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  • Sticky's Avatar
    Today, 10:10 AM
    I haven't seen much of anything. The Mercedes guys don't seem to be as aggressive as BMW owners. At least when it comes to tuning.
    11 replies | 3348 view(s)
  • bobS's Avatar
    3 replies | 38 view(s)
  • Sticky's Avatar
    3 replies | 38 view(s)
  • bobS's Avatar
    Today, 09:27 AM
    Am I the only one that hates the styling of the new c63? The rounded edges make it look so feminine, nothing like the previous gen or the aggressive looks of a M car. I"m disappointed because the engine sounds like it will be good.
    3 replies | 38 view(s)
  • Sticky's Avatar
    Today, 09:24 AM
    Mercedes-AMG along with the entire Mercedes portfolio (Mercedes-Benz, Mercedes-Maybach) had an excellent showing at the 2014 LA Auto Show and they offered the most pleasurable experience of all the manufacturers at the show. All of the questions asked by BenzBoost were answered in a polite and professional manner. And trust me there were many questions and some of them specifically were designed to tweak AMG a bit from the enthusiast perspective. Let's start with the major debut which is the AMG GT you see pictured in yellow and grey paint colors. The styling in person of course is subjective but the vehicle is not nearly as striking as the SLS. Whereas the SLS attempted a modern take on the classic Gullwing SL the AMG GT looks like more of a mashup of the current Mercedes styling language. The front headlights obviously are influenced by the CLS and S classes and the rear lights take their cue from the S-Class coupe. It is a much safer and frankly more bland design interpretation than the SLS. That is not to say it does not look good as it does. It is just that the Mercedes designs are starting to blur together. The same could be said about the new W205 generation C63 AMG. It does look like a miniature S-Class but that is not necessarily a bad thing. The C63 AMG simply looks great in person. Excellent, muscular presence and the best C-Class styling to date. It looks incredibly modern, elegant, and strong all at the same time. Borrowing design elements works in this application. I started hammering the AMG representatives with questions and they never once ignored a question or lost their composure. Let's go over some of the questions. BenzBoost: Why no dual clutch transmission for the C63 AMG? The response I got from the Mercedes-AMG rep was that the C63 AMG is a different target audience than the AMG GT. The MCT works well in this application. That is a fine explanation and I followed up with: BenzBoost: Even though the MCT works in this application isn't the reason the AMG GT has a dual clutch transmission and the C63 AMG does not because the rear transaxle dual clutch setup from the SLS AMG could simply be borrowed for the GT whereas in the C63 AMG it would require a new design and therefore cost more money? I could see the (attractive) German female AMG rep flinch a bit after this one but her response was that cost cutting was not the reason the C63 AMG did not have a dual clutch transmission and that the MCT is better suited to the C63 character. Ok, so be it, but I was not exactly buying it and I pressed harder again stating that the dual clutch setup from the GT and the SLS would not work in the C63 meaning a new design would be necessary which another AMG representative overheard and agreed stating the additional cost was not worth it when the MCT automatic has proven to work so well. I got the answer I already knew but it was nice to have confirmation. BenzBoost: Why no 4Matic all wheel drive for the W205 C63 AMG? The answers here were all very logical. First of all, 4Matic adds considerable weight and the C63 is a sportier car than the E63 AMG as the reps stated. Additionally, they feel that overlap begins to happen in the lineup if the C63 AMG has 4Matic with the E63 as we all know is only offered in 4Matic guise in the USA. BenzBoost: Why no dry sump lubrication for the M177 V8 in the C63 AMG? The reps were not too thrilled with this question as they felt I seemed to be implying the M177 is inferior to the M178 which in a sense I was. As an enthusiast I expect the best parts available from a manufacturer in their cars and this goes for the C63 AMG as well. Even though the car comes in at a lower price point than the AMG GT we should at least have the option. Porsche offers dry sump lubrication on its SUV's and Mercedes-AMG can't on its cars when the system is already developed for the motor used? I was told the AMG GT S is more of a track car and that is absolutely true. However, it is also more than twice the price of the C63 AMG. Not everyone can get a C63 AMG can afford an AMG GT and the AMG GT will never offer seating for more than a single passenger. The option of a dry sump system would at least be nice although it was pointed out to me by the reps that I would probably be the only person ordering the option. They are right. But they would definitely show they take hardcore enthusiasts who want the most from their cars into account. BenzBoost: Are there internal differences between the M177 V8 in the C63 AMG and the standard C63? I was told there is more to it than just the motor and was shown the wheels and brakes. That is true the S adds more than power but what I wanted to know is if the difference in C63 AMG S and C63 AMG output was from software and received confirmation that it is in fact just software. BenzBoost: When will we see an AMG GT or C63 AMG Black Series model? The AMG reps clammed up on this one. This was sort of a wink wink nudge nudge type of response. We all know it is coming but the AMG representatives were not allowed to talk about an AMG GT Black Series car. I mentioned Tobias Moers already stated a more hardcore AMG GT is coming but the reps told me as he is the head of AMG he can say whatever he wants but that they could not. They had a very good point. BenzBoost: Why not unlock ECU's for guys who want to tune? Isn't the M177/M178 leaving a ton of power on the table? Now the response to this was cool to see. The AMG rep started telling me how they are aware of tuning and specifically mentioned Weistec and Renntech. The rep went on to discuss some of the Weistec cars and as being a fan of what they do. Interesting, right? The rep then stated that they have to protect their software as it will be ripped off. I mentioned that it is simply a matter of time before the software is cracked and that if OEM's wanted the info they have larger resources to get it than tuners. He agreed but said AMG has to take steps to protect itself and that if you want to tune these cars you have to work for it. He said he might not like it and some engineers may not like it but it is not their decision and there are too many concerns to factor in. Essentially, it would be like opening a pandora's box and no doubt warranty claims would skyrocket. Unfortunately, cultivating a closer relationship between the enthusiast and the factory does not seem possible due to politics. This is a shame as AMG is targeting enthusiasts and all enthusiasts want is more out of their cars. It should not be a fight between the two but that is where things are. Some companies are more friendly in this respect than others and I at least came away with the sense that AMG is not opposed to modification but only wants to protect their intellectual property. With the reps knowledge of various tuners and their builds as well as what goes on in the forums I believed him. I enjoyed my visit with Mercedes more than I did with any other manufacturer at the 2014 LA Auto Show. The reps immediately came over to answer all my questions and were very polite, informed, and professional. They managed to not get frustrated even though I tend to frustrate. No other manufacturer offered as much time to answer questions and show off the cars they had at their display. Well done Mercedes-Benz, Mercedes-Maybach, and Mercedes-AMG.
    3 replies | 38 view(s)
  • Sticky's Avatar
    Today, 08:05 AM
    Ford took some wind out of the sails for journalists by revealing the GT350 early online before the LA Auto Show. That is how things go these days but Ford did have their GT350 on display as promised. The only problems is details on the car were nowhere to be found. Unlike what most of the other automakers do for their debuts Ford did not provide any data panels on the GT350. For those in attendance who hoped to learn more about the car than in the initial press release there simply was no additional info to be gathered and nobody from Ford was around the car to ask for more info anyway. What we know is still what we know and that is we can expect over 8000 rpm from the 5.2 liter flat plane crank V8 along with over 500 horsepower. Torque is expected to be over 400 lb-ft. We also know that the Coyote 5.0 liter V8 serves as the foundation but we do not get a full breakdown as to what is changed. Obviously, a whole heck of a lot and likely just the block remains as a similarity between the two. Interestingly, the engine is lighter than the Coyote 5.0 liter V8 in the Mustang GT but we do now know by how much. Regarding the styling, the car has a great presence in person although it could sit quite a bit lower on the 19's. The rear is a much better design execution than the front though. The car looks best from the front when staring at it head on but when one rotates their position to more of a side profile view the new headlights lose their attractiveness. A subjective point but the previous headlight design worked better at varied angles of view. Like everyone else we await more details on this beast:
    0 replies | 13 view(s)
  • Sticky's Avatar
    Today, 07:50 AM
    Expect more and more turbocharged V6 vehicles from Porsche. The flat-6 layout just does not work as well with front engined cars and SUV's so expect to see a lot more of this motor in particular. The 3.6 liter twin turbocharged and direct injected engine powers the Macan Turbo. A tweaked version also goes into the new Cayenne GTS which no longer utilizes naturally aspirated V8 power. In GTS trim the mill gets a bump to 434 horsepower and 442 lb-ft of torque likely just due to software alone so it shows the Macan Turbo has plenty of headroom for tuning. As for the engine itself it uses dry sump lubrication. This goes to show just how serious Porsche is about the Macan's handling as well as the handling of its SUV's. Can Porsches competition say the same about their motors in their SUV's? Full specs rundown below:
    0 replies | 41 view(s)
  • Sticky's Avatar
    Yesterday, 09:42 AM
    Cadillac debuted their 2016 ATS-V coupe at the 2014 LA Auto Show. The car itself is a nice design although it is not quite as striking as its German counterparts. The new BMW M4/M3 and the C63 AMG both have more sophisticated exterior designs although this point is subjective. Unlike the new C63 the ATS-V is available as both a coupe and sedan. Under the hood, the ATS-V gets a 3.6 liter LF4 V6 with 455 horsepower and 445 lb-ft of torque based on the 420 horsepower unit in the CTS V-Sport. The motor is mated to either a 6-speed manual or 8-speed automatic transmission. Cadillac includes a launch control feature and rev matching with the 6-speed. The car is not all about horsepower as Brembo brakes are standard along with third generation magnetic ride control dampers. This is also the smallest and lightest Cadillac V-Series car ever offered. Overall, Cadillac has a winner on their hands here. The question will be of course how it stacks up against the Germans that dominate the segment. Cadillac ATS-V Expands Lineup, Intensifies Passion First Twin Turbo V-Series delivers track-capable driving experience LOS ANGELES Cadillac today introduced the 2016 ATS-V, expanding the acclaimed ATS product range and elevating the brand's elite high-performance V-Series to its next generation. Available in sedan and coupe forms, the first-ever ATS-V will introduce class-leading twin-turbocharged power and a comprehensive suite of design and performance systems when production begins in spring 2015. Since its inception in 2004, Cadillac's V-Series has driven remarkable power and performance capability into the brand's growing luxury car range. Building on the strengths of the award-winning ATS product line, the V-Series adds impressive track capability to what was already the lightest and most agile-driving car in the luxury compact class. The result is a dual-purpose luxury performer a car with true track capability right from the factory that is also a sophisticated luxury car on the road. "Cadillac's V-Series is the best example of Cadillac's emerging product substance and the purest expression of the passion at the core of the brand," said Johan de Nysschen, Cadillac President. The ATS-V arrives next spring, powered by the first-ever twin-turbocharged engine in a V-Series. Rated at an estimated 455 horsepower (339 kW) and 445 lb-ft of torque (603 Nm), the engine is the segment's highest-output six-cylinder and enables 0-60 performance in 3.9 seconds and a top speed of more than 185 mph. It is backed by a six-speed manual with Active Rev Match, no-lift shifting and launch control or a paddle-shift eight-speed automatic transmission featuring launch control and Performance Algorithm Shift. The Cadillac Twin Turbo engine supports comprehensively redesigned chassis, suspension and drivetrain systems developed to make the ATS-V one of the most agile, responsive and confident luxury performance cars on the market. Key performance technologies include: Brembo high-performance brake system developed to provide durability, consistency and the capability for track-day performance straight from the factory Third-generation Magnetic Ride Control, which delivers 40 percent faster damping response Integrated chassis controls that provide balanced performance for touring and the track, including class-exclusive Performance Traction Management Structural stiffness increased by 25 percent for higher cornering loads Driver-selectable driving modes for touring, sport and track Tri-compound tires offering excellent grip with extended tire wear Available downforce-generating track aerodynamics package Functional exterior design for powertrain and drivetrain cooling, as well as aerodynamic performance An interior with high-performance seats and ergonomics focused on the driver's interfaces with key features for performance driving. "As the smallest and lightest V-Series ever, the ATS-V forges a great connection with the driver, with exceptional nimbleness and responsiveness," said David Leone, Cadillac Executive Chief Engineer. "It's adaptable to the driver's preferences, with every selectable mode developed to deliver the best performance for all types of driving scenarios, including the track." A Performance Data Recorder onboard the ATS-V allows drivers to record high-definition video, with data overlays, of their driving experiences on and off the track, enabling sharing on social media. First twin-turbocharged V-Series With a more powerful iteration of Cadillac's Twin Turbo 3.6L V-6, the ATS-V represents the first twin-turbo powertrain in the history of the V-Series lineup. Exclusive features for the ATS-V version of the Twin Turbo are designed to make power faster and sustain it longer. Highlights include: Turbochargers with low-inertia titanium-aluminide turbines and vacuum-actuated wastegates for more responsive torque production Compressors matched for peak efficiency at peak power levels, for optimal track performance Patent-pending low-volume charge-cooling system that optimizes packaging efficiency and maximizes boost pressure Lightweight titanium connecting rods that reduce inertia of the rotating assembly, complementing the quick-spooling turbochargers. The Cadillac Twin Turbo also features a high-performance lubrication system designed to maintain optimal oil pressure and ventilation during high-lateral driving maneuvers typically encountered on a track. Stronger foundation and track-honed driving experience The underlying ATS structure is highly mass optimized and designed to meet higher performance requirements, with enhancements to the V-Series developed to respond to cornering and torque loads that go significantly beyond the levels experienced by the non-V models. The new elements include: Unique shock tower-to-plenum brace Strengthened rocker bulkhead Stronger rear cradle-to-rocker braces A unique aluminum shear panel at the front of the chassis V-braces for the engine compartment. The result is 25-percent greater structural stiffness than non-V models, which contributes to more precise handling and more direct steering responsiveness. "The ATS-V feels like it was machined from billet steel," said Tony Roma, chief engineer. "Along with supporting the higher performance capability of the car, the enhanced structure conveys confidence to the driver through a greater feeling of solidity and sharper, more precise responsiveness." With the stronger body structure and more than a decade of V-Series production models and the CTS-V racing program experience under their belts engineers tuned the ATS-V to deliver greater body motion control for a more agile feel, while maintaining excellent ride quality. "The result is class-leading capability on the highway or track, balanced with luxury and refinement," said Roma. "In fact, the car is ready for the track right off the showroom floor, with no special modifications required." A key component of the car's dual-purpose performance are Michelin Pilot Super Sport tires developed specifically for the ATS-V. They feature a tri-compound tread that delivers excellent grip in performance driving situations, but delivers excellent ride quality characteristics and extended tread wear. Also, the V-Series models share the same 109.3-inch (2,775 mm) wheelbase as other ATS coupe and sedan models, but feature wider front and rear footprints that enhance grip, reduce body motion in turns and contribute to more direct-feeling steering. Additional contributors to the ATS-V's dual-mode driving experience include: A revised multi-link double-pivot MacPherson-strut front suspension delivers a quicker response and increased lateral control, incorporating new ride and handling links, where traditional elastomeric bushings are replaced with zero-compliance cross-axis ball joints, higher-rate springs and a stiffer stabilizer bar for 50 percent greater roll stiffness The ZF Steering Systems Servotronic II variable-ratio electric power steering gear, with increased system stiffness offering an improved feeling of precision and greater driver feedback Cadillac's five-link rear suspension features reduced roll center migration, stronger lateral control and effective anti-squat geometry, complementing the front suspension with greater body motion control. Contributing components include stiffer bushings, new cradle mounts, higher-rate springs and a stiffer stabilizer bar A standard electronic limited-slip differential supports optimal traction and enables maximum corner exit acceleration Larger prop shafts and greater half-shaft asymmetry (stiffer driver's side shaft) mitigate power hop during acceleration A Brembo high-performance brake system provides durability, consistency and the capability for track-day performance. The system includes 14.5-inch-diameter (370 mm) front rotors with staggered six-piston calipers and 13.3-inch-diamter (339 mm) rear rotors with four-piston calipers. The ATS-V also features third-generation Magnetic Ride Control and Performance Traction Management. Five driver-selectable settings include the segment's only competition-level settings for stability and traction control. Magnetic Ride Control "reads" the road a thousand times per second, sending data to magneto-rheological fluid-filled dampers that can independently control the damping characteristics of all four dampers. Third-generation improvements enable 40-percent faster damping response. In fact, at 60 mph, the third-generation magnetic ride control system calculates the optimal damping force for every inch of the road. Functional design Almost every exterior panel on the ATS-V is unique, from the fascias and fenders, to the hood, rear spoiler and rocker moldings and every one was designed to support the car's capability. "All of the design elements have a purpose," said Andrew Smith, executive director, Cadillac Global Design. "They contribute to lift reduction, enhanced cooling, reduced mass or all of the above." The unique elements include: A lightweight carbon fiber hood features an air-extracting vent that not only pulls hot air out of the engine compartment, but helps reduce lift at speed by channeling air pulled through the radiator out and over the top of car rather than allowing trapped air to exit under the car Unique front and rear fascias provide optimal aero performance, with larger grille openings in the front fascia to feed more air to the new twin-turbocharged engine. Even the mesh pattern of the signature grille openings is enlarged to allow more air into the radiator and multiple heat exchangers A front splitter enhances handling by forcing air to push down on the front of the car rather than flow under it, where it can cause lift Wider fenders to accommodate 18 x 9-inch front wheels and 18 x 9.5-inch rear wheels that are wrapped with Michelin Pilot Super Sport tires The aluminum wheels, unique to the V-Series, are constructed of a low-mass forging that helps reduce un-sprung weight for greater agility and a more direct feel to steering inputs The rocker moldings and rear spoiler are aero-optimized. Available Carbon Fiber and Track packages take aero performance and mass optimization to higher levels. The Carbon Fiber package includes a more aggressive front splitter, hood vent trim and rear diffuser, along with composite rocker extensions and a taller, body-color rear spoiler. The Track package includes the components of the Carbon Fiber package, plus the Performance Data Recorder and a low-mass battery. It also deletes the standard floor mats and tire inflator kit to save weight. "V-Series is the emotive core of the Cadillac brand and the apex of the Art and Science design philosophy," said Smith. "A car offering a bold sense of arrival, serious performance, seamless integration of technology, and precision craftsmanship. The exposed carbon fiber components, for example, are book-matched on the centerline for a more precise, tailored appearance." Also, the lightweight forged aluminum wheels and brake calipers are offered in three finishes, allowing owners to personalize the presence of the ATS-V. Performance-focused cabin The aura of track-inspired precision carries over to the interior, where the design and relationship of key components are aimed squarely at performance-driving ergonomics. "With the performance the new ATS-V is capable of delivering, the interior needs to be as functional as the other vehicles systems," said Smith. "All of the contact points the steering wheel, seats, shifter and pedals are designed to make performance driving experiences direct and intuitive." New, available 16-way-adjustable RECARO performance front seats are the lynchpins for the driving experience, with aggressive, adjustable bolsters that help hold the driver and front passenger in place during high-load cornering. They've also got a luxury-performance feel, trimmed in Mulan leather with sueded microfiber inserts and seatbacks. The rest of the interior features Cadillac's handcrafted cut-and-sew elements, with decorative stitching and authentic materials, including carbon fiber. Three interior color combinations are offered: Jet Black, Jet Black with Saffron accents and Light Platinum with Jet Black accents. The ATS-V also features a unique version of the 5.7-inch, three-window instrument panel cluster display, with V-Series graphics and distinctive gauge readouts. It is also equipped with the latest connectivity technologies from Cadillac, including: CUE with Bluetooth connectivity with natural voice recognition Text-to-voice that converts incoming text messages to speech and reads them over the audio system speakers USB, auxiliary and SD memory card ports OnStar 4G LTE connectivity with built-in Wi-Fi hotspot. The Performance Data Recorder is controlled via CUE's color touch screen and recordings can be reviewed on the screen when the vehicle is parked. Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by artful engineering and advanced technology. More information on Cadillac can be found at media.cadillac.com. 2016 CADILLAC ATS- PRELIMINARY SPECIFICATIONS
    0 replies | 73 view(s)
  • subaru335i's Avatar
    11-20-2014, 10:24 PM
    I really want this bike just to start it up and feel like a fighter pilot:
    30 replies | 767 view(s)
  • subaru335i's Avatar
    11-20-2014, 10:22 PM
    Haha I have actually seen that before, they are nuts. I just think a viper V10 on 2 wheels is ridiculous and cool. Im surprised it drives at all. But I found a faster boosa!
    30 replies | 767 view(s)
  • AlexQuattro's Avatar
    11-20-2014, 06:41 PM
    That bike is weak. Hayabusa is the king of top speed. I agree 100% with oldgixxer 210 hp with bolt ons and a tune, even qith Q16, I'd have to see it to believe it.
    30 replies | 767 view(s)
  • subaru335i's Avatar
    30 replies | 767 view(s)
  • oldgixxer's Avatar
    11-20-2014, 04:16 PM
    Its an all-out Grudge motor,not really streetable but they are street driven. Ive seen them dyno 300+ on "funny fuel" lol http://www.carpenterracing.com/sbp_busa99-07.htm#290hp_busa
    30 replies | 767 view(s)
  • subaru335i's Avatar
    11-20-2014, 01:11 PM
    300whp NA?! Show me that! Definitely had to increase displacement to get there though right?
    30 replies | 767 view(s)
  • oldgixxer's Avatar
    11-20-2014, 05:40 AM
    Uggggh. You can get 300rwhp N/A out of a Busa engine. No,most people do not opt for a $4800 ($6000 after install/tune)stg 1 turbo. They opt for drop in cams or a 3mil with head/cam and ride around on pump gas and make 230rwhp all day. You are sadly mistaken if you think a S1K is as fast as a turbo Busa. Have you ridden a turbo Busa? I have one in my garage,bring ANY S1K over and lets go do a pull or two... Im comparing a horsepower #/trap speed(on a stretched/drag prepped S1K no less)that was given to me by a tuner(above) to a known horsepower #/trap speed for comparison&the numbers don't jive,hence the discussion. Im skeptical because Ive been around bikes for 30yrs,and I know its basically impossible to pick up 30rwhp from an ECU flash;regardless of what a dyno graph shows. Im providing a link to a very well known builder/tuner,they built a record setting S1K. They needed pistons,expensive cams/headwork to get 210rwhp. Silly them,they could have just gotten an ECU tune and saved thousands&thousands of dollars and labor and kept a stock engine..... http://www.kwsmotorsports.com/s1000rr.htm
    30 replies | 767 view(s)
  • Sticky's Avatar
    11-20-2014, 04:01 AM
    Horsepower of course. Just pointing out that the Turbo has a fatter curve. No way but look at how the full exhaust Turbo does versus the one with just a muffler.
    9 replies | 444 view(s)
  • G0TB00ST?'s Avatar
    9 replies | 444 view(s)
  • subaru335i's Avatar
    11-20-2014, 12:56 AM
    Fine you can get 210whp NA with a hyabusa if you modify the engine. I think a lot of people opt for a stage 1 turbo instead of head/cam/stroker and hyabusas are way heavier. This S1kRR is as fast as a boosted boosa at any rate. You are comparing one bike's trap speed to a platform that has been around forever. I dont know why you are so skeptical. Its like you are comparing a supra to a 335.
    30 replies | 767 view(s)
  • sdg1871's Avatar
    11-20-2014, 12:19 AM
    Good points. For acceleration at already high speeds, which is more important -- horsepower or torque? Also, could an exhaust make up for the 140-160 horsepower disparity between the 991 Turbo S and the Aventador? I didn't think one could gain anywhere near that kind of power from an exhaust mod even on a turbo car.
    9 replies | 444 view(s)
  • oldgixxer's Avatar
    11-19-2014, 06:25 PM
    Ok,so you have a lot of misinformation in your reply so I will correct you. 1-Im talking about head/cam GSXRs,they make 195-ish rwhp on pump gas. Ridden on the street every day. I have one,I ride it everywhere. Im NOT talking about all-out dragbikes.I have no idea where you came up with that.??? 2-yes,210rwhp from a literbike is awesome. 3-You DO NOT have to "boost" a Hayabusa to get 210rwhp. Bolt-ons will get you 200rwhp. Head/cams will get you 210-215rwhp. I don't know where you are getting your information from,but it is incorrect.
    30 replies | 767 view(s)
  • Sticky's Avatar
    11-19-2014, 06:08 PM
    On turbo cars a full exhaust makes quite a difference. Horsepower figures on paper don't mean all that much especially considering the 991 Turbo will have a torque advantage through the rev range versus the Aventador.
    9 replies | 444 view(s)
  • subaru335i's Avatar
    11-19-2014, 05:56 PM
    Street bike...not set up specifically for drag like the gixxers you are talking about. 210whp NA from a liter bike is crazy tho! You need to boost a Hyabusa to get that much and they have 30% more displacement.
    30 replies | 767 view(s)
  • HRE_Wheels's Avatar
    10 replies | 1505 view(s)
  • subaru335i's Avatar
    11 replies | 3348 view(s)
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