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  • AdminTeam's Avatar
    Today, 02:02 PM
    Welcome issaguzzi, take a look around, I think you will like what you see.
    0 replies | 0 view(s)
  • AdminTeam's Avatar
    Today, 02:00 PM
    manpreet90, we appreciate you taking the time to join.
    0 replies | 0 view(s)
  • Sticky's Avatar
    Today, 01:52 PM
    Click the A in the upper left hand corner.
    4 replies | 151 view(s)
  • Sticky's Avatar
    Today, 01:51 PM
    It seems the 992 hype just can not die down and Porsche put up a press release to address some issues. They do not reveal anything earth shattering but seem to want to emphasize that the 911 will remain a 911. Why was this necessary? It seems the purists are already complaining about certain elements. The shifter is puzzling for sure. It seems Porsche is bracing enthusiasts for some big changes including electrification: “The new 911, too, will be the best 911 of all time.” We'll be the judge of that, thanks. There’s an oft-repeated anecdote from 1990: the setting is a technical seminar in Berlin for engineers in the automotive industry. During a break, two participants are talking about the Porsche 911. One of them, a leading engineer for a major carmaker from southern Germany, says: “If I had to improve that car, I wouldn’t have the foggiest idea. I think it would be incredibly difficult.” The other, a leading engineer at Porsche, regards his counterpart with incredulity—and says nothing. It still elicits a chuckle from August Achleitner today when he thinks of his befuddlement back then in Berlin. Further developing the Porsche 911 has been his job for almost twenty years. Achleitner is the director of the 911 model line and is thus something like the keeper of the Porsche grail. “The heart of the company,” he calls the 911. If one were to strip down everything that bears a Porsche logo, that exemplifies and drives the company, to reveal the core of the brand, it would look like a 911. With its unmistakable flyline—the typical roof line—the 911’s style-defining basic form retains its freshness and trailblazing spirit even today. It’s all about that sporty note The next 911, generation 992, will carry on that proud tradition. “We know where we’re from and where we want to go,” says Achleitner. “The decisive factor is that the 911 generates a driving feeling that no other car can impart.” That’s not meant in an arrogant way, it’s really just the nature of things: the specific seat position, the flat-six engine in the rear, its inimitable sound, the astonishing amount of space, the perfect feedback from the brakes, steering, and pedal system together with the striking suspension, the powerfully dynamic but always easily controllable burst of power, and the one-of-a-kind design that ties it all together, making this car the epitome of what it has meant to be a sports car—for fifty-five years. Achleitner: “We know where we’re from and where we want to go.” The riveting question is how the 911 needs to develop in the future to continue to define the brand as the gravitational core of Porsche. Automotive industry megatrends—including digitalization, electrification, and connectivity—will play a role, as well as the question of how these trends should be evaluated. “With each innovation, the decisive factor for me is whether it suits the character of the 911,” explains Achleitner. “We don’t necessarily have to be the first in this regard with the 911. What’s crucial, rather, is that every innovation be offered in a typical Porsche manifestation.” Here, it’s the designers, above all, who are called on to work their magic, according to the 911 chief. The 996, for example, was the first to feature a navigation system. When Achleitner looks at this model today, he still finds it beautiful and elegant, although he has to admit that some elements strike him as a bit outdated now. It pains him, “because the car suffers for it.” It’s therefore important, he feels, to design digital interfaces between people and machines that are as timeless as possible. “Anything but contrived,” is Achleitner’s creed. He’s convinced: “Even where the public might be expecting a bigger ‘wow factor,’ in the long run a certain aesthetic reserve pays dividends.” The joy of driving always has to be in the foreground But the visual packaging of new technologies is just one aspect. The other aspects involve the capabilities that they enable. “Even when it comes to the individual assistance systems, they have to fit with the 911,” underscores Achleitner. After all, no one buys a sports car because it offers adaptive cruise control or a lane-keeping assist function. “Those are convenient and useful things. But the customer has to make the choice to use them and, above all, be able to switch them off when they’re not desired.” One thing is especially important to him: the joy of driving always has to be in the foreground. “That’s why a 911 will always have a steering wheel.” And if autonomously driving cars break through more quickly than expected? “Then the 911 will be one of the last cars to drive autonomously.” “The decisive factor is that the 911 generates a driving feeling that no other car can impart.” In all discussions of autonomous driving, Achleitner hews to his line: Porsche and the 911 are a bastion of stability amid the hype, which heretofore has primarily consisted of mere announcements and statements. The 911 will not change radically—and yet it does evolve. It was 1997 when the era of air-cooled engines came to an end and the age of water-cooled flat-six engines began. It was 2015 when the last naturally aspirated engine in the rear of the Carrera was completely replaced by a turbo engine. “Some fans rushed the barricades; it was all gloom and doom for many,” recalls Achleitner. “And then the same thing happened as always: nothing.” The new models have always received even more rave reviews than their predecessors. “That encourages us to think about fundamental innovations in the future as well.” Electric drive technology? Why not? Electric drive technology is a good example. “Two years ago I’d have said no way. Today I wouldn’t categorically rule it out,” concedes the head of the model line. Just to preclude any misunderstandings: the Porsche 911, Type 992 is not an electric sports car. But it could be an option somewhere down the line. Achleitner describes his ongoing change of heart: “I drove the prototype of our coming electric sports car, the Mission E, and it was a very compelling experience. And the performance of the Porsche LMP race cars with hybrid drive systems is quite simply sensational.” Achleitner is certain that no car with a combustion engine alone could beat them around the corner. Although he admittedly clings to the flat-six engine, he can, nowadays, imagine an electric motor in the 911. So there will be a next step in terms of drive technology—if it fits Porsche and the specific character of the 911. The secret of the Porsche 911 could perhaps be described as follows: it’s the sportiest and most dynamic car in the company’s line-up, but also its bastion of stability. A point of orientation for which Achleitner has found a very simple development principle—which may have something to do with that short talk back in Berlin in 1990. In contrast to his counterpart that day, he does have an idea: “The new 911, too, will be the best 911 of all time.”
    0 replies | 27 view(s)
  • czilla's Avatar
    Today, 01:50 PM
    I use Microsoft Edge, Sorry for the late reply I haven't been on much. As for changing my editor, what do you mean?
    4 replies | 151 view(s)
  • czilla's Avatar
    Today, 01:47 PM
    There are a few options for tuning, most popular are MHD, Cobb, BBApp and OpenFlash. Each has it's own advantages, all depends what you're looking for. I'm looking to sell my Openflash since I've gone with MHD and no longer need it, if you're interested. MHD requires an adroid device and proper cable to work, OFT is it's own handheld device, as is Cobb AP. MHD and OFT both allow you to customize your own maps, a lot of us use TunerPro to look at and customize .bins.
    9 replies | 125 view(s)
  • AdminTeam's Avatar
    Today, 01:46 PM
    Janto, we appreciate you taking the time to join.
    0 replies | 7 view(s)
  • Traf's Avatar
    Today, 01:36 PM
    You are ditching every MMP products one by one lol, you got some beef with Mauricio or what ?
    2 replies | 21 view(s)
  • Sticky's Avatar
    Today, 01:34 PM
    It seems the 992 hype just can not die down and Porsche put up a press release to address some issues. They do not reveal anything earth shattering but seem to want to emphasize that the 911 will remain a 911. Why was this necessary? It seems the purists are already complaining about certain elements. The shifter is puzzling for sure. It seems Porsche is bracing enthusiasts for some big changes including electrification: “The new 911, too, will be the best 911 of all time.” We'll be the judge of that, thanks. There’s an oft-repeated anecdote from 1990: the setting is a technical seminar in Berlin for engineers in the automotive industry. During a break, two participants are talking about the Porsche 911. One of them, a leading engineer for a major carmaker from southern Germany, says: “If I had to improve that car, I wouldn’t have the foggiest idea. I think it would be incredibly difficult.” The other, a leading engineer at Porsche, regards his counterpart with incredulity—and says nothing. It still elicits a chuckle from August Achleitner today when he thinks of his befuddlement back then in Berlin. Further developing the Porsche 911 has been his job for almost twenty years. Achleitner is the director of the 911 model line and is thus something like the keeper of the Porsche grail. “The heart of the company,” he calls the 911. If one were to strip down everything that bears a Porsche logo, that exemplifies and drives the company, to reveal the core of the brand, it would look like a 911. With its unmistakable flyline—the typical roof line—the 911’s style-defining basic form retains its freshness and trailblazing spirit even today. It’s all about that sporty note The next 911, generation 992, will carry on that proud tradition. “We know where we’re from and where we want to go,” says Achleitner. “The decisive factor is that the 911 generates a driving feeling that no other car can impart.” That’s not meant in an arrogant way, it’s really just the nature of things: the specific seat position, the flat-six engine in the rear, its inimitable sound, the astonishing amount of space, the perfect feedback from the brakes, steering, and pedal system together with the striking suspension, the powerfully dynamic but always easily controllable burst of power, and the one-of-a-kind design that ties it all together, making this car the epitome of what it has meant to be a sports car—for fifty-five years. Achleitner: “We know where we’re from and where we want to go.” The riveting question is how the 911 needs to develop in the future to continue to define the brand as the gravitational core of Porsche. Automotive industry megatrends—including digitalization, electrification, and connectivity—will play a role, as well as the question of how these trends should be evaluated. “With each innovation, the decisive factor for me is whether it suits the character of the 911,” explains Achleitner. “We don’t necessarily have to be the first in this regard with the 911. What’s crucial, rather, is that every innovation be offered in a typical Porsche manifestation.” Here, it’s the designers, above all, who are called on to work their magic, according to the 911 chief. The 996, for example, was the first to feature a navigation system. When Achleitner looks at this model today, he still finds it beautiful and elegant, although he has to admit that some elements strike him as a bit outdated now. It pains him, “because the car suffers for it.” It’s therefore important, he feels, to design digital interfaces between people and machines that are as timeless as possible. “Anything but contrived,” is Achleitner’s creed. He’s convinced: “Even where the public might be expecting a bigger ‘wow factor,’ in the long run a certain aesthetic reserve pays dividends.” The joy of driving always has to be in the foreground But the visual packaging of new technologies is just one aspect. The other aspects involve the capabilities that they enable. “Even when it comes to the individual assistance systems, they have to fit with the 911,” underscores Achleitner. After all, no one buys a sports car because it offers adaptive cruise control or a lane-keeping assist function. “Those are convenient and useful things. But the customer has to make the choice to use them and, above all, be able to switch them off when they’re not desired.” One thing is especially important to him: the joy of driving always has to be in the foreground. “That’s why a 911 will always have a steering wheel.” And if autonomously driving cars break through more quickly than expected? “Then the 911 will be one of the last cars to drive autonomously.” “The decisive factor is that the 911 generates a driving feeling that no other car can impart.” In all discussions of autonomous driving, Achleitner hews to his line: Porsche and the 911 are a bastion of stability amid the hype, which heretofore has primarily consisted of mere announcements and statements. The 911 will not change radically—and yet it does evolve. It was 1997 when the era of air-cooled engines came to an end and the age of water-cooled flat-six engines began. It was 2015 when the last naturally aspirated engine in the rear of the Carrera was completely replaced by a turbo engine. “Some fans rushed the barricades; it was all gloom and doom for many,” recalls Achleitner. “And then the same thing happened as always: nothing.” The new models have always received even more rave reviews than their predecessors. “That encourages us to think about fundamental innovations in the future as well.” Electric drive technology? Why not? Electric drive technology is a good example. “Two years ago I’d have said no way. Today I wouldn’t categorically rule it out,” concedes the head of the model line. Just to preclude any misunderstandings: the Porsche 911, Type 992 is not an electric sports car. But it could be an option somewhere down the line. Achleitner describes his ongoing change of heart: “I drove the prototype of our coming electric sports car, the Mission E, and it was a very compelling experience. And the performance of the Porsche LMP race cars with hybrid drive systems is quite simply sensational.” Achleitner is certain that no car with a combustion engine alone could beat them around the corner. Although he admittedly clings to the flat-six engine, he can, nowadays, imagine an electric motor in the 911. So there will be a next step in terms of drive technology—if it fits Porsche and the specific character of the 911. The secret of the Porsche 911 could perhaps be described as follows: it’s the sportiest and most dynamic car in the company’s line-up, but also its bastion of stability. A point of orientation for which Achleitner has found a very simple development principle—which may have something to do with that short talk back in Berlin in 1990. In contrast to his counterpart that day, he does have an idea: “The new 911, too, will be the best 911 of all time.”
    0 replies | 4 view(s)
  • AdminTeam's Avatar
    Today, 01:28 PM
    Hey Bimmerboy92: :text-welcomewave:
    0 replies | 15 view(s)
  • gaspam's Avatar
    Today, 01:15 PM
    the RS3 142.4 trap is on the timeslip in this article it was at famoso raceway and technically this silver RS3 in vids has a few more HP....I am just saying no RS7, including the total race 1200hp RS7 in russia, is trapping over 142.4 so not sure why people are surprised at RS3 beating RS7
    80 replies | 1914 view(s)
  • Surquhar's Avatar
    2 replies | 228 view(s)
  • MDORPHN's Avatar
    Today, 01:02 PM
    FWIW, i'm happily running MOTIV pi. It also includes oem O-rings and longer studs. Neil
    2 replies | 21 view(s)
  • Sticky's Avatar
    Today, 01:01 PM
    For sure, you make a good point. The post was tongue and cheek to begin with but there are those forum members who try to tell professionals how to do their job.
    4 replies | 764 view(s)
  • F16HTON's Avatar
    Today, 12:58 PM
    Medical mistakes are the number 3 killer in the United States. We should ban healthcare access for all.
    2854 replies | 1481303 view(s)
  • Sticky's Avatar
    Today, 12:57 PM
    I'm with you there. Maybe in a few years they will be affordable. A 6.6 liter all wheel drive twin turbo V12? Yes, please! How about a tune on top? Maybe some hybrids?
    5 replies | 281 view(s)
  • Sticky's Avatar
    Today, 12:56 PM
    Sticky replied to a thread For Sale: FS: 600whp 2011 z4, 23k miles in For Sale Vehicles
    Smart man. The BoostAddict.com turbo kit will be ready and waiting for you when you get it :)
    4 replies | 381 view(s)
  • Sticky's Avatar
    Today, 12:47 PM
    It's still the same motor architecture just reinforced with a custom block that is much stronger than the factory piece.
    5 replies | 505 view(s)
  • Sticky's Avatar
    8 replies | 179 view(s)
  • Sticky's Avatar
    Today, 12:43 PM
    CNN is more dangerous than guns.
    2854 replies | 1481303 view(s)
  • Sticky's Avatar
    Today, 12:42 PM
    142 trap? Was that on GPS? The RS3 is killer. It's the best Audi tuning platform ever. Well, the TT-RS is.
    80 replies | 1914 view(s)
  • gaspam's Avatar
    Today, 12:41 PM
    yeah i know , i just dont get why others are so surprised that a big turbo RS3 that traps over 142 can beat RS7's considering we have never seen a RS7 trap > 142 its like being surprised that a big turbo 2jz would beat an rs7 too :)
    80 replies | 1914 view(s)
  • Sticky's Avatar
    80 replies | 1914 view(s)
  • Sticky's Avatar
    Today, 12:22 PM
    Welcome!
    2 replies | 52 view(s)
  • gaspam's Avatar
    Today, 12:22 PM
    that's kinda my point.... RS3 has more potential and easier to tune and already far ahead of the RS7, even though RS7 has been out and tuned on for much longer. so no shame in RS7's losing to RS3's (i dont get why people are surprised) and FWIW that RS3 that trapped 142.4mph will be gaining around another ~200hp once they build the motor as they are limiting it to ~500trq now until they build the motor, so it will be trapping much higher than 142.4 when it gets another 200hp..
    80 replies | 1914 view(s)
  • suspenceful's Avatar
    Today, 12:15 PM
    Glad the video was helpful! And, I know! $30k was strictly parts... with the price of the car, I'm looking at a $50k rock sitting in the garage. But there's nothing that puts a smile on my face more than this terrible investment!
    11 replies | 166 view(s)
  • maxnix's Avatar
    Today, 12:14 PM
    One needs to view the Joe Achille's video with Bovensiepen in B7 traveling at 207 mph on the Autobahn and conversing casually as if they were in a Buick going 55 mph on a U.S. highway.
    5 replies | 281 view(s)
  • chadillac2000's Avatar
    Today, 12:12 PM
    Exactly what I did. 60 seconds first blast, then used a pick to get any remaining pieces off, another 20 second blast, then wiped clean with brake cleaner. Worked like a charm and was done in less than a hour. Scrub & soak took so much longer, made a mess, and didn't do as good of a job. No reason not to do it the right way anymore with it being this cheap. Assuming you have a compressor already. I've certainly crept over $30,000 myself including the cost of the car. But damn, nothing puts more of a smile on my face or can get my adrenaline pumping like this little 1 series.
    11 replies | 166 view(s)
  • nbrigdan's Avatar
    Today, 12:11 PM
    That level of performance in such a barge is awesome. Even the handling numbers are very impressive. But do they just not make the S63 SWB anymore? Because that would be the one to have in my opinion. I can see these running low 11s and ~3 0-60 tune only.
    2 replies | 181 view(s)
  • chadillac2000's Avatar
    Today, 12:08 PM
    Yes it is, and I apologize for such a large single post! I have a full build thread going no other forums, but didn't want to spam up this one, so I thought a single build thread about going ST would be the move. Makes getting the valves completely clean easy peasy--I was impressed with how simple it was. I didn't go through the trouble of pulling the intake studs like Jake does in his video, which meant it took longer to tape off, but that's all. I did have to create a little lead that plugged into the starter male end, as it's recessed inside the plug and the remote starter clamp will not fit inside. It will make more sense when you're looking at the starter and trying to get the remote attached. This was my first time using a remote starter to move the valves, and it was much easier than other methods to make sure each valve was closed when blasting. Now that I have the supplies on hand, I'll probably do this annually. Sobering is right. The cost of the actual ST kit is just the beginning. In order to do things correctly and bring everything else up to par, it really adds up. Someone not doing their own labor could easily be looking at $12,000-$15,000 in costs without blinking. Great info about treadwear rating. I assumed they were all based on some universal scale. Regardless, if the Firestones last as long as the Hankooks, I'll be happy.
    11 replies | 166 view(s)
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