Dintre dotarile standard putem mentiona jantele pe 18″ sau Renault Sport Dynamic Management dar cei care vor ceva mai serios vor opta pentru pachetul Cup, care include LSD, sasiul sport si etrieri rosii si care vine impreuna cu  ”Pack design Gri Metal” (bandouri, retrovizoare si difuzor spate), jante pe 19″ Black Mat Diamant si RS monitor, toate acestea costand in plus 1933 euro fara TVA.

Farurile cu Xenon + DRL-urile cu LED, oglinzile rabatabile cu led si oglinda interioare cu electrochrom formeaza pachetul de vizibilitate si costa 588 euro fara TVA.

Oficialii Serus ne-au specificat si faptul ca masina se livreaza in 2-3 luni de la efectuarea comenzii, asa ca cei care asteptau aceasta masina ar trebui sa le dea o vizita pe bd. Timisoara nr. 87.

http://www.serus.ro/renault/index.php

Este absolut imposibil sa listam masinile prezente, este foarte greu sa scoti in evidenta cateva dintre ele, pentru ca pur si simplu ele au fost extrem de diversificate si fiecare dintre ele a avut cate ceva special. Am reusit insa sa alegem cateva poze insa ele nu reprezinta nici macar un sfert din ceea ce a fost acolo.

Puma, in calitate de sponsor al evenimentului, a lansat si o pereche de incaltari dedicata, vedetele au fost prezente ca in fiecare an, cu noutatile de rigoare (Sharam cu un Dodge Coronet Super Bee, Eve cu un Bentley si altii). Un filmulet cu o parte din masini, la inceputul Gumball-ului gasiti si aici.

Cat despre multumiri, i le puteti adresa fotografului Dejan Sokolovski

In Romania zilelor noastre, unde marcile populare au devenit… prea populare iar sedan-urile sau SUV-urile detin suprematia pe strazi, sa ai un Mini este dovada clara ca iti place sa fii diferit si ca nu te lasi dus de valul trendului. Tocmai din acest motiv comunitatea de Mini din Romania a ales sa faca o altfel de intalnire la nivel national, sustinuta de importatorul oficial si plina de activitati.

Weekendul trecut a avut loc primul eveniment “myMINIDays” care a adunat posesori de Mini-uri din toata tara si de toate sexele. Cel mai important aspect al intalnirii a fost Mini Challenge-ul, unde masinile au fost impartite pe categorii si au fost lasate sa-si faca de cap pe pista MasterKart din Ghimbav. Cursele de karturi, cursele virtuale, plimbarile, carnavalul si mult asteptata petrecere de Sambata seara au completat programul zilei si au dus la realizarea unui eveniment de succes!

Rezumatul evenimentului il aflam direct de la participanti, cu sprijinul carora va putem arata si cateva poze de la fata locului. Mai multe detalii si discutii despre eveniment pe forumul Mini Club Romania.

Pentru prima oara in Romania pasionatii Clubului myMINI.ro au organizeaza intalnirea nationala MINI. Scopul principal a fost promovarea comunitatii MINI din Romania si a spiritului MINI.
Au raspuns prezent peste 65 de posesorii de MINI, nationalitate, sex-ul, localitatea, tara de origine, sau functia de membru al clubului ne fiind o calitate eliminatorie. Evenimentul s-a desfasurat pe pista de karting MasterKart Ghimbav, la 7km de Brasov (o locatie accesibila intregii tari), in data de 17 aprilie 2010 si a fost urmata seara de o petrecere speciala. Evenimentul a inclus si competitia MINI Challenge, impartita pe 5 categorii: MINI One (90cp), MINI Cooper (115cp), MINI Cooper cu chip (130cp), MINI Cooper S (165-175cp), MINI Cooper S JCW (peste 192cp).

In urma reusitei acestei intalniri organizatorii evenimentului, www.mymini.ro doresc ca myMINIdays sa devina o traditie anuala.
LET’S MINI!
TILL NEXT TIME!

Multumim Shane si Achim ;)

Dupa cum am mai zis, 599 GTO este cel mai haotic Ferrari din toate timpurile, cu toate ca nu stiam asta decat teoretic. Ei bine acum avem CIFRE, oameni buni, cifre care confirma ceea ce spuneam. Ei bine, pai sa vorbim in cifre atunci!

• Motorizare: V12  5999cmc;
• Putere: 670cp @ 8250rpm / 620 Nm @ 6500 rpm;
• Transmisie: F1 6+1 viteze;
• Greutate:  1495kg;
• Raport putere greutate: 2.23kg/cp;
• Acceleratie 0-100km/h: 3.25 secunde;
• Viteza maxima: peste 335km/h.
• Consum mediu: Cui ii pasa?!? bine,hai… 17.5 l/100 km.

Tragem aer in piept si continuam. Frane ceramice, inovatii aerodinamice, anvelope Michelin Supersport facute special pentru acest model (285/30 pe fata si 315/35 pe spate), jante de 20″ late de 11,5″ si 9,5″ si o interfata numita Virtual Race Engineer prin care soferul poate “comunica” perfect cu masina.

Acestea sunt doar cateva din “highlights-urile” noului Ferrari 599 GTO, iar cine vrea sa aprofundeze gaseste detalii complete in comunicatul de presa de putin mai jos.

Si ca sa fie treaba completa, avem si un configurator pe site-ul oficial.

Revealed on Ferrari the new 599 GTO – The fastest ever road-going Ferrari will be unveiled to the public at the Beijing Motor Show

Maranello, 8 April – Now available on Ferrari are the first photos and information on the new 599 GTO, an extreme V12 berlinetta developed to a specific performance-oriented brief. The 599 GTO is, in fact, the company’s fastest ever road car. It is an exclusive limited edition special which, in true Ferrari tradition, is a completely new concept, albeit inspired by a production car. In fact the 599 GTO is based on the 599XX, the advanced experimental track car, and can be considered almost a road-going version.

The 599 GTO is reserved for just 599 clients who seek the maximum expression of high-performance driving. The 599 GTO benefits directly from the technological transfer from racing and set a record lap time at Fiorano in 1′24″.

The Fiorano lap time provides just one indication of the potential of this car. Just as significant are the technical specifications – 670 hp in a 1495kg car represents a weight-to-power ratio of just 2.23 kg/hp, and ensures a 0-100 km/h acceleration time of just 3.35″ as well as a top speed of over 335 km/h.

Fundamental to the GTO’s performance is the innovative approach to chassis development which, for the first time on a production car, saw the integration between a handling set-up tuned for a level of responsiveness that is close to the limit and highly sophisticated electronic controls. The result is the almost complete absence of understeer and a truly communicative chassis.

As is Ferrari’s policy, every new Ferrari features new solutions for a road car. Thus the 599 GTO is equipped with the latest, second-generation carbon-ceramic brakes which are lighter and offer better performance, new aerodynamic innovations, such as the wheel doughnuts which increase aerodynamic efficiency as well as improve brake cooling, and the Supersport tyres developed by Michelin include a wider front tyre for greater roadholding. The driver-car interface is also new with the adoption of the Virtual Race Engineer (VRE) which provides the driver with instantaneous information on performance.

The 599 GTO’s more aggressive character is also apparent in a number of styling elements that recall the 599XX and from the powerful sound of the V12.

The GTO (Gran Turismo Omologata) moniker instantly calls to mind two Ferraris that have entered the collective imagination as symbols of performance. After the 1962 250 GTO, which swept the boards in GT racing categories in the 1960s and is now a highly prized collector’s car, came the iconic 1984 GTO, which basically invented the entire modern supercar genre.

The web special includes photos, videos and interviews on the new car, while an exclusive preview for a small number of Ferrari clients will be held on April 14th at the Military Academy in Modena. The public debut of the 599 GTO will instead be at the Beijing International Motor Show at the end of April.

599 GTO TECHNICAL CONTENTS

ENGINE AND GEARBOX

The 599 GTO’s engine is directly derived from the 599XX unit implementing, however, the necessary modifications for road-going homologation. It thus complies with Euro 5 and LEV 2 standards. The 5999 cc 65-degree V12 engine punches out 670 CV at 8250 rpm with maximum torque of 620 Nm at 6500 rpm and there is a smooth, constant rush of power all the way to the redline with no loss of flexibility even at medium and low revs. This result was obtained by working on the fluid-dynamics and components to reduce internal friction and by adopting, amongst other things, the 599XX’s redesigned crankshaft. The car also has a racing-type intake system with a new manifold with diffuser-type intake geometry and short inlet tracts designed to improve power delivery at high revs and reduce losses. To maximise volumetric efficiency per cylinder, a connection between the two plenums at the front compensates for variations in the volume. This is how the engineers managed to achieve maximum performance at high engine speeds. The engine sound inside the car is carefully controlled to balance the intake sound with the exhaust, which features a 599XX-derived 6-into-1 manifold.

The 599 GTO features the same, lower 60 ms shift times and the possibility to make multiple downshifts as on the 599XX.

VEHICLE DYNAMICS

One of the most significant innovations on the 599 GTO is the close correlation between the chassis set-up, which is close to the handling limit, and the input from the electronic controls which are developed to increase overall levels of performance.

Since the very earliest states of the two cars’ development, Maranello’s engineers worked to ensure that these two areas of the car would be seamlessly integrated thus pushing responsiveness to the limit. The result is, of course, superlative driving involvement as well as faster lap times. Apart from new springs and a stiffer rear anti-roll bar, the car also features a second generation magnetorheological suspension control system (SCM2). The suspension works in tandem with the VDC (Vehicle Dynamic Control) and latest-generation F1-Trac traction control. This makes the car extremely responsive to driver inputs – thanks in part to the adoption of a very direct steering ratio – but also very stable under braking, sharper on turn-in, more precise in cornering and quicker out of corners.

WEIGHT REDUCTION

The 599 GTO inherits much of the development work – using the same principles as employed in F1 – that went into making the 599XX such an extreme performance car. Reducing weight was a vital objective and the result was the widespread use of composites and components manufactured with technologies more akin to racing specifications. The areas involved include the bodywork and greenhouse (with thinner gauge aluminium and thinner glass), the brakes, transmission and exhaust system. The result is a dry weight of 1495 kg and a weight-to-power ratio of just 2.23 kg/hp, a very significant figure that underlines the GTO’s performance potential.

AERODYNAMICS

The 599 GTO’s aerodynamics have benefited significantly from Ferrari engineers’ experience in F1 and with the 599XX which allowed downforce to be greatly increased without impacting on drag. Thanks to solutions transferred from the track car to the road-going version, the GTO generates downforce of 144 kg at 200 km/h. The entire car was honed, including the front, the sides, the flat underbody and cooling flows. In the latter instance, the GTO can count on improved ducting to the brake discs and pads, and the adoption of wheel doughnuts – a disc positioned outside the brake disc that ensure that hot air exiting the wheelarch stays as close to the body of the car as possible to reduce drag.

Work on the nose of the car was aimed at reducing the width of the wake generated by the front and thus reduce drag. The front spoiler incorporates a separate lower wing that increases downforce at the front of the car and increases the flow of cooling air to the oil radiator. On the flanks there’s a new sill design with a more pronounced leading edge that improves the efficiency of the central section of the underbody. The underbody itself incorporates a new, lower front section with diffusers ahead of the front wheels to optimise downforce, and a new double-curve rear diffuser.

WHEEL RIMS AND TYRES

Here the difference in size between the front and rear tyres has been changed. The GTO’s front tyres are now 285/30 on a 9.5” channel with 315/35 on an 11.5” channel at the rear. The 599 GTO has 20” rims. Roll rigidity is greater at the rear to minimise understeer. These solutions guarantee improved lateral grip and quicker turn in.

BRAKES

The new CCM2 braking system is lighter and even more consistent in high performance situations. Its consistent coefficient of attrition meant that the ABS could be calibrated to a particularly high performance level, further reducing lap times, thanks to improved deceleration and shorter stopping distances. In fact, the 599 GTO boasts an excellent 100 to 0 km/h braking distance of just 32.5 metres. As well as their role in improving aerodynamics, the Formula 1-derived wheel doughnuts also improve braking efficiency by optimising brake cooling.

CAR-DRIVER INTERFACE

The car-driver interface was designed to maximise car and driver performance with a layout of the main commands that ensures absolute efficiency and minimum distraction. The Racing manettino also puts the emphasis firmly on sporty, track-specific driving settings by offering the driver full choice with regard to the electronic control parameters. The ICE position on the 599 GTB Fiorano has been replaced by CT-Off (traction control off). The GTO is also fitted with bespoke, longer carbon-fibre F1 paddles for easier use in high-speed driving. In addition the GTO also features the Virtual Race Engineer, a system that monitors the status of the car and gives the driver immediate visibility of vehicle performance.

599 GTO technical specifications

DIMENSIONS AND WEIGHT

Length: 4710 mm (185.4 in)

Width: 1962 mm (77.2 in)

Height: 1326 mm (52.2 in)

Wheelbase: 2750 mm (108.3 in)

Front track: 1701 mm (67.0 in)

Rear track: 1618 mm (63.7 in)

Dry weight*: 1495 kg (3296 lbs)

Kerb weight*: 1605 kg (3538 lbs)

Weight distribution: 47% front – 53% rear

Fuel tank capacity: 105 litres (27.7 US gal/23.1 UK/gal)

Boot volume: 320 litres (11.3 cu ft)

ENGINE

Type: V12 – 65°

Bore & stroke : 92 x 75.2 mm (3.62 x 2.96 in)

Unitary displacement: 499.9 cc (30.51 cu in)

Total displacement: 5999 cc (366.08 cu in)

Compression ratio: 11.2:1

Maximum power: 500 kW (670 CV) at 8250 rpm

Maximum torque : 620 Nm (457 lbs/ft) at 6500 rpm

GEARBOX

F1 6–speed + reverse

SUSPENSION

SCM2 – Magnetorheological Supension Control

TYRES

Front: 285/30 ZR20”

Rear: 315/35 ZR20”

CARBON-CERAMIC BRAKES

Front: 398 x 38 mm (15.7 x 1.5 in)

Rear: 360 x 32 mm (14.2 x 1.3 in)

ELECTRONIC CONTROLS

CST with F1-Trac: Traction and stability control

TPTMS: Tyre pressure and temperature monitoring system

PERFORMANCE

Maximum speed: over 335 km/h (over 208 mph)

0-100 km/h (0-62 mph) : 3.35 sec

FUEL CONSUMPTION

Combined cycle (ECE)*: 17.5 l/100 km

CO2 EMISSIONS

Combined cycle (ECE)*: 411 g/km

*European version

Este un proiect la care s-a lucrat cativa ani iar masina este nou-nouta – sasiu, motor, caroserie, interior, etc. Intr-o reclama a masinii se spunea ca are undeva in jur de 1300-1500cp si ca daca se supara pe ea (presiune mare, alcool, nitro, etc.) sare de 2000cp (doua mii de cai putere). Daca este adevarat, este o putere ridicol de mare, cam pe masura pretului cerut pe masina (150.000$).  Cel mai probabil este o masina de show pentru ca ar fi destul de greu sa te asiguri intr-o intersectie din cauza “blower-ului” si nici macar pe o pista de drag nu cred ca poate fi tinuta dreapta. Ah, si ar mai fi numarul de inmatriculare care ar atrage injuraturile celor care nu se prind la ce se refera.

Sincer sa fiu n-am avut rabdare sa citesc toate modificarile pentru ca am dat de poze si de filmulet. Daca este cineva atat de curajos (si are mult timp liber la dispozitie) am pus putin mai jos descrierea vanzatorului a acestei bestii. Pentru restul, filmuletul si pozele ar trebui sa-si faca treaba.

1969 Camaro RS/SS Pro Street, This project has been several years in the making at our shop. It is a brand new car-top to bottom. The body is all steel except the hood. Full round tube 4130 chrome moly chassis, The engine is a brand new (w/ documentation, build sheet, detailed engine build pics, etc) Outlaw Pro Mod engine that has been built specifically to run on pump gas, 516cu” BBC, Show Polished PSI 206B Screw Blower, Big Stuff 3 EFI, Magnesium injector hat, Donovan HC700 11.1 deck aluminum block, Steve Schmidt full CNC Profiler 12 degree big chief cylinder heads, victory titanium valves, Jesel pro series rockers, billet rail fabricated valve covers, Indy big chief blower manifold with PSI burst panel, custom 1 off NX express alcohol/nitrous fogger injection system plate, lunati pro series crank, serrated MGP billet rods, custom CP extreme duty 9.1 coated forged pistons, 55mm roller cam bearings, comp custom grind roller cam, crower .904 lifters, jesel raised cam belt drive with Jesel front mount distributor, Gene Fulton split sheetmetal dry sump oil pan, mezier 55gph electric waterpump custom 2.5″ primary ceramic coated headers with 5″ Flowmaster pro shootout mufflers, JEFFCO 4 speed billet planetary lenco transmission, blowproff bellhousing, Mcleoud street twin dual disc clutch, Flat handle shifters, strange 9″ housing, strange aluminum centersection, strange axles, strange billet disc brakes, 4 link/wishbone rear suspension, strange coilovers, 15×15 American Racing Trakstar Beadlock wheels, 33×22.5 Hoosier Quick Time Pro D.O.T street tires, 15 gallon aluminum fuel cell, Weldon Pro Series fuel system, strange strut front end, rack and pinion steering, car has the factory steel dash in it filled with autometer phantom and factory gauges, dual 10lb NX express nitrous bottles mounted in a custom billet dual bottle bracket in between the wheel tubbs welded to the chassis, Painless wiring, ARC control panel, polished nitrous switches, polished steering column, factory door panels, headliner, fully upholstered tinwork, roll up windows, lights, turn signals, factory trim, show quality black basecoat/clearcoat paint, hideaway headlights, car is slammed, the 4 link, wishbone, rearend housing, front strut bars etc is all powdercoated silver metallic.

Chiar daca nu va fi la fel de usoara ca legendarul “F1″, MP4-12C vine cu tot felul de dotari de ultima generatie si chir si asa cantareste doar 1300kg, mult mai putin decat supecar-urile similare.

Fata de F1, care avea motor de BMW sau de SLR, al carui motor era facut cu Mercedes-Benz, MP4-12C vine cu un motor produs 100% in fabrica McLaren, sub numele de cod M838T si cu ajutorul celor doua turbine beneficiaza de 500Nm oriunde intre 2000rpm si 8000rpm, un cuplu care garanteaza raspunsul prompt al motorului atunci cand este nevoie de putere.

Aerodinamica este un alt punct forte al masinii, radiatoarele profitand de acest lucru prin pozitionarea lor pe lateral s nu frontal, asa cum se obisnuieste.

Soferul are posibilitatea sa aleaga trei setari diferite pentru stabilitate si suspensie, fiind in acelasi timp si confortabila dar si agila prin alegerea inginerilor de a nu folosi nici un roll-bar prin masina, un sistem hidraulic fiind responsabil pentru comportamentul “anti-roll”.

Franele spate ale masinii folosesc un sistem similar cu cel gasit pe monoposturile F1, in care fiecare roata este franata individual, oferind astfel un control imbunatatit in curbele foarte stranse.

Tehnologia ingenioasa nu se limiteaza doar in ceea ce priveste mecanica sau performantele rezultate, aceasta fiind regasita si la interior unde avem un sistem multimedia cu touchscreen, bluetooth, WiFi si tot ceea ce ti-ai dori chiar si de la o masina super luxoasa.

Pretul noului McLaren nu a fost comunicat, dar ceea ce am zis mai sus suna atat de bine incat pot spune de acum ca masina asta va fi o bestie din toate punctele de vedere si va avea un succes garantat! Sper doar sa-i dea un nume mai scurt…

Sursa: Autoblog

Ei spun ca filmarea a fost facuta fara repetitii si ca asta a fost prima tura a lui Tanner pe Mulholland Highway, o zona poreclita si “The Snake” din traseului virajat al drumului.

Primul filmulet este cel de care vorbeam mai sus iar in al doilea gasiti detalii despre jucaria de drift.

Dar multora din domeniul le sticleau ochii la masina asta nu din cauza a ceea ce am zis mai sus, ci din cauza ca aveau un norulet deasupra capului in care isi imaginau o mare turbina pe acest motor, stiind ca motorul stock nu va face cine stie ce ravagii. De aici a inceput nebunia, tunerii profitand cat mai mult posibil de integrala si de V6-ul de sub capota, unele masini avand rezultate impresionante chiar si la noi in tara, unde putem gasi cateva exemplare de R32-uri turbo.

Si de data asta tragem cu ochiul la vecinii de peste Atlantic unde mai gasim un Golf R32 foarte frumos modificat. A pornit in lumea tuning-ului cu 241cp imbracati in verde, dar a prins destul de repede o raceala, o data cu interventia celor de la EIP Tuning, ajungand sa stranute din ce in ce mai des si mai tare cu o putere de 509cp si 450Nm masurati la roata.

Fiind multumit de performante, proprietarul a trecut la modificarile exterioare, unde un widebody custom a fost creat si vopsit intr-un galben cu “fulgi” aurii, completat de un set de jante VSH Vellano Forged pe 19″, vopsite in aceeasi culoare si imbracate in Toyo-uri.

Suspensia Bilstein PSS9, franele mai mari, exteriorul shaved si scaunele Sparco din alcantara sunt doar cateva modificari din lista destul de bogata, pe care o gasiti putin mai jos, urmata de galeria foto.

Motor si performanta:

• EIP Tuning Stage 2 Turbo
• Custom T4 Turbonetics Turbocharger
• EIP Stainless Steel Tubular Turbo Manifold
• EIP Comp Series Mount Intercooler (Spearco Core – Bar & Plate)
• EIP Custom High Flow Fuel Injectors
• EIP Low Compression stainless steel head gasket
• EIP High Flow Fuel Pump
• Comp Series Full SS Catalytic Converter (100-Cell Custom EIP design)
• Raceware Head bolt Set
• Turbosmart 38 External Wastegate
• EIP Stainless Steel 3″ Down Pipe
• 3″ High Flow Catalytic Converter
• Greddy Type RS “Blow Off Valve
• Apexi AVCR Boost Controler
• EIP Stage 2 Turbo ECU Upgrade
• EIP Custom Painted Black with flake Piping
• EIP 3″ Comp Series Stainless Steel Cat Back Exhaust
• EIP Comp Series Short Shifter
• EIP Comp Series STS
• EIP Transmission Mounts
• EIP Polished Aluminum
• R Strut Caps
• Coolant Cap
• Oil Cap
• Oil Stick Cap
• Haldex Performance Upgrade (Blue)
• Custom Painted Audi S3 Coolant Cover
• Custom Painted Engine and Battery Cover
• Deisel Geek Skid Plate
• Custom Painted Intake Manifold

Stabilitate si franare:

• Bilstein PSS Suspension
• Neuspeed 22mm Rear Sway Bar
• Neuspeed Polished Upper Strut Bar
• ECS Rear Adjustable Tie Arms
• ECS Tuning F 2-Piece, Floating, Rotor Kit-Cross-Drilled & Slotted Brakes
• ECS Stage 1R 12.1″ – Rear Big Brake System

Exterior:

• Custom Paint: PPG Yellow with Gold Flakes
• Shaved Side Markers
• Shaved Side Moldings
• Shaved Hatch
• Shaved Emblem
• Shaved Hatch Handel
• Custom Wide Body
• Custom Dubtechnik front bumper, rear bumper and side skirts
• Speed Tech Angry Boser Style Hood
• M3 Heated Side Mirrors
• Drivers Side Door Lock Delete
• Character Rear Hatch Blend Molded into Hatch
• Hella European Blacked out Headlights with EIP HID bulbs
• Custom Hella European Blacked out Taillights
• 5th Brake Mod
• 4 (1 in each headlight and taillights) Whelen Strobe Lights
• Hella Air Horns

Interior:

• Custom Molded A Pillar
• 42 Draft Design Oil Temp, Oil Pressure and Boost Gauges
• Sparco Black Alcantara Milano 2 Suede Seats
• Sparco Globe – X shift knob
• Sparco Lap 5 steering wheel
• Custom Molded Sirius Satellite Radio Enclosure
• Custom Phatnoise Enclosure
• Compustar Remote Start with Strobe Lights
• Euro Switch
• Custom Painted 6 Point Roll Cage
• Alcantara Black Suede Headliner

Cu toate astea sunt cateva Charger-uri care si-au gasit drumul spre Romania fara sa sufere, unele din ele avand si ceva modificari, dar nu neaparat bine alese.

In SUA, Charger-ul este o masina populara iar tuning-ul pentru el este destul de diversificat, dar de data asta va voi arata o masina pe care tuning-ul nu este extrem, pentru ca de multe ori nici nu este necesar.

Charger-ul de fata este SRT8, deci pe langa HEMI-ul V8 de 425cp si franele Brembo, masina are si un bodykit sport, deci din start a plecat cu un mare avantaj. Pornind de aici masina a primit un look “blacked-out”, adica semnalele si stopurile innegrite, folie pe geamurile din spate, dupa care un diffuser pentru bara spate, un eleron de portbagaj si unul de luneta.

Totusi ce ajuta cel mai mult acest Charger sa arate atat de bine este suspensia coilover de la BC si jantele pe 22″ pe care le gasim si pe Viper SRT10, acestea completand lista (scurta) a modificarilor.

Suficiente? Eu zic ca da si am cateva poze drept argumente:

Sursa: Flickr