Tag - Camaro

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DSC_0283_600 Buy Flexeril Without Prescription, Resto-modders, listen up: stop tearing apart perfectly salvageable classic muscle cars, fitting them with wide wheels and tubbed fenders, and instead go straight to your nearest Dodge dealer. There, Where can i cheapest Flexeril online, you’ll find the Challenger SRT8 392, a classic 70s muscle car disguised as a brand new, modern five-seat coupe with a warranty, Flexeril long term. The Challenger looks as tough as those resto-modded vintage rides, Flexeril without a prescription, hunkered down the way it is on its 20” 5-spoke wheels, a deep chin spoiler splitting the flies up front and a pair of over-the-roof vinyl stripes the only decoration on what is otherwise a totally throwback body.


The Challenger has been my favorite looker of the current batch of American muscle cars since its debut, buy Flexeril no prescription, and that’s coming from a Ford man. Flexeril photos, “Muscle car” is a title really only befitting the Challenger, anyway – the current Mustang and Camaro are much closer to their pony car forebears in both size and sporting intent, so neither comes close to offering the Challenger’s interior volume – in fact, Flexeril brand name, the SRT8 has a backseat that is downright livable. There’s an expansive view from the driver’s seat both over the vented hood and out to the sides – the Camaro interior’s sensation of sitting in a bathtub has no place here, Buy Flexeril Without Prescription. Purchase Flexeril online, Instead, you feel like you could – and should – immediately tackle a cross-country trek, burning Kowalski-style toward some unknown destination, Flexeril duration.


If the Challenger has me waxing nostalgic, Taking Flexeril, it’s because there are few cars on the market today that so directly embody our American motoring roots – the sense of driving not only for necessity, but for recreation. And if you were going to choose a Challenger for recreation, order Flexeril from United States pharmacy, you’d be remiss not to pick the SRT8 392. Flexeril from mexico, Sporting a punched-out 6.4-liter version of the HEMI V8, the SRT8 has 470 horsepower and 470 lb-ft of torque. Buy Flexeril Without Prescription, Not inconsequential numbers, those. But while the numbers might suggest the driver needs to be a lion tamer, purchase Flexeril for sale, the 392 is really a pussy cat. Flexeril forum, It builds power smoothly, and the long gearing that enables its stratospheric 180 mph top speed also allows you to loaf away from stoplights without roasting the rear tires, if you so desire, after Flexeril.


There’s also a launch control feature buried among the gauge cluster’s various performance submenus, Online buying Flexeril hcl, allowing you to set a rev limiter, mash the throttle and dump the clutch fuss-free as the traction control limits wheel spin to your accelerative benefit. Get everything right, buy generic Flexeril, and you’ll arrive at 60 in the low-four second range. The clutch is heavy but take-up is fairly progressive, and the pistol grip shifter is canted toward the driver for an easy reach, Buy Flexeril Without Prescription. Flexeril canada, mexico, india, The Tremec TR6060 gearbox used here and in various other high-torque applications is a sturdy unit, but hardly a rock-crusher when it comes to shift feel. In fact, Flexeril used for, I preferred it to the much-maligned Getrag 6-speed I used to row in my Mustang. Flexeril schedule, DSC_0293_600

When you’re not intent on exploring the outer edges of the performance envelope, the SRT8 makes a nice driver. Bumps and road noise are both well-isolated, kjøpe Flexeril på nett, köpa Flexeril online, the steering is fairly accurate and makes tracking straight on the highway an easy task despite the wide Goodyears under foot. Buy Flexeril Without Prescription, For being 20”s, they display little of the slap over expansion joints that smaller cars with large-diameter wheels and tires often do. Flexeril steet value, Turn up the wick a little bit, and the 392 hauls, in a classic car kind of way – it relishes long straights and wide sweepers, order Flexeril no prescription, but it certainly doesn’t embarrass itself in the tighter stuff – it’s just that its size only truly becomes apparent when you have to crank the flat-bottomed steering wheel from one lock to another. Buy Flexeril from mexico, DSC_0284_600

The future of the current Challenger is uncertain at best. Reports from Detroit peg the return of the Barracuda nameplate and the smaller, lighter car it will be attached to as the possible death knell for the SRT8 version of the Challenger at the very least, Flexeril for sale. If the Challenger does stick around, Flexeril without prescription, it’ll be up for a major refresh. On the bright side, there are also rumors of a 6.2-liter supercharged HEMI V8 slated for the top dog Barracuda – with enough firepower to really take the fight to the ZL1 and Shelby GT500, Buy Flexeril Without Prescription. Think 600 horsepower and you won’t be far off. We hope Dodge sees fit to let the current big-body Challenger stick around for at least another generation, buy no prescription Flexeril online, and while they’re at it, Where can i buy Flexeril online, slide that supercharged HEMI under the hood as well. But the current Challenger, especially in SRT8 392 guise, online buying Flexeril, is a piece of rolling nostalgia we’re happy still exists in a marketplace rife with downsizing, Flexeril no prescription, turbocharging and efficiency-chasing.


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2013 Dodge Challenger SRT8 392

Base price: $44,770

Price as tested: $49, Flexeril from canada,205

Options on test car: Redline 3-coat pearl paint ($500), Flexeril images, Harman Kardon 18-speaker sound system ($1,995), Uconnect 730N Nav/DVD/CD stereo with 40GB hard drive ($790), ordering Flexeril online, Goodyear F1 Supercar summer tires ($150), Gas Guzzler Tax ($1,000)

Powertrain: 6.4-liter V8 HEMI engine, 6-speed manual transmission – 470 horsepower, 470 lb-ft torque

Dodge provided the vehicle for testing purposes and one tank of gas..

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First Drive: 2011 Mustang 3.7 V6 and 5.0 V8: Pony, polished and practically perfect.

The man before us in this crowded Los Angeles garage, Mustang head honcho Dave Pericak, is about to burst. He knows what the press is about to learn: that there are two muscular rabbits in his hat, and he's going to pull them out with an absolute maximum of hyperactive enthusiasm. We all know the numbers: 305 horsepower for a revitalized V-6 and 412 ponies in the five-liter. 31 miles per gallon for the automatic six, 26 mpg for the stick-shift V-8. What we don't know, or perhaps haven't considered, is the significance --- the context --- of these numbers. There's a Honda Accord sulking outside this garage. Why? It seems Mr. Pericak wishes to make a particular point. Honda is synonymous with fuel efficiency in the minds of the American public, but the Accord V-6 coupe is rated at just 28mpg. As an automatic. As a stick-shift, it gets 25. Take a moment to think about that. A front-wheel-drive Honda coupe can't match the mileage of a rear-wheel-drive ponycar. The antiquated, low-tech, "oxcart-axle" Mustang may be faster and more powerful than the Accord, but we all expected that. Did we expect that it would be more fuel-efficient as well? By the time the relatively rapid press briefing is over, we all understand what's happened here. While Chevrolet was aiming its Camaro at the Mustang, Ford was aiming elsewhere. The V-6 Mustang is a two-fisted blow to the throat of competitors as diverse as the aforementioned Accord and the Hyundai Genesis Coupe. The five-liter takes the core values of that revamped car and adds enough pace to walk away from some very rapid automobiles. And both cars are priced to cause heartburn everywhere from the RenCen to Ingolstadt. Enough numbers. Let's drive. What's a V-6 Mustang? It's a joke, it's a rental, it's a present for teenaged girls. It's certainly not an enthusiast's car. The Mustang has been on the road for more than forty-five years, and the six-pot has never been the model of choice. Hell, the four-cylinder Mustang SVO had more credibility with the fanbase than any of them. Fast-forward to 2010, however, and there is a whole group of customers for whom a V-8 Mustang is simply not an option. Living in high-insurance states like California makes owning a GT impossible for a lot of young drivers. There was an opportunity here, and some bright bulb decided to take advantage of it. My personal definition of "fast car" falls right across the performance of my personal Audi S5. Any car that is faster than an S5 is a "fast car" to me. The V-6 'Stang doesn't quite cut that particular mustard, but it really isn't far off. The new six-speed is precise enough and it feeds all 7000 rpm to a limited-slip differential. The V-6 we tested was not the new Performance Pack, but I was able to push it well beyond reasonable velocities through the infamous L.A. canyons. With the Performance Pack, which includes the brake pads from last year's GT "Track Pack" and a full suite of suspension enhancements, I suspect the V-6 Mustang will stick very close to that 2010 GT in most conditions. As it was, it took severe pavement waves in the middle of eighty-mile-per-hour corners to expose the Achilles heel of the V-6: lack of body control at the rear. That oxcart axle actually handles all but the worst corners just fine, but a little more rebound damping is necessary to keep the weight on the rear wheels. Remember, a Mustang is fundamentally a front-weighted car, so we need to keep the back bumper sniffing along the ground as much as possible. When that bumper soars too high, the rear wheels find themselves a bit short on contact patch and the world goes sideways in a hurry. Keep in mind, however, that this behavior occurs at a pace that a Camaro RS --- or Accord Coupe --- simply don't have the power-to-weight ratio necessary to achieve. Oh yes, power-to-weight. While the manual-transmission Mustang 3.7 weighs just 3,453 pounds, the Camaro RS is closer to 3800. Even the BMW M3 weighs 3700, and it has a tricky carbon-fiber roof that every Jersey boy in America immediately no-cost-deletes in favor of a glass panel. Three hundred-plus pounds is a big deal. On the faux-autocross course set up by Ford to demonstrate the Mustang's handling superiority, every single pound of the difference between it and the Camaro was readily apparent. The two cars aren't really in the same league here, as the Camaro feels like a chop-top Pontiac G8 when it's time to chase cones and the previous Mustang was already dominant in SCCA F-Stock autocross. The big-cube V-6, as an engine type, is rarely very special-feeling on the move, and this variable-valve-timed 3.7 is no exception. With that said, it has at least as much character as any of the competitive set, including the crowd-favorite Nissan VQ. It likes to rev and rewards holding lower gears all the way out to the next corner, bouncing against the limiter with a reasonably cultured growl. When necessary, it will also torque its way up a hill. My co-driver, Michelle "Miss Motormouth" Naranjo, repeatedly idled up some relatively steep hills in fourth gear without so much as a hiccup. I'm not certain if that is more, or less, mechanically sympathetic than holding seven thousand revs for a few hundred feet before the braking zone. I finished my day in the 3.7 convinced that it could hold its own against any car in its price range on a racetrack or fast road. Ford would probably like me to mention that the 2011 Mustang V-6 is the first car in history to deliver both 305 horsepower and 31 miles per gallon, so I've done so in this sentence. I'm more impressed by the fact that it costs $22,995 and will probably run a flat fourteen-second quarter. As good as the V-6 is, and it's really quite good, those of us with a little more cash to spare, or residence in a Midwestern state where it's still possible to insure V-8 ponycars, will still prefer the 5.0. I could write sonnets for this engine. From the moment the soft-start electronics bring it to life, the four-cam mill immediately begins seducing everyone within hearing range. It simply sounds terrific throughout the rev range, from the basso profundo at idle to the NASCAR wail at seven thousand. Down Topanga Canyon Road, I repeatedly snicked the six-speed into third gear and flashed past traffic with all the slingshot madness of an aircooled Porsche Turbo. Make no mistake: this is a fast car. My S5 wouldn't stand a chance in hell in a straight line. Nor would corners offer any chance for the Audi to make up ground. Ford's made the Brembo brakes from the 2010 GT500 optional, and while they still aren't enough brake to suit my taste, they will provide much better service than the indifferent sliding-calipers that come standard. Keep in mind that this car is as fast over a winding road as a GT500, perhaps slightly faster when the curves come particularly thick and fast. A racetrack would be required to understand the full range of the five-liter's capabilities, and no doubt we will arrange to run one around VIR or Mid-Ohio as soon as practicable. About a year ago, I found that the 2010 GT was rather quick on the back roads, but this 2011 is far faster. Ford had a demonstration set up for us at Camarillo Airport: the auto-tranny 5.0 versus the auto-tranny Camaro SS. It was a "set up" in the truest sense of the term, as the self-shifting Camaro is twenty-six horses down on the six-speed, but the results left no room for interpretation. I was personally .6 seconds faster through the eighth-mile in the Mustang than I was in the Camaro. It seems reasonable to assume that both automatic and manual V-8 Mustangs will run very low twelve-second quarters. The 2011 GT500 will have to be very quick indeed to have a useful performance gap over this car, but our early information indicates that this will be the case. A skilled driver should be able to glue this ponycar to the bumper of an E92 M3 on many road courses, and since the M3 is considered excellent value at a typical transaction price of sixty-five grand, the fact that a 2011 Mustang 5.0 can be acquired for half that makes it an even better one. I personally dislike sounding like what is commonly called an "advocate" in the world of automotive media, but in this case it's difficult to construct an alternate approach. The 2011 Mustang V-6 is a damned good car, and it's important for a number of reasons. The five-liter, on the other hand, is better than damned good. Unless your shopping list starts at Gallardo money, it should include a Mustang 5.0, preferably with the Brembo brakes and with the full SYNC/nav system. I ran into Dave Pericak at the end of my Mustang day. He still looked like a man who had personally pulled a few rabbits out of his hat. I don't blame him. I'd like to take one of those rabbits and pull it all the way to my garage.

2009 LA Auto Show – 2011 Mustang V-6 Performance Package: The Camaro isn’t the only competitor who should worry.

2011 Ford Mustang V-6 For many ponycar fans, the most compelling variant of Chevrolet's reanimated Camaro isn't the big-money, nose-heavy SS model. The lighter, more efficient "high-feature" V-6 base car has captured a lot of hearts and minds since being released earlier this year, and although Ford's revised 2010 Mustang meets or beats the Chevy in many areas, it was severely hampered by its thrashy, understrength four-liter V-6. With this morning's announcement of a Duratec-powered V-6 2011 Mustang and a track-oriented Performance Package to match, Ford has made it plain that they intend to match the Camaro pony for pony --- a stance that we can only hope they back up further with a new high-performance "Coyote" V-8 announcement in weeks to come. The new 2011 Mustang has 305 horsepower from a thoroughly revised 3.7L Duratec V-6, allowing it to challenge competitors as diverse as the Hyundai Genesis Coupe, Infiniti G37, and the aforementioned "Jodie Foster Special" Camaro. More details, including specs on the long-awaited V-6 Performance Package, after the jump. The V-6 Performance Package Mustang is fundamentally a Mustang GT without the V-8. The payoff is lower cost and lower weight ---- well below 3,500 pounds. Upgrades from the standard V-6 will include: • A 3.31 rear axle ratio for quicker off-the-line acceleration • Mustang GT coupe front and rear stabilizer bars • Mustang GT front struts and rear shocks/springs • Shelby GT500 rear lower control arm • Unique 19-inch wheels • Pirelli performance tires for improved grip • Mustang GT front and rear brake calipers with Performance Friction pads • A strut tower brace for increased body rigidity • Unique electronic stability control calibration with Sport mode for performance driving • Unique badging All 2011 Mustangs will now feature a limited-slip differential, making it possible for the new V-6 PP to challenge the outgoing Track Pack 2010 Mustang GT on many road courses. This is serious equipment, and it's matched to what promises to be a very strong Duratec variant. Did we mention that the base Mustang finally has a six-speed manual transmission? Not only will this be the fastest "base" Mustang in history, it is likely to be faster both in a straight line and around a track than all but the most recent V-8 'Stangs. It's difficult to not smile at the prospect of a thirteen-second Mustang priced in the mid-twenties. Here at SSL, we expect to be among the first people to drive the Performance Package 2011 Mustang, and we will bring you the best information we can as soon as possible. In the meantime, Ford fans can rest secure: the brief hegemony of the base Camaro has very likely come to a sudden end. 2011 Ford Mustang V-6

SEMA 2009 General Motors Gallery – Camaro Extravaganza


The 2009 SEMA show kicks off in Las Vegas today and while we can't be there, we'll throw up some high-res galleries of the cool stuff that the manufacturers are showing off this year.  First up, General Motors and their Camaro Extravaganza.  Chevrolet has brought 5 different Camaro concepts including the badass Jay Leno Camaro shown above.  In addition, the Chevrolet Trucks team has brought a Silverado ZR2 Concept to the party.  Check out the galleries and descriptions of each after the jump. 

The Jay Leno Camaro

[nggallery id=54] Powered by a twin-turbocharged version of the 3.6L direct injected V-6 that is standard in Camaro LS and LT models, Leno’s Camaro blends high performance with surprising efficiency in a racing-ready package. A pair of Turbonetics T-3 turbochargers blows through a custom air-to-air intercooler, force-feeding the engine about seven pounds of boost and lifting its horsepower level to about 425. That’s about 40 percent greater than stock and in normal driving (when the turbochargers aren’t making boost), there’s virtually no penalty in fuel economy over the non-turbocharged 3.6L engine. “Jay’s Camaro offers style, performance and efficiency in a big way,” said Dewar. “It delivers the power of a Camaro SS on demand, but with the fuel economy of a V-6.” Supporting upgrades for the turbo system include a larger-capacity Be-Kool radiator and a custom exhaust system, as well as a Centerforce-supplied clutch and pressure plate for the six-speed manual transmission. The tubing for the turbo system is powder-coated blue. The powertrain was designed to deliver consistent, controllable power for both the street and race track. In fact, road racing was a primary mission for the car during its development. Additional vehicle also support its racing intent:
  • Brembo six-piston brake package
  • Pedders coil-over lowering kit
  • New front fascia with custom fog lamps and integral brake cooling vents
  • Air extractor-style hood
The exterior styling of Leno’s car is the most radical of all the Camaro concepts at SEMA. The front fascia and hood are one-off creations, as are the unique upper and lower grilles and the ground effects package (including a rear diffuser). The heritage-inspired vent styling in front of the rear wheels has been replaced with functional brake cooling ducts.

Camaro Synergy

[nggallery id=51] The Camaro Synergy concept previews a new Synergy Green production exterior color that will be offered on a special-edition Camaro in the first half of 2010. It also features a host of the latest Camaro accessories offered through Chevy dealers. They dramatically enhance the performance appearance of the car, demonstrating the personalization possibilities open to Camaro owners. Designers took liberties with the accessories, creating a totally unique package. Details include:
  • 21-inch wheels, with a black center finish and polished rim
  • Ground effects kit
  • Cyber Grey Rally hood stripes
  • High wing rear spoiler (future accessory)
  • Performance air intake
The ground effects include pronounced rocker moldings, a rear diffuser-type styling piece and a front spoiler. They, along with the rear wing spoiler and rally stripes, are finished in the production Cyber Grey color, although the ground effects and spoiler can be painted to match the exterior of the car. The Rally stripes are adhesive-backed and are offered in grey, black or white. They’re part of a broader range of heritage-inspired graphics that also include “hockey stick” stripes for the front fenders. Chevy designers further enhanced the concept with a Pedders coil-over lowering kit and a set of large, Brembo brakes, as well as color-coordinating the Jet Black interior with Synergy Green accent stitching, piping and other accents. The lowering kit, brakes and interior accents are not among the accessories offered for the Camaro, but represent common and popular aftermarket upgrades. Chevrolet will gauge public interest in the features for possible inclusion in future accessory offerings.

Camaro Chroma

[nggallery id=53] It looks like the custom creation of a tuner shop, but the Camaro Chroma simply demonstrates how carefully selected accessories available through Chevy dealers can create a look like nothing else. The Camaro Chroma is based on an SS/RS model in Summit White and uses a combination of current and not-yet-released components, including:
  • A new silver stripe package
  • 21-inch wheels (future product, with silver-painted spoke centers and a Victory Red stripe)
  • “Blade” rear spoiler (future product)
  • Summit White ground effects package
  • Rear fender vent graphics
  • Accessory front grille with body-color outer frame (future accessory)
“With its silver graphics on the Summit White paint, this car has a tailored, tone-on-tone appearance that is simultaneously racy and subdued,” said Todd Parker, design manager, GM Accessory Studio. “It is a sophisticated-looking car that is easily duplicated by any customer, because all of the parts are available to build it.” From a performance standpoint, the Camaro Chroma’s standard LS3 V-8 engine is equipped with current accessories, including a performance intake, shorty headers and performance exhaust system. There’s also a Victory Red engine cover and a Hurst short-throw shifter for the six-speed manual transmission, as well as red-painted Brembo brake calipers. Inside, the black-and-grey leather seats feature red accent stitching, as do the shifter boot, floor mats and door trim. Accessory inserts for the dashboard and door panels (in silver) are also included as available accessories. “What’s great about the Camaro Chroma is it speaks to the almost unlimited possibilities that the accessories offer,” said Parker. “You can build your Camaro mild or wild, but build it your way.”

Camaro Dusk

[nggallery id=52] Inspired by the style of young, urban professionals, the Camaro Dusk concept rolls with a contemporary tuner aesthetic. It is understatedly aggressive looking, with a lowered ride height, new 21-inch wheels, the rear spoiler from an SS model and a custom ground effects package. “This is a car with an international flair, bringing the Camaro to a place it hasn’t traditionally been,” said Parker. “It is a very tailored look that is stylish and sophisticated, but with a distinct American accent.” The ground effects package includes a racing-inspired front splitter, rocker extensions and a rear diffuser. They are prototype parts that may enter production as dealer-available accessories at a later date; the same goes for the 21-inch wheels from BBS. Many of the details, such as the taillamp and fog lamp bezels, match the finish of the wheels, lending a more premium look to the car. The Camaro Dusk’s body is painted Berlin Blue, while the ground effects are painted a contrasting color. Additional performance items include the exhaust system and Brembo brakes from a Camaro SS (with painted calipers). The interior is trimmed in stylish Jet Black and Sedona, with complementing features including footwell lighting, premium door sill plates and other details. Today’s young professionals expect advanced technology and premium audio options and this concept delivers with a crisp, well-tuned Boston Acoustics sound system, WiFi connectivity and a convenient cradle for an iPhone.

Silverado ZR2 concept

[nggallery id=55] At a glance, it’s clear the Silverado ZR2 concept wasn’t designed to haul flowers back from the nursery. With its widened body, tall stance and powerful LS supercharged engine, it is ready to hit the berms, dry washes and gullies of the Baja Peninsula. The Silverado ZR2 is based on an extended cab/short box body. The custom bodywork includes carbon fiber fender flares that stretch outward to cover the 35-inch-tall Goodyear Wrangler off-road tires and widened stance. Much of the truck’s body is made of carbon fiber, including the front fenders, extractor-style hood, rocker extensions and tailgate, which features large, debossed CHEVROLET lettering as a nod to Chevy trucks of the past. The pickup box, which is protected with a spray-on liner, features a unique locking storage system mounted to the extruded aluminum Cargo Management System rails from Chevy Accessories. Many of the carbon fiber parts, including the hood, are clear-coated, rather than painted, to show off the intricate weave pattern of the high-tech, lightweight material. The parts that aren’t clear carbon fiber are painted Dune Metallic, a color that blends with the desert terrain. A large, more prominent grille is also part of the package and is a vision of what designers would like to see in a production or accessory part. It is very functional, feeding cool air to the 550-horsepower LS supercharged crate engine from GM Performance Parts. The combination of 20-inch BBS RD wheels – reminiscent of historic Chevy truck wheel – and aggressive Goodyear Wrangler MT/R tires connect to the chassis via BDS shocks and a four-inch lift kit to help negotiate those desert trails. The new front fascia dramatically improves approach angle and skid plates protect the chassis.  The interior features more carbon fiber details on the dash, along with black leather and suede-trimmed seats with contrasting stitching to those trail runs more comfortable. “There’s more to this concept than meets the eye,” said Dewar. “Some of the components are being explored for possible inclusion in upcoming models.”

Hennessey Performance Takes Their 2010 Camaro SS Down The Strip

Forget the break-in period and suggested care instructions from the owners manual. When you have a hot car in your hands like the 2010 Chevrolet Camaro SS, the first thing you should do is take it immediately to the drag strip. That's exactly what the guys down at Hennessey Performance did yesterday as they got a baseline for their new Camaro build. We're heading over to the Hennessey facility on Friday to get some driving impressions before the Camaro begins it's transformation into a 550+ horsepower monster. http://www.hennesseyperformance.com/