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  • Your 10 Best Bets For Investing In A Classic Car

    It used to be that Classic Cars were always a good financial investment. Particularly if kept pristine and lovingly cared for. Today, however, that’s not necessarily the case and some older cars aren’t even worth what they were when they were originally on the market. Counting upkeep, it seems that often classic cars can’t always deliver financially the way they used to. Except for these! Here are our ten favorite classic cars which can still hold their own in the marketplace:

    1. 1967-1969 Corvette Stingray L88

    Built from 1967 to 1969, this Corvette L88 was the closest you could come to an actual race car that wasn’t custom made. Although, since there were only 20 of these coupes sold in 1967 years, it was just shy of being custom made. Because of the need for speed, these beauties were designed without heaters or radios but came with power brakes, super suspension, and an 8-cylinder 6997cc engine which took it to top speeds of around 150 MPH. Known as the “stingray” because of the cowled induction hood, these L88s have been tested at up to 560hp—as delivered, without being souped up. Convertibles of this model were also manufactured during this era. Most recently, Barrett Jackson fetched a meager $3.85 million for a 1967 2-door coupe in red.

    2. 1975-1989 Porsche 911 930 Turbo


    Turbo charged 930 was set apart from other Porsche 911 models by its large rear spoiler “whale tail”. During its time, this was the fastest production car Germany had to offer, topping out at 152 MPH, with 260bhp. Financially, the oldest are the best, meaning that the 1975 version is the best investment as it set the precedent for this iconic car. Scoring one for less than $100,000 is a great deal and the prices continue to be on the rise so now is the time to pick one up.


    3. 1965-1967 Shelby GT350


    Originally part of the Mustang family, the Shelby (named after its creator, Carroll Shelby) GT350 is extremely rare. This iconic muscle car was originally painted Wimbledon White with rocker stripes in Guardsman Blue, with all of the 1965 models carrying this distinguishing marking. Other colors were introduced in 1966, but only 252 of this model were built that year, sporting a 306 horsepower, V-8 engine. Only 6 convertibles were built in 1966 and just four are in existence today. Mr. Shelby owned one himself. Another one has recently been listed for sale for over $350,000. In 2016 a one-owner barn find 1966 Shelby GT350 was sold in Connecticut for $159,500, completely unrestored with only 10,000 miles on it.


    4. 1968-1976 Ferrari Dino 246 GT


    A bit of a lost boy, this car went unremembered by even some of the most avid fans of the Ferrari name. In fact, although it was made by the company, the Ferrari name wasn’t even given to this car until 1976, in its final year of production. This V6, 192 horsepower engine was originally only made as a fixed-top coupe. Of course, as with all Ferraris, this price on the Ferarri Dino 246 GT only continues to rise. If you can snatch up an unrestored version for around $60,000, you’re gold. If you come across one of these gems that has already been restored, you’ll be looking at the $500,000 range. Either way, it’s a great investment that is likely to pay off if you’re patient.


    5. 1974-1990 Lamborghini Countach


    Combining classic car value with futuristic (from the 80s) styling, the Lambroghini Countach offers a retro feeling with various amenities of a modern day sports car. Designed low and wide, this angular car is cab forward, moving the passengers forward to support the V12, 4-liter engine that could run top speeds at over 200MPH, depending on the specific model. Known for its scissor doors, the Countach continued to be developed until 1990. In 1988 a 25th anniversary edition, 5000QV, restyled and refined but was not extremely popular. Depending on the year and model, you can score a Lamborghini Countach for between $300,000 and $800,000. In 2014, when the Countach really began being considered a classic car, one model was auctioned by Bonham’s for $1.2 million.


    6. 1961-1975 Jaguar E-type


    Named in many opinion polls as the most beautiful car in the world, the Jaguar E-type was produced for 14 years in the 60s and 70s and can easily clock 150 MPH in its pre-production form. There are just over 6,000 of these left in the world. Because the model was brought back in 2014, the Jag E-type was given some nostalgia and credibility which has allowed it to grow in price and stature. A 1966 Jaguar E-type Series, named Black Beauty, set a record back in 2013 when it sold for $467,500. With a powerful 4.2-liter engine and 265 horsepower, this stellar vehicle had been in the original owner’s family for 45 years with only 71,000 miles and was painstakingly restored prior to appearing on the circuit. Others for sale run for over $100,000.


    7. 1957-1963 Mercedes Benz 300SL Roadster

    1957-1963 Mercedes Benz 300SL Roadster

    Made with a 222bhp engine, the SL Roadster is fast and gorgeous, although slightly less exotic than its sister-car, the Gullwig. Designed for aerodynamic efficiency, the car did become a bit difficult to handle when functioning at the highest speeds of around 155 MPH, with a 6 cylinder, 240hp engine. Only 554 were produced in 1957. Current values for the Mercedes Benz 300SL Roadster come in between just under $1 million and around $1.5 million with values expected to increase over the future. If you have a cool million to invest in a classic car, this one just might be the best option for you.


    8. 1948-1956 Land Rover Series 1


    Originally inspired by the United States Jeep, the Land Rover was manufactured in Britain with selectable 2WD or 4WD, starters with a front hand-crank, and rear power takeoff options. This off-road utility vehicle was developed just after World War II when raw materials were rationed. Although the Land Rover was planned to be in production for just a few years, its popularity caused it to continue through three series and the company still produces similar vehicles today for use all over the world. The Series 1 went through many changes in its 8 year life span and 2016 has brought about plans to develop 25 examples of fully restored original, Series I 4×4 models from 1948. These cars will range from around $85,000 to $110,000 with factory-backed warranties. But if you want to go it on your own, you can likely come across an original for between $20,000 and $30,000 and expect it to grow in value over the next few years.


    9. 1966-1975 Lotus Europa


    Significant increases in price in the past five years make this little car a huge investment opportunity in relationship to many classic cars. Manufactured from 1966 until 1975, this sporty racer went through some significant changes throughout its short lifetime. By 1971 the car was built with a 4 cylinder engine, 1588cc twin-cam, with the top speed going up to between 110 and 117 MPH. The lightweight body is fairly fragile and prone to rust, making the ones who have survived especially valuable. Ranging around $40,000 to $60,000 the Lotus Europa is on the affordable end of classic car investments and shows a great deal of promise to grow.


    10. 1985-1991 BMW E30 M3

    Gawker Media


    Hard to believe that these 1980s cars are now considered classics! First introduced in 1985 at the Frankfurt, Germany motor show, the car sports a classic 80s styling with an S14 powerplant, 4-cylinder engine. Set up for racing and capable of holding its own on the racetrack, but also unbelievably comfortable and versatile about town, the design of this BMW E30 M3 is anything but ordinary. These days you might be able to snag one for between $17,000 and $20,000–and one has been reported at selling as high as $58,000. But as these cars are just at the beginning of their classic car status, the likelihood is that their value will only continue to rise. The time to get in is now.



  • WRX family continues to be the best bang-for-your-buck

    Sorry, Subie fans – despite the recent debut of the 2017 Impreza hatch, there is no WRX/STI 5-door quite yet. If you can make do with the sedan body style, both the WRX and the STI went under the knife for a minor refresh, available for the 2018 model year.

    Neither car gets any boost in power, remaining the same 268-hp 2.0-liter turbocharged flat-four in the WRX and the same 305-hp 2.5-liter turbo flat-four in the STI. Both cars receive a suspension overhaul, with modified “tuning” to improve handling and increase ride comfort. They both have a new schnoz as well, wearing updated front fascias for 2018, offering dynamic headlights for buyers who spring for upgraded equipment packages.

    For the WRX, Subaru modified the shifter, clutch actuation, and electric power steering for better feel and smoother engagement, along with integrating components of the EPS to reduce weight. If you want more capability from the WRX, but don’t have the desire or the cash to hop up to the STI, a new Performance pack will help owners meet somewhere in the middle. Check that box on the order form , and the WRX arrives with upgraded brake pads, moonroof delete for weight, red painted brake calipers, Recaro seats, and a new wheel design.

    The STI receives a sizable update to its driveline, now doing away with the previous mechanical-electric differential system in favor of an entirely electric one. New 19-inch wheels wrapped with wider tires hide an upgraded Brembo brake system, now using a six-piston caliper in the front and two-piston caliper in the rear. New cross-drilled rotors are grabbed by updated brake pads as well, providing better stopping power and heat dissipation.

    Inside, each WRX/STI is quieter, thanks to an increase in sound deadening and thicker glass. Softer materials are used throughout the cabin, and each car comes with larger infotainment screens, on both the standard system and the premium Starlink unit.

    Finally, if you’re unfortunate enough to get into a fender-bender, the 2018 WRX/STI features upgraded front crash structures for increased safety.

    No word on price increases or availability, but we’d imagine the new WRX/STI will arrive toward the spring of this year.

    Source: Subaru

  • Callaway ‘AeroWagon’ Corvette shooting brake first look


    It was in 2013 that Chevrolet tuner extraordinaire Callaway first previewed the design of a shooting brake based on the C7 Corvette. Since then, the company has been gauging market interest and further developing the design.

    On Friday, Callaway finally unveiled its Corvette shooting brake and confirmed the vehicle’s debut at the 2017 Michelin NCM Bash, the annual get-together at the National Corvette Museum in Bowling Green, Kentucky which this year will run April 27-29.

    Called the C21 AeroWagon, the conversion is only available for the Corvette’s coupe body style and can be reversed should the owner desire. Carbon fiber is used for the panels while the rear piece is tempered safety glass that retains a defogger.


    Callaway C21 AeroWagon based on the C7 Chevrolet CorvetteCallaway C21 AeroWagon based on the C7 Chevrolet Corvette

    The good news is that the design doesn’t impinge on the car’s removable roof panel. In fact, it uses the original hardware and latching mechanisms. The downside is that since no structural changes have been made there isn’t space to squeeze in an extra pair of seats to form a 2+2 configuration. You still get extra storage in the trunk, however.

    Since Callaway is a specialist constructor with close ties to OEMs, similar to Alpina (BMW), Mountune (Ford) and Ruf (Porsche), the conversion is to the same standard as the cars coming out of the factory. Pricing starts at 14,990.

    Order books are currently open. Installation will be performed at Callaway workshops in Connecticut and California, as well as at authorized Callaway retailers.


  • BMW M6 - A Beast

    2015 BMW M6 Coupe and Convertible Debut: The Same, But Different

    Blending a tasteful yet aggressive design with extraordinary performance, the M6 is a sexy beast indeed. Power comes from a 560-hp 4.4-liter twin-turbo V-8 mated to a seven-speed automatic or six-speed manual. Offered as a coupe or convertible, one might not expect such brutish power in what is a comfortable and cosseting car, but that’s exactly why we like it. Despite being more agile than the 6-series, the steering and the brakes lack the feedback needed to make the M6 a proper sports car.

    The BMW M6 is a paradoxical car. Its name harks back to an epic road-burning coupe, one with a race-derived inline-six engine, but in its current form it is a gigantic and heavy luxury machine that just happens to be fast. In both coupe and convertible forms, the M6 weighs in at around two tons, heft that’s overcome using a 560-hp twin-turbocharged 4.4-liter V-8. Against this discussion of mass, let us introduce the 2015 M6—it’s still big and porky, but it receives a light freshening this year, just as its four-door Gran Coupe and pedestrian two-door 6-series siblings do.

    Actually, light doesn’t even begin to describe the changes BMW has made to the M6 for 2015. The company changed almost nothing about the car’s design. While the regular 6-series receives new, lower front air intakes that are painfully reminiscent of Mercedes-AMG, the M6 keeps its previous "jetfighter" look intact, complete with an appropriately jet-styled central front air intake and its host of subtle aerodynamic elements.

    Only the headlights are changed, having switched to standard full-LED illumination and seeing the turn-signal elements moved from the bottom to the top of the units. For the cabin, there are a few new colors and trim choices, and the infotainment system now offers a lap timer application as well as GoPro video-camera integration. We’ve sampled BMW’s embedded GoPro camera controls in a new M3 sedan and found the widget nifty, if slightly restricted compared to the similar GoPro iPhone app.

    There are no changes to the M6’s awesome powertrain. The 560-hp twin-turbocharged 4.4-liter V-8 and seven-speed dual-clutch automatic transmission remain, and the pair delivers exhilarating performance. Once again, a six-speed manual transmission occupies the option sheet as a no-cost item; BMW wouldn’t offer the stick were it not for the U.S. market, which demanded it stayed. Perhaps there’s hope left for the original M6’s race-car-for-the-street vision.

    Down the road, BMW will likely offer a Competition Package, as it did starting with the 2014- model-year M5 and M6. In those cars, the kit raised the V-8’s output to 575 horsepower, added a sports exhaust system, and modified the hydraulic power steering for more directness. Given how the base M6’s mechanical setup enters 2015 unchanged, don’t expect the Competition Package’s upgrades to deviate from the current tune.

    Unfortunately, BMW’s mid cycle update for the M6 does not include any sort of diet. Stripping out some weight would go a long way toward making the powerful coupe and convertible duo more engaging to drive. Of course, automakers tend to stray from significant light-weighting measures when doing anything short of redesigning a model entirely, but at least BMW’s updates for the attractive and highly capable M6 were light.


  • 2015 Chevy Corvette Z06 Priced From $78,995

    Image result for 2015 Chevy Corvette Z06

    The newest candidate for American supercar stardom now has a price, and it’s a remarkable one: $78,995 with delivery. If you’d prefer a convertible, it’ll start at $83,995.

    That’s just $121.53 per horsepower (or per pound-foot of torque). While it’s not the screaming power-per-dollar bargain of the 2015 Challenger SRT Hellcat (a mere $84.85 per hp), the 2015 Corvette Z06 is much more than a one-trick pony.

    The Z06 is, after all, based on the incredibly balanced and fun-to-drive Stingray, with the added benefit of yet more suspension work, aerodynamic work, and, of course, all of that power from the supercharged LT4 V-8.

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    For those who’d prefer even more performance than comes in the standard Z06’s equipment list, there’s the Carbon Fiber Ground Effects package at $2,995. It includes a functional carbon fiber front splitter, carbon rocker panels, and an effective rear spoiler.

    Add the Z07 Performance Package for $7,995, and you’ll get Brembo carbon ceramic brake rotors, adjustable elements to the front and rear splitters of the Carbon Fiber Ground Effects package, and Michelin Pilot Super Sport Cup tires. That means better grip, better stopping, and reduced unsprung weight.

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    On top of the packages, there are three trim levels: 1LZ, 2LZ, and 3LZ, each of which grows progressively more luxurious. On top of the trim levels, there are a other extras that can be added, including: the Premium Package with leather-wrapped interior; Performance Data Recorder and navigation; Competition sport seats in leather or sueded microfiber; carbon fiber interior and tonneau cover inserts; visible carbon fiber roof panel for the coupe; and Tintcoat exterior colors, various wheel finishes, and a range of brake caliper colors.

  • 2015 BMW M3 / M4 first drive review



    2015 BMW M3 / M4 first drive review

    Coupe-like crossoverscarbon-bodied sportscarsurban-mode city hatchbacks--BMW can build them all, but when it gets placed in the balances and judged by its hardcore enthusiast audience, the only BMW that matters is the M3.

    It's the critical nuclear core of the brand and a bellwether for Bimmerphiles and the wider auto realm alike. If a car is lithe and taut, it will inevitably be compared to the M3.

    The M--and now the M4 alongside it--has to be right. The 3-Series may be BMW's sales heart, but the M cars is its soul.

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    Both are new for 2015, and both have some history to overcome. The last M3's been widely regarded as a hefty high-speed specialist that veered a little too far away from BMW's lightweight, nimble roots. The M4? It's an unknown.

    We've now had time to drive the M4 and M3 on the track--Wisconsin's Road America, the Gigantor of woodsy thrill rides--and the M4 extensively as a part of our Best Car To Buy driving on Malibu's more challenging canyon roads. (Yes, we're now long after the first drives actually happened, but sometimes life happens.)

    What did we find? A car that's astonishingly fluid transitioning between wide sweepers, one that's fearsomely fast, but something of a ditherer when the roads get really tight.

    Adults only

    The running gear underpinning the M3 and M4 occupies the adults-only corner of BMW's hardware store. The centerpiece is a 3.0-liter twin-turbo in-line six rated at 425 horsepower and 406 pound-feet of torque. Up 2 percent in power and 38 percent in torque, the S55 engine's peak torque arrives at a low 1800 rpm and sticks around through 5500 rpm--where peak power arrives and lingers through a soaring 7300 rpm.

    The rev limiter body-checks throttle input at 7600 rpm--but you'll shy away from it before then. This engine just doesn't sound fluid or muscular in the way old BMW in-line sixes did, or the current crop of competitive V-8s do (RC F, Mustang GT), even with piped-in engine noises filtered and amplified for your enjoyment. The classic BMW ripple has turned into a wall of white noise.

    Making up in crazy speed what it lacks in charisma, the M3 and M4's six pounds out 3.9-second 0-60 mph acceleration times like it's dealing poker. That's when paired with the M-DCT dual-clutch transmission. If you opt for the six-speed manual, that figure rises to 4.1 seconds--it's the price you pay for rowing your own gears, though you won't have to worry about rev-matching even if you pick the three-pedal 'box, as BMW has included automatic throttle-blipping that's shut off when the M's put in Sport+ mode. In either body style, top speed is capped at 155 mph, a number Road America brings within tantalizing reach.

    Managing the power at the rear is a new Active M Differential, an electronically controlled, multi-plate setup that's a degree more sophisticated than a mechanical limited-slip unit. BMW also fits the M3 and M4 with its M Dynamic Modes, that offer tailoring for the stability control system--even turning the stability and traction control systems off completely.

    The suspension teams the usual front struts and multi-link rear, with more aluminum used to reduce unsprung weight. You can add it right back in with the optional Adaptive M suspension which gives direct control over Efficiency, Comfort, and Sport settings. And on the controversial end, the M cars have electric power steering that BMW says has been designed and built with the track in mind. It too has three driver-selectable modes: Comfort, Sport, and Sport+. Carbon-ceramic brakes are an option, and Michelin Pilot Super Sport tires are standard. All the driving modes can be programmed into the M1 and M2 buttons on the steering wheel, just a tap away when you're driving.

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    Unlike some other pony cars we could name--let's be real, the M4 has essentially evolved into maybe the world's best Mustang--the BMW actually makes concessions at losing weight. It's down about 176 pounds to just below 3,300 pounds for the coupe, according to BMW, via an aluminum hood and front fenders, a carbon-fiber driveshaft and strut braces, less sound insulation, a composite decklid, and selective deletions like the seat-belt presenter found on 3-Series and 4-Series, non-M cars. Maybe 176 pounds isn't a huge amount, objectively, but the Bimmers are marginally larger than before--and there's more weight to be saved with the carbon-fiber reinforced-plastic roof (11 pounds lighters on the sedan, 13 on the coupe).

    The weight loss works with aerodynamic tweaking around those massive front ducts and hulking wheel wells. And to keep the M3 and M4 bubbling, not boiling over, on the track, there's a track-intent cooling circuit for the engine, turbos, and transmission. Even the intercooler gets its own coolant pump.

    What happens when driver inputs filter through a stronger and somewhat lighter body, via BMW's home-wired neurotransmitters, to some of the most challenging pavement we as Americans can throw at it?

  • 2016 Ford Focus RS first ride review

    Ford Motor Company [NYSE:F] is in the midst of a run of performance cars like we have never seen before. The Shelby GT350 and GT350R Mustangs are arriving right now. Next up is the all-wheel-drive Focus RS, followed by the SVT Raptor, and then the king of them all, the reborn GT.

    The 2016 Focus RS isn't due to hit dealer showrooms until next Spring, but Ford is far enough along in the development process to give journalists rides--though they're not ready to let us take the wheel. In Southern California, just a couple days before the Los Angeles Auto Show, I got the opportunity to ride shotgun while Ford engineer Gene Martindale railed on a prototype on the Streets of Willow road course.

    Before I get into my impressions of my three laps in the car, we should take a look at some of the hardware of the fastest Focus ever.

    It is powered by a turbocharged 2.3-liter four-cylinder spinning out 23 pounds of boost to develop 350 horsepower and 350 pound-feet of torque. It feeds that power through a six-speed manual transmission to all four wheels via an all-wheel-drive system that can send 100 percent of the power to the front or rear axle. At the rear, Ford fits the RS with an electronically operated dual-clutch torque vectoring system that can overdrive the outside rear wheel in a turn.

    To get the desired levels of performance, significantly above the 252-horsepower Focus ST, Ford strengthened the body, focusing on the extra stress that would be put on the rear end. With that in mind, engineers added a "lion's foot" rear crossmember, structural foam in the chassis rails, and an additional brace at each rear wheel. Ford says these changes improve torsional stiffness by 23 percent over the base car and nine percent over the ST.

    The brakes are larger yet lighter than those in the ST. The front brakes are 13.8-inch Brembos with four-piston monoblock calipers. They are six percent lighter than the ST's brakes, and they are available with blue-painted calipers. There is no word on the size of the rear brakes yet.

    The standard tires are 19-inch Michelin Pilot Super Sports, and Pilot Sport Cup 2s are offered in the Track Package (along with those blue calipers).

    Ford also developed a Drive Mode system to control the behavior of the engine, dampers, exhaust, steering, AWD system, and electronic stability control. This system features Normal, Sport, Track, and Drift modes, as well as Launch Control.

    Animations of the Focus RS's hardware and systems can be seen in the accompanying video.


  • Lexus unveils new F-Sport performance accessory range

    Lexus unveils new F-Sport performance accessory range

    Lexus unveils new F-Sport performance accessory range


    It seems this year’s SEMA Show had almost as many official presentations as the true aftermarket guys and we’re not just talking regular production cars with shiny wheels and a new coat of paint. This year saw a number of carmakers unveil their own interior accessories, entire stand alone engine kits and factory-backed performance parts. One of the new kids on the block was Lexus, which today unveiled its new ‘F-Sport’ performance accessory line available for the IS250 and IS350.

    The F-Sport Accessory Line includes a wide cross-section of performance parts developed by TRD and fully covered by Lexus’ new car warranty.

    Some of the parts available include F-Sport 19in forged wheels designed in a dark graphite finish and available in either 8in or 9in wide sizes, a new brake package with six piston fixed calipers and drilled cast iron 355mm diameter rotors with a patented internal fin design mounted on anodized aluminum hubs, as well as carbon fiber-reinforced ceramic discs measuring up to 380mm in diameter.

    Performance upgrades include a new stainless steel exhaust system and a high-flow air intake. Handling is improved with a lowering spring set, a new sway bar and Bilstein Shock Absorbers.

    The F-Sport performance accessory line will be available in early March 2008, and will be sold through Lexus dealerships. In the meantime you can see more details of each component in the full press release below.


    Lexus Debuts F-Sport Performance Accessory Line At 2007 SEMA Show10/30/2007 Las Vegas

    October 30, 2007 – Las Vegas - Lexus today unveiled F-Sport, its first-ever performance accessory line available for the IS 250, and the IS 350. The line was premiered at the 2007 Special Equipment Marketing Association (SEMA) Show in Las Vegas, where the appearance marked the division’s first official participation at the show, attended by more than 100,000 industry leaders from over 100 countries showcasing the latest in automotive products, electronics, and aftermarket accessories.

    “The Lexus IS 250 and IS 350 sport sedans are specifically geared for the performance-minded customer,” said Brian Bolain, Lexus national interactive and automotive events manager. “The F-Sport performance accessory line helps to further realize each owner’s desire to personalize their car’s performance to best match their needs.”

    The F-Sport Accessory Line includes a wide cross-section of performance enhancing products engineered by TRD and covered by the Lexus new vehicle warranty, including:

    F-Sport 19″ Forged Alloy Wheels

    This lightweight forged alloy wheel, exclusively designed in a dark graphite finish, includes a staggered fitment with 19″ X 8″ front wheels and 19″ X 9″ rear wheels. Recommended tire sizes are 225/35R19 in the front and 255/35R19 in the rear.

    F-Sport Front Brake Upgrade

    The Front Brake Upgrade provides a firmer pedal feel and improved fade resistance in repeated severe duty use. The Brake features six piston fixed calipers, and drilled cast iron 355mm diameter rotors with a patented internal fin design mounted on anodized aluminum hubs. Braided stainless steel brake lines and low-dust performance brake pads are included and the upgrade can be used with stock or F-Sport upgraded rear brakes.

    F-Sport Rear Brake Upgrade

    Similar in construction to the F-Sport Front Brake Upgrade, the rear brake upgrade uses four piston fixed calipers and drilled cast iron 345mm diameter rotors. Braided stainless steel brake lines and low-dust performance brake pads are also included. The Rear Brake Upgrade may only be used in conjunction with F-Sport Front Brake Upgrade.

    F-Sport Continuous Carbon CeramicTM Brake Upgrade

    A new generation of carbon fiber-reinforced ceramic material technology maximizes high-temperature durability and system cooling in this ultimate upgrade for the IS F. Ceramic rotors measure 380mm diameter front and 355mm diameter rear on anodized aluminum hats. They incorporate the same internal cooling vane concepts as the F-Sport cast iron rotors, while significantly reducing unsprung and rotating mass compared to the IS F stock brake system. Distinctively finished six-piston front and four-piston rear fixed calipers signify leading-edge technology and performance. Specially qualified performance brake pads and stainless steel brake lines are included.

    F-Sport Exhaust System

    This system features all stainless steel construction with fully polished mufflers and double-wall exhaust tips. In addition to an outstanding appearance, it delivers a powerful, sport-tuned exhaust sound.

    F-Sport Lowering Spring Set

    This feature lowers the vehicle approximately 1″ in the front and rear for a more aggressive appearance and a lower center of gravity. The spring set is engineered to deliver lowered ride height without bottoming out or creating a harsh ride. The feature can be used with either the stock or F-Sport shock absorber set.

    F-Sport Sway Bar Set

    This includes a set of larger diameter, replacement front and rear sway bars that offer reduced body roll and flatter cornering. Urethane mounting brushings are also included to replace the original rubber brushings.

    F-Sport Bilstein Shock Absorber Set

    Developed in cooperation with Bilstein and available exclusively through the F-Sport Performance Accessory program, this shock absorber set offers sport-tuned suspension dampening without sacrificing ride quality.

    F-Sport Clutch

    The F-Sport Clutch increases clamping force approximately 15% to handle higher torque capacity and provide improved feel.

    F-Sport Quick Shifter

    Engineered and machined from billet aluminum, the F-Sport Quick Shifter decreases shift throw by approximately 30% for positive shifting.

    F-Sport Rear Chassis Member Brace

    To improve chassis stiffness under aggressive driving conditions and provide a more responsive feel during cornering, the F-Sport Rear Chassis Member Brace joins key rear chassis and suspension mounting points through this tubular steel brace.

    F-Sport Carbon Fiber Engine Cover

    Constructed from real carbon fibers, this very light and durable engine cover provides a high-tech appearance under the hood. This is a direct replacement for the original cover and is only available for the IS 350.

    F-Sport Air Intake

    This low restriction intake and filter assembly is fully compatible with stock engine controls and is emission legal in all 50 states.

    Lexus Genuine Accessory Ground Effects Kit

    For a lower, more aggressive appearance, this color-keyed four-piece body kit includes front and rear valences and side skirts.

    Lexus Genuine Accessory Rear Spoiler

    This rear deck mounted, color-keyed lip-style spoiler provides the finishing touch for the sport-tuned enthusiast.

  • Will Brakes Of Tomorrow Rely On Supercapacitors Instead Of Friction?

    2010 range rover sport brembo supercharged 126


    Advances in material science aside, not much has changed with vehicle braking systems over the past 200 years. While today’s antilock, six-piston caliper, carbon-ceramic rotor braking systems may not resemble the leather-pad-against-wooden-wheel systems found on early coaches, friction is still the deciding factor behind stopping.

    Friction creates heat, and heat can have a negative effect on component life and vehicle performance. Modern racing brake systems use ducted air to cool the brake system components, which themselves are designed to take a significant amount of heat. Block a brake vent duct, and bad things can potentially happen.

    Modern brake system components wear, too, and the harder they’re pushed, the quicker they wear. In endurance racing, it’s not uncommon for teams to replace both brake pads and rotors during a 24 hour event. What if a system could be designed that would brake the car via electromagnetic force, instead of friction?

    Such systems are no longer entirely the stuff of science fiction, thanks to ongoing research at the University of Minnesota and the University of North Texas. As Physorg reports, researchers have developed a supercapacitor that is small in scale, solid state and doesn’t rely on hazardous liquid electrolytes. In other words, they’re perfect for automotive applications.

    While both capacitors and batteries can be charged and discharged, capacitors do so much quicker than batteries. Batteries rely on a chemical process to store energy, while capacitors store it in an electric field. The drawback to current capacitors is that they discharge stored energy all at once, instead of in a linear fashion like batteries.

    Don’t expect the 2014 Corvette to come with supercapacitor brakes, since the concept is still in its infancy. As Antony Ingram explains on Green Car Reports, these supercapacitors will likely first be used to supplement batteries in hybrid vehicles, often charged via regenerative braking. When the technology is mature, it could then potentially be adapted for other applications, like electromagnetic braking systems.

    There are other performance benefits, too. Mainstream automobiles typically use cast iron brake rotors, and cast iron is very heavy. Worse, it’s what engineers call “unsprung weight,” and reducing this improves both performance and ride quality.  If a braking system can be designed that reduces both heat build-up and unsprung mass, we’re guessing it would be adopted quickly.

  • Drilled, slotted, or vented; which brake rotors are best?

    Smooth Rotors

    Smooth Brake Rotors

    Slotted Rotors

    Slotted Brake Rotors

    Cross Drilled Rotors

    Cross Drilled Brake Rotors

    Drilled & Slotted Rotors

    Drilled & Slotted Brake Rotors

    Choosing the Right Brake Rotor


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