque) – 333 HP / 364 FT-LBS – 91 Octane – 337 HP / 371 FT-LBS – 93 Octane – 351 HP / 392 FT-LBS – 104 Octane APR Stage 3 IS38 ECU Upgrade (Low Torque) – 395 HP / 334 FT-LBS – 91 Octane – 395 HP / 334 FT-LBS – 93 Octane – 396 HP / 340 FT-LBS – 104 Octane APR Stage 3 IS38 ECU Upgrade (High Torque) – 395 HP / 376 FT-LBS – 91 Octane – 396 HP / 385 FT-LBS – 93 Octane – 397 HP / 403 FT-LBS – 104 Octane For more information about each stage, compatible hardware, and other details, please visit our product page.
    2 replies | 88 view(s)
  • Sticky's Avatar
    Today, 04:23 PM
    The thing is they do it all in house. Also, like in the Urus example, they have the resources to deliver upgraded turbos first. For a high end car like that I'd definitely consider TTE over other options and as of right now there are no other options.
    8 replies | 376 view(s)
  • Sticky's Avatar
    Today, 04:21 PM
    Absolutely. Plus let's not forget their taxes. VAT inflates some of the pricing as does currency conversion.
    8 replies | 376 view(s)
  • richpike's Avatar
    Today, 01:48 PM
    Working for a large German technology company who designs and manufactures their products in Germany, I can tell you the typical R&D engineer is unbelievably focused on making the highest quality products with cost being a secondary concern. That makes it tough when competing with Chinese products where the lowest price is the primary focus, but for those people who value the best of the best, they’ll certainly be happy. It’s sort of refreshing to have a engineering first attitude vs a bean counter first attitude. -Rich
    8 replies | 376 view(s)
  • quattr0's Avatar
    8 replies | 376 view(s)
  • CobraMarty's Avatar
    Today, 08:23 AM
    CobraMarty replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    1 head and 4 sets of the B58 Valvetronic suppports to experiment and make MILVs for the B58. 2020 Supra head looks to be similar everywhere except the integrated 2 port exhaust manifold. I suspect that the 2020 BMW B58 will have the same integrated exhaust manifold. The only 2020 Supra head that I have seen is on Papadakis's B58 teardown video. Now if he would only send out that head and get it bench flowed.
    12 replies | 225 view(s)
  • Sticky's Avatar
    Today, 08:17 AM
    Sticky replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    You said you ordered four sets of heads. Are they all from the same style B58 motor? The Supra head obviously will be difference due to the casting but everything else should be the same, right?
    12 replies | 225 view(s)
  • CobraMarty's Avatar
    Today, 08:09 AM
    CobraMarty replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    So what are these pics and what do I like- Head- very compact latest design, valvetronic eccentric cam and mechanism moved around, No exhaust cam clamshell like Nxx engines, Heavy, must be thicker in all the right places Supports for Intake Valvetronic- up high right on top, easy access, easy removal and replacement, hint MILVs? HPFP- mounts up high right on top, easy access, driven by 3 lobed on exhaust cam, easy to upgrade/replace, hint Xtreme DI Exhaust ports and close up exhaust port- big oval Intake ports and close up intake port- big oval Combustion Chamber and close up- very compact Valvetronic Eccentric cam Motor- externally mounted, up front, easy access, has hex screw to rotate manually
    12 replies | 225 view(s)
  • CobraMarty's Avatar
    Today, 07:58 AM
    CobraMarty replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    Some pics of the head-
    12 replies | 225 view(s)
  • Sticky's Avatar
    Today, 06:47 AM
    Sticky replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    Get me a bunch of pics so I can turn this into an article. e-mail me them if you like and I'll take care of the rest!
    12 replies | 225 view(s)
  • CobraMarty's Avatar
    Today, 06:40 AM
    CobraMarty replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    Didn't sleep well so I got up early and took a pair of calipers to the B58 head that I have. Ports are BIG. B58 Intake is Oval shape- 35.7mm tall x 50mm wide. Not 'rectoval' like the N54/N55 at 29mm x 50mm. B58 Exhaust is also Oval- 29.2mm x 45.7mm wide. Not round like the N54/N55. B58 Valves measure- Intake 29.9-30.0mm, Exhaust 28.4mm. N52/N54/N55 Exhaust valves are all 28mm. N52 intake valves- 34.2mm, N54- 31.4mm, N55- 32mm. So just by 'looks', the B58 head is an improvement. Exhaust especially, Bigger ports and Bigger valves = more flow. Intake, maybe not so much, Bigger ports and smaller valves. IDK, but maybe that combination is better flowing than smaller ports and bigger valves. Or is there another reason or something else going on? The intake valves look to be moved out and right at the edge of the cylinder bore. It doesn't look like a bigger intake valve diameter would fit. Don't throw stones about the B58's 'smaller' intake valves just yet. Interesting is the different engines actual measurements. N52- 85mm bore x 88mm stroke = 2996cc and has the biggest intake valve 34.2mm. Cam is I-255*/E-263* durations. N54/55- 84mm bore x 89.6mm stroke = 2979cc and have 31.4mm and 32mm intake valves. Cams are N54- I-245*/E-261* and N55- I-255*/263* durations. B58- 82mm bore x 94.6mm stroke = 2998cc and has 30mm intake valves which looks to be the largest that would fit the 82mm bore. Cams to be determined. There is a correlation between cylinder bore diameter and intake valve size. Just some simple, basic engine generalities- Bigger bore (bigger intake valve) and shorter stroke make for a higher rev'ing engine. N52 engine. Smaller bore (smaller intake valve) and longer stroke makes for better intake filling and more torque and power across a broader rpm range. B58 engine. Without a doubt, BMW did their homework. The B58 engine looks very promising!!
    12 replies | 225 view(s)
  • Sticky2's Avatar
    Today, 05:59 AM
    Sticky2 replied to a thread B58: B58 MILVs !! in B38, B48, B58, S58
    Could we get more pics of that cylinder head? Like a lot more? Also impressions...
    12 replies | 225 view(s)
  • 65AMG's Avatar
    Today, 05:14 AM
    They are good guys i can recommend and they are well in business and known in the German Tuning scene.
    8 replies | 376 view(s)
  • Jerain's Avatar
    Today, 04:26 AM
    I know them for a while and think they have great quality products from what I've read online, but the pricing seems to be a bit high to match the US and other "new market" turbo manufacturers...
    8 replies | 376 view(s)
  • Sticky2's Avatar
    8 replies | 376 view(s)
  • nbrigdan's Avatar
    8 replies | 376 view(s)
  • Sticky's Avatar
    Today, 01:14 AM
    You likely have noticed many articles about TTE (The Turbo Engineers) lately as they seem to have a hybrid turbocharger upgrade for basically any platform. They are usually the first to market as well as evidenced by their recent Lamborghini Urus upgrade. You name it, they have a turbo upgrade. BoostAddict did not know how large their reach was until speaking with Simon Sharp of Sharp Motorsport Ltd. This network of sites can often be quite critical as we question pricing trying to keep vendors honest and being located in the USA we use dollar priced products as the barometer. Now is a good time to mention we were very wrong in our criticism of TTE's Porsche 991.2 GT2 RS TTE1200 VTG turbo upgrade. Why? Because much like the X51 package for the Porsche 991.2 3.0 Carrera models a VIN must be provided to Porsche to get the turbochargers which are then modified. Buying Porsche factory parts directly is not cheap. There are few VINS to go around and few GT2 RS owners that modify their cars. It is not the same as machining some housings off a volume model and the price reflects the cost of the VTG's to begin with from Porsche then the work TTE has to do in order to get them to support 1200+ horsepower level of output. PorscheBoost got it wrong saying the price was absurd. On the bright side, TTE Global is aboard the network as a premium vendor and they are expanding their reach worldwide. APR recently tuned some 2.5 TFSI models equipped with TTE hybrids for example. Additionally, TTE offers the largest volume of hybrid turbocharger upgrades in Europe. Many of those big Euro tuning houses you hear of go to TTE and private label. We will not name names but you have likely heard of a certain very big Porsche tuner with a single syllable name. Yep, they go to TTE. As do some AMG tuning houses by the way. They are number one for a reason and it is because their products work. Yes, on a direct dollar conversion some of their turbos are more expensive than US competition but you know what you get for that money? A quality product that works and lasts. They are not sourcing cheap Chinese garbage. People will pay for quality. BoostAddict will cover the TTE Global product line: https://tteglobal.com/ You can expect to see more of their turbo upgrades in the USA. Welcome aboard TTE Global!
    8 replies | 376 view(s)
  • Sticky's Avatar
    Today, 01:10 AM
    You likely have noticed many articles about TTE (The Turbo Engineers) lately as they seem to have a hybrid turbocharger upgrade for basically any platform. They are usually the first to market as well as evidenced by their recent Lamborghini Urus upgrade. You name it, they have a turbo upgrade. BoostAddict did not know how large their reach was until speaking with Simon Sharp of Sharp Motorsport Ltd. This network of sites can often be quite critical as we question pricing trying to keep vendors honest and being located in the USA we use dollar priced products as the barometer. Now is a good time to mention we were very wrong in our criticism of TTE's Porsche 991.2 GT2 RS TTE1200 VTG turbo upgrade. Why? Because much like the X51 package for the Porsche 991.2 3.0 Carrera models a VIN must be provided to Porsche to get the turbochargers which are then modified. Buying Porsche factory parts directly is not cheap. There are few VINS to go around and few GT2 RS owners that modify their cars. It is not the same as machining some housings off a volume model and the price reflects the cost of the VTG's to begin with from Porsche then the work TTE has to do in order to get them to support 1200+ horsepower level of output. PorscheBoost got it wrong saying the price was absurd. On the bright side, TTE Global is aboard the network as a premium vendor and they are expanding their reach worldwide. APR recently tuned some 2.5 TFSI models equipped with TTE hybrids for example. Additionally, TTE offers the largest volume of hybrid turbocharger upgrades in Europe. Many of those big Euro tuning houses you hear of go to TTE and private label. We will not name names but you have likely heard of a certain very big Porsche tuner with a single syllable name. Yep, they go to TTE. As do some AMG tuning houses by the way. They are number one for a reason and it is because their products work. Yes, on a direct dollar conversion some of their turbos are more expensive than US competition but you know what you get for that money? A quality product that works and lasts. They are not sourcing cheap Chinese garbage. People will pay for quality. BoostAddict will cover the TTE Global product line: https://tteglobal.com/ You can expect to see more of their turbo upgrades in the USA. Welcome aboard TTE Global!
    8 replies | 30 view(s)
  • AdminTeam's Avatar
    Today, 01:06 AM
    Welcome to a real enthusiast forum DKC.
    0 replies | 13 view(s)
  • Sticky's Avatar
    Today, 12:41 AM
    Not a ton of 10-second RHD hybrid results to report but this is great to see. BimmerBoost members in the United Kingdom as well as Australia in particular will take notice of this result on a full weight E92 335i and of course the Nizpro upgraded automatic is helping that elapsed time. Rob Beck covered the details below: Not a real common feat for this platform, especially on twins and stock'ish powertrain, while full weight. Even more so unique is that I believe this maybe the first RHD car to ever hit 10's period? (That is of course barring those running power glides) At any rate great short times helped this one along, but still pretty deep into the 10's so it is not like it just eek'd it's way in there in the process. Back to the OE'ish power train and full weight category, this is the 2nd quickest 1/4 ET I recall ever seeing... but it is open for discussion as well. Anyway here is all of the information that was provided, including the timeslip, below. Stock internals Twin Super RB Evo 17T Turbos VTT inlets Fabricated my own aluminium outlets VRSF 7.5" Race IC ER Charge pipe with twin Forge DVs Fuel-it Stage 3 LPFP and PI Bimmerlife coils and NGK 95770 spark plugs 0.022" AR catless downpipes Exhaust is stock apart from 200cpsi secondary cats Custom tune from BQ Tuning using MHD Transmission is a Nizpro upgraded ZF 6HP21 with Stage 3 xHP tune and stock TC Modified M3 diff fitted with 3.25 ratio gears and E36 LSD Mickey Thompson 275/40R17 ET Street S/S tyres https://datazap.me/u/coupes44/datalo...54&tmax=908.41
    17 replies | 168 view(s)
  • Sticky's Avatar
    Today, 12:30 AM
    Does Dzenno have naked pics of you or something? Defending not disclosing nitrous to claim a record as if tune only is pretty pathetic as is acting like this tune ran 10's when it didn't.
    24 replies | 769 view(s)
  • RobNyc's Avatar
    24 replies | 769 view(s)
  • Sticky's Avatar
    Today, 12:21 AM
    VF-Engineering knows what PorscheBoost and the BoostAddict Network of sites likes to see. Real world data, real world results. VF-Engineering has a long history tuning Porsches from 911's with supercharger kits to turbocharged variants. Let's start with the dyno results from the VF-Engineering all wheel drive Mustang dynamometer. Vehicle: 2016 Porsche 991.1 Turbo (Cabriolet) Hardware Mods: NONE Software Mods: HEX Tuning Stage ONE Dyno: Mustang AWD-500-SE STOCK: 464 WHP / 493 WTQ TUNED:496 WHP / 598 WTQ Peak Gains: 29 WHP / 102 WTQ MAX Gains: +113 WHP & 165WTQ @ 3,600 RPM 464 horsepower to all four wheels on this dyno stock on 91 octane pump gas is very healthy. This being a 991.1 Turbo, look at the torque increase and not just peak horsepower. From 3000 rpm on and it is just night and day. Picking up over 100 lb-ft at all four wheels is, frankly, huge. The majority of the gain comes down low as expected. So how does this translate to real world acceleration? A Dragy GPS box was utilized to measure before and after 0-60 and 0-100 sprints. STOCK 0-60: 3.25s STOCK 0-100: 7.61s TUNED 0-60: 2.87s TUNED 0-100: 6.63s Knocking off almost a full second on the 0-100 sprint is a major gain. 0-100 in 6.63 seconds is supercar territory. Not bad at all for what is Stage 1 Hex software only on 91 octane pump gas.
    8 replies | 198 view(s)
  • Sticky's Avatar
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