Mercedes C63 Black Series In-depth Comparison

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With so many options available in the performance production vehicle market, what are the best options? Ferrari 430 Scuderia? Perhaps the Porsche 911 GT3 or BMW’s M3 GTS? What about something from overseas? Today we are going to consider something from our favourite German manufacturer: Mercedes-Benz.

Mercedes have been producing very stylish vehicles that also perform for many years but some of the products they have been offering recently have become very interesting. Mercedes C series – particularly the C63 has been the choice of many as it offers the styling and performance that so many discerning drivers prefer. Mercedes have used that benchmark vehicle and have taken things to the next level by offering the Mercedes C63 Black Series. You might ask – why the Black Series rather than the C63? What type of innovation and performance functionality does the Black Series have that justifies the price premium?
In regards to performance, the C63 Black is more than admirable. A top speed of 300 kilometers per hour and a 0-100 km/h time of 4.2 seconds, the Black Series rivals the performance just about any production supercar.


In regards to enhancements over the standard C 63, the Black Series incorporates a race track style coil over the suspension with adjustable dampers. To better hug the road and manage the demands of a professional race driver, the track of the Black Series is 40 milimeter wider at the front and 79 milimeter wider at the rear of the vehicle. The radiator has 50% more surface area and 390 milimetrcarbon-ceramic, front brake discs come standard.

Forged pistons, conrods, a lightweight crankshaft and a new ECU brings the engine outputs of 451bhp as well as 443lb ft. from the regular C63 up to 510 bp and 457lb ft. In addition to the increased horses and torque, the C63, Black Series is approximately 20kg lighter than the C63. This all adds up to take a few tenths of a second off the 0-100 km speed.
The Black series features the AMG aerodynamics package in addition to additional vents in the nose and larger wheel arches. The black accents and adjustable carbon rear wing differentiate the exterior from the C63.
The acceleration is hard and the steering is sharper – complemented by the stronger braking ability of the larger discs. Outfitted with Dunlop tires working cohesively with active transmission cooling, the control is better and grips tighter. The vehicle handles like the race-car it is.


With a wet clutch in the Black Series replacing the torque converter, changes are made in 100 milliseconds at full throttle. Although the subtle differences feel similar to the regular C63, the smooth and subtle gear changes are a definite upgrade.
Inside you will find an interior very similar to the regular C63 tasteful yet subtle contrasting stitching, along with attractive carbon trim and a small Black Series badge clearly identifying your exclusive machine.
For the performance being offered, 23.2 miles per gallon is a pleasant surprise in regards to fuel efficiency. The rear-wheel drive weighs 1,710kg and comes in at slightly over £100,000, depending on your retailer of choice.
With the improvements offered by the Mercedes Black Series, this vehicle compares and even exceeds the performance of cars such as the Jaguar X.K.R.S or an Aston Vantage.

BMW 340i a Fanboy car to stay?

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It is not easy to achieve what BMW being BMW achieves every time! And it is no different with its latest launch the BMW 340i. The company’s much loved series, the 3 series is its heart and soul and remains the target and benchmark for every wannabe sports sedan maker. With growing competition, however, the leading automaker is itself shifting its emphasis from being the ultimate driving machine to having the most efficient dynamics.340i

The BMW 335i was much loved by the sports car enthusiasts for its super silky power delivery and excellent power band. The new BMW 340i is all set replace this BMW favorite as the new most loved car in 2016.

At first look, you may find the 340i similar to the outgoing 335i. But look closer and what strikes you right away is more aggressive design and look of the new 340i. This car comes with new headlights and taillights that give the car a more robust look. The car looks even better when you have these lights turned on. There are nice touches to car that only a BMW enthusiast can note. Also adding to the series of new lights to the car is the new fog lights in 340i that was not there in the 335i.


The interior too is not much different from the 335i but there are some nice and improved changes to it. You will now find the color of your car on the door panel as well. So if you have a matte blue car than the interior accent of matte blue will be there on the panel of the car door too. The cup holder in the 340i slides in and out and the seats come with a very nice white stitching on them. The screen software seems to be updated making it smoother and quicker.


The font color for the AC that was orange in the last series is now white. The car lock beep is now louder as you lock or unlock your car as compared to the 335i that was comparatively softer. The door gives a nice oft thud now as you close it.

The biggest and most noticeable change to the bmw 340i is its engine. The new engine is the 3.0-liter engine that comes equipped with BMW’s latest Twin Power Turbo technology. It replaces the N55 in the 335i and is the highest in the gasoline line up in the 3 Series. It improves on the horsepower of the 335i by 20hp and goes on to give up 320 horsepower in the 340i. It also produces an impressive peak torque of up to 330 lb-ft.

The 340i comes powered with the automatic eight –speed ZF and there is also the option of a six-speed manual gearbox. The 340i driven with the eight-speed Steptronic transmission accelerates from 0-60 miles per hour in less than 5 seconds, preReference: 4.8 seconds.

If you found the 335i to be a little soft n its appearance and performance than look out for the new 340i. It is definitely more aggressive with a stiff steering and a tighter suspension.

The BMW 340i is definitely the best car in its class, as was the 335i before.

How to adjust Ride Height adjustable suspension

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So you’ve purchased a set of racing coiloverss hocks for your car with spring pre load (or “spring tension”) adjustment, but do you know how to set it properly? Maybe your coilover system does not have independent ride height adjustability, you set it to yield the desired ride height, and are now just hoping the set pre load is within a proper range. Or maybe your coilovers do have spring pre load adjustability independent of ride height adjustability, but you are unsure of how this affects performance. In this article, we will describe the effects of spring pre load and how to properly set it.


Having too much or too little spring tension will negatively affect suspension performance, but in different ways. Too much spring tension can make your suspension feel like it is topping out. This happens because now the shock extends to its maximum length too suddenly, and this may unload your wheels from the road surface. Not enough spring tension can make your suspension bottom out excessively. Knowing these effects can help make the correct adjustments.

Let’s define a few terms to help understand spring pre load effects. The amount of stroke the season consumes at static ride height from the weight of the vehicle is called “droop.” And the amount of stroke left over at static ride height is called “compression stroke.” The total shock stroke is droop and compression stroke combined.

It is important to understand that spring tension does not affect the spring rate of a linear spring (most coilover systems come with linear springs). For example, increasing spring pre load WILL NOT increase the firmness of your linear spring. However, this WILL increase the amount of compression stroke you have which increases bottoming resistance.

Springs on most racing coilovers systems have to be pre loaded in order to retain a desirable amount of compression stroke at static ride height. For example; if you have a coilover with a 200 lbs/in spring rate carrying 800 lbs of weight, without any pre set spring pre load, the coilover will compress 4″ just from the static 800 lbs of weight acting on it. If this racing coilovers has a total of 5″ of stroke, this only leaves you with 1″ of compression stroke left over! In this scenario you must pre load the spring to insure you have more than 1″ of compression stroke. There is way too much droop in this scenario.

So we now know that spring tension affects droop. But what is the proper amount of droop to have? This varies depending on how much total stroke your coilovers have, so we treat the desired droop as a ratio of total shock stroke. In order to have an appropriate amount of droop, we recommend setting droop to be 30-40% of the total shock stroke (see equation below). Now you know that you have to adjust the spring tension on your coilovers to yield 30-40% droop!

How to set spring pre load:

You must first measure the total shock stroke of your racing coilovers (including the bump stop length). Then measure how much the coilover compresses when the vehicle is at static ride height. Subtract the compression stroke at static ride height from the total shock stroke to find the droop amount. Adjust spring pre load until suspension droop is between 30-40% of total shock stroke.

These days, it is almost a requisite to have coilovers in cars. Racing coilovers are known for the way they improve the balance of the car and eliminate chances of your vehicle rolling off. They do this by lowering the gravity center of the car. You can get ksport coilovers because they are sure to give you many benefits. However, cost can be a downside to coilovers. The following points will tell you everything you need to know about coilovers –

1. Meaning – A racing coilovers is nothing but a coil spring which is installed around and over the shock. It is this one collective unit which is called a coilover. Since racing cars require a lot of balance and shock resistance, that is where coilovers were first introduced. However, they soon became very popular because of their advantage to any driven vehicle.

2. Types of racing coilovers – There are mainly two types of coilovers –

BC Racing makes an application for almost all makes and models for a little under 1000bucks USD.

* True or Threaded racing coilovers – The body of these coilovers is threaded. You need to decompress the spring if you want to adjust the tightness and height of the coilover. This adjustment would raise or reduce the height.

* Sleeve Coilovers – The true coilovers are much more sophisticated than sleeve coilovers. The only difference is that instead of using a threaded structure, this coilover uses a sleeve on which the spring rests. Usually, a simple screw is used to hold the sleeve in place. Locking plates can also be used to stop the sleeve from moving. However, sleeve coilovers also tend to be noisier which is why they are not preferred that much.

Aurimas “Odi” Bakchis, is the CEO of Feal Suspension, Inc. and is also a professional race car driver. He has personally engineered Feal Suspension coilover systems to perform in a variety of applications and his success on track has proven the outstanding quality of his Feal Suspension products. Aurimas finished the 2015 Formula Drift World Championship as 2nd overall, has traveled the world drifting, taught a suspension seminar in Europe, and has been ranked as a Top 5 driver in the Formula Drift USA championship since 2014. His suspension expertise is sought by drivers ranging from the inexperienced to the professional.