Prueba Chevrolet Trax / Tracker 2015 (Español)
Prueba de manejo en español del Chevrolet Trax 2015. Van a notar algunas
"imperfecciones" en este video, ya que tuve que hacer todo el trabajo solo
y en muy poco tiempo.
2007 - 2012 Chevy Colorado, GMC Canyon, HUMMER H3/H3T & 2010 Colorado & GMC Canyon 3.7L Air Intake
K&N has designed a performance air intake system for the 2007, 2008, 2009,
2010, 2011 and 2012 Chevrolet Colorado, GMC Canyon and Hummer H3 with the
3.7 liter engine.
K&N dynamometer tests show an amazing 10.97 horsepower gain with use of
this K&N air intake modification.
K&N 63-3065 fits the following:
2012 GMC CANYON 3.7L
2012 CHEVROLET COLORADO 3.7L
2011 GMC CANYON 3.7L
2011 CHEVROLET COLORADO 3.7L
2010 GMC CANYON 3.7L
2010 CHEVROLET COLORADO 3.7L
2009 HUMMER H3T 3.7L
2009 HUMMER H3 3.7L
2009 GMC CANYON 3.7L
2009 CHEVROLET COLORADO 3.7L
2008 HUMMER H3 3.7L
2008 GMC CANYON 3.7L
2008 CHEVROLET COLORADO 3.7L
2007 HUMMER H3 3.7L
2007 GMC CANYON 3.7L
2007 CHEVROLET COLORADO 3.7L
Check http://www.knfilters.com/search/product.aspx?prod=63-3065 for more
info and an up to date list of models this air intake fits
Search for your own vehicle's corresponding part here:
chevy colorado magnaflow exhaust
2004 chevy colorado 3.5
FrozenBoost AllFlow 2nd Cat
Magnaflow side Exhaust
17 inch mb blitz wheels on 255/60/17 tires
link to more info
2015 Chevrolet Colorado: First Drive
Chevrolet has rolled out its latest midsize truck, the Colorado, and Mark
Williams walks you through all of the features that make it not only
competitive in this segment, it just might be the new segment leader.
Produced by Matt Avery
Chevrolet Tahoe Тест-драйв.Anton Avtoman.
http://vk.com/antonavtoman Добавляйтесь в друзья!)
Chevrolet Tahoe Тест-драйв.Anton Avtoman.
2006 Chevy Colorado Z71 AEM Brute Force CAI
*****truck is sold*****
2006 Chevrolet Colorado Z71
3.5L Inline 5 cylinder
Flo-Pro Max Exhuast
AEM Brute Force Cold Air Intake
SuperMod Custom Ported Throttle Body
Custom White SuperMod LED Turn Signals with amber strip
Velocity Stack - How it Works - Project Car TV
A velocity stack is a trumpet-shaped device of differing lengths which is
fitted to the air entry of an engine's intake system, carburetor or fuel
injection. It is designed to:
Allow smooth and even entry of air at high velocities into the intake tract
with the flow stream adhering to the pipe walls.
Modify the dynamic tuning range of the intake tract by functioning as a
resonating pipe which can adjust the frequency of pressure pulses, based on
its length, within the tract.
Modern engines universally have tuned intake tract volumes and associated
resonance frequencies, designed to provide higher than atmospheric intake
air pressure while the intake valves are open - increasing the density of
the trapped air in the combustion chamber (higher compression). Modified
engines often have the original air box and associated ducting removed and
velocity stacks are installed as accessories.
Modern fuel injection systems with a plenum and single air inlet typically
incorporate some sort of radiused entrance, designed to improve power,
based on air flow increases. Power gains are usually at higher rpm.
In amateur and professional racing, aftermarket velocity stacks are often
used, as rules allow, and gains in the order of 2% to 4% can be obtained
when inlet radii and stack lengths are optimized for that engine.
OEM automotive manufacturers have many regulations to adhere to. One of
these is noise. A properly tuned intake tract produces a rather audible
intake noise under high airflow conditions - that is commonly "untuned" to
allow the vehicle to pass EPA and DOT noise regulations.
The length of the stack is known to have a direct effect on a particular
engine's Boosted power range.
Most current aftermarket stacks are designed to be run "in" the airbox and
a company that does research well will have some applications that have all
the same length and some applications that have differing lengths of stacks
on different cylinders.
It is commonly related that "stand off" (air--fuel mix that gets pushed
back out of the port, usually at full throttle / low rpm) is somehow
captured by installing a longer intake pipe (stack). but, it is actually
that the intake valve is closing too late and the combustion chamber is
simply overfilling and blowing back out the intake port, before the intake
valve closes. A longer inlet pipe will create a later intake pressure wave
that will help keep the air in the chamber until the intake valve closes.
The acceleration of air flow into a duct is inherently a highly efficient
process and the difference between even the crudest radius inlet, and the
most aerodynamic shape possible is slight, amounting to no more than a few
percent. The flow coefficient of a perfect entry would be 1.0 while the
coefficient for a sharp edged entry would be 0.6 and a re-entrant plain
pipe 0.5. In practice these latter types of entry are never used for engine
There is always some attempt to provide some radius at the entry. This
means that total engine airflow would not increase by the amount suggested
by these figures, which apply only to the entry alone, as the inlet end is
never the smallest or most restrictive part of the system. Because the
greatest losses to flow occur near the valve seat, actual overall gain from
any improvement of the entry flow would be much less.
In the real world, on high-rpm IR IC engine, using a minimum amount of
inlet radius gives the best wave strength and a power Boost of 2% to 4% over a 3000 to 3500 rpm
range. Using a larger radius, like 3/4", broadens out the resonant pressure
wave rpm range, but the compression Boosting pressure wave is greatly diminished
and almost unnoticed by the engine.
2015 Ford Mustang GT vs. 2015 Chevrolet Camaro SS - Head 2 Head Ep. 58
On this episode of Head 2 Head, presented by Tire Rack, Carlos Lago pits
the Chevrolet Camaro SS
against the new Ford Mustang GT. Not only are both packing
around 430 horsepower, but they both
have the most aggressive handling packages available with their respective
performance packs. These cars have been going at it for longer than some of
you watching have been alive, and they've never been better. To find out
which is best, we'll run them through the full gamut of MT testing, a drive
on the road, and hot laps with Randy Pobst. Find out which one wins this
classic American rivalry!
Subscribe now to make sure you're in on all the action!
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