The most i'd be willing to spend on a tune is 2,000$... its simple supply and demand... theres a very few IS-F's on the road... so if you sell 20 at 4500.. thats $90,000... but if you even sell 50x 2000 thats $100,000... and i know you will sell more then 50 @ 2,000$

 

Andy,

I can get before and after runs at Moroso, just a longer drive from home (around 1.5 hours instead of 5 minutes from the 1/8 mile local track). Bradenton is too far, almost 4 hours from here. There are many Dyno Jets in the area, I used to dyno my previous car in one of these shops.

Thanks,
Juanca

 

Found this while on the Grand Cherokee SRT8 forum:

http://www.cherokeesrt8.com/forums/s...ad.php?t=21525

Seems pretty legit. Looks like MHP is hitting a ton of markets with their products.

 

Forum members, what say ye?

Jaunca PM me your phone number or call me later today 614 940 9523 to discuss the details.


Thanks
Andy

 

My friend/customer Keoni shot that, it was a hotlap pass (slowest of the day by far, all others were 11.6s and 11.5s) that came immediately after my 50 minute drive from the hotel and a first run of 11.66@119+.

Thanks for posting.

 

Here's how we price C63s and E92 M3s (cars in the same market):

ECU only = $2000

TCU only = $2500

$4500 for both.

Supply and demand is negated by low production volume and the fact that it takes as long to custom cal a IS-F as it does a MB/BMW in addition to a much smaller extent the time/$ spent building the make specific check sum software. TCUs typically take 15hrs alone. Remember, we're moving 1s and 0s around on thousands of tables, it's not like everyone can do it. The bottom line is, you'll either want the tune and get it, or you won't the calibrations are priced appropriately for the gains.
I know for a fact there are tuners in the MB game that charge 2x3x as much as we do and can't even do a TCU--and their ECUs aren't as good either.

 

I hate when that happens!!! Pretty much all the tracks I go to are about an hour drive so that first run is just shot. Well atleast you had some really great runs to follow.

 

Guys check out this video, a pretty impressive run by the C63.

Andy - The video shows a 12.19 1/4 on drag tires and w/the MHP tuning compared to a stocker running 12.5. Drag times reports that you later ran an 11.59 1/4. What was done differently to the car to get to that time vs the 12.19 time? Both are impressive times btw.

How often do you make it to MIR?

http://www.youtube.com/watch?v=i6qf8...eature=related

http://www.dragtimes.com/Mercedes-Be...ag-Racing.html

 

LOL, you hit the nail on the head. Unfortunately due to time constraints and some of my customers needing to use my wheels/DRs I could never let the car cooldown and make a pass with a cold motor. The 11.59@119.75 was a hotlap as well.

Good finds. Here's the progression of our C63:

1) Bone stock + K&N drop-ins: 12.89@111.89 on a 2.04 60' at National Trail NHRA Track which is absolute junk.

2) v1 ECU/TCU Tuning/filters, thermal intake gaskets, plus Nitto 285/35/18" DRs: 12.19@116.46 at Norwalk on our one and only pass due to the large amount of cars at the T&T. First time the car ran with DRs so I bogged, overshooting the converter.

3) Then with v2 ECU/TCU Tuning, filters, MT DRs 265/40/18" and thermal intake gaskets: 12.02@118.18 then 12.02@118.78 at Norwalk on 1.86 and 1.88 60's.

4) Finally at MIR with our Carbon Fiber Air Boxes and Foam/Oil filters and 180 Stat in addition to the same v2 ECU/TCU Tuning: 11.59@119.75 on a 1.75 60'.
All runs were done on 93 octane.

MIR>Norwalk>National Trail. That was my first time at MIR (have run at Cecil before but not MIR) and I have to say it's an AMAZING track. Definitely looking forward to next springs rental!!!

Here's the difference between v2 Tuning and stock on our C63 (just drop-in K&Ns and tuning no boxes): Stock 373/373rw SAE, v2 436/402rw SAE on 93.


Stock v v1 v v2 Tuning:



Gains with v2 v Stock rpm per rpm:



Vid of me racing a 2800lb cam'd, exhaust, CAI RX7 from a 20 roll with v1 Tuning:


Vid of me running a 2008 Gallardo with v1 Tuning (pulled 2 cars to 60-70 from a 20 roll then he reeled me in at 120 when we shut down):

http://videos.streetfire.net/video/G...C63_187552.htm

Vid of me running a stock C63 with v1 tuning:

http://videos.streetfire.net/video/S...C63_187555.htm

Remember all those vids were with v1 not v2 tuning, v3 tuning debuts after the full exhaust and UD pulley go on (full bolt-on, aka Stage 2).

Thanks

 

Here's more basic info on the 63 series, non ported head pics, and a BADASS video of a 6.2 in motion:


















Another set of the same heads has been ported and awaits install in a customers 63. Valves are 40/33mm vs 37/32mm (GT500, GT, '00R) and 37/30mm for Modulars. B/S is 4.02x3.72". The port angles are pretty badass on these things. Bench results otw.

Pretty cool vid an mbworld member posted, it displays the variable geometry intake at the end; the bottom half of the intake is composite (as in half the runner and plenum) the top is Al:

http://www.eitechnologygroup.com/gal...age_full/1135/

 

Intake pics:








The stock exhaust is extremely restrictive (C is the only 63 variant with 2.5" exhaust tubing instead of 2.75") and there are large dents in both sides around the diff (pathetic they didn't bend around it).

Pass side dent around diff:



Another member with a stock C63 removed all 4 cats and gained 26rwhp without doing anything else. Anyway, full exhaust/CAIs are up next, then H/C--the heads in the pics are for our C63.

Pics of the compound rotors (Al hub with iron disc, 6 piston Brembos up front):



Next to non P30 rotors:

 

cool pics...

 

Thanks. The heads are clearly F1 inspired, as in MB designed the cars around the AMG motors, pretty sporty.
Our race top ends (H/C) check in at around $19k (stock heads are around 10k from MB) and will provide 580-600rw SAE on 93 octane, more on 100.

Thanks

 

I am still in ,if you still want to send to Japan? And we have 100 octane at the pump. That should be more than enough to satisfy the 93 rating or over.

 

Dave,
Location is not an issue whatsoever. At this point however I'm still leaning towards the gentleman from Miami due to his access of both a track and dyno.

Thanks
Andy