>Hooray! Chevy to Offer Z/28 Performance Packs and Parts for Regular Camaros<+more<
>Hooray! Chevy to Offer Z/28 Performance Packs and Parts for Regular Camaros<+more<
Hooray! Chevy to Offer Z/28 Performance Packs and Parts for Regular Camaros
MCF Members > Do you like the Below ? Let us know ? Thanks
May 3, 2014 at 5:00 pm by Alexander Stoklosa | Photography by Marc Urbano
So, remember that time Chevrolet reportedly restricted the sale of Camaro Z/28 factory replacement parts to Z/28 owners? If you looked close, the majority of those goods were visual in nature—to prevent regular Camaro drivers from “cloning” the coveted Z/28—and Chevy has now confirmed that a lot of the Camaro Z/28 gear you can’t see will be available to owners of its pony car. Our delicate sensibilities can’t take this roller coaster of emotions, GM!
Chevrolet will offer nine Z/28 performance packages for non-Z/28 Camaros, and some of the kits even come with stuff that’s off-limits at an individual level. For example, the Camaro Z/28 suspension kit bundles the Z/28’s spool-valve dampers, which can only be purchased individually by Z/28 owners, with its springs, anti-roll bars, and front and rear suspension pieces. The Z/28’s helical differential also is packaged in a kit—but not available separately—that comes with an integrated heat exchanger for the diff cover and boasts a 3.91:1 axle ratio.Also on offer: The Z/28’s brake cooling ducts, cold-air intake, exhaust manifolds (V-8 models only), cat-back exhaust, Recaro sport seats (a factory option on 2014 model-year Camaros, these are now available on all 2012 and later cars through the performance catalog), and a differential cooling package (same as the Helical stuff, minus the diff itself). Chevrolet will offer the Z/28’s aerodynamics package to other Camaro owners, too, which we find a bit odd because a huge chunk of the restricted-sale parts are visual in nature. The front splitter, wheel-lip extensions, underbody tray, and rear spoiler in the aero kit will allow folks to mimic the Z/28’s visuals, at least partially.
Oh, who are we kidding? None of this is odd, it’s only great. This means we can build out the pseudo Z/28 of our dreams—$16K LS7 V-8 crate motor and all—and it’ll be somewhat incognito without all of the styling cues. Cue evil hand-wringing!
MCF Members > Do you like the Below ? Let us know ? Thanks
May 3, 2014 at 5:00 pm by Alexander Stoklosa | Photography by Marc Urbano
Chevrolet will offer nine Z/28 performance packages for non-Z/28 Camaros, and some of the kits even come with stuff that’s off-limits at an individual level. For example, the Camaro Z/28 suspension kit bundles the Z/28’s spool-valve dampers, which can only be purchased individually by Z/28 owners, with its springs, anti-roll bars, and front and rear suspension pieces. The Z/28’s helical differential also is packaged in a kit—but not available separately—that comes with an integrated heat exchanger for the diff cover and boasts a 3.91:1 axle ratio.Also on offer: The Z/28’s brake cooling ducts, cold-air intake, exhaust manifolds (V-8 models only), cat-back exhaust, Recaro sport seats (a factory option on 2014 model-year Camaros, these are now available on all 2012 and later cars through the performance catalog), and a differential cooling package (same as the Helical stuff, minus the diff itself). Chevrolet will offer the Z/28’s aerodynamics package to other Camaro owners, too, which we find a bit odd because a huge chunk of the restricted-sale parts are visual in nature. The front splitter, wheel-lip extensions, underbody tray, and rear spoiler in the aero kit will allow folks to mimic the Z/28’s visuals, at least partially.
Oh, who are we kidding? None of this is odd, it’s only great. This means we can build out the pseudo Z/28 of our dreams—$16K LS7 V-8 crate motor and all—and it’ll be somewhat incognito without all of the styling cues. Cue evil hand-wringing!
>Get me one > Please <>LOL<
FIRST DRIVE REVIEWarrow
2015 Lamborghini Huracán LP610-4
Bug-resistant—and every bit a proper Lamborghini.
- MAY 2014
- BY TONY QUIROGA
There are a lot of things you expect to happen when you drive a Lamborghini Huracán. It’s a supercar, after all, capable of 202 mph and traveling from 0 to 60 mph in an estimated 2.9 seconds. It starts at more than $240,000, and it has a 602-hp, 5.2-liter V-10. You expect intimidation and excitement. What you don’t expect is that this car doesn’t kill bugs. Well, it’ll kill them on the front bumper, but the windshield is so steeply raked that bugs miss the front glass entirely; it was free of viscera even after several hours of high-speed driving.
The Huracán is an entirely new Lamborghini. But it is still very much a Lamborghini, which means it looks like a shark made out of polygons. The edges and points aren’t quite as sharp as those of this car’s big brother, the Aventador, nor does it have any active aerodynamics, so the latest Lambo appears understated. Of course, this is a relative comparison—we’re pretty sure Joseph Merrick’s sister didn’t get the bulk of the attention when she went out to dinner with her brother.
More Advanced Materials and Tech
The Huracán’s body is done in aluminum and so is most of the underlying structure. Architecturally, the big leap forward is the use of carbon fiber in the rear bulkhead, center tunnel, and portions of the B-pillars. The composite accounts for a 54-pound weight reduction and is part of a 50-percent increase in rigidity compared with its predecessor, the Gallardo. The carbon-fiber pieces are glued, baked, and riveted into place before getting paint. Like the Gallardo, the Huracán’s structure is assembled in Neckarsulm, Germany. Bodies arrive at the Lamborghini factory fully painted and ready for final assembly.
The Huracán is an entirely new Lamborghini. But it is still very much a Lamborghini, which means it looks like a shark made out of polygons. The edges and points aren’t quite as sharp as those of this car’s big brother, the Aventador, nor does it have any active aerodynamics, so the latest Lambo appears understated. Of course, this is a relative comparison—we’re pretty sure Joseph Merrick’s sister didn’t get the bulk of the attention when she went out to dinner with her brother.
More Advanced Materials and Tech
The Huracán’s body is done in aluminum and so is most of the underlying structure. Architecturally, the big leap forward is the use of carbon fiber in the rear bulkhead, center tunnel, and portions of the B-pillars. The composite accounts for a 54-pound weight reduction and is part of a 50-percent increase in rigidity compared with its predecessor, the Gallardo. The carbon-fiber pieces are glued, baked, and riveted into place before getting paint. Like the Gallardo, the Huracán’s structure is assembled in Neckarsulm, Germany. Bodies arrive at the Lamborghini factory fully painted and ready for final assembly.
Another part of the Huracán that arrives in Italy ready to go is the 5.2-liter V-10 engine. Built in Györ, Hungary, the ten makes 50 more horsepower than did the Gallardo LP560-4’s V-10. A new dual fuel-injection system and revised intake are largely responsible for the power increase. According to Lamborghini, the direct and indirect fuel-injection systems work to cut emissions, add power, and improve fuel economy. No EPA figures are available yet, but the company claims an 11-percent improvement over the Gallardo LP560-4’s 14 city and 20 highway mpg figures; 15 and 21 mpg are good guesses. Economy may have improved, but this engine remains as boisterous and rage-filled as always. Even when dialed back to lower speeds, the mechanical noises of the valvetrain and accessories still come through clearly.
Unfortunately, there’s no manual option with which to lash the V-10. Too few Gallardos were sold with three pedals, so now the Huracán comes exclusively with a seven-speed dual-clutch automatic. Paddle shifters allow the driver to select gears, or if left in automatic mode, the transmission will try its best to keep you in the right gear without slurping down too much premium.
Down on the steering wheel, at the six-o’clock position, is the so-called ANIMAswitch. Similar in concept to Ferrari’s steering-wheel-mountedmanettino or Audi’s drive select, the three-mode system toggles among Strada (street), Sport, and Corsa (race) and changes transmission, engine, four-wheel-drive, steering, and suspension settings. In Strada, the steering lightens significantly, the gearbox upshifts automatically for fuel economy, the available magnetorheological dampers go to their softest setting, stability control intervenes early, and the engine’s exhaust flap stays closed until 4000 rpm. Moving to Sport or Corsa enlivens the car by changing steering effort and response, opening the muffler valves to let the engine roar more loudly, stiffening the shocks, and holding lower gears longer. In Sport, the engine will upshift on its own at redline, but Corsa asks you to command your own shifts or risk banging into the rev limiter.
Unfortunately, there’s no manual option with which to lash the V-10. Too few Gallardos were sold with three pedals, so now the Huracán comes exclusively with a seven-speed dual-clutch automatic. Paddle shifters allow the driver to select gears, or if left in automatic mode, the transmission will try its best to keep you in the right gear without slurping down too much premium.
Down on the steering wheel, at the six-o’clock position, is the so-called ANIMAswitch. Similar in concept to Ferrari’s steering-wheel-mountedmanettino or Audi’s drive select, the three-mode system toggles among Strada (street), Sport, and Corsa (race) and changes transmission, engine, four-wheel-drive, steering, and suspension settings. In Strada, the steering lightens significantly, the gearbox upshifts automatically for fuel economy, the available magnetorheological dampers go to their softest setting, stability control intervenes early, and the engine’s exhaust flap stays closed until 4000 rpm. Moving to Sport or Corsa enlivens the car by changing steering effort and response, opening the muffler valves to let the engine roar more loudly, stiffening the shocks, and holding lower gears longer. In Sport, the engine will upshift on its own at redline, but Corsa asks you to command your own shifts or risk banging into the rev limiter.
The new dual-clutch transmission (dubbed LDF for “Lamborghini Doppia Frizione”) is capable of launch-control starts. To the probable delight ofDirty Dancing aficionados, Lamborghini calls its launch control Thrust mode. Disengage stability control, switch the ANIMA control on the steering wheel to Corsa, push the brake with your left leg, the accelerator with your right, and the revs will climb to 4500 rpm. Lift off the brake, and the Huracán will thrust you hard into your seat. Upshifts are done automatically at the 8500-rpm redline in Thrust mode, just in case you’re preoccupied with avoiding a random stray dog instead of thinking about pulling the right paddle.
A (Relatively) Friendly Bull
For a car with more than 600 horsepower, the Huracán does a fine job of convincing you that you won’t be dying today. Near its limit, the chassis and controls lack any sort of spooky backbiting. We figure the car weighs 3450 pounds—the last Gallardo LP560-4 coupe we tested weighed 3507 pounds—and the weight reduction allows for smart responses and quick recoveries.
The Huracán’s limits are extremely high, but when the car’s Lamborghini-spec Pirelli P Zeros finally relinquish their grip, they do so with plenty of warning. The chassis is playful to a point, but the Huracán puts stability and grip first. Still, if you really go in too fast, the standard carbon-ceramic brakes provide immediate stopping power. Pedal feel is hugely improved over the Gallardo’s grabby ceramic brakes. A new electric power-steering system provides good road feel and increases in effort to communicate the duress of the front tires. Be sure to leave the chassis in Sport or Corsa mode, though, as the Strada setting’s lighter steering is also less communicative and lively.
A (Relatively) Friendly Bull
For a car with more than 600 horsepower, the Huracán does a fine job of convincing you that you won’t be dying today. Near its limit, the chassis and controls lack any sort of spooky backbiting. We figure the car weighs 3450 pounds—the last Gallardo LP560-4 coupe we tested weighed 3507 pounds—and the weight reduction allows for smart responses and quick recoveries.
The Huracán’s limits are extremely high, but when the car’s Lamborghini-spec Pirelli P Zeros finally relinquish their grip, they do so with plenty of warning. The chassis is playful to a point, but the Huracán puts stability and grip first. Still, if you really go in too fast, the standard carbon-ceramic brakes provide immediate stopping power. Pedal feel is hugely improved over the Gallardo’s grabby ceramic brakes. A new electric power-steering system provides good road feel and increases in effort to communicate the duress of the front tires. Be sure to leave the chassis in Sport or Corsa mode, though, as the Strada setting’s lighter steering is also less communicative and lively.
In addition to housing the ANIMA switch, the steering wheel has the turn-signal switch integrated into the right spoke. Push the button left or right for a quick three-click signal, hold for 0.3 second for a longer signal. Peeking through the top of the steering wheel is the 12.3-inch TFT display that can be configured to show a tachometer, speedometer, audio info, phone functions, and navigation maps and directions. The big display handles so much that the traditional navigation screen in the center of the instrument panel has been eliminated. Controls for the various secondary functions remain on the center console, including the ignition stop-start switch and its safety cover. What we would like is a head-up display, but Lamborghini tells us it didn’t want the extra size and weight that a HUD would add, plus the windshield is at such a steep angle that the viewing surface would be compromised. There are lots of options—$5600 wheel, $14,000 matte paint, and a nose-lift system for speed bumps among them—and ticking every box on the sheet gets you within an eyelash of $300,000. (For more money, Lamborghini will further customize the car to a buyer’s specifications via its Ad Personam program.)
Despite the raked glass and deep dashboard, visibility is good. But you sit closer to the front axle in a Ferrari 458 Italia and get a better view out front as well as a lower cowl. Where the Lambo clearly trumps the Ferrari, though, is in interior design, and the Huracán has a straightforward and logical instrument panel. Aside from the obviously modern electronics, the leather-wrapped interior is so simple that it’s retro. In fact, Lamborghini’s head of design, Filippo Perini, admits that was a goal and that the inspiration came from the Lamborghini Marzal, a concept car from the late ’60s.
He had no answer, however, when we asked whether he designed the Huracán to be bug-resistant. View Photo Gallery
PHOTOS (80)
Despite the raked glass and deep dashboard, visibility is good. But you sit closer to the front axle in a Ferrari 458 Italia and get a better view out front as well as a lower cowl. Where the Lambo clearly trumps the Ferrari, though, is in interior design, and the Huracán has a straightforward and logical instrument panel. Aside from the obviously modern electronics, the leather-wrapped interior is so simple that it’s retro. In fact, Lamborghini’s head of design, Filippo Perini, admits that was a goal and that the inspiration came from the Lamborghini Marzal, a concept car from the late ’60s.
He had no answer, however, when we asked whether he designed the Huracán to be bug-resistant. View Photo Gallery
If U can't get me the above, how 'bout the below one ? (LOL)
FIRST DRIVE REVIEWarrow2014 Ferrari LaFerrari
The LaFerrari is definitely *the* Ferrari.
- APRIL 2014
- BY EDDIE ALTERMAN
he night I was scheduled to leave for Maranello, Italy, to drive the LaFerrari, Car and Driver hosted a party in New York for the annual auto show. The guests of honor included three racing heroes you’d recognize from the Kodachromes: David Hobbs, Sam Posey, and Brian Redman. These gents hail from the golden age of motorsports, when every race weekend seemed to darken into an orgy of gore and fire.
I apologized in advance to Redman for having to leave the party early. I told him that duty called, and that I was off to drive this $1.35 million road dart, the latest in a line of rolling-laboratory supercars stretching back through the Enzo, F50, F40, and 288GTO. I also confessed that I was slightly terrified to tangle with the thing. He sized me up and said, “You should be.”
I’ve driven cars that have tried to kill me before, but none with such a vast résumé of homicidal know-how. Some have threatened to slide off the road without warning, some have tried to collapse my organs with g-force, and some have ached to impale me on their sharp interior surfaces. This one does it all. There is a video of Kimi Räikkönen, Ferrari’s F1 driver and a racer of almost Mario Andretti–like versatility, driving the LaFerrari (the TheFerrari?) at the brand’s Fiorano test track. There are flames spitting out of the car’s exhaust pipes. Deafening shrieks. Imminent loss of control at every corner. And then, finally, a lurid, frame-filling spin onto the grass. If Räikkönen couldn’t corral the surrealistic bestiality packed into this car’s short wheelbase, what hope did I, someone who has never even been to Finland, really have?
I apologized in advance to Redman for having to leave the party early. I told him that duty called, and that I was off to drive this $1.35 million road dart, the latest in a line of rolling-laboratory supercars stretching back through the Enzo, F50, F40, and 288GTO. I also confessed that I was slightly terrified to tangle with the thing. He sized me up and said, “You should be.”
I’ve driven cars that have tried to kill me before, but none with such a vast résumé of homicidal know-how. Some have threatened to slide off the road without warning, some have tried to collapse my organs with g-force, and some have ached to impale me on their sharp interior surfaces. This one does it all. There is a video of Kimi Räikkönen, Ferrari’s F1 driver and a racer of almost Mario Andretti–like versatility, driving the LaFerrari (the TheFerrari?) at the brand’s Fiorano test track. There are flames spitting out of the car’s exhaust pipes. Deafening shrieks. Imminent loss of control at every corner. And then, finally, a lurid, frame-filling spin onto the grass. If Räikkönen couldn’t corral the surrealistic bestiality packed into this car’s short wheelbase, what hope did I, someone who has never even been to Finland, really have?
The LaFerrari uses its stupid name as a feint, belittling a specification that is as serious as an Apollo mission. Its 950-hp hybrid powertrain shames Ferrari’s F14 T F1 car by 200 or so horses (actual F1 power figures are undisclosed). Its center of gravity is 1.4 inches lower than even the Enzo’s, and it uses a carbon-fiber monocoque baked in the same autoclaves as are Ferrari’s F1 cars. At speed, its aerodynamics provide the car with one gorilla of downforce (800 pounds). The brakes are cross-drilled and radially vented carbon ceramic discs the size of pizza pans.
There are more powerful cars out there, cars with more downforce, and cars with even bigger and blacker brakes. But the LaFerrari represents a singularity. It is less a conventional supercar than a carefully orchestrated system of technologies resulting in something both brutally animalistic and mechanically pristine.
Architecture, Powertrain, and Aerodynamics
We are in Ferrari’s F1 shop, where Franco Cimatti, the head of road-car development, is backdropped by four huge autoclaves, big brewery-vat-looking things laid on their sides. This is where the LaFerrari’s carbon-fiber tub gets baked, right alongside the racing cars’. Cimatti, thin, with close-cropped hair and wire-rimmed glasses, intones, “If you get the physics right, everything else falls into place. A low center of gravity is key.”
He planned the car’s architecture around its seating position. His original idea was to lay the driver down into an almost F1-like recumbency, legs up and seatback at chaise angle, but found that 32 degrees is as far as you can recline a non-F1-driving human before his front neck muscles compress and his breathing becomes strained. Still, he got the driver 2.4 inches lower than in the Enzo by easing him back and removing the seat, separating the driver’s rear from the tub with just an Alcantara-swathed pad. Without a seat’s springs and compliance, there is no filter to muffle chassis feedback.
There are more powerful cars out there, cars with more downforce, and cars with even bigger and blacker brakes. But the LaFerrari represents a singularity. It is less a conventional supercar than a carefully orchestrated system of technologies resulting in something both brutally animalistic and mechanically pristine.
Architecture, Powertrain, and Aerodynamics
We are in Ferrari’s F1 shop, where Franco Cimatti, the head of road-car development, is backdropped by four huge autoclaves, big brewery-vat-looking things laid on their sides. This is where the LaFerrari’s carbon-fiber tub gets baked, right alongside the racing cars’. Cimatti, thin, with close-cropped hair and wire-rimmed glasses, intones, “If you get the physics right, everything else falls into place. A low center of gravity is key.”
He planned the car’s architecture around its seating position. His original idea was to lay the driver down into an almost F1-like recumbency, legs up and seatback at chaise angle, but found that 32 degrees is as far as you can recline a non-F1-driving human before his front neck muscles compress and his breathing becomes strained. Still, he got the driver 2.4 inches lower than in the Enzo by easing him back and removing the seat, separating the driver’s rear from the tub with just an Alcantara-swathed pad. Without a seat’s springs and compliance, there is no filter to muffle chassis feedback.
Without a seat, though, it would have been kind of awkward and somewhat humiliating to get into and out of the car. So Ferrari cut away the sills and integrated them into the doors, hinging the now large, deep wings off the top of the A-pillar, endurance-car style. The arrowhead-shaped tub has the added effect of reducing frontal area for less drag; open those big doors, and the exposed front wheels almost look as if they were seceding from the body.
The basic slipperiness and lift inherent in the shape led to an active-aero solution to keep the LaFerrari stuck to the road. All its wings and flaps are hidden when the car is parked, but they are one of the most obvious things about it in motion. Front and rear undercar panels are always moving from a low-drag (flat) to high-drag (folded into the slipstream) position as they manage downforce. And a wide fluke at the back is constantly changing pitch and height, rising out from underneath the trailing edge of the engine cover. At 125 mph, downforce ranges from 200 pounds in the low-drag settings to an astounding 800 pounds with all the flaps and wings reaching away from the body, radically upping the car’s stability and adhesion limit.
Part of the aero package is passive, too—there are channels in the shape that help air remain attached to the body while funneling flow through the cooling system. And indeed, the LaFerrari needs all the cooling it can get. Here are the main elements of the so-called HY-KERS (Hybrid Kinetic-Energy Recovery System) powertrain: a 6.3-liter, 789-hp V-12 with variable-length intake runners, a 13.5:1 compression ratio, and a 9250-rpm redline to match; an oil-cooled, 161-hp electric motor hung off the back of the seven-speed dual-clutch automatic; and a low-set, refrigerated Li-ion battery pack that acts as a structural element at the rear of the passenger compartment. Total system output is a claimed 950 horsepower, and it’s all orchestrated to highlight each element’s strength. It calls on the electric motor’s instantaneous response to provide a kind of boost and fill in the screaming V-12’s lower rev range. The result is a compound powertrain with shockingly smooth and direct response; if you’re holding fourth gear and mash the throttle, you’ll swear you are in second.
The basic slipperiness and lift inherent in the shape led to an active-aero solution to keep the LaFerrari stuck to the road. All its wings and flaps are hidden when the car is parked, but they are one of the most obvious things about it in motion. Front and rear undercar panels are always moving from a low-drag (flat) to high-drag (folded into the slipstream) position as they manage downforce. And a wide fluke at the back is constantly changing pitch and height, rising out from underneath the trailing edge of the engine cover. At 125 mph, downforce ranges from 200 pounds in the low-drag settings to an astounding 800 pounds with all the flaps and wings reaching away from the body, radically upping the car’s stability and adhesion limit.
Part of the aero package is passive, too—there are channels in the shape that help air remain attached to the body while funneling flow through the cooling system. And indeed, the LaFerrari needs all the cooling it can get. Here are the main elements of the so-called HY-KERS (Hybrid Kinetic-Energy Recovery System) powertrain: a 6.3-liter, 789-hp V-12 with variable-length intake runners, a 13.5:1 compression ratio, and a 9250-rpm redline to match; an oil-cooled, 161-hp electric motor hung off the back of the seven-speed dual-clutch automatic; and a low-set, refrigerated Li-ion battery pack that acts as a structural element at the rear of the passenger compartment. Total system output is a claimed 950 horsepower, and it’s all orchestrated to highlight each element’s strength. It calls on the electric motor’s instantaneous response to provide a kind of boost and fill in the screaming V-12’s lower rev range. The result is a compound powertrain with shockingly smooth and direct response; if you’re holding fourth gear and mash the throttle, you’ll swear you are in second.
The car is technically a plug-in hybrid. There is no pure EV setting on the steering-wheel-mounted manettino switch just yet, but later cars will offer drivers the guilt-assuaging luxury of puttering up to 5 miles on battery juice alone.
The LaFerrari will have a limited run of 499 units, so it is not a concept car. But it is highly conceptual: hybrid system for more torque, aero for elevated limits, and driver sitting on the bottom of the tub for a more direct connection with the machine. It should not surprise you to learn that Cimatti, the car’s mastermind, builds his own titanium road bikes that use the rear of the frame as a springing element. Continued...
The LaFerrari will have a limited run of 499 units, so it is not a concept car. But it is highly conceptual: hybrid system for more torque, aero for elevated limits, and driver sitting on the bottom of the tub for a more direct connection with the machine. It should not surprise you to learn that Cimatti, the car’s mastermind, builds his own titanium road bikes that use the rear of the frame as a springing element. Continued...
PHOTOS (75)
Last edited by BeachBumMike; May 4, 2014 at 07:18 AM.
NEW - Video Player for Thumbnail Navigation
Click above to watch 'vid of beautiful auto `art (WoW)
Dear `Santa, put this one on my list > Thank You..
I'll try 2 `be really good the rest of this year >
Click above to watch 'vid of beautiful auto `art (WoW)
Dear `Santa, put this one on my list > Thank You..
I'll try 2 `be really good the rest of this year >
>I like `it> Do U ?
http://bcove.me/4vz2b26x
"I dare U 2 click above"
Let us know what U think of it ?
It's 'bout 2 minutes long.
* Check the details > manual shift + turbo'
Oh, make full screen > EnJoy
I think GM could use this platform 4 a new Monte Carlo
"I dare U 2 click above"
Let us know what U think of it ?
It's 'bout 2 minutes long.
* Check the details > manual shift + turbo'
Oh, make full screen > EnJoy
I think GM could use this platform 4 a new Monte Carlo
Last edited by BeachBumMike; May 5, 2014 at 03:16 AM.
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