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and we're left with a rear wheel drive twin turbo v6 for $240k?
with all the crap removed, it might actually be faster. hundreds of lbs vs... what 50/60 electric power? that stops working at... something like 75 or 80mph?
with all the crap removed, it might actually be faster. hundreds of lbs vs... what 50/60 electric power? that stops working at... something like 75 or 80mph?
don't know. I think the nsx is pretty comparable to the 918 and as heavy as the 918 is it's still killer on the track. seems likely that the benefits of having the tech is worth the added weight.
found some useful information.. not directly from Acura but indirectly from EVO magazine instagram account.. it looks like optional performance tires are Pirelli P-Zero Trofeo R.. I just don't get acura's marketing team... oh well..
don't know. I think the nsx is pretty comparable to the 918 and as heavy as the 918 is it's still killer on the track. seems likely that the benefits of having the tech is worth the added weight.
comparable? you mean the Concept of the car is comparable.
There is nothing else comparable between these 2 cars.. Nothing!
Honda begins allowing journalists to tour its Ohio NSX plant. Media embargo lifts on 3/17. Honda appears to follow foot steps of other high end car makers in allowing such things. Looks like 3/17 we'll likely get a rush of another round of media reports
Honda (HMC - Get Report) took the wraps off its latest U.S. factory, a small plant in Marysville, Ohio, intended as a showplace for manufacturing the Acura NSX supercar, which goes on sale in a month or so.
Journalists have been touring Acura's Performance Manufacturing Center, though Honda has embargoed details of the assembly process until March 17. The factory is likely to be open to prospective NSX customers and perhaps the public, much like European factories owned by Ferrari and Porsche that operate tours. The facility is located near Honda's existing factories and research center, about 40 miles from Columbus, Ohio.
"All the details of when and how we will allow non-Honda personnel into the plant haven't been decided," said Sage Marie, a Honda spokesman. "We are bringing attention to our elite brand and the top vehicle in its model line."
Can't wait until the reviewers finally gets allowed to put the NSX through its paces up against the competitors.
Would love to see these cars lined up side by side for a massive all out drag race. And a week long massive test on various tracks and whatnot.
NSX
488
Huracan
R8 V10
GT-R Nismo
McLaren 570S
911 Turbo S
AMG GT-S
C7 Z07
Viper ACR
Challenger Hellcat
V12 Vantage
i8 (eh....probably shouldn't be here because this will be embarrassed but it is classified as a hybrid sportscar....)
Also a very interesting price points on these as well ranging from less than 70k MSRP to ~250k.
These tests are rather pointless since they don't use same tires on all the cars. Tires are one of the biggest factors, yet almost always overlooked.
But its their typical banter. They "talk" about things to the press left and right but never fully implement, or make good on what they actually speak of. If all you are doing is talking with little to no intent on doing, we are best not to be told. Its like putting your kid in the car, driving him down to the toy store and pointing out all the toys to him then driving off. If there is no intent on letting him get out and get one why go there in the first place.
I was at the DMV this past Thursday and on the tv screens where they run ads, show the weather forecast for the next 5 days and other stuff, they showed an ad (?) about how Acura was considering producing a Type R version of the NSX with the hybrid powertrain removed so it'd be RWD only.
I was a bit surprised that they were reporting on this almost as if it could/would happen some day. First thing I thought when I saw that on the screen was what you wrote here.
Ah. Good point. Maybe they can try to use all the same tires if someone is smart enough to do it.
.
While it may improve some of the stats of each car it may also hinder as well. Each vehicle is designed and tuned from the factory for the specific tire and characteristic of the tire on the vehicle. Changing them out for a different tire may make/have undesirable side effects
I totally understand what you mean. But I'm not sure about that being "typical." For instance, what's the next RLX going to be like? What's the plan for a car that slots between S660 and NSX?
Your response from the above questions would probably be,
"oh it's because they havent planned anything."
Is it? Or is it possible that they are just withholding information, like you just described?
It is their typical banter. When they are talking about a specific plan or direction of a vehicle company etc.. they always say stuff like that. You asking about the nest RLX or what slots between vehicles has nothing to do with what we were talking about in respect to them saying stuff about the NSX R and what i said about it being typical honda banter. They have been saying stuff like this for YEARS now.
this is what I do every time I go to the grocery story with my wife, I walk over to the magazines and look at a bunch of toys (cars) that I'll probably never own.
Much different! You brought yourself to look at things that "you will probably never own". It would be more alike if it was your wife that said ok, lets go car shopping i think you need a new car, what do you want in a car, take you out and look at said new car then after you see the one you want changes her mind and says well its time to go home and mow the lawn.
You have ZERO idea as to what it takes to get to that speed. The NSX makes no where near enough power to do so. The only way it will go 250 is with a saturn rocket strapped to its roof or if it gained 700+ hp.
I don't think he has any idea how strong the wind resistance becomes as speed increases. Shit, at even 200km/h on a motorcycle while ducking down, the drag forces are crazy. Never mind 200 or 250 mph.
I mean, I guess it makes sense. He drives a TSX, so likely has no idea of what it's like beyond 70 mph.
While it may improve some of the stats of each car it may also hinder as well. Each vehicle is designed and tuned from the factory for the specific tire and characteristic of the tire on the vehicle. Changing them out for a different tire may make/have undesirable side effects
I should've also mentioned when I said same tires...as in I would think putting basically very high performance tires (something like Pirelli P Zeroes?) so that it maximizes grip and hence I would think it would make it a more even playing field and also hopefully bring out maximum performance in each car.
As has already been discussed here...appears the opinion is the NSX is using woefully under-gripping street tires as standard. And we always hear about guys looking for the best tire for their performance sportscar...and by looking at those forums and on this very thread...it would seem many doesn't believe the OEM car makers provide adequate tires for their cars.
Would be an interesting test nonetheless.
OEM tires and then some kind of standarized tires, maybe in consultation with engineers as well to minimize any negative effects on the vehicle as you mentioned.
I don't think he has any idea how strong the wind resistance becomes as speed increases. Shit, at even 200km/h on a motorcycle while ducking down, the drag forces are crazy. Never mind 200 or 250 mph.
I mean, I guess it makes sense. He drives a TSX, so likely has no idea of what it's like beyond 70 mph.
My TSX has lighter accessory rims and summer performance tires with sport package. It can easily hit 155mph even with 5speed auto.
there almost none 4 cylinder normally aspirated luxury cars that C&D give greater than 138mph rating.
You have ZERO idea as to what it takes to get to that speed. The NSX makes no where near enough power to do so. The only way it will go 250 is with a saturn rocket strapped to its roof or if it gained 700+ hp.
why you think NSX does not have enought power. it has 573bhp with 476 ft-lb of torque. with high way fuel economic of 22mpg and city 20mpg.
Honda is always conservative with fuel economic. it shows tremendous aerodynamic efficiencey of such power and wide car.
why you think NSX does not have enought power. it has 573bhp with 476 ft-lb of torque. with high way fuel economic of 22mpg and city 20mpg.
Honda is always conservative with fuel economic. it shows tremendous aerodynamic efficiencey of such power and wide car.
1500 hp Twin turbo Gallardo hitting 251. The NSX as is won't do this. Understand what was said to you, the numbers aren't there for the NSX to hit 250 mph. I'm astonished, you, a tsx owner brags about performance. As if you own something worth bragging about.
For nearly a decade the promise of a 2nd-generation Acura NSX has been dangling in front of the automotive world like a juicy carrot hanging from a stick in front of a hungry mule. And just like that mule, we never could quite get to the prize at the end of the rope.
Acura started development of a front-engined NSX powered by a V10 engine in the mid-2000s, but The Great Recession put the kibosh on that plan by the end of 2008. Once the economic outlook improved Acura teased us with a new, mid-engined NSX concept in 2012, but we were forced to wait once again when the company decided that the show car's naturally-aspirated V6 wasn't really supercar worthy.
But finally, the wait is over. The real question is, though, has it been worth it?
What is it?
Since a lot has changed over the last few years in the world of NSX, it's probably best to start with the basics.
Like the original, the 2017 NSX is a 2-door coupe with seating for 2. The latest version of the NSX also has a V6 engine in the middle, but that's where the similarities stop.
Whereas the original used a transversely-mounted, naturally-aspirated V6 -- much like the NSX concept from 2012 -- the newest version of Acura's supercar relies on a longitudinally-positioned 3.5L V6 aided by a pair of turbochargers. Although Acura currently offers a 3.5L V6 under the hood of some of its other vehicles, the 75-degree 3.5L V6 in the NSX is a ground up design that is bespoke to the nameplate.
To that gas powertrain Acura added a total of 3 electric motors -- a pair at the front axle and another integrated into the NSX's 9-speed dual-clutch gearbox. Those electric motors are powered by a battery pack sandwiched between the NSX's passenger cell and engine compartment.
On its own, the gas engine is good for 500 horsepower and 406 lb-ft of torque. The electric motors bump the NSX's total output to 573 horsepower and 476 lb-ft of torque. The NSX doesn't have a dedicated EV mode, but it's capable of battery-only operation at low speeds for distance up to about 1.5 miles.
On an interesting side note, the gas engine in the NSX is completely belt-free; everything from the power steering to the air-conditioning is electrically operated, so there isn't a need for a pulley system. The NSX doesn't have a traditionally starter motor, either; the electric motor pancaked in the car's transmission is responsible for getting the gas mill going.
Form follows function
The NSX has all the typical styling hallmarks of a high-end sports car, but there is a lot more technical stuff going on than meets the eye. Rather than just channeling air around the car, engineers worked tirelessly to divert passing air through the NSX.
That channeling system starts up front with 3 large inlets located in the lower portion of the NSX's front fascia. Those ducts help pass air through the NSX's front radiator and also provide cooling for the electric motors mounted in the center of the front axle. In order to ensure that incoming air doesn't create unwanted front-end lift, designers fitted functional air extractors on the NSX's hood and on the front fenders just behind the front wheels.
Once air exits those ports, it's either funneled down past the rear wheels or sucked back into the large vents located just behind the NSX's doors. Hidden inside those cutouts are intercoolers for the turbocharged engine, as well as ducts that channel air to the NSX's 9-speed gearbox. Look closely and you'll spot 2 air outlets just above the NSX's taillights, which work with air coming from under the car to reduce rear turbulence that can cause excessive drag.
Although it was designed with performance in mind, the NSX wasn't penned devoid of aesthetics. The front end shares a clear resemblance to the rest of the Acura lineup, including the 1st application of the brand's jeweled headlight treatment that we don't hate.
In profile the NSX has some Audi R8 in it, but that's not necessarily a bad thing. The rear view of the NSX isn't as successful, with an overall design that comes off as a little bland for such a radical sports car. The angle of the rear fascia is also a little strange; viewed from certain angles you could almost mistake the rear of the car for it's front end.
Life aboard
Acura is known as a sensible brand, so it should come as no surprise that the interior of the NSX reflects that ethos. Seats in the NSX are comfortable -- even by luxury car standards -- and there is plenty of head- and leg-room for those north of the 6-foot mark. Outward visibility -- a hallmark of the original NSX -- remains a strongpoint for the 2017 NSX thanks to an expansive windshield and a rear window that is large for a mid-engined car. Heck, even the NSX's trunk is large enough to swallow a couple of bags or even a full set of golf clubs.
Unfortunately, the overall design of the NSX's interior is a little too sensible. Everything feels like it's pulled from another Honda product, and that's largely because it is. The NSX's push-button transmission is found in other Acura products and the car's main touchscreen is essentially the same unit you can get in a $20,000 Honda Fit. This interior would be just fine for something like a TLX Coupe, but feels unimaginative for a halo supercar that was developed from scratch.
Some of that Acura sensibility flies out the window once you get to the NSX's ordering sheet, however. Despite a base price approaching $160,000, navigation is a $2,800 option on the NSX. Want SiriusXM satellite radio? That'll be another $500 on top of that. True, brands like Lamborghini charge extra for similar features, but that just seems out of step for Acura. Ditto for the NSX's lack of adaptive cruise control and blind spot monitoring.
Road and track
It's nice to talk about styling and features, but people are really only interested in the NSX for 1 reason -- the way it drives.
Our 1st experience with the 2017 NSX came on the private pavement of The Thermal Club just outside of Palm Springs, California. Although not a complicated circuit, Thermal's red course provided plenty of curves and long straights to properly put the NSX through its paces.
With the NSX's Track mode engaged, we eased out of the pits and onto Thermal's long straight. Mash the long pedal and the NSX accelerates like a rocket. The electric motor integrated into the NSX's transmission automatically engages on takeoff, eliminating any sensation of turbo lag. And with both turbos fully spooled, the NSX can really scoot.
The NSX's accelerator pedal actually has a built in "step" point for fully activating the twin electric motors at the front end. Push the pedal past that clicking point and the NSX' entire hybrid system works in tandem to shoot you to the horizon line as quickly as possible. Acura isn't releasing 0-60 figures for the NSX but, with launch mode engaged, we wouldn't be surprised to see figures in the low 3-second range.
The NSX is equipped with torque vectoring systems at both ends, which really helps in the corners. At the rear axle the NSX is cable of braking the inside wheel, while the electric motors up front are cable of apply negative force to 1 wheel and positive force to the other. The end result of that electronic wizardry is a car that is extremely easy to hustle through tight turns.
Since it uses an electric power steering system, the NSX doesn't offer a whole lot in terms of steering feel, but the tiller is spot on in every other regard. Any inputs are met with a proportional response from the front wheels and the "gearing" is just about as perfect as you can get -- no hand shuffling is necessary here, just put your hands at 9 and 3 and keep them there for every turn of the track.
The NSX checks in at a rather portly 3,800 pounds (nearly 700 pounds more than a Lamborghini Huracan), but most of that mass is packaged extremely low in the NSX's chassis, so it carries its weight well. That heft does tend to rear its head through fast corners though, with mean Mr. Physics providing a subtle but constant tug toward the outside. If you do cross the limit, the NSX is forgiving; drifts are easily controlled and the all-wheel drive system is quick to pull you back in line.
Our test cars were fitted with the NSX's optional Pirelli P Zero Trofeo R tires, which proved to be the most responsive of the 2 tires we tested, the other being NSX's standard Continental tires, but more on that later. Michelin Sport Cup 2 tires are also available for buyers that are planning to do some track driving.
The NSX's optional carbon ceramic brakes had no issues with the car's big bones, hauling the nearly 2-ton supercar down from speed with ease. We were limited to about 4 laps per track session, but during that time we never experienced any signs of fade. Regenerative braking is also included in the NSX and never felt obtrusive.
The NSX's 9-speed transmission works well in either its automatic or manual settings. But truth be told, we probably prefer the automatic setting to the NSX's steering wheel-mounted paddles. The NSX is so technically advanced that it's just best to leave it to its own devices.
The aural experience can be just an important as the driving sensation in a supercar, and this is 1 area where the NSX could use some improvement. The V6 sounds decent in the mid-part of the rev band, but its howling can be borderline annoying once the RPMs really start to climb. Part of the problem stems from tubes that transmit intake sound from the engine compartment to the cabin, terminating just behind the head of the driver and passenger. As a result, it's almost impossible to hold a conversation while driving above 5,000rpm. And despite all that noise, you really don't hear much from the twin-turbos, which seems like a missed opportunity. We'd gladly trade some of the NSX's intake noise for the chirping of the turbochargers.
So how is the NSX on track overall? Very good, but somehow lacking that emotional connection that makes it a truly moving experience. That feeling will obviously vary from person-to-person, but the NSX didn't beg us to keep pounding lap after lap.
However, there is good reason for that. Although the NSX is track-capable right out of the box, it was really designed with street use in mind. And out on the roads of the real world, it really shines.
Rather than thinking of the NSX as a full-on supercar, think of the NSX as a super grand touring car -- fast, but with plenty of space and comfort. When you just want to cruise around town, flip the NSX's dial to Quiet mode and it will loaf around as silently as an RLX sedan. And with its 3rd-generation magnetic ride dampers, the NSX is just about as comfortable as Acura's flagship sedan.
Sport mode livens up the NSX's drivetrain, but keeps the active exhaust flaps mostly closed, so the car's cabin isn't flooded with engine noise.
Sport+ prods the NSX's powertrain a little more, while also livening up the car's suspension and steering. With Sport+ mode engaged and a winding mountain road ahead, the NSX really comes into its own. The AWD system instills gobs of confidence while the NSX's torque vectoring seems to bend the laws of physics -- tight turns are no match for this car. Moreover, we didn't experience any moments of turbo lag or even transitions between the gas-electric powertrain, resulting in a linear connection between our right foot and a rush of forward movement.
The NSX's standard Continental rubber provided enough grip on the road, but lacked some of the feeling offered by the Pirellis. Since there isn't a ton of road feel to begin with in the NSX, we'd probably keep the car's track tires fitted at all times.
Again, our only real complaint about piloting the NSX at speed is its off-putting engine note. Unlike the Lamborghini Huracan, which only gets more soulful as its pistons spin toward redline, the NSX doesn't really compel you to hold an engine note to full crescendo. But other than that, the NSX makes for a near-perfect canyon carver.
Leftlane's bottom line
In a world flush with supercar options, the NSX manages to carve out its own unique niche. Although not as impassioned as some of its European counterparts, the NSX brings to the table a (comparatively) affordable hybrid drivetrain and the the kind of space, comfort and reliability that makes for an everyday supercar. Hopefully Acura doesn't make us wait another 10 years for another bite of the carrot.
Rushing down some backwoods highway in the California canyons, the feeling of rock and pine flashing by at warp speed past the window—we were moving at speeds any California Highway Patrol officer would conclude to be ‘reckless.’ I didn’t care, the Acura NSX I was piloting didn’t seem to give a damn either, it continued to push the limits of what was possible; on the corners, in the straights, and everywhere in between.
If you were looking for a lightweight supercar similar to the NSX you saw a decade ago, this wasn’t it. This was something far more advanced, seemingly from another era far beyond our time. A twin-turbocharged engine, 2 electric motors, and space-ship like design. This was a car built for the future, and here I was, in 2016, driving it quick.—dangerously quick.
For Acura, the NSX comes at a very important time. The brand is struggling to reinvent itself, because sometime between 1990 and 2016, Honda’s luxury marque strayed into the desert to do some soul-searching, eventually finding itself by creating vehicles 1 would consider far from ‘acceptable’ in the realm of luxury manufacturers.
It’s definitely a tough pill to swallow for everyone involved. But the 1st part of reinventing yourself is realizing your mistake. The 2nd part is putting that signature Honda “power of dreams” slogan to good use, proving to everyone that anything is possible. Things like the NSX are possible.
To understand this car you have to understand the entire thought process behind it. The new NSX was built in Ohio (yes, that’s the United States), at a facility designed specifically to build the new NSX. This further reassures everyone that Acura wants to continue its separation from the Japanese-built original. And that’s not a bad thing.
For 1, the technology on this car is bar none. It’s almost as if McLaren shrunk down its P1, made it look better, and slapped an Acura badge on it. The 3.5-liter V6 shares space with 2 electric motors—1 in the front, 1 in the back—to which a total of 573 horsepower and 476 lb-ft torque are produced. That’s not slow, and even without an official 0-60 mph figure to work with, I can tell you safely it’s somewhere in the 3 second range.
With an ample amount of power on hand, 1 of the things the NSX truly excels at is launch control. It’s as easy as transferring the car into Sport+ mode, mashing your left foot on the brake, right foot on the gas, and waiting for a sensor to tell you to get your ass up and go. As soon as you release the brake, a full G of force is thrust onto your chest. There’s no wheel spin, no fuss, no nothing to convince you that this isn’t 1 of the best systems money can buy.
Putting to use both the electric motors and the 3.5-liter V6, Acura’s power distribution is something of wonder. If you were looking for turbo lag—look somewhere else. Power is immediate and aggressive, just like any good supercar should be. The dual threat of electric and gas gives you gobs of power. Comparably, it’s a more efficient, though slightly convoluted approach to power than any of its segment competitors.
Hold the 9-speed gearbox to 7,500 rpm and it cycles through gears while the speedometer climbs faster than you can blink. It works flawlessly in the straights, putting down the right amount of power right when you need it. But that isn’t to say Acura’s 9-speed autobox is perfect. Far from it, in fact.
It took Acura only 18 months to develop its new gearbox, and it shows. In the corners—specifically on the track—it seemingly wanders around under the hood, searching for the right gear at the wrong time. Holding 1 for too long, not downshifting quick enough for another. By then, you’ve already clipped the apex going 2 or 3 mph slower than you should be. You can combat that by using the paddle shifters, but even then, it’s not even comparable to cars like the R8 or 911 relative to preciseness.
The steering rack follows a similar issue. Unless you’re in Sport+ or Track, which is quick and precise, it doesn’t feel a whole heluva lot like a $150,000 supercar. Depending on the type of person you are, that may ore may not be a good thing. Sport mode is comfortable, definitely, and Quiet mode is efficient, sure, but the steering is numb, and the all-wheel drive system doesn’t work well in unison with the suspension, leading to a healthy amount of understeer.
Acura’s saving grace for its senseless steering rack comes in the form of a $2,900 optional steering wheel. You get more than just a steering wheel, of course, (carbon fiber accents, etc.). But it’s the most important part. The steering wheel feels as if it was designed for you specifically. Yes, you. The way it contorts to your hand—every inch of your palm and fingertips are connected at once, giving you a better sense for the road. It’s like Acura engineers looked at a glove and said, “how can we make this into a steering wheel?” And they did.
Sure, a steering wheel might sound like a trivial thing, but this is the single best steering wheel my hands have ever touched in a road car.
There’s definitely a lot of detail in the new NSX. Arguably, too much for a single review. But when it comes down to the brass tacks, negativity aside, the NSX really is a marvel of engineering. 80% of the time it works every time. Even after tracking it, and moving at a healthy clip through the canyons, it returned 19 mpg, showed off its faultless all-wheel drive system, and looked good doing it. Really good.
For $156,000, with all the technology and over-thinking, the NSX doesn’t herald back to the original in the way you were hoping. But that’s ok. The way it does share similarity with the original product is its push for new technology. A feat of engineering—just like the original—but in a very different way.
It’s attractive and sustainable and previews a future—whether you like it or not—that’s coming right for you. Culminating performance, efficiency, and design, into a well-thought out, fun-to-drive package. That’s the true beauty of the Acura NSX.
Good to see the reviews swing a little more positively as of late. It's still not a world-beater and it's still too expensive (probably), but it is certainly looking better than initial reviews. Maybe Acura has messed with the under the hood software to make the ride better.
It is their typical banter. When they are talking about a specific plan or direction of a vehicle company etc.. they always say stuff like that. You asking about the nest RLX or what slots between vehicles has nothing to do with what we were talking about in respect to them saying stuff about the NSX R and what i said about it being typical honda banter. They have been saying stuff like this for YEARS now.
I guess "typical" is a a broad term then.
To me, they talked and showed the NSX, and now there's the NSX (skip the "oh it's not really out yet still" or "oh it took so long" stuff).
They showed Vtec turbo, and now we have VTEC turbo.
They talked about switching from transverse NA V6 in the NSX to longitudinal TT V6, now we have that.
There are many other examples to support this. But I'm sure you can find examples to show that they don't follow through as well.
Whether it's typical or not, I guess we'd just have to agree to disagree.
Great, it took 20 minutes, on a runway longer than the one in FandtheF, to get to that speed. Yawn.
Originally Posted by 04WDPSeDaN
1500 hp Twin turbo Gallardo hitting 251. The NSX as is won't do this. Understand what was said to you, the numbers aren't there for the NSX to hit 250 mph. I'm astonished, you, a tsx owner brags about performance. As if you own something worth bragging about.
Gus, you forgot that Lamborghini cars have zero aerodynamic, like the superior TSX does. Since a stock TSX with upgraded tires can out perform a 1500hp Gallardo because of its aerodynamic, the NSX will easily exceed 250 times the speed of light with upgraded tires aerodynamic.
I know there wasn't a lot of love for the new NSX interior, but personally, it is one of my favorite parts of this car. I think it flows really nicely, I like the leather stitched dash, the up close views of the center console, the wheel, the seats... It has everything you need without being over bearing. I think this interior slaps the shit out of the new r8 interior.
Last edited by Steven Bell; 03-14-2016 at 07:54 PM.
Reason: Merged Posts
Great, it took 20 minutes, on a runway longer than the one in FandtheF, to get to that speed. Yawn.
That's why I said 149mph is baseline. And 155mph is it take a while. The bottom line is c&d is very confident of its top speed greater than 138mph with stock tires and rims. Type R Civic top speed touching 180mph. The British who test drove nsx said its in different league than type R. There is simply no comparison. It's the S class of supercars.
That's why I said 149mph is baseline. And 155mph is it take a while. The bottom line is c&d is very confident of its top speed greater than 138mph with stock tires and rims. Type R Civic top speed touching 180mph. The British who test drove nsx said its in different league than type R. There is simply no comparison. It's the S class of supercars.
03-10-2016, 07:09 PM
!!
Lln
Yahoo
