Mercedes-Benz ML55 AMG / Lorinson K43 / RENNTech ML60RS / Stillen GTM 430 S/C

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"Perversion" is such a harsh word, and so relative, isn't it, Marv?

Some would say that strapping superchargers, aero kits, low-profile tires, cut-down springs, and turgid shocks onto sport-utility vehicles -- four-wheel-drive trucks, essentially -- is the height of mechanical kink, the automotive equivalent of dressing up mountain sheep in nylons and stiletto heels.

Others are more broad-minded -- and not just Australians. All's fair in love and tuning, they say, and besides, to develop these vehicles into hot-rodding street machines is only to acknowledge the way they are driven. Who cares if you lose an inch or two of approach angle if you can get through a corner quicker?

If only it were that simple. As we learned, the typical road-racing mods applied to heavy, long-legged, high-centered SUVs can create cascading handling problems, making them devilishly tricky to tune. More on that later.

The concept of a Mercedes-Benz M-class tuner shootout first arose last fall when Brabus, the renowned tuner of the German automaker's products, opened its new office in Newport Beach, California. We had longed to put the company's 582-hp, 7.3-liter, 48-valve M V-12 under our electric eye, as Guinness proclaims it to be the fastest street-legal off-road vehicle in the world.

Alas, Brabus could not supply the title-holding M V-12 or a newer, heavily breathed-on three-valve V-8 (400 hp) M-class. Fortunately, even without Brabus, the field of M-class performance tuners proved to be deep and broad, including Stillen, Lorinser, RENNTech, and of course, AMG, Mercedes' in-house maker of mischief. We extended invitations to each. On the appointed weekend, the four vehicles and their camp followers showed up in southern Arizona for some lust in the dust.

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Granted, calling AMG a tuner is a bit of a stretch. ML55s are in every sense factory machines, built on the same line in Alabama as other M-class vehicles.

This shows in the glossy polish of the $65,495 ML55, which has a rattle-free, cast-in-place solidity and refinement that our other test cars lacked. Here the ML55 enjoyed a huge advantage: It was a 2000 model, whereas its tuner brethren were all modified 1999 cars. Consequently, the ML55 sported the dozens of refinements to the M-class -- richer dash materials and better door sealing, for instance -- while the tuner cars had to deal with the somewhat spotty build quality and louche interior of previous models.

Under the ML55's "power domes" on the hood (a heritage note from the 300SL Gullwings) resides an AMG-specific 5.0-liter aluminum block equipped with a forged-steel stroker crank that raises displacement to 5439cc. This three-valve SOHC V-8 is further hotted up with a larger-bore dual-resonance intake manifold, stiffer valve springs, and lightweight modular camshafts. The result is 342 hp at 5500 rpm and a lusty 376 pound-feet of torque at 3000.

"Ah, the wonderful, sensual thrumming of a naturally aspirated V-8!" wrote an editor in the logbook (check his medicine). "Smooth, quiet. Ample reserves of passing power," wrote another. As in all our M-classes, the faucet for this liquid thrust is a five-speed TouchShift automatic transmission. Our test ML55, with 3000-plus miles on it, surged from 0 to 60 mph in 6.5 seconds, 0.3 second quicker than the ML55 we tested last fall. At that rate, this summer these things will be as fast as dragsters.

Underneath, the ML55 wears 285/ 50WR-18 Dunlop SP Sport 9000s on AMG alloy wheels. The ML55 shares its oversize disc brakes (13.6 inches in front, 13.0 inches in back) with the ML430 but clamps them with four-pot calipers. Sport-tuned shocks, lowered front torsion bars, and rear springs are all specific to the ML55 and reduce vehicle height by 0.6 inch, but in general, suspension tuning over the ML430 is mild.

Accordingly, the ML55 offered "factory" ride compliance, supple, with soft, easy body motions over the bumps. "It moves as a suspension should," wrote one editor. "Others say floaty, I say absorbent."

Well, perhaps floaty after all. During our standard emergency-lane-change test, the ML55 heeled over perilously to the right, then heaved left and went broadside through the timing gate, destroying what was left of our poor infrared reflector (the Lorinser had earlier performed a similar feat of derring-don't). Then, as the AMG was curving across the tarmac, it began to rock laterally and hop on its left wheels, pogoing violently until the two inside wheels left the ground altogether. There was a lot of gasping. Scary.

It occurred to us then that these vehicles were so good they had lulled us into a false sense of security. But in the extremity of this violent avoidance maneuver, their true natures came out. Ultimately, these are still tall, short-wheelbase SUVs with long-travel suspensions. And they are quite heavy (the AMG was the heaviest at a girthy 4913 pounds) with high centers of gravity. When you put such vehicles on sticky high-performance tires, you increase the likelihood that they will trip, tip, or tumble during an emergency maneuver. (Note how we delicately leave out any mention of large, antlered ruminants that live in northern latitudes.)

M-class vehicles, of course, come standard with the Electronic Stability Program. If ESP senses an impending loss of control, it will selectively brake one or more of the wheels to reestablish equilibrium, dramatically reducing the chances of a spin or slide.

Unless you turn it off, which we had. Typically, we record higher performance numbers without these overly cautious interventions (ESP was off for each of the vehicles tested). But with the M-class, it seems clear that many major design decisions concerning suspension travel, shock valving, spring rates, and acceptable tires were computed with ESP in mind. To turn it off, Mercedes argues quite reasonably, is to throw off the intricate calculus of the vehicle's suspension.

But if ESP is crucial to the vehicle's safe handling, why is there an "off" switch? Declareth the owner's manual, "To improve the vehicle's traction when driving with snow chains or starting off in deep snow, sand, or gravel, or when off-road driving, switch off ESP." Otherwise, the implication is to leave on the ESP.

We have two suggestions: Strengthen the language of the owner's manual, discouraging owners from turning off the ESP, perhaps including the phrase, "Danger, Will Robinson, danger!" Or make ESP speed-sensitive so that it automatically comes on above a certain speed. Mercedes says it will consider these suggestions.

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The Lorinser K43 we sampled could star in the Fox-TV special When Tuners Go Bad. This vehicle exemplified everything worrisome about the delicate art of tuning SUVs.

As had the rest of our M-class tuners, Lorinser used lowering springs in the rear (1.18 inch, or 30mm, lower than stock) and four stiffer shocks, to lower body height and resist body roll. But these minor suspension tweaks were quickly overwhelmed by the walloping grip of the 295/40ZR-20 Dunlop SP Sport 9000s.

Much as the ML55 AMG had, the Lorinser got sideways during the lane-change maneuver, ass-ending through the second gate and punting the timing reflector.

"It just launched me sideways," said test driver Barry Winfield. Clearly, the 40-series tires -- as cool-looking as they are -- present some dynamic liabilities beyond a kidney-bruising ride. Stiff-walled and as sticky as a morals charge, the Dunlops generate high-g turn-in so abrupt that it's easy to unsettle the car on trailing throttle, which is how we go into the lane-change maneuver. Skidpad performance of 0.79 g is little comfort if the car is unmanageable.

Lorinser's own Jeff Cadavid said it best: "The dynamics of high [center of gravity] vehicles and performance tires are not well understood." Amen.

The 20-inchers also played havoc with the vehicle's steering, which struggled and vibrated off-center until the tires were scrubbing at big steering angles. "This thing shakes on irregular surfaces like a wet dog, and not in a good way," wrote one miffed editor. The Lorinser reps blamed the creaky ride on the Benz's extra-large (eight square feet) optional Skyview sunroof, a plausible explanation. Or blame it on test drivers who'd already put 15,000 miles on the odo. In any event, it was a harsh, unrefined package -- and for only $89,391!

The Lorinser's stock 4.3-liter V-8 was fitted with a Vortec supercharger that employs a trick electromagnetic decoupling clutch to reduce scavenging power losses at low rpm. Between the blower and the Lorinser "Dual Twin" exhaust system, output was raised from 268 to a heartening 349 hp, says Lorinser. Alas, the kit failed to translate into big speed: The Lorinser rumbled to 60 mph in 7.5 seconds and turned in a 15.9-second quarter-mile, second slowest of the bunch.

A shame, really, because the Lorinser offered the most handsome body-cladding kit and beautiful star-patterned alloy wheels. Its braking measurement was also the best of the clan, its four-pot Brembos stopping from 70 mph in 168 feet, 10 feet shorter than the AMG.

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Maybe AMG and Lorinser should steal a page from RENNTech and completely reengineer the suspension. Hartmut Feyhl's Florida firm dropped the ML60RS a full three inches, added dual-adjustable Koni coil-over shocks, and then shod it with two-piece O-Z Futura lace wheels (9.5 by 20 inches) wrapped with BFGoodrich Comp T/A 295/40ZR-20 tires. Skinned of its roof rack, the lower-than-low ML60RS looks like a Hovercraft.

But, Feyhl explained, because there is so much droop built into the SUV's suspension geometry, once you lower it more than a couple of inches, it's necessary to relocate the upper-control-arm pickup points, which he has done (kids, don't try this at home).

The result feels less sport-ute than sports car -- a Ferrari SUV. "The driving feel approaches perfection," noted one of many rhapsodic log entries. "Very subtle shock tuning. Almost creamy over smooth roads yet muscular control of body motions when needed."

Out on the open range, in vast sweepers at supernumerary speeds, the ML60RS tracks like a bobsled with nary a niggle of body roll. Even with 20-inch BFGs, the RENNTech's steering was linear and precise, preserving the oily smoothness of the stock rack-and-pinion. The ML60RS spanked the lane-change test, tripping the lights at 58.6 mph (second fastest was the Lorinser at 57.2 mph) and registering a prodigious 0.86 g on the skidpad.

Yet for all its dynamic prowess, the ML60RS's stock in trade is horsepower, great whacking gobs of it, for which RENNTech charges great whacking gobs of money: $49,900 just for the engine upgrades.

RENNTech begins with a Mercedes 5.0-liter block with a 97-millimeter bore and reams it out to 100mm, preserving the low-friction silicon-aluminum surface using a special proprietary process. Then it adds a billet-steel crank with colossal titanium con rods, bringing the stroke up to just under 95mm for a total displacement of 5954cc.

Aggressive camshafts, high-performance K & N air filters, an external oil cooler, reprogrammed engine-management software, and a custom DOM stainless exhaust system round out the mods.

The tally is 408 naturally aspirated horsepower at 5800 rpm and 464 pound-feet of torque leveled off between 2400 and 5000 rpm, enough to launch the 4562-pounder to 60 mph in a crackling 5.2 seconds. RENNTech exploits the fact that in these Merc three-valvers torque doesn't peak so much as plateau right across the rpm range. We were suitably dumbfounded by the top-gear 30-to-50-mph time of 2.8 seconds. "Huge power is everywhere, anytime," a test driver wrote.

"When the engine lights, you know you are in the presence of greatness," wrote another test driver of the RENNTech's distinctive, throaty growl.

In the interest of balance, the RENNTech's brakes are likewise colossal: 15-inch front and 14-inch rear discs answering to Brembo four-piston calipers.

Complaints? We had a few. The FAB aero kit the RENNTech wears is a little sophomoric. And then there is the price, which will buckle your knees like a shot of poisoned tequila: $136,991.

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Although Steve Millen's M-class tuning operation is still in its infancy, the company portfolio has packages for Yukons, Suburbans, Expeditions, and other Detroit iron. Stillen has therefore developed a style.

"For our clientele, discretion is an advantage," said Andrew McElrea, the manager of the company's GT division. Maybe. But the Stillen GTM 430 we sampled was not exactly stealthy in its high-style aero kit, green lacquer paint, silver lace BBS wheels, and tan-and-green leather interior with full wood kit and coordinated piping. Oh, honey!

This vehicle is the company's rolling resume, outfitted with every conversion-van gadget the elves in Costa Mesa can conceive. These include a dash-mounted Clarion audio-and-video controller head unit with an integrated Alpine navigation system and color monitor, a Sony PlayStation, a DVD player, two color monitors in the front-seat headrests, and a high-gain TV antenna. Also wedged in are 440 watts' worth of amplifiers driving 10 speakers and a 10-inch subwoofer so big the rear hatch had to be reinforced just to hold it.

"Gets the award for most toys," an editor wrote. "Amazing, if you're into that sort of thing." Said editor's jaded attitude was nowhere in evidence Sunday morning when we all watched the Daytona 500 while parked in the middle of the desert.

Considering the toys, the double thickness of German wool carpeting, and the extensive use of Dynamat sound-deadening material, the GTM's curb weight of 4751 pounds -- a mere 217 pounds heavier than the last ML430 we weighed -- seems pretty efficient.

Propulsion comes from the supercharged, but otherwise largely stock, SOHC 4.3-liter V-8. With an assist from a freer-breathing DOM stainless exhaust, the belt-driven, centrifugal, vane-type Powerdyne blower increases the ponies from 268 to 358 hp at 5850 rpm and torque from 288 pound-feet to 318 at 3950 rpm, according to Stillen.

Those are big numbers, as is the price of $98,875. And yet the Stillen lumbered to 60 mph in a torpid 8.2 seconds on its way to a quarter-mile ET of 16.5 seconds -- not only considerably slower than its mates but also no quicker than a stock ML430. "It's almost as if you have to kick it to get this thing moving," an editor complained. During the weekend, the GTM's check-engine light came on due to a faulty oxygen sensor, which Stillen later said caused the onboard diagnostic system to resort to safe mode, retarding the engine timing and thereby hobbling the car. We hate it when that happens.

And yet once under full sail, the GTM shed its leaden feeling, displaying excellent driving and handling traits. The Stillen tune involves rear springs that lower vehicle height two inches and revalved Bilsteins all around. "The GTM feels really battened down," wrote a logger. Indeed, the Stillen tied for second with the Lorinser on the skidpad, with 0.79 g, despite having two-inch-smaller wheels and tires.

The 18-inch Yokohamas seemed like an excellent choice for the M-class -- big enough to provide good grip and good looks, yet not so big as to rough up the ride. Also, because of their blocky, all-weather tread, the Yokos gave up traction more gradually than did the Dunlops. Stillen also replaced the hollow rear anti-roll bar with a stiffer solid bar. This combination -- more forgiving tires and a stiffer rear end -- lent the Stillen GTM a pleasantly predictable oversteer trait. This was a surprisingly fluent and insightful tune, perhaps the best of the lot.

For stopping, the GTM relied on six-piston AP Racing calipers in front clamping Stillen's 13.4-inch cross-drilled rotors. The stock calipers clamp 13.0-inch Stillen cross-drilled rotors in the rear. All that swept area helped halt the Stillen from 70 mph in 181 feet -- longest of the group by a few feet but respectable for a 4751-pound truck.

So much promise, so much peril. The M-class was designed at the outset as a road-savvy crossover SUV: body on frame, yet with fully independent control-arm suspension; three open differentials, but with traction control and an electronically activated low-range gear. We wonder: If the M-class turns out to be so finicky to tune, what scary things are sport-tuned Navigators and Tahoes capable of?

You don't suppose we can all just go back to driving cars, do you? Now that would be kinky.

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“变态”这样的词，所以相对的，是不是，马文？

有人会说，捆扎机械增压机，气动工具，低断面轮胎，降低弹簧，和浮夸的冲击到越野车——四轮驱动的卡车，基本上——是机械扭结的高度，穿尼龙袜和高跟鞋的山羊皮汽车等效。

其他人更宽广的胸怀——不仅仅是澳大利亚人。一切都是公平的爱和调整，他们说，除此之外，发展这些车辆进入热rodding街机只承认他们是驱动方式。谁在乎，如果你可以通过一个角落你快失去一英寸或二接近角？

如果真的有那么简单。我们知道，典型的公路赛车MODS适用于重，腿长，高为中心的越野车可以创建级联处理问题，使他们非常难调。在那之后的更多。

一辆奔驰M级调谐器枪战的概念首次出现在去年秋天时的BRABUS，德国汽车制造商的产品著名的调谐器，开在纽波特海滩的新办公室，加利福尼亚。我们都渴望把公司582马力，7.3升，48阀M 12我们的电眼下，作为爱尔兰啤酒宣布它是世界上街道法律最快的越野车。

唉，布拉布斯不能供应称号M 12或更新的，沉重的呼吸在三阀V8（400惠普）M级。幸运的是，即使没有BRABUS，M类性能调谐器证明是深刻而广泛的，包括休息，劳伦士，renntech领域，当然，AMG，奔驰内部制造恶作剧。在指定的周末，四辆车和他们的追随者出现在亚利桑那州南部为尘土中的一些欲望。

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当然，叫AMG调谐器是一个有点伸展。ml55s是在各种意义上工厂的机器，建立在相同的线在阿拉巴马州其他的M级车。

这表明在65495美元ml55光泽的抛光，其中有一个拨浪鼓，灌注的坚固性和细化，我们的测试车缺乏。这里的ml55享有巨大的优势：它是一个2000的模型，而它的调谐器的弟兄都改1999辆。因此，改进的ml55有几十M级——丰富的仪表材料和密封门更好，比如——而改装车不得不处理点参差不齐的建造质量和声名狼藉的内部模型。

在ml55”罩上能量穹顶”（从300SL gullwings遗产注）居住的AMG特定5.0升铝块配备了锻钢曲轴，提高位移5439cc抚摩。这三气门SOHC V8进一步活跃了一大口径双谐振进气歧管，硬的气门弹簧，凸轮轴和轻量化模块。结果是342惠普在5500转和376磅英尺的扭矩在精力充沛的3000。

“啊，美好的，感性的跳动的自然吸气V8！”写在日志编辑器（检查他的药）。”光滑的，安静的。通过功率储备充足，”另一人写道。在我们所有的m-classes，这种液体冲水龙头的一五速自动变速touchshift。我们的测试ml55，外加3000英里，由0上升到60英里每小时在6.5秒，0.3秒的速度比我们测试的ml55去年秋天。以这样的速度，今年夏天将这些东西作为dragsters一样快。

下面的ml55，穿285 / 50wr-18邓禄普SP运动9000s AMG合金轮毂。股票的ml55其超大的盘式制动器（13.6英寸在前面，后面13英寸）与ml430但夹有四罐卡钳。运动调整的冲击，降低前扭杆弹簧，前后都是具体的ml55和0.6英寸降低车辆高度，但总的来说，悬架调校在ml430温和。
因此，提出了“工厂”的ml55骑合规，柔，软，容易身体动作颠簸。”它作为一个暂停，”写了一个编辑。”别人说那些，我说的吸收。”

好吧，也许不是在所有。我们的标准紧急变线测试中，该ml55倾侧到右边，然后把左走宽边通过时间门，破坏我们剩下的可怜的红外反射（劳伦士曾进行过类似的英雄不适宜）。那么，作为AMG是弯曲穿过停机坪，它开始摇动横向跳上左侧车轮pogoing猛烈，直到两内侧车轮离开地面完全。有一个很大的喘气。可怕的。

它发生在我们这些车是如此的好，他们让我们进入一种虚假的安全感。但在这个暴力的规避机动的肢体，他们的本性就出来了。最终，这些仍然是高的，短轴距的越野车长途旅行悬浮液。他们都很重（AMG是最重的一girthy 4913磅）高的重心。当你把这样的车辆上粘高性能轮胎，你增加他们的旅行，可能提示，或跌倒在紧急机动。（注意：我们在离开任何提及大，鹿角的反刍动物，生活在北半球。）

当然，M级车，标准配备的电子稳定程序。如果ESP控制感即将发生的损失，它会选择一个或多个车轮的制动来恢复平衡，大幅降低旋转或滑动的可能性。

除非你把它关掉，我们有。通常，我们记录的高性能数字没有这些过于谨慎干预（尤其是对每一车辆的测试）。但与M级，它似乎很清楚，许多主要的设计决策的悬架行程，休克关，弹簧，和可接受的轮胎与ESP心智计算。关掉它，奔驰认为是相当合理的，是要摆脱复杂的演算的车辆悬架。

但如果ESP是车辆的安全处理的关键，为什么会有一个“关闭”开关？定车主手册”，提高汽车的牵引行驶时雪链或开始在厚厚的积雪中，砂，或砂石，或当越野驾驶，开关特别是“否则，言外之意是离开的是

我们有两点建议：加强对业主手册的语言，劝阻业主关掉ESP，也许包括短语，“危险，鲁滨孙，危险！”或使ESP速度敏感，它会自动出现在超过一定的速度。奔驰表示将考虑这些建议。

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劳伦士K43我们取样可星在福克斯电视调谐器变坏时。该车为例，一切关于调整SUV的微妙艺术令人担忧。

有我们的M级调谐器的休息，劳伦士使用后降低弹簧（1.18英寸，或30mm，低于原车）和四严厉的减震，降低车身高度和抵抗身体的滚动。但这些小悬挂微调很快被295 / 40zr-20邓禄普SP运动9000s的笔握。

就像ml55 AMG，劳伦士有侧身变换车道时，驴的结局通过第二栅和定时反射器撑船。
“这只是我开始了横盘，“测试驱动巴里温菲尔德说。显然，40系列轮胎——仅仅关注他们——目前的一些动态负债超过肾挫伤骑。刚性壁作为一个道德的电荷产生的粘性，邓洛普斯队high-g在如此突然，让车尾门是很容易的，这是我们如何去变换车道。0.79 G skidpad性能点安慰如果汽车失控。

劳伦士的杰夫卡达维德说的好：“动态高[重心]车辆性能的轮胎还不是很清楚。阿们。

20英寸也严重破坏了车辆的转向，它挣扎着，振动偏心直到轮胎擦在大转向角。”这件事震动不规则表面上像一个湿狗，而不是一个好办法，”一位愤怒的编辑。劳伦士代表归咎于奔驰的超大叽叽嘎嘎的骑（八平方英尺）的可选该天窗，一个合理的解释。或归咎于测试司机已经把15000英里的气味。无论如何，这是一个严酷的，粗俗的包装——只有89391美元！

劳伦士的4.3升V8是装有增压器，采用一个伎俩Vortec电磁解耦离合器减少清除在低转速的功率损失。鼓风机和劳伦士”双双“排气系统之间，输出从268提高到了一个令人振奋的349惠普，说劳伦士。唉，该试剂盒未能转化为大速度：劳伦士轰到时速60英里，在7.5秒，转一个15.9-second 1/4英里，二慢的一群。

可惜，真的，因为劳伦士提供最帅的身体包盒和美丽的星星图案的合金车轮。其制动测试也是最好的氏族，四一锅Brembos停止从70英里每小时在168英尺，比短10英尺的。

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也许AMG和劳伦士应该从renntech偷一页完全重组停牌。Hartmut feyhl的佛罗里达州的公司把ml60rs整整三英寸，增加双调节KONI弹簧超过减震，然后穿这两件O-Z Futura花边轮（9.5到20英寸）用百路驰COMP T / 295 / 40zr-20轮胎。皮肤的车顶架，低于低ml60rs看起来像一个气垫船。

但是，feyhl解释说，因为有这么多的下垂建成SUV的悬架几何，一旦你下了超过几英寸，搬迁上控制臂的接送点是必要的，他所做的（孩子们，不要在家里尝试）。

结果感觉不运动执行比跑车——法拉利的SUV。”驾驶感觉接近完美，”注意到其中的许多狂热的记录。”非常微妙的震荡调整。在光滑的道路几乎奶油但是身体运动肌肉控制在需要的时候。”
在开放的范围，在广阔的清洁工在额外的速度，像一个没有伤身体滚雪橇的ml60rs轨道。即使有20英寸的renntech BFGS，线性和精确的转向，保持股票的齿条和小齿轮的圆滑。打屁股的ml60rs移线试验，跳闸灯在58.6英里每小时（第二快是劳伦士在57.2英里每小时）和注册一个惊人的0.86 G在skidpad。

然而，对于所有的动态表现，这ml60rs的存货是马力，很惊人的采空区，其中renntech费钱大打采空区：49900美元只为引擎的升级。
renntech始于一个97毫米的孔，令它为奔驰5.0升块，使用一种特殊的专有的过程中保持低摩擦硅铝表面。然后它又增加了一个巨大的钛连杆钢坯曲柄，使中风的最多只是下总排水量5954cc 95mm。

积极的凸轮轴，高性能K&N空气过滤器，外部油冷却器，重新设计的引擎管理软件，和一个自定义的DOM不锈钢排气系统圆了MODS。

理货是408自然吸气发动机马力在5800转和464磅英尺的扭矩平稳2400和5000转之间，足以发射4562磅到60英里每小时5.2秒在噼啪作响。renntech利用这样的事实，在这些交易所三valvers力矩不峰不如高原在整个转速范围内的权利。我们适当傻眼了2.8秒顶齿轮30-to-50-mph时间。”巨大的力量无处不在，随时随地，“测试驱动程序写的。

“当发动机灯，你知道你是存在的伟大，”写的renntech与众不同的另一个测试驱动，嘶哑的咆哮。

在利益平衡的renntech刹车，同样是巨大的：15英寸的前部和后部14英寸盘回答的Brembo四活塞卡钳。

投诉？我们有几。晶圆厂的空气动力学套件的renntech穿有点幼稚。然后就是价格，它会扣你的膝盖比一杯毒酒：136991美元。

丽江文子

虽然史蒂夫米勒的M级调谐操作仍然是婴儿在其投资组合，公司为yukons安切洛蒂包，旅游，探险，和其他底特律钢铁。安切洛蒂的风格，因此由母乳喂养。

“我们是一个clientele，自由裁量权的优势，说：”安德鲁mcelrea经理，分公司的GT。也许。但什么是Stillen的GTM 430采样不完全隐身在ITS的高风格的航空lacquer试剂盒，绿色涂料，银花边BBS轮毂，棕色和绿色皮革内饰和全实木盒配管和协调。哦，亲爱的！

本车是公司的一个滚动的简历，outfitted转换范小工具的CAN conceive elves在科斯塔梅萨。论文包括A DASH头盔号角的音频和视频头单元与一个集成控制器的导航系统和彩色显示器的高山，a a DVD播放器，索尼的PlayStation 2，彩色显示器headrests在前面的座位，和一个高增益电视天线。所以在440楔是瓦茨沃斯（10；和驱动扬声器10英寸的低音炮后舱口有这么大的增强只是抱着它。

“得到一个玩具奖”给编辑写的。”惊人的，如果你到这种东西，说：”编辑的厌倦的态度没有什么证据都在星期天早晨当我们作为我们的代托纳500，而在沙漠中。

考虑到玩具，毛carpeting英语双厚度，和广泛使用的材料dynamat声音deadening，体重110磅的道路——4751 217磅大负荷ml430 heavier比我们weighed——似乎很有效。

是推进从增压，但网站上4.3-liter V，8楼，单顶置凸轮轴。从一个辅助呼吸freer - DOM的不锈钢排气，皮带驱动，离心风机，叶片型powerdyne增加到358个小马从268 RPM和在5850磅英尺的扭矩从288到318在3950 RPM，根据Stillen。

这些都是大数，是98875美元的价格。然而,Stillen和lumbered到时速60英里，在一torpid 8.2秒的方式在其一季度英里ET（16.5秒——不仅比，但也considerably将其伴侣没有越ml430大于一楼。”它的几乎一样，如果你要踢它让这件事”的运动，大量的编辑。在周末，GTM的检查发动机轻是由于氧传感器故障在A，这引起Stillen后说的车载诊断系统在度假村到安全模式，从而对发动机的定时和hobbling车。我们恨它当字。

但下一次全帆，GTM棚ITS的领袖”的感觉，驾驶和操纵显示优良性状。调整后的喂养下的自然温泉，车辆高度和周围的revalved bilsteins两英寸”。感觉真的GTM缀下，A”写的日志。事实上，Stillen的第二层有一个skidpad劳伦士，0.79克，尽管有两英寸的车轮和较小的层。

在18英寸的yokohamas样很好的选择的M级大足以提供良好的抓地力和良好的外观，但不太大。粗上骑去。所以，因为他们的blocky，全天候牵引面，yokos放弃了更多的比我gradually邓禄普。因此，没有Stillen后抗侧倾杆的空心杆，一个stiffer固体。本组合更多的质量层和一stiffer结束指令后的Stillen过度的GTM a pleasantly表面性状。这是另一insightful新建和调整，也许是最好的焊料。

GTM的停止，她在六calipers AP赛车前端夹紧活塞在Stillen的13.4-inch跨钻转子。酒店楼calipers钳夹13.0-inch跨钻转子淬火后。所有这一切是在扫掠面积停止Stillen从70英里长的脚在181—酒店集团由几英尺，但respectable for a 4751磅的卡车。

这么多的承诺，太多的peril。所设计的M级在表格的命令作为一个交叉型SUV：路在一帧体，但完全独立悬架控制臂；三开的差异，但与牵引力控制系统和电子式齿轮低范围。我们知道：如果m级的finicky变成如此恐怖的东西是个什么调谐，调谐tahoes导航和运动能力？

你不认为这只是我们可以回到驾驶汽车，你呢？现在，这将是奇怪的。

[ 本帖最后由 丽江文子 于 2015-5-21 12:14 编辑 ]