~ Auto Buzz ~: 02/22/16

Monday, 22 February 2016

When will the new Ridgeline come to Austin, Texas?



2017 Honda Ridgeline at Chicago Auto Show release date and engine specs

2017 Honda Ridgeline release date and engine specs

The 2017 model year is shaping up to be one of the most action-packed the automotive industry has seen in a while. Honda is delivering yet another new vehicle to its lineup that promises to give drivers more strength, customization and functionality. We’re taking a look at the 2017 Honda Ridgeline release date and engine specs so drivers can mark their calendars and prepare for this year to be their most powerful yet.

2017 Honda Ridgeline release date

Unlike many vehicle redesigns or new launches drivers aren’t going to have to wait much longer for the 2017 Honda Ridgeline release date. As fresh flowers start to bloom and the air starts to warm up drivers will also be able to experience the revitalized Ridgeline. Available in the spring of 2016, the truck will make the perfect travel companion for those who camp, fish or do spring cleaning and landscaping.

2017 Honda Ridgeline Chicago Auto Show front grille 1
2017 Honda Ridgeline Chicago Auto Show tailgate 1
2017 Honda Ridgeline Chicago Auto Show truck bed 1
2017 Honda Ridgeline release date and engine specs 1

2017 Honda Ridgeline engine specs

Delivering a fresh performance to go with its design and truck bed upgrades, the Ridgeline will be equipped with the 3.5-liter, direct-injection i-VTEC V-6 engine. The powertrain will work alongside a six-speed automatic transmission to make each haul, trek and adventure more efficient. Also outfitted with the I-VTM4 torque vectoring all-wheel-drive system with Intelligent Terrain Management, the Ridgeline will be able to confidently travel on any terrain and in any weather condition confidently and securely.

2017 Honda Ridgeline Chicago Auto Show specs
 

Between the truck’s powertrain and the implementation of a new, class-exclusive truck bed, the Ridgeline is sharing a performance worth waiting for.

READ MORE: 2017 Honda Ridgeline class-exclusive truck bed

Drivers interested in learning exactly when the 2017 Honda Ridgeline is coming to Howdy Honda can contact our team online or at the dealership today. We’ll update our inventory as soon as this incredible machine makes its way into our lineup.

More gadget review in www.mamaktalk.com

2016 Yamaha YZ450F – LONG-TERM TEST We fine-tune Yamaha’s 450cc thumper and make great, better.



2016 Yamaha YZ450F static side viewAs a whole, we’ve left our YZ450F remarkably stock and had little issues with performance or durability.

Testing motorcycles takes time. Sure, a day at the track can give you an idea of a bike’s performance, but a long-term shakedown shows you a machine’s durability, reliability, and oftentimes allows you to fine-tune specific settings and components. We’ve now had our 2016 Yamaha YZ450F since last August and have logged numerous hours aboard it at various tracks around Southern California. We’ve even raced it a few times. And through our time aboard the bike, we’ve discovered some settings and components we really like. ENGINE: For the most part, we’ve kept the motor remarkably stock. For the first few months, we rode the bike with the stock exhaust system installed with nothing changed aside from the mapping. At the initial intro, we tested a few different pre-programmed ignition-mapping profiles, and ultimately settled on a more aggressive map that maintains a good bottom-end hit and consistently produces power into the top-end. In stock trim, the YZ-F already has a very user-friendly power curve, but the added oomph of the more aggressive map makes the bike more fun to ride.

2016 Yamaha YZ450F FMF exhaust systemAn affordable FMF Aluminum Factory 4.1 RCT system was installed to boost the power characteristics of the YZF. The complete system perfectly complements the more aggressive ignition mapping that we also installed via the GYTR Power Tuner.

To give the bike even more power, we installed an affordable FMF Aluminum Factory 4.1 RCT system ($699.99) and immediately noticed an overall improvement in power. The FMF pipe broadens the power without taking away from any portion of the powerband. The bottom-end hit is also noticeably better than stock and the top-end pull is impressive, allowing the rider to pull each gear further. It’s worth noting that we kept the ignition mapping set at the more aggressive map, and the bike still retained a user-friendly power characteristic. One thing we didn’t like about the exhaust system, though, was the installation process. The unique design of the wrap-around exhaust header on the reversed Yamaha cylinder makes changing the system a chore. We had to remove the gas tank and shock in order to get enough clearance to properly install the full system. Suffice it to say, don’t expect to do it at the track with ease. Give yourself more time and tools at your garage or shop. CHASSIS: The suspension on the YZ450F is largely regarded as the best in class. One of the last remaining machines with a conventional spring fork, the YZF easily outperforms most bikes in the handling department. Since taking delivery of the bike, we have only played with the clickers on both the Kayaba fork and shock, going stiffer on the compression and slower on the rebound on both the front and rear. The stock settings on the bike are slightly soft for faster or heavier riders; however, when the track gets rough—as it did during our time racing at Day In The Dirt—the fork and shock perform exceptionally well. Both ends of the bike are balanced and when the sag is set properly, turning isn’t an issue.

2016 Yamaha YZ450F Renthal FatBarsWe installed lower Renthal FatBars, which help to give the cockpit a more compact feel and make for sliding up on the tank much easier. The crossbar-less bars also help to absorb harsh bumps and landing.

Changing controls on any bike is a matter of preference, but we went for the Carmichael Low bar bend—it’s available in some form from just about every bar manufacturer. We installed Renthal FatBars ($89.95) for not only the lower-than-stock bar bend, but also for the flex of the bars. The lower bar bend makes it easier to slide up on the seat for corners and provides an overall more connected feel with the bike. The crossbar-less design of the Fatbars absorbs bumps and helps to smooth out the overall ride. In addition to the bars, we also slapped on a Works Connection clutch perch ($155.85). The new perch gives the clutch a buttery-smooth feel, which in turn reduces rider arm pump and fatigue. Naturally, logging time on any bike means new tires are a must, and we chose to install Dunlop’s MX32 GeoMax tire on the front and rear ($277.00). The MX32 is Dunlop’s soft/intermediate terrain tire, making it perfect for most conditions found at our local tracks in SoCal. The YZF comes stock with Dunlop’s intermediate/hard terrain MX52 GeoMax tires, but the MX32 provides more traction in just about every circumstance. The MX52 will last longer, however, we prefer the MX32 for its performance.

2016-Yamaha-YZ450F-action-capAfter numerous hours and races aboard the YZF, it’s still running strong and holding up to anything we throw at it.

CONCLUSION: In our time aboard the YZ450F this year, one thing has become abundantly clear—this bike is incredible. Racing this bike in stock trim—or nearly stock—is something that is easily achievable. For most riders, the suspension is very good, and for just about anyone who swings a leg over the bike, the motor is plenty powerful and only amplified by the endless tuning capabilities offered by the accessory GYTR Power Tuner ($290). Lastly, the durability and reliability of the YZF is second to none, and as the year continues, we’ll likely put even more time on the tried and true package. KEY NOTES: - Maintain a regular oil change schedule. Missing oil changes can cause the bike to shift harshly - Our primary test rider is a brake dragger, however, the stock brake pads have held up to hours of abuse - The Yamaha Power Tuner allows you to change the ignition mapping very easily. Yamaha even posts maps online at www.shopyamaha.com/product/details-gytr-power-tuner - Removing the metal tab from the Dzus fasteners on the gas tank helps stop them from catching your knee braces, while still making it possible to use the flathead screw driver slot to remove the fasteners 2016 Yamaha YZ450F action. 2016 Yamaha YZ450F action. 2016 Yamaha YZ450F static. 2016 Yamaha YZ450F details. 2016 Yamaha YZ450F details. 2016 Yamaha YZ450F details. 2016 Yamaha YZ450F details. 2016 Yamaha YZ450F details.

Gadget Reviews: mamaktalk.com
Car Reviews: automoview.com
Entertainment News: 38now.com
Today's Promotions: freepromotoday.com

Jayson Uribe: Dealing with Adversity California teen fights back from injury as he prepares to make his CEV Moto2 European Championship debut.



Jayson Uribe with his off-road motorcycleFollowing a forced layoff due to a hand injury, 16-year-old Jayson Uribe is now "rehabbing" on his motorcycle, riding supermoto in preparation for his FIM/CEV Repsol Moto2 European Championship debut in April.

Every living being faces adversity in his or her life. Adversity comes in different colors, forms, and shapes, yet it affects all of us much the same way—heartache, struggle, loss of motivation, and so on. What sets a leader apart from followers, however, is how they deal with adversity. I recently wound up in a hospital for surgery on my left hand. As I stared at the ceiling in my room waiting for the sun to rise, all I could think about was the crash. I analyzed every detail I could remember trying to conclude exactly what happened and how I could make sure it doesn’t happen again. Later that evening, I started thinking about riding. Would this crash end my racing career? Would I ever swing a leg over a motorcycle again? Will I be able to pull in a clutch lever? All of those questions and more were swirling around in my head. Flash forward a few weeks and I am back where I was before: lying in a hospital bed waiting for surgery. Except this time all I could think about was getting better. Everything inside me was determined to heal as quickly as possible and get back on a bike. After seven weeks I was able to work the clutch. Having been off a motorcycle for that long, I needed reassurance that I could indeed still ride. When that lever hit the handlebar with metal pins still sticking out of my finger, I knew I could keep riding. At that point, everything changed for me mentally. I was so grateful for my family and doctor. All of our hard work had paid off. My training was limited for a while, but it became less of a hassle and more of a blessing. When the pins came out of my finger and the doctor said, “You’re good to go,” my life improved 100 percent. After two weeks of catching up physically, I finally felt subtle improvements. I had a new sense of determination; every day got better and better. I love what I do. I love working as an apprentice for my father in his electrical contracting business. I love helping riding organizations teach fellow riders. I love being on a motorcycle. For the first time in my life, I was faced with an outside force that could have ended my racing career. I got through it with help from my family, friends, and sponsors, to all of whom I am grateful. When it comes to dealing with adversity, you have a couple of options: a) You can roll over and accept what is coming to you; or b) you can take a stand and fight. The power of positive thinking and determination is in all of us. We just need the right mindset to harness it. Story courtesy of MotoAmerica.com.

Gadget Reviews: mamaktalk.com
Car Reviews: automoview.com
Entertainment News: 38now.com
Today's Promotions: freepromotoday.com

No Next-Generation Lexus LFA Planned



Lexus LFA No Successor

Lexus has no immediate plans to produce a successor to the LFA, according to a Lexus Europe vice-president Alain Uyttenhoven interview with Autocar:

“The LFA is an icon now and possibly always – we don’t need to replace it to keep that status. It is a car we can reference for another 25 years if we choose. Its status is assured. But what’s clear is that we can create similar emotion in more attainable cars, and that is our focus now.

“For the future, who knows? I’m not saying we won’t do another LFA. I just don’t know. But I am certain that we will surprise you in the future with the cars we have planned.”

This should come as no surprise to anyone following the brand — despite rumors of BMW & Lexus working together on a supercar with a 1,000 horsepower hybrid powertrain, Lexus has been very consistent in shooting down rumors of an immediate LFA successor.

(As a potential timeline, Lexus International executive vice-president Mark Templin has suggested it may be decades before a new supercar is built.)

Best Deals today in www.freepromotoday.com

Mother Goose and You: Training Young Motorcycle Street Riders Mentoring tips: Helping young motorcyclist get a clue.



mother goose illustration Wanting to contribute to the welfare of young street riders in the neighborhood recently inspired me to collate the most valuable lessons learned over 40 years of riding and sprinkle them into coaching opportunities before, during, and after our rides. From anticipating hidden driveways to danger lurking in the shadows; noticing pavement and camber changes to negotiating blind turns; and choosing appropriate speeds to deciding when and where not to be a hooligan, every lesson learned via a close call or a raft-load of scabs has become a vibrant and essential strategy to impart. Essentially, I have remade myself into a motorcycling Mother Goose. Teenagers can’t know all the survival tricks of a seasoned street rider because they haven’t experienced it all yet, nor have they suffered from not knowing. And a safety-school instructor might actually not be the entire solution, partly because his focus is necessarily on teaching the required curriculum (e.g., how to physically control the bike) and also because not every instructor has the same breadth of personal experience. The result is that teenage enthusiasm, coupled with a less-than-complete worldview, can still lead to trouble—even if a good-faith effort is made to obey the rules of the road. Among many possibilities, here are four tactical skills that can benefit younger and less mature street riders. Know what speed means. Doubling your speed injects four times more kinetic energy into any riding situation. So that quick twist of the throttle means it will now take way longer to turn, brake, or avoid trouble. Always be escaping. Train your mind into a computer that continually scans for threats and plans escape routes. “What will I do if…” and, “Where will I go if…” are essential questions to replay as road and traffic conditions change. Build a suspicious mind. Young riders sometimes assume they’ll be safe if they just obey the speed limit. However, left-turning cars, road hazards, or even an unmarked turn can still take them out. The antidote is building situational awareness. Stay in the present. Make the motorcycle seat your war room. This means that instead of climbing aboard and mentally checking out, young riders should embrace the immediacy and responsibility of the ride. Then when the unexpected happens, they’ll be ready.

Gadget Reviews: mamaktalk.com
Car Reviews: automoview.com
Entertainment News: 38now.com
Today's Promotions: freepromotoday.com

Four-Stroke Valve Arrangements



motorcycle engine valves At present we accept that the “right” valve and combustion chamber arrangement for four-stroke engines is overhead valves because that minimizes combustion-chamber volume, making torque-boosting high-compression ratios practicable. This is true whether we embrace valve operation by overhead cam (most motorcycle and car engines are now built this way) or if we prefer valve operation by pushrods and rockers (the much-venerated Harleys and 1950s-originated American V8 auto engines). At the beginning of motoring, every imaginable configuration of valves was tried. There were, for example, engines with one giant overhead exhaust valve, directly above the piston, flanked by two or even three intake valves, located stems-down to either side of each cylinder, making a total of five or seven valves per cylinder. If you can think of it, they probably tried it before 1910. Yet in U.S.-produced motorcycles of the early days, this mostly shook out to four basic arrangements, each with well-understood strengths and weaknesses. These were:
  1. The IOE (Intake-Over-Exhaust) or, in American parlance, the “pocket-valve.” Because this was the way Count de Dion’s mechanic, Georges Bouton, laid out their first and very widely-copied engine, many engine-makers adopted it worldwide, among them Indian, Harley, and Curtiss. The exhaust valve is located beside the cylinder, stem-down, and the intake is directly above it, stem-up, in a little cage. In its original form, the intake was suction-operated against a light spring, but later a cute little rocker was perched on one edge of the cage, also operated by pushrod.
  2. The T-head, which placed the exhaust valve on one side of the cylinder bore, stem down, and the intake valve on the opposite side of the cylinder, stem down. This gave the cylinder head an Alfred E. Neumann shape–a big circle with a round “ear” on either side.
  3. The L-head, aka “flathead,” or in British lingo, “side-valve.” This placed intake and exhaust valves on one side of the cylinder with their stems down, giving the combustion chamber the plan form of three circles blended together (one for the cylinder bore and two smaller ones next to it for the two valves).
  4. OHV, for Over Head Valves, which are located not in the cylinder casting as in the above three types, but in the cylinder head, with their stems pointing generally upward.
POCKET VALVE IOE or pocket-valve was the leading choice of American motorcycle builders for many years because with its valves one above the other at one side of the cylinder it added minimum volume and surface area. But all motorcycle builders knew from hard experience that having a hot exhaust valve seat and port cast as part of the cylinder caused the near part of the cylinder to bulge out-of-round from heat expansion (causing poor compression) and possibly to overheat (leading to local lubricant boiling, cylinder and piston scoring, and possible seizure). Designers exercised ingenuity in providing air passages between port and cylinder, and by spacing the heat-sensitive valve spring away from the hot exhaust valve by putting a ventilated spacer between. Since both valves were located beside the cylinder, the head itself could be covered with effective cooling fins. Once the suction-operated intake valve was replaced by one operated by pushrod and rocker, there was the problem of lubricating the rocker (carry an oil-can, like a locomotive engineer?) and keeping its oil from combining with road dust to make grinding paste, but it least this was not complicated by exhaust heat. Designers also liked the small surface area of the pocket-valve (two valves in the same space, head-to-head) because this reduced heat loss from combustion. Pocket-valve engines remained competitive in racing into the 1920s against flathead and OHV designs, suggesting there was value in staying with the design you have experience with. Some manufacturers–Moto Guzzi and Indian to name two–decided to end cylinder heat distortion by reversing the positions of the valves. They put the hot exhaust valve in the head and the much cooler-running intake valve beside the cylinder. T-HEAD The T-head seemed attractive because its shape, if not its temperature, was symmetrical–one valve on either side of the cylinder. This could count for a lot in the stability of a head-and-cylinder unit cast in one piece. But on the debit side, the F-head had more combustion chamber surface area and volume than the other three, and suffered just as IOE and flathead did, from the closeness of a hot exhaust seat and port to the cylinder. The long-serving Gravely garden tractor engine continued the T-head for many years. Again, head cooling was good because the valves did not block the flow of cooling air. FLATHEAD Eventually the flathead or side-valve configuration became dominant because it combined several advantages. Unlike IOE or OHV, it had no lubricated joints exposed to the elements (where’s that oil can?) for it was easy to completely enclose its valves, springs, and tappets where they could be lubricated partly by splash and partly by oil vapor inside protecting tappet tubes. Yes, a flathead needed a valve pocket twice as wide as that of an IOE design, and while that added unwanted extra surface area and volume, those were not the crushing disadvantages they would be today. Today, we think something’s wrong if a sportbike engine’s compression ratio isn’t at least 12-to-one, but back in the day of Indian’s “Powerplus” flathead (1916-onward) low fuel quality forbade compression ratios much over 4.5-to-one. The really big advantage of a flathead was that combustion-accelerating “squish” could be provided by allowing part of the piston to come very close to the head at TDC. As the piston rose, the fuel-air mixture in this space was squeezed rapidly out, forming a high-speed jet that vigorously distributed the combustion flame throughout the chamber. This is what gave flatheads their reputation for low-speed pulling power. Harley continued to win U.S. races with its KR 750 flathead through 1969. The extra volume of the necessary valve pocket reduced compression ratio, but any attempt to squeeze the pocket tighter restricted intake and exhaust flow. And so the KR ended up at a compromise best-power compression ratio of just under 6-to-one. On the automotive side, Chrysler Corp. continued its successful line of flathead sixes through 1959. OVERHEAD VALVES The system with the most advantages–straight, high-flowing ports and minimum chamber volume for high compression ratio and minimum heat loss–is overhead valves. But the problems in implementing OHV were large. When  valves are located in the cylinder head, their stems upward, opening those valves requires some combination of oscillating rockers and/or rotating cams–machinery that must be lubricated. Yet because these were air-cooled engines, nothing could be allowed to block the front-to-back flow of cooling air over the head’s fins. Therefore, the first OHV designs just bolted plates to either side of the head, carrying rocker spindles between them. The rockers were operated by exposed pushrods rising from the engine’s timing case on one side. Cooling was good but lubrication was nonexistent save for regularly-applied grease or oil. The next stage was to mostly enclose rockers and shafts or cams in a cast housing, located above the head on stand-offs, leaving room for airflow over the head’s cooling fins. Pushrods or cam driveshaft could now be enclosed in a tube or tubes that sealed to the engine’s timing-case at the bottom and to the rocker or cam case at the top. The ends of the rockers could stick out into the open to operate the valves, or the overhead cam or cams could operate “pushers” carried in the case, making contact with the valve stems. This left the valves themselves unlubricated, so tiny oil lines might be run to the valve guides, providing lubrication but making a mess (that’s why there was the long-running fashion to wire oil-absorbing foam to Max Norton cylinder heads). Stylists must have hated the first OHV engines because their extra height conflicted with the “long and low” look popular in the early 1920s. Why not enclose everything, as is now normal? How would the head be cooled if it were topped, not by cooling fins but by valve operating machinery? For a time, each cam or rocker was given its own enclosure, leaving a space between that could be covered with fins. Examples of this stage of design are the racing Gilera-4s and Honda’s classic road race engines of the 1960s. Their cylinders were tilted forward to give good access to these fins by the air stream. Cooling was less essential for streetbikes because they use high power less often. The limited space between the rocker boxes carried cooling fins, but access by cooling air was largely blocked by those rocker boxes. Today, heads are cooled by liquid–either oil or water–making cooling fins between the cams or rockers unnecessary. Everything is enclosed so lubrication is by pumped recirculating oil.

Gadget Reviews: mamaktalk.com
Car Reviews: automoview.com
Entertainment News: 38now.com
Today's Promotions: freepromotoday.com

Here’s the M&D Black Edition Stealth Mercedes CLS 500



mercedes cls 500 (2)

The Mercedes CLS 500 given the Black Edition Stealth package of M&D exclusive cardersign.

Recently, M&D exclusive car design released some photos of a Mercedes-Benz CLS 500 with its latest tuning package for it. The package is composed of a body kit and a significant engine boost.

According to WFC, which is also the source of the photos on top and below this article, the tuning package is called the “Black Edition Stealth”. It may be a poor choice of a name for a tuning package like what the report said because it is not actually that stealthy due to its black and white camouflage wrap coupled with striking orange accents. Nevertheless, the body work looks good on it.

Aside from the wrap, the Mercedes CLS 500 gets new bumpers complete with wings, extended side skirts, rear spoiler, and revised taillights. To top it all off, M&D equips the car with 20-inch alloy wheels with special “Smoke” paint finish. Then the wheels are wrapped in 245/30 R20 and 295/25 R20 tires for the front and back tires, respectively.

Popping up the hood of the M&D Black Edition Stealth Mercedes CLS 500 reveals the same factory 4.7-liter biturbo V8 engine of the car. However, the package allows it to be tweaked in the ECU to raise its output from 407 hp and 600 Nm of torque to 498 hp and 740 Nm of torque. It should be noted that the ECU remapping also takes out the electronic top speed limited or the auto, which takes its max speed more than the usual 250 km/h.

mercedes cls 500 (13)
mercedes cls 500 (12)
mercedes cls 500 (11)
mercedes cls 500 (10)
mercedes cls 500 (9)
mercedes cls 500 (8)
mercedes cls 500 (7)
mercedes cls 500 (6)
mercedes cls 500 (5)
mercedes cls 500 (4)
mercedes cls 500 (3)
mercedes cls 500 (2)
mercedes cls 500 (1)

The post Here’s the M&D Black Edition Stealth Mercedes CLS 500 appeared first on BenzInsider.com - A Mercedes-Benz Fan Blog.

Best Deals today in www.freepromonow.com

First Look at the Mercedes F1 W07 Hybrid



Mercedes F1 W07 Hybrid (2)

The Mercedes F1 W07 Hybrid as revealed by Daimler.

The Global Media Site of Daimler recently released the 2016 Technical Briefing Pack of the Mercedes AMG Petronas Formula One Team. It shows the teams progress so far in relation to their new race car and the insights of some of the group’s key figures.

However, the icing of the cake though are the pictures that came with the report, which show the Mercedes F1 W07 Hybrid in all its glory. Check out the images of the Mercedes F1 W07 Hybrid as well as the photos of its power unit in the gallery below:

Mercedes F1 W07 Hybrid (5)
Mercedes F1 W07 Hybrid (4)
Mercedes F1 W07 Hybrid (3)
Mercedes F1 W07 Hybrid (2)
Mercedes F1 W07 Hybrid (1)

Mercedes F1 Executive Director (Technical) Paddy Lowe was asked about the lessons learned last year and their progress going to the upcoming season. He said their main concern has been to identify their flaws, especially during their race in Singapore last year. From there, they will improve and try to achieve excellence in all areas. Lowe also revealed that they have placed minor revolutions in the upcoming car like a new packaging solution or suspension concept.

Going to the 2016 Technical Briefing provided by Andy Cowell, Managing Director of Mercedes AMG High Performance Powertrains, he explained that they have tinkered with the car to let it offer both the maximum combustion efficiency and efficiency in the various energy transition steps. They are focusing too in the enhancement of the crankshaft performance. In addition, as he mentioned earlier, they have managed to put up to 47% thermal efficiency to the new hybrid racer.

 

The post First Look at the Mercedes F1 W07 Hybrid appeared first on BenzInsider.com - A Mercedes-Benz Fan Blog.

Best Deals today in www.freepromonow.com

Gallery: 1/18 Scale 2017 Acura NSX by TopSpeed Model



If you’ve been waiting for a 1/18 scale model of the new Acura NSX, this one from TopSpeed Model is now available to order. To our knowledge, it’s the first and only 1/18 scale model of the 2017 NSX currently available.

The model only comes in red with the standard “Y” spoke wheel design, but is offered either as an Acura or a Honda. We haven’t handled one ourselves, but judging from the photos, the quality of the paint and exterior details are quite nice. Our biggest complaint is that the doors, trunk, and hood don’t open so we can’t get a closer look at the interior details.

Check out a few photos of the TopSpeed Model 2017 Acura NSX in the gallery below.

1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model 1/18 Scale 2017 Acura NSX by TopSpeed Model. Photo via DiecastXchange.com. 1/18 Scale 2017 Acura NSX by TopSpeed Model. Photo via DiecastXchange.com. 1/18 Scale 2017 Acura NSX by TopSpeed Model. Photo via DiecastXchange.com.

[Source: TopSpeed ModelDiecastXchange.com]

Freshly brewed entertainment news in www.38today.com

Share This: