RealMotors.net – Blogging On the Biggest Trends in the Auto Market

2015 BMW M4 & M3 Details:

New M4 model Manual and compositeassociated with athe body weight of expectation like a new BMW M3. Perhaps Porsche’s engineers feel the same responsibility, but they’re playing in additional rarified air. A BMW must be practical, versatile and affordable, even though the cost of a 911 means its developers have bigger margins. And for a brand new M3, it needs to also be damn fast: in a position to compete with the 911 on the racetrack.

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Bimmerfest 2014 – Pasadena, CA

This year, we’re also seeing the birth of a new vehicle, the BMW M4. It could potentially steal the M3’s crown with the stylistic advantage of its sleek coupe body. Albert Biermann, head of development for BMW M explained the team traveled to extraordinary lengths to ensure both cars were virtually identical dynamically and mechanically. “”””The M3 is an icon,”””” he explained. “”””We couldn’t have it upstaged by the BMW M4! “”””

So while the BMW 435i has several key advantages on the 335i, you’d be challenged to detect the differences once the “”””M”””” badge is used. During two times of hard driving, which included a section of Portuguese road used by the planetis about 50 lb lighter (US regulations might show some other weight because they must take into account popular optional extras) along with miniscule differences in setup – it’s slightly lower, includes a different weight distribution and center of gravity – but we’re only speaking about single percentage points.

Some drivers appeared to pick a favorite but the differences are more stylistic. Do you such as your toys to possess two doors or four? Do you love the F80 M3’s fender flares, or the F82 M4’s cleaner lines?

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2015 BMW M3 and M4 side profile

We’re traditionalists. So we’d take the M3. We like the badge and the greater practicality, but concede we felt the M4 drove slightly better, although it’s entirely subjective.

What we should should be worrying about is the way the cars drive. Will they deserve the pedigree the badge commands? To be honest, we werein the steering wheel was programmed by our hosts with different settings – M1 was more of a comfort program, while M2 was more racy. We were advised to start in M1 and explore some real roads.

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What’s probably the most terrifying thing in the world? No, it’s not just a nuclear holocaust – it’s having your once baby boy or girl actually getting behind the wheel of the real life car and hanging out on the road and driving – again, an actual car – with other actual people, most of whom are drunk and texting. If they love their progeny, but it’s yet another necessary evil and you can’t live in terror even though you should, It’s a terrible risk that no parent should ever make. So instead of chaining your child up in the basement which is actually the only safe way to go about anything, you might as well make preparations for your personal child to really join one of the most dangerous workforce, the mass of drivers out on the planet. So, what can you do?

First, you’re going to want to make sure you possess a safe and reliable car, and make sure it’s both. If it’s just safe rather than reliable, your child’s car will without doubt break down on the side of the road within a place where there’s no cell reception and then the rapists in the forest and the Samsquanches of the world will come out and destroy your son or daughter. So what’s a good car? Most Japanese cars are a good choice, and we’ll throw our money onto the Nissan Altima. Look at them at Nissan San Bernardino or, if you live too far from there, you can go to Metro Nissan Redlands. You’ll soon realize that these cars are a great option for your child to be safe and make it to their destination safely. Now, what the destination is? If that’s safe, That’s up to you and your parenting to find out.

You’ll want to instill in your youngster safe driving practices, so when annoying as it may be, that starts with you and your own driving practices. So that you must lead by example and from an early age. The truth is, no one is “”good”” at this, you’re just lucky that nothing unexpected has happened while you were doing it, although you may think you’re good at texting and driving. It’s not much of a skill, it’s just that chances are nothing weird is going to happen when you undertake it. But that’s not the idea. You have your vision off the road and that fact of the matter is danger only happens from the outside, from unexpected occurrences. so how would you possibly be “good” at avoiding the unexpected? That’s insane, that’s like saying your’e good at slots. Instilling realistic and practical skills into your child by not being an idiot will certainly help make them safer when they go ahead and take wheel.

Lastly, release the reigns. The worst action you can take is keep that clamp down on them making them call you at every moment. Let them run free. Allow them to have the tools to succeed – which is up to you – and then let them go be adults. If you make them call you on a regular basis they’ll never learn to make their own decisions and tolerate their own consequences.

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2015 BMW X4 M Sport Details:

Latest SUV coupe crossover | Sportier than X3 sibling
306hp 3.0L turbo six-cylinder | 245hp 2.0L turbo four-cylinder as entry-level
$48,925 (plus $1,900 M Sport package) | 0-62mph in 5.5sec
xDrive AWD across range | 8-speed Steptronic sport auto standard

Electronics New-generation BMW graphic controls | Automatic tailgate opening standard | Efficient Dynamics technology package reduces consumption

+ Pros Striking looks | Fantastic dynamics for high-riding vehicle | Interior space not compromised | Mammoth grip | Sublime engine and transmission pairings | Something different in the midsize SUV sector

– Cons Not as much fun as expected | Significant premium over X3
2015 BMW x4 xdrive35i M sport front fascia 03 Photo 2/52 | 2015 BMW X4 xDrive35i M Sport – First Drive

We all thought it was the car nobody needed, the answer to a question that hadn’t been asked. And yet the BMW X6 coupe Sports Activity Vehicles (SAV) has been phenomenally successful since its arrival.

Ever since the Spartanburg, NC-built X5 was launched in 1999, the big SAVs have been a huge hit in showrooms worldwide. So in order to capitalize on its popularity, the X5 was followed by the smaller X3, then the oddball X6, before the baby X1 arrived on our shores last year.
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And with a certain inevitability, once the 4 Series range of cars was announced, an X4 has followed close behind, offering a mini-X6 for people who admire but can’t afford the fullsize truck.

The X4 is supposedly a more stylish, sportier version of the X3, upon which it’s heavily based. It’s a little longer, quite a bit lower, and possesses a sweeping roofline that, as with the X6, should remind you more of a coupe and less of an all- terrain workhorse.
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Whether you like the X4 styling is down to personal taste, but it’s one of those contentious designs that looks far better in the metal than in photographs. And with more than 250,000 buyers putting cash down for an X6, we suspect the X4 will be equally popular.

From a stylistic standpoint, the X4 M Sport we tested wasn’t perhaps the best example of the new car. The problem is that all the aggressive styling elements that differentiate the front end from the X3 are color-matched. So we preferred the lesser models, with the front end in either silver or black, depending on the model, to better define the X4’s face.
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You’ll pay significantly more for the less-capacious X4 than the X3. The X4 xDrive28i (2.0T) is $4,300 more than the equivalent X3, while the larger xDrive35i commands a $2,900 premium thanks to an extra standard kit offsetting the price hike.

With a starting sticker of $45,625 for the 2.0L, it might be pricey in some people’s eyes, although premium-branded products always tend to sell well. It puts the X4 right in Range Rover Evoque territory, for example, which sells from $42,025.
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You do, at least, get some extra toys over the X3 to mitigate the cost, if the styling and driving dynamics aren’t enough. BMW will throw in an automatic opening tailgate-which can be further optioned up with the Smart Opener, allowing you to pop the trunk with your foot under the car. It also gets a sports leather steering wheel with paddle shifters, variable sports steering assistance, Performance Control, and rear Park Distance Control.

Compared to an X3, the front occupants sit roughly 0.8 inch lower, with the rear bench dropped 1.1 inches to offset the 1.4-inch-lower roofline of the X4. This has a twofold return, not just in trying to preserve headroom but also in making the center of gravity lower for a sporty drive.
2015 BMW x4 xdrive35i M sport rear view 06 Photo 10/52 | 2015 BMW X4 xDrive35i M Sport – First Drive

BMW hasn’t done a bad job, as the coupe doesn’t feel cramped. The cargo area remains usable, with a flat floor, 17.7 cubic feet of load space with the 40:20:40 split rear seats up, or a generous 49.4 cubic feet with them down. Naturally, the X3 beats it for loading capacity.

BMW showcased its new generation of switchgear, which we can expect to see across all other product offerings soon. There are fresh graphics alongside revised controls for the climate system, and it all feels suitably premium.
2015 BMW x4 xdrive35i M sport engine 02 Photo 11/52 | 2015 BMW X4 xDrive35i M Sport – First Drive

Trying to offer sharper handling than the X3 could be viewed as an exercise in futility, because the midsized SAV is already one of the finest driving vehicles in its class. However, BMW has managed to pull it off, with the X4 getting its own spring, damper, and antiroll bar rates, plus a unique steering rack to polish the X3 chassis further. The outcome is an SAV that just grips and grips, and then grips some more.

The X4 doesn’t have the torque-vectoring rear diff of the X6, but it remains phenomenally agile for something this weighty and tall. The speed it carries on a twisty road is further aided by this wonderful drivetrain; the eight-speed ‘box blips the revs on downshifts and offers whip-crack ratio swaps at all times. The mighty straight-six turbo endows it with plenty of straight-line pace, and the brakes are mighty capable, which allows you to hustle with ease.
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Sadly, the X4 isn’t perfect. In the more sporting modes offered via the Performance Control switch, the ride can be harsh-a consequence of the taut body control. But, more importantly, the chassis is inert, offering little involvement beyond that monster traction and hampered by lifeless steering. So while you can cover ground at an indecent rate, it’s unlikely you’d take the X4 out for the hell of it.

Logically, the X4 was inevitable once the X6 proved its fiscal worth. And the execution is, as you’d expect, almost faultless. The X4 sits in a unique position-it offers something different to potential X3 buyers who don’t need to move tons of gear around. Yet you can’t ignore the substantial price premium over its sibling, the presence of the excellent 3 Series Touring (also available in xDrive), as well as the healthy competition from the capable Evoque.

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The partnership between a man and his car is an ever-evolving one. When you’re a young gear head and first get into the hobby your car is everything. You would spend every waking moment tinkering with it, considering it and slaving away in order to buy parts and modify it. But as you get older, things change. You develop other goals to work toward besides just having a nice car. School, a task and becoming an adult enter in to play. If you’re fortunate enough, you still get to enjoy your hobby and have the ability to further your build. As with any good relationship, your car should grow with you and not be described as a hindrance, even when you may not have all the time while you did before. Well then, you may need to reconsider your relationship with your modified vehicle, if you need to find specific routes to arrive at a job interview so you don’t get stuck on a driveway or you find yourself unable to really make it to work on account of your engine swap is no good.with this complete Spoon Sports-themed S2000, is a man with goals. He originally bought this AP2 as being a daily driver but had long-term plans for it in the first place. I wanted something which I could drive around and enjoy yourself in for a few years before I turned it into a dedicated track car, Lari says. My vision for the car was to build what I thought a track-inspired S2000 should be-comparable to what Porsche had carried out with the GT3 and the GT3RS. By finding the right balance of modifications, i wanted to improve the auto: reducing weight, increasing traction, strengthening the chassis, building the proper suspension and aero.

Sas had a long list of concepts for his S2000 but he could not put those plans into motion without delay because he still needed the automobile to get around in. Nine years ago when Sas bought the car, he had just started grad school while also working full-time at an advertising agency in Culver City, California. His commute in L.A. traffic was not an ideal one so it was important to be a car that was fun to drive. As he explains, I needed something that I could look forward to after those extended days. It was great to just can get into the drive and car. Going into it, I knew it could live two completely different lives at different stages of my life. The first half of its life can be my commuter car that I could occasionally take to the track, and also thethat he or she was a man of high standards. Seeing his S2000 in its current state makes that obvious, but in its initial phases of development his daily S2K was already superior to most full show car builds. The automobile had a nice set of Prodrive GC-07Cs, Mugen hardtop and an array of good quality suspension pieces to help maneuver the car around the track. He was able to put his plans in motion for the next phase of his build, as he progressed in his career. For your, he turned to Tony Fuchs at Mid Valley Auto Repair, Betos Auto Body and Evasive Motorsports to aid transform the daily driver into what you see around the track today.

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The outside of his AP2 is a cornucopia of authentic Spoon products from Japan. The bumpers, front fenders and rear blister fenders are from Spoon’s S-Tai aero package. The Spoon Mooncraft Remix hardtop by Bulletproof adds modified side windows. Mounted to it is a carbon GT rear spoiler with wings stands made of titanium. Downforce carbon diffusers add aggression for the sides from the S2000 while matching the styling of the Spoon carbon rear diffuser. One detail touch that you probably wouldn’t notice at a glance is that the two trunk and hood itself are carbon-fiber replacements that have been color-matched to the car. Underneath the widened Spoon fenders are a square set of 17×9 Volk Racing CE28 wheels. The additional room created by these fenders allow for Lari to performan accumulation of parts to bump up performance of your motor although it is not sacrificing the reliability of it. Sas opted to keep his 2.2-liter naturally aspirated, unlike many people who typically have a Vortech blower or turbo it. Keeping the car N/A just causes it to be that much more fun and is less worry-some. The factory intake sees more airflow with a Spoon intake snorkel and air box modification. A J’s Racing header replaces the OEM piece and drives exhaust gases out by way of a Berk test pipe and one-off prototype GReddy exhaust.

Making this Spoon S2000 a nimble beast across the circuit is a collaborative effort of quality suspension components. Spoon Rigid Collars plus a Whiteline X-brace help to stiffen the chassis while J’s lower arms enhance the torsional rigidity of the vehicle. KW Clubsport coilovers with Swift springs boost the handling from the car but what is mounted to these dampers is a little unconventional for most track vehicles. Lari enlightens us, Once I had all my aero installed, the drivability of the car became an issue. The leading bumper, rear and splitter diffuser managed to get hard to get the car around. I wasn’t daily driving the auto anymore but I did consistently drive it on the street. Simple such things as getting into gasoline stations became a huge challenge and so i had to take action drastic. I discovered a company called Umbrella Auto Design, which offered a variable ride height system that works along with my coilovers. Their VRH kit added a cup to my KWs that allowed me to get the car up and down quickly without compromising my track alignment settings. Unlike most air suspension systems where there is no spring, their kit adds a cylinder and piston which fitsa large amount of changes in the nine years he’s owned it. One motivating consider his build is that he’s never had to ask for anyone’s help. He’s worked hard for the parts on his car. You won’t find any decals or stickers because he has no sponsorships to fulfill or any obligations. His AP2 is no longer a day-to-day driver but he has no plans of ever selling it. As said before, these types of relationships only work when the car is a mutual partner rather than a burden. The S2000 got him everywhere he needed to be when he was actually a student, working a nine-to-five, and now, they meet on the track for several fun-filled, spirited driving.

It would appear that over the last five years or so, two schools of build philosophies have risen in our culture: the school of form and the school of function. You already know the form students by their air affinity and suspensions for negative camber. The function students, understandably, put function before everything else. Lovers of function contain the belief that aesthetics are byproduct of something that has been built for a particular purpose and in its ability to serve that purpose lies. One of the biggest characteristics of a person who subscribes to function first is simply because they are not purists. They do not hold to the idea that a car must be a definite way to maintain its feeling of what it is. Nothing is sacred with their world. Damian Kho’s 240SX is the perfect instance of a build executed all in the name of function. Damian spends most of his time building cars for his clients out of his shop Tarmac SPL in New York. He specializes in Nissans, but the cars of his past feature an Eclipse GS-T, three (AE86) Corollas and a few 240SXs in some places. Usually, Damian likes to keep at least two cars accessible: a daily driver and a track car. About three yrs ago he decided he wanted a weekend car that had been still completely functional as being a street driver but a thing that could hold its own with a track carving corners or sliding through them sideways, however. That is certainlyTo Perform

Besides, being a Nissan specialist, Damian chose the 240SX due to its excellently balanced platform. In his eyes, the S14 has the perfect wheelbase and perfect weight. He was also drawn to the S14’s ability to accept various motors with little modification needed-this is where Damian’s hunt for balance really began. He started with an S13-sourced SR20DET motor he built to the tune of nearly 500hp. He enjoyed that setup for a while but found that lacking torque and boost lag was starting to take the fun out of things. This motor was built specifically with torque in mind, although from there, he went with another SR. It had less top-end power but much better throttle response. In fact, the torque ended up being a little too great, causing the engine to suffer from spun bearings. Fed up with the pitfalls of boost, Damian decided that he or she would go the naturally aspirated route on his next motor build-something lightweight, reliable but with sufficient torque. This is what led him on the LS. The LS2 had the highest compression of any other LS-family engine and it is also lighter than the usual stock KA series Nissan engine. Really, it was a no-brainer, yet he did this at a time when dropping a domestic V8 inside an import was still something of a controversial modification. Regardless of the haters, Damian was going to go with what best served his purpose, so he ignored the fanboys.

To get the LS2 to sit nicely in the engine bay, Damian used a mount kit from Fueled Performance. The engine bolted in with no headaches. He installed a sizable Griffin radiator to help keep it cool, however its size could have put it past the hood line. To remedy the problem, Damian mounted the radiator at an angle in a similar way that Chevy does with all the Corvette. Then, he fab’d a custom ram-air scoop to make sure the radiator core gets just as much cold air as possible. With the motor all buttoned up, Damian selected a T56 tranny with a Diamond Clutch stage 2 unit to escort all of those horses across the driveshaft. Splitting the power between your two rear wheels is surely an ATS Carbon 1.5-way differential. Exhaling all of the exhaust gases from your LS2 is aAfter the engine and drivetrain were squared away, it was time to ensure this S14 could handle its double duty as a street and track car. The footwork starts off with complete Stance Pro Comp coilovers. To aid in fine-tuning, Damian fitted front tension rods, rear upper arms, tie rods and rear traction rods. The front and rear lower control arms are custom units, again from Damian’s shop. A set of front and back sway bars from Whiteline helps keep the S14’s weight balanced from the corners while Carbing front and Cusco rear strut bars including a GT Spec trunk bar help keep the chassis rigid. To help bleed off speed, there is a Project Mu brake kit at the start and Brembo calipers in the back to bite down on the rotors.

Seeing that the performance was settled, it was time to handle the exterior. This is basically the area and then there is some crossover between individuals who believe in form and function. Although a functional-minded person like Damian tends to show a little bit more restraint in exterior mod choices, he started out using one of the cleanest S14 Kouki body kits around: the Vertex T&E Lang. It shaves a few pounds, adds a bit of downforce and makes it look so damn good all at once. To mix things up, Damian did opt for Chargespeed for that rear over-fenders to ensure that the wheels would remain flush. Speaking of wheels, we think anyone would find Damian’s choice of three-piece Work Meisters a smart decision. This really is apparent once you look at the offsets: -1 in the front, -13 in thein the right places and stacked to the headliner with quality JDM bits. Both driver and passenger arrive at back it up directly into Bride Zeta III seats and buckle up with Willians five-point harnesses. All the engine vitals are shown to Damian via an AiM Sports MXL digital gauge cluster.

When it’s all done and said, the philosophy that someone chooses when creating a car is of little importance. We’ve always found out that the best project cars were built by an owner who was more concerned with his very own expectations rather than expectations of others. It’s a can’t-miss strategy that men and women from each side can appreciate. It can not be argued he did it his way.., while you can say what you want about Damian’s ride.enable the massive 12-inch-wide wheels and 265-series tires to putBeneath the hood, Damian’s S14 is about function by using a 450hp LS2 motor swap.

Drivetrain Six-speed T56 transmission; Diamond Clutch stage 2 kit with lightweight flywheel; 1.5-way ATS carbon differential

Footwork & Chassis Stance Pro Comp coilovers; SPL front tension rods, rear upper arms, tie rods and rear traction rods; TM custom front and rear lower control arms; GP Sport rear subframe; Whiteline sway bars; Carbing strut bar; Cusco rear strut bar; Yashio Factory front subframe connectors; TEIN inner and outerJust the best JDM parts here with Project Mu brakes and Work Meister S1s.

Wheels & Tires 18×9.5 -1 front, 18×12 -13 rear Work Meister S1 wheels; 235/40 R18 front, 265/35 R18 rear Yokohama Advan Neova AD08 tires; Project Kics lug nuts; NISMO racing studs

Exterior Vertex T&E Lang body headlights, kit and front fenders; East Bear side mirrors; Chargespeed rear over-fenders

Interior AiM Sports MXL digital cluster; Nardi Classic steering wheel; Work Bell quick-release hub; Bride Zeta III seats; Willians five-point harness; Mazworx harness bar; Yashio Factory shift boot and driftRemoving Nissan’s factory-equipped KA24DE has never been simpler. Knowing what to replace it with has never been harder. That’s mostly because of the quantity of four-, six- and eight-cylinder engines, both boosted and naturally aspirated, that are swap-works with only moderate effort about the S-chassis.

The most obvious candidate is Nissan’s own factory- turbocharged SR20DET. A seemingly endless supply of Japanese specimens means the whole transplant could be completed for around two grand. Add several bolt-ons and eclipse the 300whp mark with little effort. Nissan’s SR series of engines is definitely discontinued, though, so sourcing a low-mileage version in good shape can be tough.

Even 20 years later, Toyota’s inline, six-cylinder JZ engines are believed among the best Japan’s ever made. They’re virtually bulletproof, which is why your Civic will almost always lose to any Supra. Much like the one in Chris Milan’s ride, although the smaller-displacement, easy-to-find but seldom-used 1JZ-GTE is especially intriguing. Pick up the single-turbocharged 2.5-liter engine for around $1,500, but don’t ignore the added value of engine retrofitting and management a compatible transmission into place.

You love hating American muscle. Until you sit behind 400 lb-ft of torque. Then all of a sudden it appears as though a good idea to retrofit any one of General Motors’ ubiquitous eight-cylinder LS engines under the hood of your Nissan as Damian has demonstrated. The number of LS engines aren’t few and range from as low as 300hp to well over 500hp. Pick one up for about a grand but plan on shelling out exponentially more to finagle it into place and allow it to play nicely with whatever electronics and transmission you’ve got.

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The Brabus 850 6. Biturbo iBusiness and I first met back March 2014 at the Geneva Motor Show. The latest inside a long brand of extremely well-appointed Brabus S-Class models, this über-sedan offers supreme speed, comfort and connectivity for the tycoon on the move. With the Brabus stand offering plenty of captivating machinery and dozens of new car unveilings going on elsewhere at the show, this was not the time or place to access grips together with the world’s fastest business tool on wheels.Several weeks later, I visit Brabus HQ in Bottrop, Germany, on a pilgrimage to familiarize myself together with the 850 6. Biturbo iBusiness, minus the distractions. I’ll be conducting this test from the back seat in addition to behind the wheel, and due to the car’s doubled-edged mission statement to excel in both kinds of hustle.

Straight from the factory, the existing W222 S-Class is an imperious conveyance. Its visual presence is an important aspect for owners, especially in places like China and the Middle East where social status-or at a minimum its perception-is everything. With distinctive AMG styling and larger alloy wheels, the S63 AMG carries even more cachet. However, when the car reaches Bottrop, the Affalterbach tailoring is morphed into something altogether different. Like swapping Boss for Armani. Neither is better than one otherare designed on the AMG aero kit, adding carbon-fiber components towards the front bumper, with more aggressive airscoops throughout the big side intakes. Carbon fiber is likewise used for those inserts just behind the front side wheels.

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The chromed radiator grille is shot-repainted and blasted in matte titanium gray to tone down the imposing (and rather bling) nose of the standard car. This de-chroming process is applied to allincorporates a diffuser flanked by cutouts for two distinctive exhaust outlet shrouds which were CNC-machined from billet aluminum. A PU-RIM trunk lid spoiler adds the finishing touch.

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Brabus offers a choice of 21-inch or 22-inch lightweight forged alloy wheels for the S-Class. At the Geneva Show, one of those options is fitted to each and every side. And so the driver side features the 9. and 10.5 by 21-inch Brabus Monoblock R in liquid titanium smoked finish, with 255/35 ZR21 and 295/30 ZR21 Continental Sport Contact 5P tires, going from front to rear. Meanwhile, the other side wears 9. and 10. by 22-inch Monoblock G rims with 255/30 ZR22 and 295from your new carbon-ceramic material that may be claimed to significantly improve thermal transfer for optimum braking performance under tough conditions. The rear setup is stock S63 AMG.

A lowering module for that Airmatic suspension drops ride height by .6 of any inch without having negative affect on comfort. In conjunction with the aero kit and also the bigger wheels and tires, the auto looks even more purposeful.

Converting the 5.5-liter AMG M157 biturbo V8 to achieve 850 hp can be a work of engineering art. While it is possible to extract 800 hp out of this engine without having change in displacement, the level of power and torque targeted by Brabus required more capacity as well as strengthened internals.

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Out of the box, the M157 motor deploys a bore and stroke of 3.86 x 3.56 inches. The Brabus conversion utilizes a custom-made billet steel crankshaft, machined billet connecting rods and forged Mahle Motorsport pistons to take the swept opportunity to 5912 cc with a bore and stroke of 3.9 x 3.78 inches. The company’s deputy development chief, Jorn Gander, explains that the new pistons need to be shorter to be close to the stock compression ratio of 10: 1, although the shorter connecting rods raise the thrust angle.

We increase boost pressure to between 1.1 bar (16 psi) and 1.2 bar (17.4 psi) according to engine speed, and this peaks at 1.3 bar (18.8 psi) on overboost, Gander says. The greater combustion pressures and temperatures need aIn the past, Brabus could have swapped the camshafts for ones with higher lift and longer duration, optimizing power and torque. However, while the bottom end from the motor has seen radical modifications, the top end is stock aside from gas-flowed cylinder heads. The reason is simple. All fine-tuning these days is carried out with variable valve timing controlled by ECU mapping, so what used to require new hardware has now become an exercise in software tweaking.

With reference to ECU remapping: fueling, ignition, valve timing and boost pressure are common recalibrated for your larger-capacity motor, deeper-breathing intake, larger turbochargers and the lumbar region pressure of your bespoke exhaust system.

Revised electronics also allow the motor to run even closer detonation for more power. This is certainly quite safe. The factory knock sensors are precision-tuned to retard the ignition well prior to the danger point, protecting the motor in case of poor fuel quality, especially inTo attain maximum-intake airflow, Brabus employs a setup similar to its first E V12 800. We designed a carbon-fiber ram air collector system that sits between the hood and grille and feeds air to a custom high-flow filter box for each cylinder bank with 45 percent more area than stock, Gander says. When the hood is closed, these boxes are sealed and so [they] maximize air pressure.

Carbon-fiber pipes feeding air on the turbochargers will also be larger in diameter and, like the intake pipes, are covered in the gold heat-reflecting material. We did a lot of testing to optimize the intake and charge-air pipe diameters, Gander says. With the higher airflow and bigger turbos, we had significant loss under-pressure using the standard pipework, therefore we had to go larger to lessen power loss. It is always a balancing act. Power starts to fall off again.”” if you go too big””

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The stock housing of each turbocharger unit is internally machined to take a larger compressor wheel, then placed on a custom exhaust manifold with larger-diameter pipes made as close to equal length as possible inside the confined space of the engine bay.

Unlike some tuners whose conversions are only built to meet current EU emissions laws, Brabus always aims to fulfill a similar emissions standards as the factory product. The 850 engine is therefore homologated to EU6 standards. To do this necessitates the latest sport catalytic converter technology, and Brabus worked with an OE supplier to get a 400-cell metal unit with double the reactive surface area, yet with no more backpressure in comparison to the 200-cell units used before. At 3 inches in diameter, the downpipes are bigger than stock and each cylinder bank sends its gases to the rear through a pipe .04 of yourThis all results in a huge jump in output from the stock 585 hp at 5800 rpm and 663 lb-ft of torque between 2250 and 3750 rpm, to 850 hp at 5400 rpm with 847 lb-ft of torque from 2500 to 4500 rpm. The dyno actually saw 1069 lb-ft of torque, but this has been dialed back electronically to protect the drivetrain.

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Nevertheless, the seven-ratio Speedshift MCT transmission is beefed as much as ensure long-term reliability, and Brabus added a limited-slip differential with 40 % locking. This partnership dispenses torque-to-tarmac efficiently enough to make certain a sprint from standstill to 62 mph within just 3.5 seconds. Top speed is restrictedan instant feeling of immense power and torque. The typical S63 AMG is a snarling beast in the smart suit. With its exhaust valves open, the 850 iBusiness does nothing to disguise an even more aggressive nature. Activating those valves (at the touch of a button) will dampen things down a lttle bit, but there’s no hiding the ferocity under the hood that seems to be biding its time until the driver opens the throttle again.

Step about the gas as well as the car lunges for the horizon with a fervor that made me thank Mercedes-Benz for its excellent self-leveling Airmatic suspension. The very last time I experienced anything similar, there seemed to be a big Brabus twin-turbo V12 involved. Now this lighter and smallerIf the exterior looks imposing, a lavishly appointed, handcrafted cabin exudes an expert wielding of color and texture that complements countless luxurious details. The finest soft hides in tobacco and snow-white leather, with matching tobacco headlining in Alcantara, result in a strong contrast with the metallic black paintwork. The almost-black carbon-fiber inlays have a hint of dark brown, harmonizing nicely using the leather.

To sit in the rear compartment is to experience one of several two seats that can be either mission control for business deals or an entertainment center on the move. All major functions here are controlled by the iPad mini or iPod touch. The holder for the former is incorporated in the drop-down central armrest; a cradle in the center console accommodates the second.

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You will find three video screens in the back. The 2 behind the front seats are factory units. Brabus supplements these by using a 15.6-inch monitor that descends coming from a specially made compartment in the headlining. This is certainly part of the iBusiness package, whose core is a Mac mini stored in a motorized drawer built into the under-shelf section of the trunk. Audio from the Mac mini and Apple TV is routed to the excellent Burmester speakers.

A Brabus remote app activates the ceiling-mounted monitor, switches the Mac mini on and off, controls the video source (Apple TV or DVD) and the opening and closing of the drawer in the trunk. An onboard WLAN router sets up a hotspot, and all sorts of Internet-connected products arehardware and software. However, thanks to 3G and 4G cell phone technology, along with the superior connectivity of Apple’s ecosystem, we can reach out and touch the entire world more easily while on the move.

The Brabus 850 6. Biturbo iBusiness is just not the only vehicle in the world to be equipped so comprehensively with entertainment and business tools, but you can bet it will be the quickest of its kind for quite some time ahead.

So you’ve decided that it’s about time you got a new car. You’ve done a little bit of homework, you’ve determined your budget and you’ve been pre-approved for finance. But will you still ensure that you are getting the hottest deal possible? Will it matter if you buy your car – could you get better deals at some times than you can at others?

A Good Time

There is evidence to propose that the best time to acquire a new car is throughout the winter months. This is when there is generally the greatest possibility of discounts on offer but it doesn’t necessarily mean that you ought to shelve your plans for several months. Because the year progresses the inventories will become increasingly limited and although fabulous discounts might be available they may not be about the make or model of car which you have set your sights on.

Is it worth missing out on your perfect car just to save a few bucks?

The Worst Time

Statistics show that the spring may be the worst time for you to buy a new car. Lots of people head to the showrooms as the gloomy winter weather disappears along with the summer is about the horizon. Shoppers are often more willing to spread their cash at this season which means that there may be fewer discounts available.

Other Activities To Take Into Consideration

As well as the time of the year that you choose to buy a new car, the actual day of the week or maybe the time of the month can also have an impact. Here are several tips about the best time to go car shopping:

• Earlier within the week – salespeople are typically busier for the weekends if you pop into somewhere like downey fiat you will get a much better personal service at the beginning of the week. The sales team will just have more hours on their hands to give you their undivided attention.

• End of the month / quarter – salespeople are generally judged on performance which means that right at the end of the month / quarter they could have a little to produce up. A hungry sales representative can be a great asset if you want a good deal on the new motor.

• Late in the day – any salesperson that hasn’t made a sale in that day might be a little more amenable as the clock ticks towards closing time. It’s always nice to have one in the bag before heading home for the day.

Should you aren’t too worried about driving the very latest model, it may be a good idea to buy a last year’s model just before the newest ones roll into the showroom, • Outgoing models -. If it is still brand spanking new, Dealerships like to sell the latest models and are more likely to give a great deal on an older model, even.

So, you actually don’t have to wait that long, although in conclusion, the greatest time to purchase a new car is possibly at around 5 o’clock on the last Monday of November or December. Call in at OC Fiat at any time of yourday and week, month or year and you are sure being impressed using the terrific range of new and used cars withfriendly and terrific, personal service guaranteed. They’ve got great discounts and deals available at all times of the year – why not take and go a peek for yourself?

Kakimoto Racing NSX – Legendary Status

Japan is a place that is battling with the elderly population. The declining birthrate is surely an indication there aren’t enough young people around to replenish the old. In reality, when I lived in Osaka City between 2006-2008, there are attractive tax incentives into position to have children! The declining population has a impact on many levels of Japanese society, including its industry. For example, seeking the Made in Japan stamp on products is a lot harder to discover than decades ago. The race to pass through skills down to the next generation is constantly in the subconscious from theYou’ll realize the Kakimoto Racing Honda NSX in here is a triumph of such complexities if you take into consideration this way and perspective of life. Old man Yoshiyuki Kakimoto, a man having a god-like storied racing legacy, set out to challenge his young staff, as if by decree of your deity.goes to Onishi’s face when he discusses just how far he along with the other teammates had include this NA1. Old-man Kakimoto wasn’t going to hold their hands-victory or defeat would be to be their very ownin the vehicle, particularly the front end. Before work even began on the car, we learned this project was acquired after a terrible front-end collision. Norio smiles at me, reaches to unlatch the hood and puffs his chest because he lifts the hood. I’m quickly in awe of the tube-frame front end that integrates to the rollcage. He proceeds to tell me that they used the knuckles from an S15 Silvia and developed one-off lower control arms, tie-rod ends and adjustable upper shock mounts. Further chassis development included the magnificent rollcage that must be riveted into the A- and B-pillars due to welding restrictions-the rollcage being DOM steel as well as thethat happen to be standard issue on a build of this caliber. But what sets the NSX apart is the focus on detail, the craftsmanship and the competence of execution. Take for instance the engine… Many shops would have outsourced the position, but Onishi and team really planned to show Mr. Kakimoto what they were competent at. Ripping in to the internals, the bore was increased from 90 to 92mm, high-compression 13: 1 forged aluminum pistons along with an open deck spacer were installed ahead of the balanced and blueprinted block was fitted with a C32B gasket and torqued down. The head was fitted with aggressive Toda VTEC Killer cams, as for the breathability. OEM intake valves were kept while larger C32B exhaust valves were installed. The team also ported the head and port-matched the individual throttle bodies. Keeping consistent using the increased breathability, they also shortened the valve guides so theyheld in check by way of aYou know Kakimoto’s claim to fame is its exhaust systems when you follow the JDM scene. With that being said, the rollcage, tube frame and flawless bending of metal are perfect examples of an extension of the skill set. But straight back to the exhaust, the headers resemble octopus tentacles and therefore are beautiful works of art (Tako-ashi as being the Japanese refer to it as). It gives us the feeling of staring at an older pipe organ in a grand European Cathedral. Such instrumental design continues the short distance back (mid-engine car, remember? ) to theTo get a naturally aspirated powerplant, this NSX boasts impressive power; 276.8 lb-ft of torque and 401.6whp are liberated via a NA2 six-speed manual, which is transferred via an Exedy clutch. Forged gears are mated to an ATS 4.643 final drive before axle shafts spin the hubs in which the Volk CE28Ns reside. Underneath those 18-inch bronze beauties are Brembo six- and four-pot rears with race-ready Performance Friction pads, controlled by AP Racing master cylinder/pedals and Tilton brake bias control-in the unlikely event the auto gets twitchy, a panic brake is essential. But the real reason such large brakes and the sticky Yokohamas exist is the opportunity toPower and speed are no good should you can’t control and monitor the heat. To dissipate heat, the Kakimoto team fabricated a one-off oil pan plus a dry-sump system, which utilizes a Setrab 25-fin oil cooler. A thick ARC radiator backed by SPAL high-performance fans were also installed. The team went to some lengths to generate a custom differential and transmission cooler.

Quick tangent: A dry-sump system was developed in war planes so that under large loads, such as in aerobatic flying, the engine isn’t starved of oil, although some may not know this. Now while the boys at Kakimoto aren’t building a Zero fighter, the device does add power by reduction of oil windage and protect againstare being used up front, while the rear uses a similar kit to the one engineered by their shop-all with custom spring rates, of course.

Onishi and the remainder of the staff at Kakimoto Racing have done the old man proud. Seems the Kakimoto legacy will live on!

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