PORSCHE 911 TURBO SETS E/T WORLD RECORD

Watch this high dollar car hit the drag strip… it’s a twin turbo Porsche 911 with a dose of nitrous and racing tires! This owner isn’t afraid to abuse this beautiful german machine. He went after the world record stock motor & stock turbos Porsche 911 1/4 mile pass E/T and snatched it! Just awesome!

Can This Corvette Z06 Really Keep Up With A Lamborghini Huracan?

Watch this Corvette Z06 hang with A Lamborghini Huracan!

Ok, so we know that the Corvette isn’t exactly stock, and that it does get beat on the second run, but this is a classic example of brute muscle versus traction and handling. The Corvette has the power to overtake the Lambo in some cases, but in others, the Lambo just has too much traction for the Corvette to keep up. Either way, both are technological marvels and are stunning to look at!

Smoking Hot McLaren

Check out this smoking hot McLaren shoot flames from its exhaust… and melt its bumper too!

We tried to find out how much a new bumper for a McLaren 12c costs, but it isn’t exactly a part that is readily available in the US. No doubt it is exceptionally expensive, considering the starting price for one of these exotic sportscars was around a quarter of a million dollars USD. This guy must have money to burn(no pun intended) because he sure lays on that throttle pretty hard and melts his bumper pretty good!

Porsche 911 Evolved!

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G-Series

The Porsche 911, perhaps more than any other modern car, is clearly a lineal descendant of its original forebear. While today’s Porsche 991 is both bigger and exponentially more sophisticated than the original 901 that bowed at the 1963 Frankfurt motor show, the newest 911 is simply the latest evolution of an enduring era.

The first 911 was an evolution of the Volkswagen-derived Porsche 356. Conceived as a bigger four-seat 356, the 911 became an all-new car featuring a new chassis with MacPherson struts, semi-trailing arms and torsion bar springs, and a brand-new air-cooled, OHC flat-six, initially making 128 hp from 1,991cc. The styling was the work of Ferdinand Alexander “Butzi” Porsche. It echoed the 356’s familiar fastback silhouette, but it turned out to be a timeless design. Central to its character was the fact that the 911 demanded an expert touch from its driver. The short wheelbase, rear-weight bias and semi-trailing arm rear suspension made it easy to break the tail loose. Porsche made various attempts to mitigate that behavior, including an inelegant set of front “bumper reinforcement” weights and a modest wheelbase stretch. But the 911’s defiant tail was not fully tamed until the ’90s.

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964 generation

The 911’s wheelbase grew from 87.1 to 89.4 inches in 1969, and its overall length increased about 4.5 inches in 1974 with the addition of bigger 5-mph bumpers. But it remained a very compact car. Mechanical fuel injection was introduced in 1969, became standard in 1974 and gave way to Bosch digital engine management in 1984. Lower compression ratios kept a lid on peak horsepower throughout the ’70s, but performance remained fairly consistent thanks to a series of displacement increases. Starting in 1975, there was also the fearsome 930 Turbo, initially making 260 hp DIN from 2,994cc. The Turbo disappeared from the U.S. in 1980, and by mid-decade, normally aspirated cars could be ordered with the 930’s wide-fendered body and “whale-tail” spoiler. The 930 returned to the U.S. in 1986 with 282 hp.

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993 generation

In 1989, Porsche introduced the much-revised 964-generation car, with tidied-up aerodynamics, a retractable rear wing, ABS, power steering, a new suspension with coil springs instead of torsion bars and an updated 3,600cc engine with 247 hp. After decades of styling stasis, the 964 brought a more minimalist silhouette and a somewhat more modern interior layout to Porsche’s signature model. It was also the beginning of the end for the mechanically dead-simple 911. The first 964 was the Carrera 4, with an all-wheel-drive system that decisively addressed the 911’s tail-out antics, though at some cost in sharpness. A rear-wheel-drive Carrera 2 followed in 1990, adding an optional four-speed Tiptronic automatic. The 964 Turbo arrived for 1991, initially with a 315-hp 3,299cc engine; a 355-hp Turbo 3.6 followed in 1993.

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996 generation

In 1994, the 964 was replaced by the 993, the final air-cooled 911, sporting an extensive facelift, more power and a choice of six-speed manual or Tiptronic. The biggest change was a new multilink rear suspension that finally laid to rest most of the RWD 911’s nasty habits. The Carrera 4 also returned with a simplified, lighter AWD system. The 993 Turbo arrived in 1995, featuring AWD and 400 hp. The new Turbo was shatteringly quick. But while the Turbo was a little insane, the first 911 GT2 was positively bonkers. Fifty-seven were built as homologation specials so that 993-generation cars could compete in GT2-class racing. The earliest GT2s carried air-cooled, 3.6 liter twin-turbo flat-sixes making 430 hp, though after ’98 the motor made 450 hp. The GT2 was capable of sub-four-second 0-60 sprints.

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997 generation

In September 1997, Porsche introduced the first water-cooled 911, the 996. It was still a rear-engined 2+2, but it had close ties to the mid-engined Boxster, using a 3,387cc derivative of its 24-valve “Wasserboxer” with 296 hp. The 996 was the first 911 to have been totally redesigned. In addition to the water-cooled engine, the body and interior were almost entirely new. The “fried-egg” headlights of the early 996 were deemed too similar to those of the lower-priced Boxster and were changed for the 2002 model year. The 996-generation spawned 16 variants, with the Turbo S, GT3, GT3 RS and GT2 taking the performance of street-going 911s to new heights. The AWD Turbo S and RWD GT2 laid claim to the gaudiest numbers, but the naturally aspirated GT3 and GT3 RS took over the track-focused mantle.

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991 generation

The evolutionary 997 followed for 2005 and went on to become the best-selling generation of 911 yet. Porsche traditionalists lauded the return to round headlights, and a better interior brought the 911 more in line with the other high-priced sports cars. Performance for the 997 was staggering: The 911 Turbo S was capable of 0-60 runs of less than three seconds. The 997-generation cars were the first 911s to make use of the new PDK semiautomatic transmission. As the Nürburgring Nord-schleife production car lap-time record became a source of bragging rights, Porsche watched Dodge and Nissan set unbelievable times with their GT-R and Viper ACR. So, Porsche began development of the 911 GT2 RS, which set a time of 7:18, taking the record, if only momentarily.

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The 991 arrived in 2012 with a sleeker profile, a longer wheelbase and the choice of rear-wheel drive or all-wheel drive, and normally aspirated or twin-turbo engines. It is larger and more refined than the outgoing 997, but it’s also lighter and more powerful. There are some who insist the water-cooled models are not real 911s. However, the 911 has survived because it evolves. Porsche has considered replacing the 911, but each time it has recognized that doing so would be foolhardy. If you say “Porsche,” people still assume you mean the 911. The car represents tangible reassurance that Porsche hasn’t lost touch with its roots even as the company expands into new arenas. For that reason alone, the 911 is likely to continue for as long as Porsche does.

BMW M4 Stunt on the World’s Most Insane Racetrack: An Aircraft Carrier

This BMW M4 stunt tackles uncharted territory. It’s the maverick stunt that appears too good to be true.

BMW has captured headlines within the automotive industry with a video featuring its new M4 Coupe on the “Ultimate Racetrack”.
Check out the video below and tell us what do you think of it!

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WATCH: Man Crashes $1.9M Ferrari Right After Leaving the Dealership

Just minutes after leaving the dealership, a man in Budapest crashed his brand new, $1.9 million Ferrari, also known as one of the most expensive cars in the world.

And to add insult to injury, the whole thing was captured on video, “Fox and Friends” reported Thursday morning.

Witnesses say the driver may have gotten a little too excited about his new car’s acceleration, which can go up to 62 miles per hour in just under three seconds.

Footage shows the driver lost control of the 950 horsepower hybrid, swerving across the road and smashing into three parked cars.

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2016 Ford Mustang Shelby GT350

The GT350 is a new kind of Mustang. Track-ready from the factory, its V-8 makes 526 hp and some of the best 8200-rpm noises you’ll ever hear. On this episode of Ignition presented by Tire Rack, Jason Cammisa explains what makes this flat-plane-crankshaft different from a regular V-8 using a set of drums. Then, measures the engine’s output on a DynoJet dynamometer. Even if you don’t know what a dyno is, you’ll love the sounds this engine makes – and the shots of race-car driver Randy Pobst hammering this special car around Chuckwalla Valley Raceway. Could it be that this American muscle car is actually a better driver’s car than most sports cars? We think so – find out why.

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Burning Rubber in a Mustang is Easier Than Ever

The Mustang includes a Line Lock system, which can lock the front brakes electronically, allowing drivers to perform big, smoky burnouts without moving an inch. It’s sort of like launch control on crack!

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Mustang Shelby GT350!

The heart and soul of this beast lives in the 5.2L V8 engine with a flat-plane crank that produces 526 horsepower. It’s bolted to a world-class TREMEC® 3160 6-speed manual transmission and you have a car that delivers 429 lb.-ft. of torque.

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All-New Shelby 2016 GT350 Mustang Flogged by Motor Trend

Is the 2016 Shelby GT350 Mustang the perfect driver’s car?

2016 Shelby GT350 Mustang
 
 
 

If you were wondering what it’s like to get behind of the wheel of the all-new Shelby GT350, wonder no further because our friends over at Motor Trend have just gotten their hands on one of these highly sought after ponies. The GT350 is a new kind of Mustang and it’s aimed at dominating in all forms of automotive performance. The steed is track ready from the factory and the V8 under the hood is a real testament to that as it cranks out 526hp and revs all the way up to 8,250 rpm.

On this episode of Ignition, presented by Tire Rack, Jason Cammisa explains what makes this flat-plane crankshaft different from a regular V-8 using a set of drums. Then, measures the engine’s output on a DynoJet dynamometer. Of course you can’t test a race car without a real race car driver so our resident racer, Randy Pobst got behind the wheel of the GT350 and put the hammer down around Chuckwalla Valley Raceway.

Check out the video and see if the new American muscle car is actually a better driver’s car than most sports cars!