Mercedes Benz C55 AMG with Kleemann S7 notes activating car alarms.

Kleemann performance products for Mercedes-Benz cars offer unmatched performance, exclusive design and factory-like reliability, some products may cause that others cars alarms could be activated by the roar of the Exhaust as shown in this video.

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Mercedes Benz C55 AMG and C180
See the difference that a V8 engine and AMG tuning can do to a C-Class Mercedes. More at www.carbuyer.com.sg





Mercedes Benz C55 AMG with Kleemann S7 Exhaust Note .
Kleemann high flow Exhaust headers greatly reduce Exhaust gas back pressure allowing the engine to breathe freely and produce more power, and supercharged as well as normally aspirated engines will benefit from the use of these headers. A normally aspirated V8 will typically gain 7 to 10 percent in horse- power and torque, while a supercharged engine will gain as much as 15 per- cent in horsepower and torque. The Kleemann header kits include down-pipes with steel sport catalysts, which themselves reduce Exhaust gas back pressure by up to 50 percent compared to conventional OE catalysts. Kleemann headers are available for all newer R4, V6 and V8 engines. The Kleemann sport Exhaust system with its two trapezoid shaped tailpipes serves as more than an eyecatcher at the back of the vehicle. The Exhaust system has wider pipes and modified rear mufflers, which promotes higher power and torque levels, and the sound is just phenomenal -- something you have to experience! Please note that our Exhaust products are specifically not for use on 4MATIC cars (except the ML W164). Price from € 895





Audi R8 vs Mercedes C55 AMG Kleemann S7
2009 Audi R8 vs Mercedes C55 AMG Kleemann S7 1/4 Dragrace @ Gateway International Speedway





Mercedes C55 AMG
In swapping 349bhp V6 for 362bhp V8 (from the CLK 55 AMG) to coincide with the C-Class's mid-life facelift, the AMG engineers saw an opportunity to maximise the benefits of the chassis modifications planned for the regular C. Most obviously, the steering is seven per cent quicker. Doesn't sound much, but with just 2.7 turns it's more accurate and precise, especially around the on-centre position, as well as requiring noticeably smaller wheel movements. Very un-Mercedes- Benz. The impression of greater agility begins here and is well supported by a 14mm-wider front track, 20 per cent firmer springs and dampers, and subtle revisions to the suspension's kinematics. AMG has also rethought it's philosophy on how the (standard and still five-speed) automatic gearbox functions. A new manual mode -- in addition to sport and comfort modes -- means just that. No kickdown and, more important, no changing up at the engine cut-out. What a difference this makes to the driver's feeling of being coupled with the car and being ready for action when the right road opens up to issue the challenge. As a result, the C55 feels much better sorted than the C32, and the driver more connected. It's an altogether more satisfying and natural performance car, the handling always flaunts its greater fluency and near neutrality, so the C32's understeer is a thing of the past. Exceptional body control helps, as does knowing that the gearbox isn't about to jump up a ratio just when the car's leaning hard on the outside rubber through a favourite apex. I'm not saying the C55 is going to knock the M3 from its perch as the performance benchmark -- even if you could forget the Beemer's near eight-grand price advantage -- but it's much closer, and far more rewarding than Audi's (also V8) S4.




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