Να και κάτι εντελώς ξενέρωτο.
https://forums.pelicanparts.com/uplo...1325084998.jpg
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Να και κάτι εντελώς ξενέρωτο.
https://forums.pelicanparts.com/uplo...1325084998.jpg
καταρα εγχρωμε...
έχει βρεί το αδύνατο σημείο σου Πρόεδρε
Α να χαθείς μωρή ξενέρωτη βρωμό-αγγλίδα. Να το λεγε τουλάχιστον η Vicki δε θα μίλαγα καθόλου.
https://www.youtube.com/watch?v=sLr2...layer_embedded
Παράθεση:
Αρχικό μήνυμα απο Monsta
Παναγια μου βραδιατικα :shok::shok: :shok::shok: :shok::shok:
ΚΑΛΟ ΜΑΣ ΒΡΑΔΥ .........................................
https://i483.photobucket.com/albums/...te-60-vert.jpgΠαράθεση:
Chevrolet confirmed on Thursday that the 2013 Corvette will be the final year for the sixth generation of its iconic sports car, which it will send off with a 427 convertible collector's edition and a 60th-anniversary package.
The cars will be shown in the flesh on Jan. 21 at the Barrett-Jackson auction ahead of their launch this summer. The first 427 convertible will be auctioned at the Las Vegas sale with the proceeds going to the Drive to End Hunger relief program.
As the name implies, the 427 edition has a 427-cubic-inch LS7 engine borrowed from the Z06, and it's rated at 505 hp and 470 lb-ft of torque. Chevy says this is the most powerful production convertible in Corvette's history. This model will be offered only with a six-speed manual. Carbon fiber is used for the raised hood, the Z06-style fenders and floor panels and as an option for the front splitter and rocker panels.
The 427 rolls on 19-inch wheels front with 20-inchers rear. Black cup and chrome ZR1 wheels are options. The car checks in at a lithe 3,355 pounds and can blitz to 60 mph in 3.8 seconds.
The 427 follows in the lineage of special models offered from 1966 to 1969, before displacement expanded to 454 cubic inches.
Meanwhile, the 60th-anniversary edition offers arctic white paint, special badging, a carbon-fiber splitter and rocker panels and a 60th-anniversary gauge cluster and sill plates. There's also an optional stripe package. The 60th-anniversary trim will be available on all 2013-model-year Corvettes, and the convertibles have a blue top.
https://www.corvetteconti.com/blog/?p=13416#more-13416
Και μετά τί ;
Ας μπει εδώ να κάνει παρέα στη Ζ06.
Παράθεση:
2012 Chevrolet Camaro ZL1 review
Midway down the main straight at Inde Motor*sports Ranch outside *Tucson, Arizona, the shift lights on the head-up display flash. At 106 mph, we grab fourth gear, and another wave of ferocious acceleration propels the car forward. We graze 130 mph before hitting the brakes and downshifting for Turn Three, a fast right-hand sweeper that puts the coupeΆs stability—and our own intestinal fortitude—to the test. As soon as we get back on the throttle and glance at the windshield-projected speed, weΆre already doing 110.
The car in this scenario is the new *Chevrolet Camaro ZL1, the long-rumored, much-hyped Killer Camaro. It features GMΆs second-most-powerful engine: With 580 horsepower, itΆs behind only the truly absurd, 638-hp Corvette ZR1. No surprise that during its development it was known simply as the “HP.” And it carries the most sophisticated adjustable dampers and stability-control system any amount of money can buy. For this, GM asks a base price of $56,295, which includes a $1300 gas-guzzler tax; all the go-fast parts are standard issue.
The ZL1 is not your old-school, all-ate-up-with-motor muscle car, although its name derives from such a vehicle. It is built with the GM Performance Division mantra of “go, stop, and turn” in mind. Track ability was always part of the HP program from back when everyone assumed the car would be called the Z28. But highlighting that point is more important now that Ford stole GMΆs big, SAE-net thunder by announcing the 650-hp 2013 Shelby GT500. Having already placed second in the realm of public perception and internet-forum keyboard racing, the ZL1 needs to be about more than just straight-line speed.
Which is not to say the ZL1 neglects single-vector velocity. Top speed is a claimed 180 mph with the manual transmission. With 580 horsepower and 556 pound-feet of torque from the supercharged 6.2-liter LSA V-8, eye-popping acceleration is also a given despite the ZL1Άs hefty 4120-pound curb weight. The engine is carried over from the CTS-V, with a two-stage exhaust system borrowed from the Corvette and a revised intake responsible for the extra 24 horsepower. Two bits of *technology aid in the quarter-mile fight: “No-lift shift” allows you to crack off upshifts without easing off the gas, and launch control *manages wheelspin and helps 0-to-60 consistency (although we were able to beat the *system after a few attempts). Get everything right, and the ZL1 hits 60 mph in 4.1 seconds and passes 1320 feet in 12.3 seconds at 119 mph—or better, as the cold and dusty track at Inde was less than ideal for acceleration runs. Few cars costing less than $60,000 can claim such feats. And the ZL1 sounds angry, with a throaty bass-boat rumble backed by a faint supercharger whine. The V-8 fires up with a roar, and the exhaust crackles when you back out of full throttle.
Thirty percent of the parts in the ZL1 are new or reengineered, says Camaro chief engineer Al Oppenheiser. New, third-generation magnetorheological shocks [see below] control the 20-inch forged-aluminum wheels and Goodyear Eagle F1 SuperCar G: 2 tires (which together save 22 pounds of unsprung weight versus the Camaro SS). A strut-tower brace spans the engine bay, and the rear anti-roll bar is attached to the suspension farther outboard (a change folded back into the 2012 SS). The brakes use the same calipers as the CTS-V but have two-piece rotors that perform slightly better, though theyΆre a bit noisier than the twin-cast discs in the Cadillac.
Unlike the rest of the Camaro lineup, the ZL1 has electrically assisted power steering (EPS). The unit found here can differentiate between forces on the front wheels and those coming from the helm, and it accordingly stifles any kickback. We suspect the EPS system also dampens some steering feel, but we drove a Camaro SS around the track shortly before sampling the ZL1; had we not been told about the electric boost, it would be hard to tell the difference.
Starker is the transformation of the ZL1Άs handling characteristics from those of a stock SS. In the latter, the driver is always fighting the car—it understeers on turn-in and oversteers on corner exit, all served up with a healthy dollop of body roll. The ZL1 does exactly what you want all the time, with no surprises. Front grip is tenacious enough that you actually get a sense of the tires biting in as you turn the wheel. Power comes in so creamily and with such linearity that itΆs easy to forget youΆre driving a 580-hp car. The brake pedal feels solid but still offers enough travel for smooth application, and it shows no fade. The ZL1 goes around the track with a composure that would shock many BMW M3 fans. Our only complaint is that the seat, adequate in the SS, lacks the lateral support to cope with the ZL1Άs higher limits. We saw 0.98 g on a dusty skidpad (did we mention Tucson is in the desert?). This is supercar territory
Aiding the quest for all-around perform*ance is the latest version of GMΆs Perform*ance Traction Management (PTM), which features a wet mode for foul weather. The other settings, in order of decreasing intervention and increasingly aggressive suspension and steering settings, are: dry, sport 1, sport 2, and race. Race mode is primarily a final catch fence; it allows you to spin the tires and slide the car a bit but reels it in before you pull a full 360. Should you want to drift around a corner or fumigate your neighborhood with tire smoke, you can also turn off the system completely.
To survive the abuses of repeated burnouts or continuous lapping, the Perform*ance Division revised every component of the ZL1 that delivers power. The half-shafts are of differing diameter to prevent wheel hop, as in the CTS-V, but here theyΆre larger and stiffer. The CV joints use an eight-ball design that is tougher yet more compact than the six-ball units in the SS. Engineers joke that the rear differential is strong enough for monster-truck duty, and they christened it “Gravedigger.” The engine, transmission, and differential all come with standard lubricant coolers. Note that the transmission is further chilled via NACA ducts at the rear of the underbody pan, part of an aerodynamic scheme that results in net downforce at 150 mph. Each body alteration either improves cooling or reduces lift. Or, in the case of the bulging center section of the hood, which is made of carbon fiber (and covered in clear-coat paint for an additional $600), both. The giant extractor vents pull air from the behind the radiator, exhausting it out of the engine compartment and up over the body.
The few interior changes to the ZL1 demonstrate that the car guys overruled the designers on this project. The CamaroΆs silly, stubby meatball shifter is gone, replaced by a more traditional stick with shorter throws and a more satisfying feel. The steering-wheel bottom is flattened. The instrument-cluster fonts have been revised for reduced retro-illegibility (an update shared with the rest of the Camaro lineup), and the ZL1 gets its own 7000-rpm tachometer and 200-mph speedometer. Ford SVT will joyfully point out that the ZL1Άs speedo needle will never peg itself all the way to the right. Exclusive “carbon flash” trim and faux-suede dash accents and seat inserts round out the changes.
Sitting in the ZL1 and driving on the street reveal that, for as much as it feels like a totally different car, it is still a Camaro. This means horrible visibility (especially to the rear), meager headroom, and an overall sense of bigness that apparently no amount of power or chassis tuning will make go away. The sticky tires pick up every piece of dirt and throw it against the inside of the wheel wells in a chorus of pings and pops, but otherwise the ZL1 is quiet—four decibels lower at 70 mph than the current Shelby GT500. The suspension skims over washboard surfaces, although the sport chassis setting (selectable independent of PTM) reveals some harshness away from the track. But the carΆs tremendous performance still impresses. Two-lane passing—in top gear, 50 to 70 mph takes 6.7 seconds—gives perspective on just how mightily those 580 horses can pull.
With such supercar-level power comes supercar-like fuel consumption, and the buyer of a ZL1 with a manual transmission will see EPA ratings of 14 mpg city and 19 highway. We managed only 13 mpg. Should you wish to save some fuel, or suffer a fit of social responsibility, you can comfortably drive the ZL1 gently, but that seems contradictory to the carΆs whole mission. IsnΆt 580 horsepower supposed to be—and feel—ludicrous? You certainly would have thought so if youΆd considered that towering figure in 1982, back when the most powerful Camaro V-8 seeped out a paltry 165 horses. WhatΆs crazy is that the ZL1 is not crazy; itΆs comfortable and easy to drive. With the ZL1, General Motors has made the Camaro into a true GT car—daily driver, long-range missile, and track-day special all in one.
That the ZL1 is the best Camaro ever is perhaps not a huge surprise. That itΆs a damned fine all-around GT car is a little more shocking. But letΆs face it: The big whoa here is the one the boys in Dearborn sprung, in the form of a Mustang with the worldΆs most powerful production V-8. Is it any fairer to judge the ZL1 on its 12-percent peak-horsepower deficit than to assume that the 2013 GT500 is a 12-percent-better car? Of course not. Still, the big fish eat the little ones. And war ainΆt fair.
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