Twin Exhausts.7z _BEST_
The new Z has 400 horsepower and 350 pound-feet of torque thanks to its new twin-turbocharged 3.0-liter V6. That equals 68 hp and 80 lb-ft more than the outgoing 370Z. This single engine option is mated to a standard 6-speed manual or an optional 9-speed automatic with paddle shifter straight from the mighty GT-R!
The rear fascia is slightly different from those of most other Dewbauchee vehicles, omitting the signature C-shaped rear lights. Instead, the Seven-70 features much smaller rear lights that are predominantly red, with the lowermost being the reverse lights. The top area curves upwards and extends a bit towards the rear to form a lip spoiler, which has a flat profile on the centre, where the boot lid is located. On the lower area, the Seven-70 has twin-exit twin exhausts with chrome circular exhaust tips and carbon-fibre-grille exhaust housing, all positioned behind the rear wheels. Also on the rear is a large six-element, carbon-fibre diffuser, with a central grille splitting the diffuser in half below the rear number plate in an inset body panel. The Dewbauchee logo is placed on top, over the rear portion of the boot lid. The interior of the car is the same as that found in the Rapid GT and 9F.
The Base Corvette Coupe with 350 cu. in. 245 hp engine and four speed automatic transmission started at $32,455. The Base Corvette Convertible with 350 cu. in. 240 hp engine and four speed automatic transmission started at $38,770. 1991 was the last year Callaway Corvettes (RPO B2K; $33,000.00) were part of the options list. 71 were sold; a total of about 500 Callaway twin turbo Corvettes had been built under the program.
To properly test our two induction systems, we first needed a test motor. Lucky for us, we had a suitable 6.0L ready for action. Having already pumped out 1,543 horsepower in twin turbo form, the stock-bottom-end (SBE) 6.0L was still sporting the TFS Gen X 225 heads. The CNC-ported (cathedral-port) heads were combined with a Comp 54-469-11 cam that offered some healthy specs. The Comp stick featured a .617/.624 lift split, a 231/247-degree duration split and 113-degree LSA. Other components employed on our 6.0L test motor included stock rockers, Fast coil packs and a Holley Dominator management system. Both intakes were run with Holley 83-pound injectors, as boost was in the cards later for this test motor. Both intakes were also run with a set of 1 7/8-inch Hooker long-tube headers. First up on the dyno, the early truck intake produced 524 horsepower at 6,600 rpm and 480 lb-ft of torque at 5,000 rpm. Having run the truck intake, we were anxious to install and test the Holley EFI Dual Plenum.
The design (and manufacturing) of the Dual Plenum was interesting, as the pair of (intersecting) four-cylinder intakes required assembly prior to finish welding. Having designed and built x-ram prototype intakes in the past, it was interesting that the Sniper design did not feature a communication channel between the two plenums. After installation of the Sniper intake, we connected the map signal using a t-fitting and a vacuum source from both independent plenums. The Dual Plenum intake flanges featured O-ring receiver grooves for sealing. Naturally the supplied fuel rails were designed to accept the Holley injectors (though others will work). For you guys thinking twin turbos, each plenum featured multiple threaded ports to connect vacuum/boost lines. Holley designed the Dual Plenum to accept a pair of 92-mm (DBW) throttle bodies. For our test, we configured the Dual Plenum with a pair of manual throttle bodies, complete with (fully rigged) cable actuation. Once WOT was confirmed, we set our sights on running the Dual Plenum in anger, and it pumped out the promised, prodigious torque. The peak numbers checked in at 536 horsepower (at 6,300 rpm) and 491 lb-ft of torque (at 5,100 rpm), but what was most impressive was the extra 35-40 lb-ft of torque offered in the 3000-4000 rpm range.
Given a sporty profile, an aggressive riding stance, and powered by a powerful air-cooled 748 cc V-twin engine that produced 82 horsepower, the XR750 was an entirely new breed of racing machine that could hit speeds up to 115 mph and dominate race tracks.
The 998cc parallel twin motor on the Africa Twin is super refined and responsive. It churns out 87bhp and 98Nm of peak torque in a linear fashion. Twist that throttle and this 245kg ADV is quick to move off its feet. Most of the torque is produced as soon as the revs reach 2000rpm. The mid-range performance is excellent and the precise fueling takes things to a whole new level. All these aspects make this motor a tractable one. And this wouldn't have been possible without the DCT gearbox. It is incredible to see how this six-speed gearbox works. The shifts are very smooth especially the up-shifts in the D mode. Here, the gearbox shifts to a higher gear as early as possible for maximising fuel economy. This is a brilliant mode to be in for the city commuting. 041b061a72