My 2017 GT
11-27-2016, 08:06 PM
#151
MBWorld Fanatic!
Thread Starter
Thx guys. It's funny, I have 911s running up may rear trying to get a look.
A few mods soon.
Sanch, that coupe is looking great man.
A few mods soon.
Sanch, that coupe is looking great man.
Last edited by AMG 17GT; 11-27-2016 at 08:09 PM.
11-30-2016, 07:49 PM
#154
MBWorld Fanatic!
Thread Starter
Yes David I am. But the car far exceeds my expectations. Car is like a vault.
911s are everywhere trying to figure it out ...
Looking for the weistec coilover impressions from Blackout as well. Thx.
911s are everywhere trying to figure it out ...
Looking for the weistec coilover impressions from Blackout as well. Thx.
Last edited by AMG 17GT; 11-30-2016 at 08:04 PM.
12-01-2016, 08:14 AM
#155
[QUOTE=AMG 17GT;6983246]Yes David I am. But the car far exceeds my expectations. Car is like a vault.
911s are everywhere trying to figure it out ...
Looking for the weistec coilover impressions from Blackout as well. Thx.[/QUOTE
Look your car is a fantastic car and I wish you many trouble free miles, but for someone that doesn't like us talking about porsche you sure find ways to continue the conversation.
911s are everywhere for a reason! If I have to explain it's not worth my time. Read the posted articule it sums it up very clearly.
http://flip.it/RvWG15
911s are everywhere trying to figure it out ...
Looking for the weistec coilover impressions from Blackout as well. Thx.[/QUOTE
Look your car is a fantastic car and I wish you many trouble free miles, but for someone that doesn't like us talking about porsche you sure find ways to continue the conversation.
911s are everywhere for a reason! If I have to explain it's not worth my time. Read the posted articule it sums it up very clearly.
http://flip.it/RvWG15
12-01-2016, 09:17 AM
#157
Member
2017 PORSCHE Turbo S - Weapons Grade 911
Thought would share an outstanding article about the PORSCHE 911. Read on Folks.
"Every 911 engine now comes equipped with a pair of turbos, but only one variant of this Germanic icon is simply known as “The Turbo.” It has been so since its 1974 introduction, so sayeth our lady of blessed acceleration, amen.
Along with the entire 911 model line, this ultimate turbocharged version, the Turbo S also receives a host of 991.2-generation revisions: refined styling, lighting, and aerodynamics, as well as a much-needed, comprehensive infotainment upgrade and gains in both power and efficiency.
Chief among these improvements are a special pair of turbochargers with larger impeller blades and a modified housing now specific to the weapons-grade S for the first time. For 2017, fuel injectors for both the Turbo and Turbo S cope with a system pressure of 2,900 psi, which is up from 2,030 psi. The Turbo S’ 3.8-liter direct-injected, variable-vane, turbocharged flat-six makes an astounding 580 horsepower and 516 lb-ft of torque (553 lb-ft in temporary 2.2 psi overboost mode between 2,250 and 5,000 rpm in Sport or Sport Plus mode) with virtually zero turbo lag.
Our track results can vouch for the newfound potency and response. It reaches 60 mph in 2.5 seconds (reading that sentence aloud takes 2.5 seconds). It does the 0–100 run in six flat (not bad for a flat-six), and blasts from 0 to 100 mph and back in 9.7 seconds. It almost makes the Porsche’s 10.5-second, 131.8-mph quarter-mile time anticlimactic.
So, for context: How does that stack up? This is the hardest-launching production car we’ve ever tested (0–30 mph in 0.9 seconds, and also the quickest to 40 and 50 mph as well). It’s the quickest 911 to 60 mph and in the quarter mile, and it has the highest trap speed. By 60 mph, it’s a mere 0.1 second behind the million-dollar 918 hybrid hypercar, and it’s behind by just 0.5 second at the quarter mile.
LAUNCH IN 3, 2, 1
Fortified by Porsche’s industry-standard double-clutch automated-manual transmission and with the addition of a new thumb wheel drive-mode selector (eliminating the Sport/Sport Plus button from the console), the launch protocol for the all-wheel-drive supercar is even easier than it was before.
It goes like this: Disable the traction control, rotate the wheel to Sport Plus, mash both pedals to the floor, and then release the brakes when the tach needle steadies at 5,600 rpm. If the tires are cold, the 3,557-pound car will spin the rears, even with 61 percent of its weight astern. The Turbo S sorts out how much power goes where and cracks off quick and liquid-smooth upshifts all by itself. It’s almost too easy, really. (New for 2017: Manual shift mode will now allow the engine to bang off the 7,200-rpm rev limiter rather than upshifting.) We tried softening the adjustable dampers for more rear-weight bias on one launch and experienced what can only be described as a wheelie. No one was there to witness it from outside the car, but with a combined two feet (305mm x 2) of properly heated rubber at the back, releasing the brakes caused the nose of the car to lift and point over the horizon like a bird dog. Steering did very little to affect its heading until somewhere close to 40 mph. After launching 1,500 cars in my career, even one that produced 1,000 horsepower on Hoosier racing slicks, this wheelie was a first for me—and it happened with Pirelli P Zero street tires and a 220-treadwear rating, which are good for 15,000 miles. Speaking of grip, this car matches its Turbo S predecessor (wearing Dunolop Sport Maxx Race tires with an 80-treadwear rating) on our figure-eight test at 22.9 seconds, the latter slightly better on the skidpad with a 1.07 g lateral acceleration to the 2017 Turbo S’ 1.04 g. Thanks to standard 16.1-inch front and 15.4-inch rear carbon-ceramic brakes, now on their third generation, the new Turbo S also stops shorter from 60 mph (97 feet) compared to its forerunners. Supercar bar raised? You could say that.
THE EVERYDAY SUPERCAR, TESTED
You probably expected these feats of speed and agility from a $190,000 sports car. But what else we learned in a week is that this 2017 Porsche 911 Turbo S is, indeed, the most practical supercar in the world. One could even say, as many have before, that it is the everyday supercar. Why? Unlike a two-door mid-engine supercar—say, the Audi R8, Ferrari 458, Lamborghini Huracán, McLaren 570S, or Mercedes-AMG GT S (technically, that’s also mid-engine)—the rear-engine 911 Turbo S has a useful amount of cargo space and four seats. There are, in fact, 4.1 cubic feet between the front wheels, and folding the rear jump-seats offers up an additional 9.2 cubic feet. SUPERCAR POOLING
This father’s carpooling schedule requires shuttling three backpack-saddled and emotion-addled adolescents to and from school on Fridays. With the privilege of driving something different almost every week, I’m rather proud to say that the 911 has helped me foster a new generation of car enthusiasts (one boy and two girls). My daughter actually gave me a birthday cake with a Porsche crest on top of it, hence she already knows to go to the front of a 911 to toss her backpack in the luggage compartment. The next two, however, circled to the rear of the car to find not just the humming engine but also the new decklid grille with its vertical slats and central intake scoop ahead of the active wing. “It moves?” Jack asked, astonished. “It sure does,” I replied. “And so does the front spoiler. When they’re in the most aggressive positions at 186 mph, and it’ll top out at 205, they press the car down with 291 pounds of force.” I popped the front lid and easily stowed three overstuffed backpacks for the ride to school. They all now lolz the word “frunk.”
Once all four of us were securely buckled in, these seventh- and eighth-graders learned why the engine is “back there” and has been since the 911’s inception. They also learned how a variable-vane turbocharger works and that when my foot is off the accelerator pedal, this Porsche keeps the throttle open but shuts off the fuel supply to maintain the turbochargers’ momentum to effectively eliminate turbo lag altogether. They were able to experience the new Sport Response button, like a push-to-pass button that pre-emptively downshifts one gear, adjusts the turbine blades’ angle of attack, retards ignition timing, and in anticipation of acceleration, slightly opens the throttle valve for an even quicker response when I do go back to the gas pedal for up to 20 seconds at a time. Jack thought the 20-second countdown timer in the instrument panel was a good idea.I also showed them the mechanicals of a Porsche’s PDK double-clutch automated-manual transmission (all three kids can now pronounce, “Doppelkupplung” properly, by the way). They learned that the manual-mode shifter is now oriented the same way as Porsche’s race cars—pulling the lever initiates an upshift and pushing it forward performs a beautiful, matched-rev downshift. As I rounded the first corner, I told them that the rear wheels also steer up to 2.8 degrees, or the equivalent of up to 45 degrees of steering input at the front, in opposite directions under 31 mph and in the same direction over 50 mph. “Four-wheel drive and four-wheel steer? That’s crazy,” an incredulous voice said from the back seat. We ran out of time before I had the opportunity to show them the Turbo S’ new all-wheel-drive clutches that bite with more friction and more precision control than before, which improve the torque distribution and traction at all four wheels. They had a few precious minutes of furious texting before homeroom. Jack snapped a picture before heading off. Besides, we had after-school pickup for more 911 Turbo S fun facts.
SUPERCAR WITHOUT COMPROMISE
Had I been assigned any other supercar first test—and because of the carpool—I would have had to trade my automotive equivalent of a winning lotto ticket with a fellow staffer for a weekend car with four seats. Either that, or I would have had to beg the other carpool parents to fill in for me. Not this time. And what else could one do with a brand-new Lava Orange Turbo S that few have even seen? Why, head to a Cars and Coffee meet on Saturday morning. I swung by to pick up my fellow Porschephile only to discover another friend eagerly awaiting a ride to the gathering. “It’s a good thing this isn’t a McLaren,” I said. “I had a carload for carpool yesterday, so let’s see how three adults fare with 27 inches of rear legroom.” Although it was more tightly packed than with the kiddos, three adult-scale frames can fit—even for a 20-minute drive. With some sightlines obscured, I was grateful for the car’s new blind-spot monitor. The highway ride was deemed downright comfy due to the adjustable dampers and the fact that the anti-roll bars are substantially decoupled in steady straights. When we arrived at the parking lot, however, I wished this example were equipped with the newly available front-axle lift system, which affords an extra 1.5 inches of clearance. Instead, I retracted the front splitter and took an oblique line. No scrapes! And thanks to standard front/rear park assist with a rear camera, backing into a spot on Porsche row was anxiety-free. After the meet up and a demonstration of the Turbo S’ launch control, I dropped my friends back home and headed to the grocery store. The frunk swallowed four bags of sustenance plus a half dozen bottles of wine with ease.
THE PEERLESS PORSCHE
So there you have it. From its record-setting day at the track to the desert and back for the photos you see here (with a self-reported 30.1-mpg average) to commuting on Los Angeles’ crowded freeways and carpooling and taking in a car show with friends and grocery shopping, the 2017 Porsche 911 Turbo S is, indeed, the everyday supercar without peer and a worthy guardian of its storied crown. Name another car that can so effortlessly accomplish all these milestones, tasks, feats, and deeds. Some will do some of what the Turbo S can, but none will do it all. “Is the lack of flaws a flaw?” Jonny Lieberman asked of the last 2015 911 Turbo S we put in a three-way comparison test. He answered himself, “I’m thinking, weirdly: kind of.” Does that make the 2017 Turbo S weirdly more flawed? I say, “Nope.” This machine is peerless.
2017 Porsche 911 Turbo S."
Drive safe,
amgfan1 (PORSCHE Lover)
The following users liked this post:
Astolfo (12-01-2016)
12-01-2016, 09:53 AM
#158
MBWorld Fanatic!
Thought would share an outstanding article about the PORSCHE 911. Read on Folks.
"Every 911 engine now comes equipped with a pair of turbos, but only one variant of this Germanic icon is simply known as “The Turbo.” It has been so since its 1974 introduction, so sayeth our lady of blessed acceleration, amen.
Along with the entire 911 model line, this ultimate turbocharged version, the Turbo S also receives a host of 991.2-generation revisions: refined styling, lighting, and aerodynamics, as well as a much-needed, comprehensive infotainment upgrade and gains in both power and efficiency.
Chief among these improvements are a special pair of turbochargers with larger impeller blades and a modified housing now specific to the weapons-grade S for the first time. For 2017, fuel injectors for both the Turbo and Turbo S cope with a system pressure of 2,900 psi, which is up from 2,030 psi. The Turbo S’ 3.8-liter direct-injected, variable-vane, turbocharged flat-six makes an astounding 580 horsepower and 516 lb-ft of torque (553 lb-ft in temporary 2.2 psi overboost mode between 2,250 and 5,000 rpm in Sport or Sport Plus mode) with virtually zero turbo lag.
Our track results can vouch for the newfound potency and response. It reaches 60 mph in 2.5 seconds (reading that sentence aloud takes 2.5 seconds). It does the 0–100 run in six flat (not bad for a flat-six), and blasts from 0 to 100 mph and back in 9.7 seconds. It almost makes the Porsche’s 10.5-second, 131.8-mph quarter-mile time anticlimactic.
So, for context: How does that stack up? This is the hardest-launching production car we’ve ever tested (0–30 mph in 0.9 seconds, and also the quickest to 40 and 50 mph as well). It’s the quickest 911 to 60 mph and in the quarter mile, and it has the highest trap speed. By 60 mph, it’s a mere 0.1 second behind the million-dollar 918 hybrid hypercar, and it’s behind by just 0.5 second at the quarter mile.
LAUNCH IN 3, 2, 1
Fortified by Porsche’s industry-standard double-clutch automated-manual transmission and with the addition of a new thumb wheel drive-mode selector (eliminating the Sport/Sport Plus button from the console), the launch protocol for the all-wheel-drive supercar is even easier than it was before.
It goes like this: Disable the traction control, rotate the wheel to Sport Plus, mash both pedals to the floor, and then release the brakes when the tach needle steadies at 5,600 rpm. If the tires are cold, the 3,557-pound car will spin the rears, even with 61 percent of its weight astern. The Turbo S sorts out how much power goes where and cracks off quick and liquid-smooth upshifts all by itself. It’s almost too easy, really. (New for 2017: Manual shift mode will now allow the engine to bang off the 7,200-rpm rev limiter rather than upshifting.) We tried softening the adjustable dampers for more rear-weight bias on one launch and experienced what can only be described as a wheelie. No one was there to witness it from outside the car, but with a combined two feet (305mm x 2) of properly heated rubber at the back, releasing the brakes caused the nose of the car to lift and point over the horizon like a bird dog. Steering did very little to affect its heading until somewhere close to 40 mph. After launching 1,500 cars in my career, even one that produced 1,000 horsepower on Hoosier racing slicks, this wheelie was a first for me—and it happened with Pirelli P Zero street tires and a 220-treadwear rating, which are good for 15,000 miles. Speaking of grip, this car matches its Turbo S predecessor (wearing Dunolop Sport Maxx Race tires with an 80-treadwear rating) on our figure-eight test at 22.9 seconds, the latter slightly better on the skidpad with a 1.07 g lateral acceleration to the 2017 Turbo S’ 1.04 g. Thanks to standard 16.1-inch front and 15.4-inch rear carbon-ceramic brakes, now on their third generation, the new Turbo S also stops shorter from 60 mph (97 feet) compared to its forerunners. Supercar bar raised? You could say that.
THE EVERYDAY SUPERCAR, TESTED
You probably expected these feats of speed and agility from a $190,000 sports car. But what else we learned in a week is that this 2017 Porsche 911 Turbo S is, indeed, the most practical supercar in the world. One could even say, as many have before, that it is the everyday supercar. Why? Unlike a two-door mid-engine supercar—say, the Audi R8, Ferrari 458, Lamborghini Huracán, McLaren 570S, or Mercedes-AMG GT S (technically, that’s also mid-engine)—the rear-engine 911 Turbo S has a useful amount of cargo space and four seats. There are, in fact, 4.1 cubic feet between the front wheels, and folding the rear jump-seats offers up an additional 9.2 cubic feet. SUPERCAR POOLING
This father’s carpooling schedule requires shuttling three backpack-saddled and emotion-addled adolescents to and from school on Fridays. With the privilege of driving something different almost every week, I’m rather proud to say that the 911 has helped me foster a new generation of car enthusiasts (one boy and two girls). My daughter actually gave me a birthday cake with a Porsche crest on top of it, hence she already knows to go to the front of a 911 to toss her backpack in the luggage compartment. The next two, however, circled to the rear of the car to find not just the humming engine but also the new decklid grille with its vertical slats and central intake scoop ahead of the active wing. “It moves?” Jack asked, astonished. “It sure does,” I replied. “And so does the front spoiler. When they’re in the most aggressive positions at 186 mph, and it’ll top out at 205, they press the car down with 291 pounds of force.” I popped the front lid and easily stowed three overstuffed backpacks for the ride to school. They all now lolz the word “frunk.”
Once all four of us were securely buckled in, these seventh- and eighth-graders learned why the engine is “back there” and has been since the 911’s inception. They also learned how a variable-vane turbocharger works and that when my foot is off the accelerator pedal, this Porsche keeps the throttle open but shuts off the fuel supply to maintain the turbochargers’ momentum to effectively eliminate turbo lag altogether. They were able to experience the new Sport Response button, like a push-to-pass button that pre-emptively downshifts one gear, adjusts the turbine blades’ angle of attack, retards ignition timing, and in anticipation of acceleration, slightly opens the throttle valve for an even quicker response when I do go back to the gas pedal for up to 20 seconds at a time. Jack thought the 20-second countdown timer in the instrument panel was a good idea.I also showed them the mechanicals of a Porsche’s PDK double-clutch automated-manual transmission (all three kids can now pronounce, “Doppelkupplung” properly, by the way). They learned that the manual-mode shifter is now oriented the same way as Porsche’s race cars—pulling the lever initiates an upshift and pushing it forward performs a beautiful, matched-rev downshift. As I rounded the first corner, I told them that the rear wheels also steer up to 2.8 degrees, or the equivalent of up to 45 degrees of steering input at the front, in opposite directions under 31 mph and in the same direction over 50 mph. “Four-wheel drive and four-wheel steer? That’s crazy,” an incredulous voice said from the back seat. We ran out of time before I had the opportunity to show them the Turbo S’ new all-wheel-drive clutches that bite with more friction and more precision control than before, which improve the torque distribution and traction at all four wheels. They had a few precious minutes of furious texting before homeroom. Jack snapped a picture before heading off. Besides, we had after-school pickup for more 911 Turbo S fun facts.
SUPERCAR WITHOUT COMPROMISE
Had I been assigned any other supercar first test—and because of the carpool—I would have had to trade my automotive equivalent of a winning lotto ticket with a fellow staffer for a weekend car with four seats. Either that, or I would have had to beg the other carpool parents to fill in for me. Not this time. And what else could one do with a brand-new Lava Orange Turbo S that few have even seen? Why, head to a Cars and Coffee meet on Saturday morning. I swung by to pick up my fellow Porschephile only to discover another friend eagerly awaiting a ride to the gathering. “It’s a good thing this isn’t a McLaren,” I said. “I had a carload for carpool yesterday, so let’s see how three adults fare with 27 inches of rear legroom.” Although it was more tightly packed than with the kiddos, three adult-scale frames can fit—even for a 20-minute drive. With some sightlines obscured, I was grateful for the car’s new blind-spot monitor. The highway ride was deemed downright comfy due to the adjustable dampers and the fact that the anti-roll bars are substantially decoupled in steady straights. When we arrived at the parking lot, however, I wished this example were equipped with the newly available front-axle lift system, which affords an extra 1.5 inches of clearance. Instead, I retracted the front splitter and took an oblique line. No scrapes! And thanks to standard front/rear park assist with a rear camera, backing into a spot on Porsche row was anxiety-free. After the meet up and a demonstration of the Turbo S’ launch control, I dropped my friends back home and headed to the grocery store. The frunk swallowed four bags of sustenance plus a half dozen bottles of wine with ease.
THE PEERLESS PORSCHE
So there you have it. From its record-setting day at the track to the desert and back for the photos you see here (with a self-reported 30.1-mpg average) to commuting on Los Angeles’ crowded freeways and carpooling and taking in a car show with friends and grocery shopping, the 2017 Porsche 911 Turbo S is, indeed, the everyday supercar without peer and a worthy guardian of its storied crown. Name another car that can so effortlessly accomplish all these milestones, tasks, feats, and deeds. Some will do some of what the Turbo S can, but none will do it all. “Is the lack of flaws a flaw?” Jonny Lieberman asked of the last 2015 911 Turbo S we put in a three-way comparison test. He answered himself, “I’m thinking, weirdly: kind of.” Does that make the 2017 Turbo S weirdly more flawed? I say, “Nope.” This machine is peerless.
2017 Porsche 911 Turbo S."
Drive safe,
amgfan1 (PORSCHE Lover)
You seem to keep missing the point that this is a Mercedes site NOT a Porsche site.
So why haven't you stopped posting here where we really don't care to be one of many and morph on over to the variety of available Porsche sites??
Bye Bye
Last edited by JSwan724; 12-01-2016 at 11:54 AM.
12-14-2016, 09:18 PM
#161
MBWorld Fanatic!
Thread Starter
Great GT. Updated impressions.
Little things.... Foot off brake increases idle. Cool
This car is stiff and could probably benefit from progressive springs.
My size 13 shoes bang on the door trim. You have to have a method of entering and exit.
Transmission is bang on and great Nurburgring quick.
Little things.... Foot off brake increases idle. Cool
This car is stiff and could probably benefit from progressive springs.
My size 13 shoes bang on the door trim. You have to have a method of entering and exit.
Transmission is bang on and great Nurburgring quick.
Last edited by AMG 17GT; 12-14-2016 at 10:23 PM.
12-20-2016, 09:14 PM
#163
MBWorld Fanatic!
Thread Starter
Well these are shipping braces that were not removed at predelivery. As I commented before, my car felt stiff and well 6 shipping braces will do that.
So maybe GT owners should take a flashlight and look on top of brake rotors through wheel to confirm removal. I would bet that there are a few more.
So maybe GT owners should take a flashlight and look on top of brake rotors through wheel to confirm removal. I would bet that there are a few more.
12-20-2016, 09:29 PM
#165
MBWorld Fanatic!
Well these are shipping braces that were not removed at predelivery. As I commented before, my car felt stiff and well 6 shipping braces will do that.
So maybe GT owners should take a flashlight and look on top of brake rotors through wheel to confirm removal. I would bet that there are a few more.
So maybe GT owners should take a flashlight and look on top of brake rotors through wheel to confirm removal. I would bet that there are a few more.
Well now you know why it was riding stiff. How does it feel now?
Regards
12-20-2016, 09:38 PM
#166
MBWorld Fanatic!
Thread Starter
Watch this guys car bumping constantly midway through video.
http://www.roadandtrack.com/a30632
Car is WAY more compliant and plush now over the dips and clips on road. So run out there and check to make sure GT owners
Last edited by AMG 17GT; 12-20-2016 at 10:18 PM.
12-21-2016, 12:12 AM
#167
MBWorld Fanatic!
Join Date: Feb 2009
Location: DMV
Posts: 1,142
Received 121 Likes
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75 Posts
AMG GTBS, AMG GTR Pro, AMG GT, C63 AMG, Porsche Panamera 4S, RX-7 FC Turbo II
Who doesn't love 911's (the greatest sports car of all-time). In my car club I will be the only AMG GT/GTS. There are so many versions of 911's that we all (including the Porsche boys) jokingly refer to them as Camrys.
12-21-2016, 08:56 AM
#168
MBWorld Fanatic!
Haha. Yes. I bounced hard on an off ramp and knew then. But it's been raining so much I haven't driven much. Remember that first video of the GT in England? and its bouncing?? I would bet big bucks that cars shipping braces were still on there.
Watch this guys car bumping constantly midway through video.
http://www.roadandtrack.com/a30632
Car is WAY more compliant and plush now over the dips and clips on road. So run out there and check to make sure GT owners
Watch this guys car bumping constantly midway through video.
http://www.roadandtrack.com/a30632
Car is WAY more compliant and plush now over the dips and clips on road. So run out there and check to make sure GT owners
Now just drive and enjoy it for awhile. Make notes on the items/annoyances you want corrected and get them done when you take the car in for it's service "A".
12-21-2016, 10:11 AM
#169
MBWorld Fanatic!
Well these are shipping braces that were not removed at predelivery. As I commented before, my car felt stiff and well 6 shipping braces will do that.
So maybe GT owners should take a flashlight and look on top of brake rotors through wheel to confirm removal. I would bet that there are a few more.
So maybe GT owners should take a flashlight and look on top of brake rotors through wheel to confirm removal. I would bet that there are a few more.
12-21-2016, 06:27 PM
#170
MBWorld Fanatic!
Thread Starter
Either way, I was bringing car into my regular SA. They were quite shocked that they hadn't been taken off. You can see them above the rotor if you point a light inside wheel.
I would bet there are a lot of cars riding with these
Last edited by AMG 17GT; 12-21-2016 at 06:32 PM.
01-15-2017, 02:33 PM
#171
MBWorld Fanatic!
Thread Starter
NFL starts at 4:40 today, so had time to clean and do some things around garage. Changed filters out today to weistec. They take up about 1/2 the volume in the airbox.
When cleaning, I found an old set of filters from my 63. Big difference. Check it out.
Car has a bit more growl.
When cleaning, I found an old set of filters from my 63. Big difference. Check it out.
Car has a bit more growl.
01-15-2017, 05:09 PM
#172
Senior Member
NFL starts at 4:40 today, so had time to clean and do some things around garage. Changed filters out today to weistec. They take up about 1/2 the volume in the airbox.
When cleaning, I found an old set of filters from my 63. Big difference. Check it out.
Attachment 347109
Attachment 347110
Car has a bit more growl.
When cleaning, I found an old set of filters from my 63. Big difference. Check it out.
Attachment 347109
Attachment 347110
Car has a bit more growl.
One day I will understand why people that take care of their car's paint would put air and oil filers with less surface area and higher porosity. I guess if you are not going to keep your car and do not mind sticking it to the next owner.
01-16-2017, 12:37 AM
#173
Senior Member
Watch this guys car bumping constantly midway through video.
http://www.roadandtrack.com/a30632
Car is WAY more compliant and plush now over the dips and clips on road. So run out there and check to make sure GT owners
http://www.roadandtrack.com/a30632
Car is WAY more compliant and plush now over the dips and clips on road. So run out there and check to make sure GT owners
01-18-2017, 02:22 PM
#174
Member
