Mazda RX7 Wallpapers
 |
| Mazda RX7 Sport Car Wallpaper |
 |
| Mazda RX7 |
 |
| Mazda RX7 |
 |
| Mazda RX7 |
 |
| Mazda RX7 |
 |
| Mazda RX7 MotorSports Wallpaper |
 |
| Mazda RX7 |
Honda S2000 HD Wallpapers
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
 |
| Honda S2000 HD Wallpaper |
2012 Buick Regal GS Review and Pictures
The
last time a GS model was released by Buick, it was 2004. This model was
powered by a 3.8 L L67 Series II supercharged V6 that produced 240 HP
and 280 lb-ft of torque. Technology, and the constant need to improve
fuel economy, has allowed Buick to pump out more horsepower out of a
smaller engine, all while providing an estimated fuel economy of 33 MPG.
UPDATE 08/04/2011:
Buick has announced that the Regal GS will be put on sale this fall at a
starting price of $35,310, which includes a $860 destination charge.
Standard features on the GS model include: push-button start; a
leather-wrapped, flat-bottom sport steering wheel with audio controls;
metal sport pedals; and leather-appointed, heated and 12-way adjustable
sport seating, a Harman Kardon premium 336-watt, 5.1 Matrix Surround
Sound system with nine speakers.
The
Regal GS exterior is defined by prominent, vertical air intake slots
and specific grille treatment. The vertical elements of the vehicle are
accented in a satin-metallic finish and feature a pair of integrated,
satin-metallic trapezoidal exhaust outlets and an integrated rear
spoiler.
The
GS cuts a sportier stance, too, with a lower ride height than other
Regal models and aggressive 19-inch, 5-Twin Spoke alloy wheels and
all-season tires (20-inch, 5-Twin Spoke polished alloy wheels with
performance tires are optional).
Standard
features on the GS model include: push-button start; a leather-wrapped,
flat-bottom sport steering wheel with audio controls; metal sport
pedals; and leather-appointed, heated and 12-way adjustable sport
seating, a Harman Kardon premium 336-watt, 5.1 Matrix Surround Sound
system with nine speakers.
For
the interior, Buick is offering a racing-inspired, flat-bottom sport
steering wheel and metal sport pedals, along with leather-appointed
12-way power-adjustable sport driver and front passenger heated seats.
Engine
The
2012 Buick Regal GS has the privilege of being powered by Buick’s
exclusive Ecotec 2.0L direct-injected turbocharged four-cylinder,
boasting of direct injection, continuously variable valve timing, forged
steel crankshaft, a twin scroll design turbocharger, and an efficient
intercooler system. This whole package was SAE-certified to deliver 270
horsepower (201kW) and 295 lb.-ft. of torque (400Nm), up from the 255 HP
originally predicted and much higher than the current Regal Turbo and its 220 HP. The peak torque is available at a low 2,400 rpm, but 95% of it is available between 2,300 and 4,900 rpm.
The
EcoTec engine is mated to a standard six-speed manual transmission, but
a six-speed automatic will be available at a later date. This complete
package allows the Regal GS to complete the 0-60 mph sprint in 6.7
seconds, nearly two seconds faster than the Regal Turbo.If
anyone thinks fuel economy will suffer because of the added horsepower,
they would be absolutely wrong. The Buick Regal GS actually gets 33 MPG
(7.1L/100km), which is about 1 MPG better than the standard Regal. This
vehicle truly achieves the best of both worlds.
Buick Regal GS Features
The
Buick Regal GS features a four-wheel-independent suspension with a
unique High Performance Strut (HiPerStrut) front suspension design. The
HiPerStrut system minimizes torque steer and maximizes the contact
between the tires and the road when cornering. The Interactive Drive
Control System chassis technology, which increases handling and
stability, is also present in the Regal GS.
This
system comes with two options in the Regal Turbo, “Standard” for
everyday use and “Sport” for a higher level of performance. However,
unlike the Regal Turbo, the Regal GS also gets a “GS” mode which further
tightens the suspension and steering response. Braking power for the GS
comes in the large diameter four-wheel disc brake system that features
big, four-piston Brembo front calipers, as well as standard StabiliTrak
electronic stability control with integrated, full-speed traction
control.
Buick Regal GS Pricing
The
Buick Regal GS will be in dealerships in the fall of 2011 with a
starting price of $35,310, which includes a $860 destination charge.
Toyota Corolla Sedan Pictures
 |
| Toyota Corolla Sedan Picture |
 |
| Toyota Corolla Sedan Picture |
 |
| Toyota Corolla Sedan Picture |
 |
| Toyota Corolla Sedan Picture |
 |
| Toyota Corolla Sedan Picture |
 |
| Toyota Corolla Sedan Picture |
Suzuki GS500E/F Suspension Upgrades-Rear Shock Options
There are a lot of options here for upgrades and room for
improvements.I will list each with my opinions and experiences.I will
start with the most expensive option first and work down to the least
expensive.
$695 Works piggy back street shock offers non adjustable dampening,but does offer adjustable preload.Pretty much a stock shock with better valving and you can chose a stiffer spring.Better options on the used market.I'm not real familiar with this shock.I don't know if it changes the height from stock.
$150-$500 Cannon Race Craft will re-spring and re-valve your shock, and work with you to get the proper spring rate for your application.They will rebuild and modify shocks upon request.Ask for Tony.Even tho the GS shock only has preload adjustment,Cannon should be able to re-spring and re-valve the shock to match any upgrades done to the front suspension.This is an option for someone needing a new shock that wants a no fuss set up that's better than new.This set up will not raise the bike up,unless the shock was sagging from age and wear.
$50-$200 2006+ Yamaha YZF6R AKA R6 rear shock.These can be rebuilt with Race Tech springs and valving for a super performing shock.These are completely adjustable right off.Very few will feel the need to build their shock for better performance.You need the shock with the clevis on the bottom,along with the bushing that goes through the linkage,and bolt.The red spring has a rating of 9.8kg/mm and the yellow spring has a rating of 10.1kg/mm.Not really enough to make much difference.I say go yellow if you can.This shock may raise the rear about an inch.This is usually due to an old sagging shock or old badly adjusted original shock preload.
$40-$120 Suzuki SV650 rear shock.You need the standard shock without the fluid reservoir.The clevis end has to have a new mounting hole drilled and the excess clevis has to be cut off.This is not really difficult but a beginner mechanic should weigh options carefully and seek help.I don't know the spring rate difference between colors.Here is a write up on modifying the shock to fit.Be aware that this shock can raise the rear up a couple inches which can cause the steering to quicken dramatically.This may cause a new rider to crash.
$15-$80 88-97 Suzuki GSX600/750F Katana rear shock.This is the shock I have.It has preload adjustment and rebound adjustment.It will raise the rear about 1 to 1.5 inches in the rear.This depends on preload, and how bad the old shock was sagging or adjusted.These shocks are getting hard to find in good usable shape.They can be rebuilt but you have to find a very knowledgeable person to do the work.That gets expensive.
If you install a shock,and it's too high,you have options.No need to remove a shock upgrade because of the height.You can get lowering links fairly cheap.Most will get 1 to 2 inches of drop.That will more than compensate for the shock's extra lift.They are easy to change.Suspension links are the same from 1989-2011
Yana Shiki 2" Drop Billet Aluminum Lowering Links
GS500 Lowering Links
Burkhart Cycle 1 to 3 inch drop links
$695 Works piggy back street shock offers non adjustable dampening,but does offer adjustable preload.Pretty much a stock shock with better valving and you can chose a stiffer spring.Better options on the used market.I'm not real familiar with this shock.I don't know if it changes the height from stock.
$150-$500 Cannon Race Craft will re-spring and re-valve your shock, and work with you to get the proper spring rate for your application.They will rebuild and modify shocks upon request.Ask for Tony.Even tho the GS shock only has preload adjustment,Cannon should be able to re-spring and re-valve the shock to match any upgrades done to the front suspension.This is an option for someone needing a new shock that wants a no fuss set up that's better than new.This set up will not raise the bike up,unless the shock was sagging from age and wear.
$50-$200 2006+ Yamaha YZF6R AKA R6 rear shock.These can be rebuilt with Race Tech springs and valving for a super performing shock.These are completely adjustable right off.Very few will feel the need to build their shock for better performance.You need the shock with the clevis on the bottom,along with the bushing that goes through the linkage,and bolt.The red spring has a rating of 9.8kg/mm and the yellow spring has a rating of 10.1kg/mm.Not really enough to make much difference.I say go yellow if you can.This shock may raise the rear about an inch.This is usually due to an old sagging shock or old badly adjusted original shock preload.
$40-$120 Suzuki SV650 rear shock.You need the standard shock without the fluid reservoir.The clevis end has to have a new mounting hole drilled and the excess clevis has to be cut off.This is not really difficult but a beginner mechanic should weigh options carefully and seek help.I don't know the spring rate difference between colors.Here is a write up on modifying the shock to fit.Be aware that this shock can raise the rear up a couple inches which can cause the steering to quicken dramatically.This may cause a new rider to crash.
$15-$80 88-97 Suzuki GSX600/750F Katana rear shock.This is the shock I have.It has preload adjustment and rebound adjustment.It will raise the rear about 1 to 1.5 inches in the rear.This depends on preload, and how bad the old shock was sagging or adjusted.These shocks are getting hard to find in good usable shape.They can be rebuilt but you have to find a very knowledgeable person to do the work.That gets expensive.
If you install a shock,and it's too high,you have options.No need to remove a shock upgrade because of the height.You can get lowering links fairly cheap.Most will get 1 to 2 inches of drop.That will more than compensate for the shock's extra lift.They are easy to change.Suspension links are the same from 1989-2011
Yana Shiki 2" Drop Billet Aluminum Lowering Links
GS500 Lowering Links
Burkhart Cycle 1 to 3 inch drop links
Suzuki GS500E/F Suspension Upgrades-Stock Fork Improvements
I am often asked about the suspension upgrades I have done to my
Suzuki GS500E.I have done so many,it's hard to go through them all in
one post.So I'll break it down into three posts,stock fork
improvements,rear shock options,and upgrading to an 88-97 Suzuki
GSX600/750F Katana complete front suspension.
The GS500 forks are just ok for cruising around on, if you're under 140 pounds.The later GS500F models (02+) seem to have a better spring rate than 89-01 models.I haven't been able to confirmed this.I am going based on word of mouth from internet forums.Anyway it goes,the forks are still lacking performance.Most people complain about the front forks bottoming out and being squishy.Squishy is a technical term used when discussing the soft GS500 suspension.The best upgrade is new fork springs,better heavier oil,and a fork brace fender mount.The GS500 forks are only 37mm in diameter,which is tiny and flexible.
FORK SPRINGS-What's best for me?
There is no perfect answer for this,So I will break it down based on my opinion, on what I have learned from my experiences,as well as others that I have talked to.First, there are two types of fork springs, progressive rate and straight rate.Please don't confuse Progressive "name" brand springs with progressive "rate" springs.Progressive rate springs get stiffer the more the suspension is compressed.Straight rate springs are completely compressed after the weight rating is exceeded.Straight rate springs are sized to the application and rider.Example,a rider that only rides solo and commutes can get away with a softer spring.Where as a heavier rider, that rides two up through curvy roads, will need a stiffer spring.
I break it down like this.
PROGRESSIVE RATE SPRINGS
For the general rider that commutes and does light traveling, with a little sport riding thrown in,progressive rate springs will work great.The springs are progressive so the manufactures don't usually give out rating numbers.They are also the cheapest cost wise,usually $20 to $50 cheaper than straight rate springs.
Progressive Suspension Fork Spring 11-1128
STRAIGHT RATE SPRINGS-
80kg/mm-under 140lbs total riders weight
85kg/mm-under 160lbs total riders weight
90kg/mm-under 180lbs total riders weight Race Tech Fork Springs - 0.90kg/mm FRSP S2938090 Most popular option.
95kg/mm-under 200lbs total riders weight
These weights can actually go 30lbs either up or down.It's just a guideline.Going up on kg/mm gives a stiffer spring rate.There is no 100% correct spring rate.It's all based on personal preference.
Stock springs are rated at .594 kilograms per millimeter AKA kg/mm.
FORK OILS
I recently had a discussion,with Tmod on KatRiders forum, on this very subject.I used factory 15w Suzuki fork oil, after rebuilding my forks.I decided to do some cold weather riding,at least cold for my area.The temperature ranged from mid 50'sF to low 40'sF.My front end was rigid.Even after 120 miles, my forks never softened up.When I would hit a bump at speed, the front wheel would lift off the road surface.Sounds fun eh?Nope,not when it's out of your control.During my discussion,I was put on the right track to solve my rigid cold fork problem.I was referred to a product that is perfect for most applications.A quick issue needs to be addressed here.As temperatures drop,oils thicken.To solve this problem,we need an oil that maintains it's viscosity over a broader range of temperatures.Bring on the synthetic blend fork oils.Tmod introduced me to Torco RFF fork oils.They hold their viscosity better in all temperatures.The best for most applications is Torco RFF 15.If you're under 150lbs,try out the Torco RFF 7.Each fork holds approximately 382ml or roughly half a quart.
Torco tech sheet PDF
Torco RFF 7 Fork Oil
Torco RFF 7 Fork Oil
FORK BRACE FENDER MOUNT
These are 100% custom made.I have never ran one on a GS500 front forks.I know they help.Anything that stiffens the front end, and keeps the tire running true,helps feel,feed back,and performance.The fork sliders can move ever so slightly out of line, when moving up and down the chrome fork stanchions.Along with this,the sliders can rotate ever so slightly, causing the front wheel to track off in relation to handle bar position.Most riders will never push their GS500 hard enough to notice this.For those of us that do,we need a fork brace fender mount.There are three ways to get them,hope that one comes up for sale on ebay,check GStwins forum to see if anyone is making/selling them,last but not least,take your stock fork brace fender mount to a machine shop, and have them make one out of 3/8 inch aluminum plate.They're simple and people report having them made between $40 and $60.
Emulators,these are a whole different monster.Unless you are racing in a class that requires you to use stock forks,forget them.They are expensive and require extensive knowledge on how to set them up and tune them.The forks have to be partially dismantled to make adjustments to them.Money would be better spent on upgrading to an 88-97 Suzuki GSXF600/750F Katana front end.I will be doing a write up on that soon.
The GS500 forks are just ok for cruising around on, if you're under 140 pounds.The later GS500F models (02+) seem to have a better spring rate than 89-01 models.I haven't been able to confirmed this.I am going based on word of mouth from internet forums.Anyway it goes,the forks are still lacking performance.Most people complain about the front forks bottoming out and being squishy.Squishy is a technical term used when discussing the soft GS500 suspension.The best upgrade is new fork springs,better heavier oil,and a fork brace fender mount.The GS500 forks are only 37mm in diameter,which is tiny and flexible.
FORK SPRINGS-What's best for me?
There is no perfect answer for this,So I will break it down based on my opinion, on what I have learned from my experiences,as well as others that I have talked to.First, there are two types of fork springs, progressive rate and straight rate.Please don't confuse Progressive "name" brand springs with progressive "rate" springs.Progressive rate springs get stiffer the more the suspension is compressed.Straight rate springs are completely compressed after the weight rating is exceeded.Straight rate springs are sized to the application and rider.Example,a rider that only rides solo and commutes can get away with a softer spring.Where as a heavier rider, that rides two up through curvy roads, will need a stiffer spring.
I break it down like this.
PROGRESSIVE RATE SPRINGS
For the general rider that commutes and does light traveling, with a little sport riding thrown in,progressive rate springs will work great.The springs are progressive so the manufactures don't usually give out rating numbers.They are also the cheapest cost wise,usually $20 to $50 cheaper than straight rate springs.
Progressive Suspension Fork Spring 11-1128
STRAIGHT RATE SPRINGS-
80kg/mm-under 140lbs total riders weight
85kg/mm-under 160lbs total riders weight
90kg/mm-under 180lbs total riders weight Race Tech Fork Springs - 0.90kg/mm FRSP S2938090 Most popular option.
95kg/mm-under 200lbs total riders weight
These weights can actually go 30lbs either up or down.It's just a guideline.Going up on kg/mm gives a stiffer spring rate.There is no 100% correct spring rate.It's all based on personal preference.
Stock springs are rated at .594 kilograms per millimeter AKA kg/mm.
FORK OILS
I recently had a discussion,with Tmod on KatRiders forum, on this very subject.I used factory 15w Suzuki fork oil, after rebuilding my forks.I decided to do some cold weather riding,at least cold for my area.The temperature ranged from mid 50'sF to low 40'sF.My front end was rigid.Even after 120 miles, my forks never softened up.When I would hit a bump at speed, the front wheel would lift off the road surface.Sounds fun eh?Nope,not when it's out of your control.During my discussion,I was put on the right track to solve my rigid cold fork problem.I was referred to a product that is perfect for most applications.A quick issue needs to be addressed here.As temperatures drop,oils thicken.To solve this problem,we need an oil that maintains it's viscosity over a broader range of temperatures.Bring on the synthetic blend fork oils.Tmod introduced me to Torco RFF fork oils.They hold their viscosity better in all temperatures.The best for most applications is Torco RFF 15.If you're under 150lbs,try out the Torco RFF 7.Each fork holds approximately 382ml or roughly half a quart.
Torco tech sheet PDF
Torco RFF 7 Fork Oil
Torco RFF 7 Fork Oil
FORK BRACE FENDER MOUNT
These are 100% custom made.I have never ran one on a GS500 front forks.I know they help.Anything that stiffens the front end, and keeps the tire running true,helps feel,feed back,and performance.The fork sliders can move ever so slightly out of line, when moving up and down the chrome fork stanchions.Along with this,the sliders can rotate ever so slightly, causing the front wheel to track off in relation to handle bar position.Most riders will never push their GS500 hard enough to notice this.For those of us that do,we need a fork brace fender mount.There are three ways to get them,hope that one comes up for sale on ebay,check GStwins forum to see if anyone is making/selling them,last but not least,take your stock fork brace fender mount to a machine shop, and have them make one out of 3/8 inch aluminum plate.They're simple and people report having them made between $40 and $60.
Emulators,these are a whole different monster.Unless you are racing in a class that requires you to use stock forks,forget them.They are expensive and require extensive knowledge on how to set them up and tune them.The forks have to be partially dismantled to make adjustments to them.Money would be better spent on upgrading to an 88-97 Suzuki GSXF600/750F Katana front end.I will be doing a write up on that soon.
Honda S2000 Roadster Car Pictures
The Honda S2000 is a roadster that was manufactured by the Japanese automaker Honda Motor Company.
It was launched in April 1999 and was created to celebrate the
company's 50th anniversary. The car was first shown as a concept at the Tokyo Motor Show in
1995, following which it was launched in world markets in 1999. The
S2000 is named for its engine displacement of 2 L, carrying on in the
tradition of the S500, S600, andS800 roadsters of the 1960s.
Several revisions were made throughout the car's lifetime, including changes to the engine, gearbox,
suspension and interior and exterior. Officially two variants exist:
the initial launch model was given the chassis code AP1, while the AP2
designation was given to vehicles produced from mid-2003 onwards. Though
cosmetically similar, the AP2 incorporated significant changes to the
drivetrain and suspension. Production of the S2000 ceased in June 2009.
Honda S2000 Pictures
 |
| Honda S2000 Picture |
 |
| Honda S2000 Picture |
 |
| Honda S2000 Picture |
 |
| Honda S2000 Picture |
 |
| Honda S2000 Picture |
 |
| Honda S2000 Picture |
  | |
| Manufacturer | Honda Motor Company |
|---|---|
| Production | 1999-2009 |
| Class | Sports Car |
| Body style | 2-door roadster |
| Layout | FMR layout |
| Designer | Shigeru Uehara |
Alfa MiTo Range Review
Alfa Mito range is
equipped with the Q2 electronic differential on the front wheel, which
allows for faster cornering and more tightly without losing traction.
Choosing the setting will change the behavior of the engine, steering,
suspension, gearbox, as well as braking.
Alfa Mito Range Engine
The new Alfa Mito range is
available with a 1.4 liter gasoline engine, while the diesel engine is
available in 1.3 liter engine that looks smoother and faster, and
1.4-liter diesel is more agile. Mito to be “sporty supermini car” that
sought to try to be a sports car entirely, have better cornering
capability.
Available
in3 new engines: 1.4 liter 8v 78bhp (available in advance and Sprint)
to reduce emissions, better MPG and Start & Stop MultiAir 1.4 liter
105bhp as standard to power, more torque and MPG and the number of
congestion busting / 1.3 JTDM new tax-2 which produces 85bhp and 95 g/km
CO2 only, which means travel outside the congestion charge zone,
together with free road tax and first registration fee. Business users
are also entitled to an allowance of 100 per cent stake in the first
year of ownership. The Alfa MiTo will be available in bronze metal, a
range of new colors for Alpha, was unveiled at the fair this year’s
Geneva Motor. Progression and Sprint versions, which can also be chosen
with new Sprint Bronze upholstery.
