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- ECU Tuning
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Created for Huracan drivers who split their drive time between the street and race track, the VF Huracan Harness bar is the ultimate, understated belt holder. Wrought from thick chromoly stock, the VF Huracan Harness Bar utilizes factory hardpoints and requires no drilling or grinding of the floor pan. Its modular, three-piece construction connects with hyper-robust dowel pins and Grade 8 fasteners. The bar closely follows the Huracan’s interior dimensions and renders it virtually invisible.
The Vf Huracan Harness bar is available in black or red or can be custom finished to spec.
VF Huracan Harness Bar [VF part # VFA35-09885]
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Once a week we get a call from someone who has a 1600 hp Lamborghini Huracan. Of course, it can’t be driven or tested but hey….an imaginary 1600 hp is awesome.
VF-Engineering is the first outfit that not only built a real, live high-output Huracan but they also had the balls to let us drive the hell out of it. We recorded a 10.1 1/4-mile @ 141 mph which is incredible. We feel certain that better tires could put the VF800 in the 9s. Awesome, incredible, fantastic….and it’s real.
Great Job VFE
The Enthusiast Network
New Release From VF-Engineering
Audi B8 S5/S4 3.0 TFSI
ECU Performance Software and Power Pulley
VF-Engineering and HEX TUNING have achieved outstanding results with the supercharged 3-liter V6 TFSI engine found within the current generation of S5 and S4 vehicles with Simos 8 EMS. This adaptive and intelligent ECU manages engine health and output during constantly changing environmental and load conditions. It allowed HEX TUNING a sizable and yet safe latitude engineers while focusing on several parameters within the engine’s performance envelope including:
• Enhanced partial throttle/full throttle response
• Optimized air/fuel ratios
• Enhanced torque management
• Enhanced transmission/shift response
• Recalibrated variable valve timing
• Optimized boost management and wastegate control
• Limiters and governors raised/and or removed
• Designed and Made in California, USA.
The revised software is loaded with HEX TUNING’s proprietary module through the Audi’s OBDII port. The module then plugs into a standard laptop computer and the HEX interface does the rest. Disclaimer-This product is not compliant with the California Air Resource Board and not for use on public roads in California. This applies to any aftermarket product that does not display a CARB EO#. Power ratings are subject to conditions and dynomometer model used.
HEX software is augmented with VF-Engineering’s supercharger Power Pulley, a beautiful piece that’s been carved from aircraft-spec aluminum and balanced for optimal, high-speed rotation. The VFE Power Pulley provides significantly increased supercharger air flow and helps create substantial gains to both HP and torque. VFE’s Mustang MD500-AWD chassis dyno recorded an additional 83 ft-lb torque and 108 HP using less-than-deal 91 octane fuel.
In less than two hours the S5 is transformed from a GT car to a genuine, fire-breathing GTS.
Disclaimer-This product is not compliant with the California Air Resource Board and not for use on public roads in California. This applies to any aftermarket product that does not display a CARB EO#. Power ratings are subject to conditions and dynomometer model used.
New Release From VF-Engineering
2011+ BMW F10 M5/M6 Performance Software
VF-Engineering and HEX TUNING have achieved outstanding results with the responsive 4.4-liter twin-turbo V8 (S63 engine) found within the current generation of M5 and M6 vehicles. HEX TUNING software engineers focused on several parameters within its performance envelope including:
- Enhanced partial throttle/full throttle response
- Optimized air/fuel ratios
- Enhanced torque Management
- Enhanced transmission/shift response
- Recalibrated VANOS (variable valve timing)
- Optimized boost management and wastegate control
- Limiters and governors raised/and or removed
- Made in California, USA.
Currently we are bench-programming the S63’s dual ECUs (one day turn-around) to ensure a perfect ECU flash.
Enhancements and calibration was tested and measured on a Mustang MD500-AWD chassis dyno using 91 octane fuel.
Dyno testing revealed a significant increase in horsepower and torque with improved throttle response across the entire rpm band.
This product is not compliant with the California Air Resource Board and not for use on public roads in California.This applies to any aftermarket product that does not display a CARB EO#. Power ratings are subject to conditions and dynamometer model used.
Adding 130 Horsepower
In Less Than 10 Seconds
VF550 Supercharger System
for Audi R8 V8
VFE spends time with our boost buddies from Vortech
Saturday, July 25th Vortech Superchargers kicked off their “Pro-Street Car
Festival” and LSG Rally from Oxnard to San Luis Obispo, and
from there onward to the finish line in Orange County.
VFE has been using Vortech hardware for years and depend on
its design, innovation and the fact that it’s built right here
in the USA.
Vortech is only 4 hours from VFE so early Saturday morning we coffee’d up, gassed up and headed north to Oxnard.
Our rides would include a Porsche C4S 911/997.1 with the VF510 package
that features Vortech’s V3 Si Trim supercharger augmented with an
air/water intercooler. Squeezing some 6.5 psi from the engine
means output climbs more than 150 horsepower with an extra 100 lb/ft of twist. It’s 911 turbo performance…without the insurance premium.
The white E92 M3 has been tagged “The Beast” by the VFE crew.
Although it looks fairly tame it’s actually a low compression/high-boost
build that’s capable of 0-60 mph in 3.7 seconds with 1/4-mile times in mid-to-low 12s.
Around 2800 rpm its boost rips the rear tires loose and terrifies
unschooled drivers (which makes it even more fun). It too is based on a
Vortech V3 Si Trim supercharger augmented with an air/water intercooler.
The third is BMW’s latest iteration of M car. The VFE M4 has been the
testbed for a revolution in ECU tuning and HEX TUNING engineers are days
away from announcing its completion. For now, let’s simply say it’s
producing significantly improved numbers that will leave stock cars in the dust.
Yes Dear, I Really Do Need This Car
By Les Bidrawn
Like most web users, I follow a predictable online routine. I start off with CNN to make sure the world’s not exploding and then double-check BBC to make sure. I check email, answer a few and then go to TheOnion, Wired and MotherBoard. Late at night, I go to my “special sites” and start oogling. Normal males use Pornhub…I prefer CarGurus, CarsForSale and AutoTrader (the printed version). This works for me. It scratches the wayward itches I get at least 40 times each day. I wasn’t looking for another car to own, I simply needed a photogenic older Porsche for a tire client. I knew Nik from VFE had one and it’s a mere 10-minute drive from the house. I’d need it for a day or two but because VFE’s shop was fairly packed, it would be better if I kept it for a week. Gracious? You bet. My only concern was where this 911 would sleep at night.
This black 997 C4S is fairly non-descript (as far as black C4S’s go). It’s got some 50k on its clock and has a well-used-but-maintained patina that looks…beautiful. Each rock chip is a badge of honor. Porsche builds its cars for this kind of usage and I’m sure they love seeing them leading active lives. And, it’s a manual 6-speed as well. What a bonus! I haven’t felt so needed in years.During my tenure as editor of a car magazine, we had 997 C4S in the long-term fleet. I remember it was an easy-to-learn car with an intuitive layout, good driver positioning and excellent seats. And it was a hoot to drive. VFE’s Porsche was exactly like that. It sounds like a normal 997-no crazy exhaust braaaap (maybe a little harmonic), no rubbing tires, nothing scraping the aerodynamics. It’s simply a lovely car and I find myself running the “could-I-afford-one-of-these” calculations in my head. This consumes a chunk of my brain’s higher functions and my driving devolves into that of a typical Toyota Camry owner. I’m rolling through town in 4th gear, just slogging the crap out of the engine. It’s got plenty of torque so it doesn’t care. But if a 911 could look sullen, this one surely would.I see the reflection of a black Porsche dancing across a glass building and noticed the driver staring at me, scowling even. I wondered who is behind the wheel, probably some asshole. It took a few seconds before remembering I was the asshole driving a black 911. That’s one of the reasons Porsches are so great; they don’t constantly remind the driver he’s in an extremely capable sports coupe. You want to drive it like a Camry? That’s fine. It should be a punishable offense but it’s not.I drove more reasonably as I flipped directions through Long Beach. Actually, I was on the LBGP road course as one point and cursed at the dis-jointed pavement. It was so bad it was making the tires ping. How the hell could an Indy car do 200+mph over this shitty tarmac?
The 911’s factory suspension is great at managing the bumps and I know the traction control was busy keeping things pointed the right way. There’s a long, sexy ramp in Long Beach that if negotiated correctly, encapsulates everything good about driving a Porsche. I do it perfectly and just as I’m about to hit hyperspace, I notice a CHP ½-mile behind. VFE’s 911 transforms into Camry-mode once more and the 17-mile drive to Fullerton is in slo-motion (68 mph).
The VF-Engineering designers set about designing the billet supercharger mounting bracket with CAD software creating solid models of parts to be CNC manufactured. The bracket was designed to utilize OEM bolt patterns and requires no alteration or relocation of any engine parts to be fitted. Made from 6061-T6 aircraft grade aluminum the bracket mounts to factory machined surface points on the aluminum engine block for a precision fit.
The air-to-water intercooler (charge cooler) was integrated into the tight engine bay as means of reducing charged induction (boost) temperatures. Lower charge temperatures reduce knock and improve the quality of the combustion cycle which means the 911 is not so apt to get hot and cranky. Air charge (boost) from the supercharger is directed through the chargecooler core before entering the throttle body. The cooler core contains isolated channels circulating with water from a separate self-contained system cooled by its own radiator. VF-Engineering integrated a Porsche OEM front radiator and front bumper vents into the kit. Water is circulated by means of an added OEM Bosch water pump through OEM GoodYear water lines and the unit is always on. Intake air temperatures in the manifold were measured to be 140 deg F even with ‘spirited’ driving at 118 deg temperatures in the Arizona desert. This dramatic drop in charge temperature helps the 997 create consistent power.Engine management software was by was crafted by HEX TUNING who tested both the Carrera 2 and 4 models. Multiple factors such as charge air temperatures, ignition timing, fuel trims, maps and injector performance were taken into account and monitored for wideband air fuel ratios at load levels greater than would be experienced on the road. The results are an increase of 150 horsepower and 90 ft-lbs of always-there usable torque. The HEX TUNING code is programmed into your ECU with the HEX-Flash programming cable. Install the HEX program and drivers from the enclosed USB drive in the cable package. Plug the cable into the OBD2 connector beneath the dashboard and follow the prompts to copy and send the file (it’s under 3mb) to your nearest HEX dealer. They will email the performance file that will be uploaded via the HEX cable. This is what the future of automotive ECU tuning will look like.
I pulled into the driveway, shut the engine off and just sat there listening to the tink-tink-tink of the cooling exhaust. was going to talk myself out of loving the VFE 911 by finding all its faults. The steering wheel had a few worn spots and the cigarette lighter was missing. It also had a small dent in the right quarter panel and two of the wheels had minor scrapes. That was the extent of its flaws.
Late that night I visited my “special sites” and began the search for my next car. There are several within the 35k to 40k range and a few wild cards below 30. No, I don’t need another car but this is a 911. Plus, what if the sun explodes next month. I can’t afford to wait.
Changing Color, Changing Shoes
When VFE supercharges an Audi R8, its performance skyrockets. It only takes a few seconds to realize the enormous loads on the running gear. If you need a rationalization for high performance wheels and tires, this is the time to use it. The crew at WheelsBoutique (WB) share the same mentality. When we asked for a recommendation for the R8, HRE was the first 3 letters we heard.
HRE has set the standard in wheel engineering, design and fabrication with more than 20 years of hard-won experience. And while it’s cutting edge designs are virtually copied on release, it’s the stuff underneath that counts, the really important things you notice at 200 mph when a substandard wheel or underrated tire simply spins itself into a million pieces. Those nifty 22-in “Playa Specials” won’t be much good here. You won’t get another chance to make it right.
Unlike strict TUV standards that govern Germany’s automotive aftermarket, no one in the United States will stop you from selling wheels made from recycled popsicle sticks. Although most wheel makers prefer to use metal, some of it barely qualifies as such.
I could write pages on the value of good wheel design and fabrication but I’m not going to. Nor will we talk about the shitty sand-cast wheels coming from Asia (and that would be so much fun). But there’s a reason why HRE is the go-to brand for high-powered Vipers, Corvettes, Porsches and Audi cars.
WB has a decade of hands-on experience in the deep end of the automotive aftermarket with cars bearing names like Bugatti, Ferrari, Lamborghini etc. They know which fitment work best and work exclusively with the top manufactures in the game.
“The danger these days is the professional shop you think you’re buying from is actually run out of a basement….by a guy that doesn’t know a screwdriver from an audio driver let alone how to properly outfit your Ferrari.” said Keenan of WB.
“We’ve been in business for more than a decade now and our customer base is solid. We must be doing something right.” he added.
As much as VFE and HRE love the science behind our product, WB’s real world experience is invaluable. We learn a lot from them.
The only caveat for the R8 was black wheels. Nothing about size, style or even shape. Just black. WB suggested HRE’s 303M Forged Monoblok for a good compromise between weight and strength.
VF-Engineering is surrounded by some of the nation’s finest automotive talent. It’s an advantage we use everyday, in our products and support services. Our next-door neighbor is RoloTech, an outfit specializing in vehicle wrap treatments. And while SoCal is saturated with companies that do the same thing, RoloTech is decidedly different.
Our previous experience with wraps was mediocre at best. Many cars were of “10-foot” quality (any closer and it looks like adderol-addled 3rd graders went wild with stickers). We’d remove the wrap after whatever and promise ourselves…never again.
David Ramirez of RoloTech changed our minds. The quality of his work is simply mind-blowing. People have flat out called us liars when we show them a RoloTech wrapped car. Invariably, they start clawing the body while looking for seams (don’t do that to anyone’s car regardless of the finish…it’s rude and looks stupid).
“The materials we now use will last three years” said David.
“The pigments and UV coatings are designed to last for three to seven years of open exposure…in both hot and cold conditions. Based in SoCal, I know the material does well in the heat. I’ve had my wrapped 335i parked outside the shop everyday with temps from 80-100 degrees and it’s doing well.”
Vinyl wraps have been used in the automotive sector for more than 15 years, largely by the film industry that needed a quick method to change a vehicle’s color multiple times during photoshoots. The stuff needed to last a few days to a few months. And that was the limit of its durability.
“We use 3M 1080 Series Vinyl almost exclusively” said David.
“It has excellent adhesive qualities and the properties we need to work the material over complex surfaces. Plus, it comes in several finishes and many different colors.”
Before a car receives the RoloTech treatment its surface is deep-cleaned, typically with clay bar and alcohol.
“Like a standard paint job, success depends on the prep work” said David.
“You don’t want to place any sort of covering over a surface that’s less than perfect. It’s not such an issue on a new car. It’s the cars that have been on the road for a while, the cars that have seen multiple wash-and-wax cycles. These need to be stripped down to pure clear coat or paint.”
“Obviously, the adhesive has a lot of grip. While it’s not an issue during the initial application, removing the material can take a sub-standard paint job with it.”
RoloTech removes trim parts, headlamps, mirrors, etc for plenty of material overlap. They use variety of custom application tools ranging from modified heat guns to tampers with tips the size of a grain of rice. Like a 20K paint job, the magic is in the application and David knows all the secrets.
There is a never-ending succession of high performance cars lined up for RoloTech’s treatment, everything from Mercedes G-Wagens to brand new Ferrari F12s. It’s also not uncommon for David to see the same car several times a year.
“People like to change things up….wear different suits I guess.” said David.
“Going from standard gloss to a metallic brushed or flat finish is pretty dramatic. And if the customer gets tired of the outfit, we have a closet full new outfits.”
This R8 came to us clad in the factory Mythos Black Metallic. Two weeks later it was flat black. Currently it’s wrapped in 3M’s S10 Satin White and by the end of next week it will be fitted with the VF750 Supercharger System.