#RPM Motorsports

[wheelsgoroundincircles]

1955 Chevrolet 210

TECH CHECK Owner: Eric Mead, Evansville, Indiana Vehicle: ’55 Chevrolet 210

Engine Type: BluePrint Engines Chevrolet LS3 Displacement: 376 ci Compression Ratio: 10.7:1 Bore: 4.070 inches Stroke: 3.622 inches Cylinder Heads: BluePrint Engines aluminum Camshaft: BluePrint Engines hydraulic roller (0.612/0.585-inch lift, 225/238 deg. duration) Ignition: E38 Engine PCM Assembly: BluePrint Engines Exhaust: Church Boys Racing by Stainless Works 1-7/8-inch primaries to 3-inch collector and 2.5-inch stainless pipes bent by Dave Favor’s Performance Exhaust, MagnaFlow Mufflers Ancillaries: Holley mid-mount accessory drive, PRC radiator and core support, SPAL Fans Output: 530 hp at 6,100 rpm, 508 lb-ft at 5,200 rpm

Drivetrain Transmission: ’99 GM 4L80E Automatic with TransGo valvebody kit prepared by Wathen’s Transmission (Owensboro, KY) Torque Converter: FTI Billet 3,200 stall Driveshaft: Driveline Plus Rear Axle: Strange Engineering 9-inch with Truetrac differential, 3.70 gears, 35-spline axles

Chassis Chassis: Roadster Shop SPEC Front Suspension: Strange single-adjustable coilovers, stabilizer bar Rear Suspension: Strange single-adjustable coilovers, parallel four-link, Panhard bar Brakes: Baer four-wheel disc, 12-inch front rotors with four-piston calipers, 11-inch rear rotors with four-piston calipers, Baer Remaster master cylinder

Wheels & Tires Wheels: Bogart Racing Wheels D-5; 17×4.5 front with 2.25-inch backspace, 15×10 rear with 5.5-inch backspace Tires: Mickey Thompson Sportsman S/R front, 26×6.00R17; Mickey Thompson ET Street S/S rear, 295/55R15

Interior Upholstery: Holtsclaw Custom Upholstery (Francisco, IN) Carpet: Cars Inc. black loop carpet Seats: Original bench seat with black-and-white vinyl Delray pattern Steering: Summit steering column with Eddie Motorsports steering wheel Shifter: Lokar Dash: Original Instrumentation: Dakota Digital VHX HVAC: Vintage Air Wiring: American Autowire by Andy’s Hot Rod Shop (Mulkeytown, IL)

Exterior Bodywork and Paint: Reisinger Custom Rebuilding (Evansville, IN) and Andy’s Hot Rod Shop Paint: Sateen Silver/white by James Smith of Road Runner Restorations (Johnston City, IL) Hood: Stock Grille: Danchuk Bumpers: Danchuk Glass: Auto City Classics Fuel Tank: 15.5-gallon Tanks Inc. galvanized powedercoated silver

[f1mike28]

AMG GT Black Series „The Endgame“.

Back in the days, the most powerful AMG V8 series engine of all time, the most expressive design, the most elaborate aerodynamics, the most intelligent material mix, the most distinctive driving dynamics: For the new Mercedes-AMG GT Black Series (combined fuel consumption 12.8 l/100 km, combined CO2 emissions 292 g/km)[1], the Affalterbach designers have pulled out all the stops when it comes to the art of vehicle design.

The super sports car perfectly embodies the brand’s rich tradition in motorsport, as well its many years of expertise in developing complete vehicles which impress in every respect. The result is an output of 537 kW (730 hp) from a V8 engine with a ‚flat‘ crankshaft, combined with active aerodynamics and a design which stems directly from the current AMG GT3 racing car.

Different designs of V8 engines.

The design of a V8 engine gives designers plenty of room to play with in one key element: the crank arrangement on the crankshaft.

The result is the most powerful V8 series engine from Mercedes-AMG.

The GT Black Series engine may be based on the AMG 4.0-litre V8 biturbo engine with dry sump lubrication, but it has been given the new internal code M178 LS2 due to the numerous modifications. It achieves 730hp at 6700-6900 rpm and delivers a maximum torque of 800Nm at 2000-6000 rpm. New camshafts and exhaust manifolds are adapted to the new firing order and further improve the gas cycle.

Both twin scroll exhaust turbochargers are mounted in anti-friction bearings, as in the top-of-the-range four-door AMG GT Coupé, which optimises their throttle response even further. However, in the Black Series, the turbochargers have been given a larger compressor wheel, meaning that both can deliver a total of 1100 kg air per hour.

Mercedes-AMG One man, one engine Handcrafted by Michael Kübler @f1mike28 in Germany Affalterbach.

Driving Performance is my Passion! Mercedes-AMG the Performance and Sports Car Brand from Mercedes-Benz and Exclusive Partner for Pagani Automobili. Mercedes-AMG Handcrafted by Racers.

[motocorsas]

since we're officially 1 race into the championship, i thought i'd put together some assorted wwcr thoughts.

the bike

the Yamaha YZF-R7s provided to each team are, to my knowledge, all standardized. the bike is a 689cc inline twin that despite its larger displacement hits about the same top speeds as a Moto3 bike, but weighs twice as much. the most interesting aspect of the machine is its use of a crossplane crankshaft, where the crank throws are angled at 90 degrees from each other instead of 180 degrees. wikipedia offers this visualization to explain the tech:

if we were to condense this down from three dimensions to two, then it could be explained like this: there's one crankshaft angled at twelve o'clock, one at three o'clock, one at nine o'clock and one at six o'clock. however, since the bike is a V2, we can ignore those last two throws, since they don't exist in this engine.

this design is based off of the current Yamaha build in MotoGP, and is meant to improve torque at higher RPMs. its horsepower peaks at 72.4 hp around 9,000 RPM, but the maximum torque outputs at 6,500 RPM. that means it accelerates quickest in the middle(ish) area of its RPM range. this means it can run out of a turn pretty well under the right rider.

look, it's no secret that the bikes are slow. i'm not going to argue against that. this is a $9,000 motorcycle for a series with a $25,000 entry fee, while Moto3 boasts a fee more than twice that. it's a cheap series, but it's getting off the ground -- which brings us to our second point of focus:

the teams

i was impressed to see the diversity in teams and sponsors. some riders, like Tayla Relph, are essentially financing their ride entirely on their own. her team, TAYCO Motorsports, is named after her own social media and brand strategy company. her day job funds her racing career. other riders, like Mia Rusthen, are self-funded without being bolstered by a secondary income.

on the other end of the spectrum, Pata Prometeon Yamaha is running a WWCR team much like it runs its WSBK team. though they don't have their own custom livery to show off their fancy sponsors (unlike close competitors Forward Racing), they can obviously afford to invest in top talent. their star Beatriz Neila is coming directly from the Copa R7, a Spanish racing series also limited to the Yamaha model. she might be the most experienced with the machine out of anyone on the grid.

there are plenty of teams that are firmly in the middle, budget-wise. Sekhmet Racing team is owned/operated by Maddi Patterson -- yeah, Simon Patterson's wife -- and boasts a wide range of midlevel sponsors and partners, even if they also lack a custom livery to advertise them. Sekhmet for sure has the best social media management and brand strategy of any team, with its own website with articles, rider bios, and a mailing list. they are pursuing legitimacy in every way, and it's obvious by how they present themselves that they do not want to be a small-time team in a small-time series.

the riders

we're one race in and i've already started to find my favorites. there were riders i was aware of before WWCR; i think any dedicated racing fan could at least name Maria Herrera and Ana Carrasco, but i'd heard of Beatriz Neila and Sara Sanchez as well. in the run-up to the season's start, i've read lots of interviews with various competitors on Paddock Sorority, a site dedicated to covering women in racing.

off the bat i really like Luna Hirano, both for her extensive endurance career and her fantastic quotes:

her love of video games is relatable, but i'm more interested in her mention of an injury impeding her ability to train. this seems fairly common among competitors, with British rider Lissy Whitmore relaying the exact same thing.

i understand that it's completely normalized for riders to participate while injured or recovering. but so many of this women are entering this class -- a potential career high -- with their performance already permanently hampered by injury. it speaks to, for one, just how much work these women have to do to be recognized, and how little of it pays off. to be nearly incapable of running after an injury and continue racing anyway is nothing short of Herculean to me. not to mention Ana's remarkable recovery from her catastrophic back injury a few years ago. and contrast this with other supposedly "entry-level" series. how many Moto3 riders are coming in already debilitated? it doesn't feel fair.

i've been making these comparisons to Moto3 due largely to the similarity in speed. but i also would prefer WWCR to be considered a feeder series on par with Moto3, instead of what it has already been pigeonholed to be: a place where women can be cloistered off, riding inferior machinery with their supposedly inferior skills. the fact of the matter is that so many of these women came up riding at the exact same tracks as current MotoGP stars, but were never offered the same opportunities, and thus never developed at the same caliber. Maria Herrera, one of the top contenders for the championship, came in second in the 2014 CEV Moto3 season, behind Fabio Quartararo. she describes the shift in her career:

all of this is to say: WWCR's existence is not a victory against sexism. still, i celebrate it for platforming female racers. in a fair world, Moto3 and Moto2 teams would be looking at the current WWCR roster for future talent; but we do not live in a fair world. nevertheless i hold out hope that this series casts ripples throughout international classes, and maybe in ten or twenty or fifty years, female riders will be competing against men all the way to the top.

[nonpracticingintellectual]

Formula 1 2026 Engine Regulation Changes - TEXT BLOCK

I wrote up this explanation of each of the engine regulation changes for my WIFE and it's good enough I wanted to share it here.

Formula 1 2026 Engine Regulation Changes:

1: **New fuel must be 100% carbon free fuel, part of the FIA's plan for "net zero carbon" F1 racing by 2030.** ARAMCO is leading the research into the new carbon-neutral fuel. The goal is to be able to reuse municipal waste, food waste, or even gas pulled from the atmosphere to fuel cars. As of now it's being tested only in Formula racing, but the goal is to slowly release this fuel for road use as well across the world. Right now the F1 cars run on E10 (90% gasoline, 10% renewable ethanol). F1 and the FIA are the best people to lead this project because they know that full electric cars are not attainable for most people in the world and so replacing fuel with a carbon-neutral fuel (carbon is pulled from the environment to make the fuel, and the same amount is emitted by the engine. This essentially maintains the carbon equilibrium.) Formula 2 and Formula 3 are already running on a fuel mix comprised with 55% of this new biofuel. F1 is really driving sustainable practices. They are the first motorsport to use FSC (Forest Sustainability Council) certified tires, McLaren is releasing their new carbon fiber recycling (first industrial scale use), all of F1's DHL delivery trucks for European races run on 100% biofuel as of last year, all 10 teams have received the FIA's 3-star environmental accreditation.

2: **Increased electric power in the cars** - as of right now its 75% engine/25% electric power. The goal is 50%/50% by increasing the MGU-K unit from 120 kW to a 350 kW generator - this is what Verstappen is worried about as there isn’t an equivalent increase in battery size meaning the current ~30 second max boost from the electric motors will be reduced to ~10 seconds with the larger motor and same battery size. Drivers will have to downshift during straights to charge the battery more often, hopefully leading to closer racing as people won’t be able to just fly off using the electric motors.

3: **No more MGU-H** (this will help people like Stake or other small teams) - this was primarily driven by the fact that we have 2 new engine producers in 2026: Audi and Honda are joining the field and will need time to develop engines to catch up with teams like Ferrari and Red Bull. The issue is the MGU-H almost completely solved turbo lag (if you notice in your car, the turbo doesnt spool up until a certain RPM, the MGU-H spools the turbo from the time of acceleration, allowing for all waste exhaust to be used for charging the battery instead of wasting some spooling the turbo). This may lead to the return of Schumacher level throttle control to keep the turbo spooled during cornering. It’s going to be a learning curve for the racers who have only ever raced with an anti-lag system like the MGU-H.

4: **Reduced fuel allowance** - cars burn through around 100 kg of fuel per race, in 2026 this will be limited to 70 kg. The new engines ARE more efficient so it should equal out to the same power for less fuel.

The FIA is also pushing teams towards focusing less on raw engine power and more on aerodynamics and drag reduction to improve engine efficiency. Essentially, this is a test bed for the future of all high end racing by developing incredibly efficient powerful engines with a smaller form factor and better

[hirocimacruiser]

Euro Tune Primera for intellectual drivers Tommy Kaira M20t by Tomita Auto 075461・6290

Tuned Complete

M20t is a Primera-based complete. Tommykaira Primera was chosen as the material for its outstanding balance, suspension, and high body rigidity.

Given that the car is already highly complete, it seems that a lot of effort went into its development. The result was a ``car that would satisfy European customers'' and was named the ``Euro-tuned Primera.''

The heart is a mechanically tuned SR20DE engine. Delivers maximum output of 175ps/6500rpm. In addition, the maximum torque has been increased to 20.0 kg-m/5800 rpm. The most distinguishing feature is the valve cover, which is painted Tommykaira green. It will make you want to do it! In addition, the suspension, which was well-received in the original, has been changed to a sports type with a unique flavor. It supports more aggressive driving.

Tommykaira is confident in the matching of the movement of the suspension, including the tires and wheels, and the NA engine. The front spoiler and rear spoiler (with a variable wing function!) also have a bold design inspired by the motorsports scene, giving off the Tommy Kaira style. The steering wheel, meter panel, and shift knob are all original, so the cockpit looks great.

The atmosphere is also outstanding. It's the kind of machine that makes you want to run.

[f-yeahimpalass]

Jon Moss and the 510SS at ImpalaFest 2000.

Engine: 508.7 cu.-in. (8.4-liter) cast-iron OHV marine V8 Horsepower: 546 @ 5500 RPM Torque: 610 ft.-lb. @ 4000 RPM Bore: 4.5 in. (114.3mm) Stroke: 4.0 in. (101.6mm) Compression Ratio: 9.6:1 GM-SPO modified W-port aluminum cylinder heads Manley 2.25-in. stainless steel intake valves Manley 1.88-in. stainless steel exhaust valves Crane valve springs, stem seals, retainers and keepers Crane aluminum roller rocker arms and studs Crane hydraulic roller camshaft, intake: 226° duration, .587-in. lift, exhaust: 234° duration, .610-in. lift Speed Pro hydraulic roller followers CV Products push rods, Crane guide plates Wiseco forged flattop pistons Wiseco piston rings, top: 1/16 in. moly, middle: 1/16-in. cast, oil: 3/16-in. chrome faced Speed Pro roller timing set Arizona Speed & Marine dual 58mm throttle bores K&N dual air filter assembly AC Rochester 4.8 grams-per-second port fuel injectors SX Performance 80 gal.-per-hour frame-mounted fuel pump and high-flow filter SX Performance 43.5-psi fuel pressure regulator Wheel To Wheel stainless steel 4-into-1 2-in. tubular headers, 3-in. collectors and exhaust pipes Walker dual Super Turbo mufflers Transmission: GM Powertrain/Hydra-matic Motorsports heavy-duty 4-speed automatic, diesel-application transmission control module, gear ratios: FIRST 2.482 SECOND 1.482 THIRD 1.0 FOURTH 0.750:1 Drive: Dana 60 center housing with fabricated axle tubes, Dyno-Tech 3.5-in.-dia. x .83-in. wall steel tube driveshaft, Dana-Spicer 1350 Series U-joints, 4.10:1 Dana Torque-Lok limited-slip differential, Strange Engineering axle shafts Wheelbase: 115.9 in. Track, f/r: 62.3/62.7 in. Weight: 4424 pounds Suspension, front: A-arms, coil springs (lowered 2 in.), Bilstein adjustable shock absorbers, 32mm hollow stabilizer bar Suspension, rear: Solid axle, coil springs (lowered 2.5 in.), Bilstein adjustable shock absorbers, 4 trailing links, 29mm hollow stabilizer bar, torque arm boxed with .083-in. steel plate Brakes: 4-wheel discs with ABS, Brembo 6-piston front calipers, Wilwood adjustable proportioning valve Wheels: Boyd's, f: 17 x 9.5 in., r: 17 x 13 in. Tires: Michelin XGT-Z, f: 275/40ZR17, r: 335/35ZR17 

[lboogie1906]

William Darrell “Bubba” Wallace Jr. (October 8, 1993) is a stock car racing driver. He competes full-time in the NASCAR Cup Series, driving the #23 Toyota Camry for 23XI Racing, and part-time in the NASCAR Craftsman Truck Series, driving the #1 Toyota Tundra for Tricon Garage.

He was a development driver in Toyota’s driver development program where he drove part-time for Joe Gibbs Racing in the Xfinity Series and full-time for Kyle Busch Motorsports in the Camping World Truck Series. He then moved over to Ford and its driver development program and competed full-time for Roush Fenway Racing in the Xfinity Series. After competing in select Cup Series races for Richard Petty Motorsports in their famous #43 as an injury replacement, he became a full-time driver for RPM.

He has been the only full-time African American driver in NASCAR’s three national series (Cup, Xfinity, and Truck) each year he has competed in them. He is the only African American driver to win more than once in any of these series, which has made him one of the most successful African American drivers in the history of NASCAR. He became known for his activism on racial justice in response to the murder of George Floyd and the subsequent Black Lives Matter protests, which led to NASCAR strengthening their actions and efforts in this area, highlighted by them banning the display of the Confederate flag at their tracks.

He was born in Mobile and raised in Concord, North Carolina. He is the son of Darrell Wallace Sr. and Desiree Wallace. His father is the owner of an industrial cleaning company, and his mother is a social worker who ran track at the University of Tennessee.

In 2019, he revealed that he dealt with and continues to deal with depression for most of his racing career. After others reached out to him to thank him for bringing awareness to depression, he said he did not know it was such a widespread problem; for him, being depressed was an honest answer to a media question.

He married Amanda Carter (2022). He is a Christian. #africanhistory365 #africanexcellence

[davorkuhelj]

1963 Ferrari 250 LM - Enzo Ferrari Museum in Modena, Italy Presented at the Paris Motor Show in October 1963, this was the berlinetta version of the 250 P prototype, sharing the same chassis and running gear with just minor modifications. The FIA’s refusal to homologate it as a GT car damaged its sales potential and the decision forced the car to compete with true prototypes, thus decreasing its chances of victory. On the other hand, it did extend the life of the 250 GTO on the racing circuits. Photo 2: Jayne Mansfield posing on Ferrari 250 LM in New York, 1963 (Driving with stars) Info: Ferrari.com Engine: rear, longitudinal 60° V12 Total displacement: 3285 cc Power: 235 kW (320 hp) at 7500 rpm Top speed: 287km/h #ferrari #ferrari250LM #luxury #modena #scuderiaferrari #ferrarimuseum #ferrariclassic #museocasaenzoferrari #enzoferrari #classiccar #carmuseums #jaynemansfield #ferrariheritage #italia #supercar #oldtimers #cars #supercars #racing #classiccars #traveling #forzaferrari #ferrarilife #luxurycars #cavallinorampante #travel #ferrariworld #prancinghorse #carsofinstagram #motorsport (at Museo Enzo Ferrari - Modena) https://www.instagram.com/p/CqEEpc5IczH/?igshid=NGJjMDIxMWI=

[silodrome]

For Sale: A Gurney Eagle 351 V8 – Making 725 BHP

This is a Gurney Eagle 351 V8, it’s an engine developed by the successful AAR Team (All American Racers) for motorsport use and although it’s a 351 V8 there are relatively few Ford parts involved. The engine is said to be good for 725 bhp and the rotating assembly was balanced to an eye-watering 9,000 rpm. It has an aluminum alloy block from Fontana Automotive, alloy heads developed by Gurney, a…

[engineeredracingservices]

Performance Gauges | Automotive Gauges | Engineered Racing Services

Engineered Racing Services (ESR) specializes in high-performance gauges designed for precision and durability in racing and high-performance applications. Our performance gauges provide accurate real-time data on critical engine parameters such as temperature, pressure and RPM, ensuring optimal performance and reliability. Built with advanced technology and high-quality materials, these gauges help racers and automotive enthusiasts monitor and fine-tune their vehicles for peak efficiency. We are committed to delivering top-tier instrumentation solutions tailored for competitive motorsports and performance-driven vehicles, making us a trusted name in the industry for accuracy, durability and innovation.

[mcacnshow]

At MCACN , a lot of awards are presented to a lot of winners. We have judged car awards such as Concours, Vintage Cert and Pinnacle, we have Non Judged awards such as our Sponsor Pick Awards and Celebrity Pick Awards , we even have what we would refer to as "One Off" awards, such as the RPM Restorers Award, and The World Motorsports Breast Cancer Foundations Pink Piston Award. Today, We would like to talk about the "I Did It Myself" Pick Award, presented by Tweed Vorhees, Oldsmobile Ambassador, to a MCACN Show Car where the owner of the car did the restoration work, or the bulk of the restoration work him or her self.

If you restored your own car (or most of it) and you will be showing the car at MCACN 2025, Let us know and we will add you to the list of eligible cars for Tweed to consider.

[lifesciencesblogss]

Global Mobile Cardiac Telemetry Systems Market: Trends, Opportunities, and Challenges by 2031

The market for MCT Systems is currently growing very rapidly due to the prevalence of cardiovascular diseases, advances in technology, and increased usage of remote patient monitoring solutions. MCT systems allow continuous cardiac activity monitoring outside the clinical environment. This enables healthcare providers to take early interventions to improve patient outcomes.

In 2023, the size of the mobile cardiac telemetry systems market was at US$ 0.74 billion, and by 2031, it is expected to reach US$ 2.26 billion. Further, this is likely to gain a CAGR of 12.2% during 2023-2031.

Market Dynamics

There are several key growth enablers for the MCT systems market:

Increasing incidence of Cardiovascular Diseases: Cardiovascular diseases are the killers of the world. Full control over management of those conditions is quite possible due to early diagnosis and suitable time of treatment. MCTs can offer consistent, reliable, and accessible continuous monitoring of the heart.

Technological Advancements: Advanced technologies such as wireless communicationand miniaturized sensors have improved the functionality and usability of MCT systems. The advancement in technologies has led to more comfortable, smaller devices with improved data transmission capabilities.

Increasing Adoption of Remote Patient Monitoring: Remote patient monitoring is an effective and cost-efficient mode of healthcare delivery. MCT systems are part of the RPM solutions, which enables healthcare providers to monitor patients and intervene promptly in case of abnormalities.

Increasing Geriatric Population: The geriatric population has the ease of getting cardiac diseases. Since the population of elders is increasing, the requirement of cardiac monitoring systems, for instance, MCT, is expected to increase as well.

Market Segmentation

On Basis Of Technology •  Lead Based •  Patch Based

On Basis of End User •  Hospitals •  Ambulatory Surgical Centers •  Cardiac centers

On Basis of Region •  North America •  Europe •  Asia-Pacific •  South and Central America •  Middle East and Africa

Competitive Landscape

•  Israel Aerospace Industries IAI •  Northrop Grumman Corporation •  Yamaha Motorsports •  Aviation Industry Corporation of China AVIC •  UMS Skeldar •  UAVOS Inc •  Delft Dynamics •  Schiebel Group •  AeroVironment Inc •  Kaman Aerospace

Future Opportunities

The MCT systems market seems promising in the future. Several factors will drive its growth:

Integration with Artificial Intelligence (AI): AI analytics can be used to further enhance the interpretation of ECG data, which allows for earlier detection of a potential cardiac event and improved management of patients.

Wearable Devices: MCT capabilities can be integrated into wearable devices, such as smartwatches and fitness trackers, for continuous, non-intrusive cardiac monitoring.

Cloud-Based Solutions: It would provide cloud-based solutions offering secure data storage, remote access, and real-time monitoring of patient data.

Conclusion-

The MCT systems market will witness significant growth in the near future as cardiovascular diseases grow in incidence, technology advances, and the remote patient monitoring solution gains more acceptance. In this regard, the next generations of MCT systems are likely to find integration with other health technologies and therefore enhance patient care and outcomes.

Frequently Asked Questions-

Which is the largest regional market for Mobile Cardiac Telemetry Systems? Ans: - North America is the largest regional market for Mobile Cardiac Telemetry Systems.

Which are the top companies to hold the market share in the Mobile Cardiac Telemetry Systems market? Ans: - Medtronic, BioTelemetry Inc. Philips, Applied Cardiac Systems Inc., Medicomp Inc., Preventice Solutions Inc Boston Scientific Corporation, The Scottcare Corporation, Medicalgorithmics SA, Zoll Medical Corporation Asahi Kasei Group, Telerhythmics LLC, iRhythm Technologies Inc are the top companies to hold the market share.

What will be the growth rate of the market during the forecast period of 2023 to 2031? Ans: - The Market for Mobile Cardiac Telemetry Systems is expected to grow at a compound annual growth rate of 12.2% between the forecast period of 2023 to 2031.

How big is the Mobile Cardiac Telemetry Systems market? Ans: The size of the global Mobile Cardiac Telemetry Systems market was US$ 0.74 billion in the year 2023 and will rise to US$ 2.26 billion in 2031.

Which are the sub-segments of the Mobile Cardiac Telemetry Systems market? Ans: - The Mobile Cardiac Telemetry Systems market is classified into Technology, End User, and region.

About Us-

The Insight Partners is among the leading market research and consulting firms in the world. We take pride in delivering exclusive reports along with sophisticated strategic and tactical insights into the industry. Reports are generated through a combination of primary and secondary research, solely aimed at giving our clientele a knowledge-based insight into the market and domain. This is done to assist clients in making wiser business decisions. A holistic perspective in every study undertaken forms an integral part of our research methodology and makes the report unique and reliable.

[f1mike28]

AMG GT Black Series „The Endgame“.

Back in the days, the most powerful AMG V8 series engine of all time, the most expressive design, the most elaborate aerodynamics, the most intelligent material mix, the most distinctive driving dynamics: For the new Mercedes-AMG GT Black Series (combined fuel consumption 12.8 l/100 km, combined CO2 emissions 292 g/km)[1], the Affalterbach designers have pulled out all the stops when it comes to the art of vehicle design.

The super sports car perfectly embodies the brand’s rich tradition in motorsport, as well its many years of expertise in developing complete vehicles which impress in every respect. The result is an output of 537 kW (730 hp) from a V8 engine with a ‚flat‘ crankshaft, combined with active aerodynamics and a design which stems directly from the current AMG GT3 racing car.

Different designs of V8 engines. The design of a V8 engine gives designers plenty of room to play with in one key element: the crank arrangement on the crankshaft. The result is the most powerful V8 series engine from Mercedes-AMG.

The GT Black Series engine may be based on the AMG 4.0-litre V8 biturbo engine with dry sump lubrication, but it has been given the new internal code M178 LS2 due to the numerous modifications. It achieves 730hp at 6700-6900 rpm and delivers a maximum torque of 800Nm at 2000-6000 rpm. New camshafts and exhaust manifolds are adapted to the new firing order and further improve the gas cycle.

Both twin scroll exhaust turbochargers are mounted in anti-friction bearings, as in the top-of-the-range four-door AMG GT Coupé, which optimises their throttle response even further. However, in the Black Series, the turbochargers have been given a larger compressor wheel, meaning that both can deliver a total of 1100 kg air per hour.

Mercedes-AMG One man, one engine Handcrafted by Michael Kübler @f1mike28 in Germany Affalterbach. Driving Performance is my Passion! Mercedes-AMG the Performance and Sports Car Brand from Mercedes-Benz and Exclusive Partner for Pagani Automobili. Mercedes-AMG Handcrafted by Racers.

[justfaggotwithit]

My city

My city smells like gasoline

Feels like engines

A turbocharged v8

Full of life and raw

POWER,

Feel like world champions

Like

20th on the grid

But this city

Is my city

From monaco

To america

From spain

To russia

My city smells like gasoline

My city sounds like the engines

Roaring through the twists

And turns

11,000 rpm

180 bpm

My city sounds like

The cheers of the crowd

At the chequered flag

MY CITY,

Looks like sebastian vettel

Like alonso’s roar

Feels like senna's steering wheel

And schumacher's helmet

My city

IS a world champion

My city

Is formula

ONE,

Because my city,

Is the 

ONLY one.

My city smells like tyres speeding past

Pit stops in 2 seconds

300 miles an hour

My city smells like fear

My city smells like pride

Like ferrari to renault

My city drips with tears of joy

And the champagne on the podium

My city shines brighter than the sun

On a 1st place trophy

My city?

My city,

Is pure

Raw

Human

Determination.

Mclaren to redbull 

Lotus

And more

So you ask me what my city is,

well,

My city?

Is the pinnacle of motorsport.

Formula one

Next to none,

And when all is said and done?

My city is the 

best one.

-sky

[itscarshub]

It Really Is That Good

Some carmakers have flagships that they always throw their whole weight behind. The Porsche 911, Chevy Corvette, and Mercedes S-Class come to mind. Honda has that too, but instead of a single model, it has a moniker: Type R. It may mostly compete on the budget end of car market, but Honda is an engineering powerhouse with massive, two- and four-wheel motorsport-dominating, HondaJet-releasing pride. It could make a supercar, and it has. Twice. They were both fantastic, even if we only understood just how good they were with time. But Honda doesn’t limit itself to showing that flair in supercars alone. Type R is Honda’s gateway into throwing that weight toward the more pedestrian end of the market. A Type R is a reason to sit up and pay attention because, more often than not, it’s Honda bringing its A-game to a humble sport compact. And it all started with the DC2, the 1996 Honda Integra Type R.

JDM 1996 Honda Integra Type R. James Gilboy The original Integra Type R’s renown is so great that it’s often held in the same regard as Japan’s more powerful forbidden fruit, like the Nissan Skyline GT-R. But reverence is a double-edged sword, and unrealistic expectations can turn even a terrific car into a letdown. The Integra Type R’s fame could be its own worst enemy, and besides: the Integra has always been just a fancy Civic. How good could the original Type R really be? All doubt evaporates the instant you shift from first at the towering 8,400-rpm redline, and drop into second right on the 6,000-rpm threshold of VTEC. Everything about the Integra Type R is designed this holistically; every change Honda made amplifies all the others in a way that makes the Type R far exceed the sum of its parts. It’s a driving experience with no modern analog and one that somehow ranks among the very best cars I have ever driven. It’s proof that you can have rear-wheel drive, all the power in the world, and enough tech to confuse Star Trek’s Borg and still fall short if you can’t tie together the fundamentals. The Honda Integra Type R does this perfectly, and it sets a high bar that even many of the best performance cars today still fall far short of. 1996 Honda Integra Type R Specs Powertrain 1.8-liter naturally aspirated inline-four | five-speed manual transaxle with a helical limited-slip differential | front-wheel drive Horsepower 197 @ 8,000 rpm Torque 131 lb-ft @ 7,500 rpm Curb Weight 2,480 pounds Seats 4 Quick Take The original front-wheel-drive Type R makes driving thrilling like almost no car made before it—or since.

JDM 1996 Honda Integra Type R. James Gilboy Introduced in 1995 in Japan, the Honda Integra Type R built on what was already an excellent compact car chassis, with double-wishbone front suspension, semi-trailing arm rear, and a responsive 1.8-liter four-cylinder. Technically, it’s just an upmarket Civic, but that’s no diss: this is a serious platform that can go head-to-head with sports cars of its era on a track. I know this from experience; I’ve raced a class-winning Integra, and even that was more car than most people can drive to its limits on track. The Type R, meanwhile, is on a whole ‘nother level—maybe two. While some performance models amount to factory bolt-ons and an ECU tune, the Type R is different down to the chassis. Honda gave Type Rs extra seam welds and chassis bracing to improve rigidity while shedding weight with alloy wheels, a thinner windshield, less insulation, and deleting equipment like air conditioning and the sound system. To capitalize on cutting 93 pounds, Honda retuned its suspension and fitted bigger brakes to compensate for its hand-built 1.8-liter B18C four-cylinder.

JDM 1996 Honda Integra Type R. James Gilboy Honda hand-polished its head ports, increased its compression ratio, and fine-tuned its intake and exhaust to make what was then the most power-dense naturally aspirated engine ever in a road car. The result is a broad torque curve and an 8,400-rpm redline, where the second cam profile doesn’t come on until around 6,000. Its 197 horsepower and 131 lb-ft don’t sound like much, but they were enough to justify including a helical limited-slip differential in its five-speed manual transaxle. It too has been tailored specifically for the Type R, with close ratios to keep you in the power band, and a short final drive. Now, the Integra Type R for all its renown wasn’t a Japan exclusive. Left-hand-drive models were sold in the United States with a different front end, leather seats, and marginally less power. (We also got the lesser GS-R, which is still coveted today.) But the vast majority of DC2s were sold in Japan, where this right-hand-drive example came from. One of the most common tells that you’re looking at a Type R clone is a four-lug hub. The car I drove has them, but they were standard on all early DC2s; five-lug hubs didn’t arrive ‘til 1998. You’d be hard-pressed to fake the Type R’s body-hugging Recaro bucket seats, exclusive shift knob, small-diameter steering wheel, and spritz of carbon fiber trim. That also goes for the Type R-embroidered floor mats, decals, and DC2 serial plate under the hood. Besides, you’d be able to tell the real thing just from how Type Rs drive.

JDM 1996 Honda Integra Type R. James Gilboy From the second you sink into the seat over its tall bolstering and roll out onto the road, everything about the Type R feels tight. Everything from the way the Recaros cup you to the small steering wheel, which hastens the steering rack and adds weight to its feedback. The clutch bites like a gator, and the chassis feels stiffer than a regular Integra, though not in the harsh way modified cars often do. It’s more refined than that, though not on the front of sound deadening: there’s a good deal of road noise. Honda’s manual transmissions with their short, slick throws are always a joy to operate, and you operate the Type R’s a lot because man, these gears are short and close. The Type R is already spinning more than 2,500 rpm in fifth by 45 mph, and it exceeds 3,000 by 55. A highway cruiser—no, a daily of any kind—this isn’t, and not just because of gearing or noise. Its back seat is too small for adults and hard to access through its coupe doors, while no cupholders are to be found. Its low chin scraped too, on what I wouldn’t even consider much of a dip. You’d have to be out of your mind to use the Integra Type R as a commuter—unless your route follows first-rate back roads, which is where the Type R shows what it’s really made of.

JDM 1996 Honda Integra Type R. James Gilboy Scoff at 1.8 liters and 131 lb-ft all you want, but stiff engine mounts and short gearing amplify what torque there is for a lively response at low to mid revs. Mid of course goes a lot further than in most cars, to about 6,000 rpm, which is where (pardon the cliché) VTEC kicks in, yo. You know the drill: you’re already turning enough rpm that many cars are ready to grab the next gear when the engine note changes character entirely, and the revs rise even quicker than before. Aaaaall the way up to 8,400 rpm, each rotation vibrating your entire body through the stiffened chassis and bucket seat before you slip the shifter into second—resetting the tach to 6,000, where the adrenaline jolt begins again. So it goes from second to third, and I would imagine fourth and fifth. A multi-gear pull in a DC2 is what I imagine railing multiple consecutive lines of cocaine to be like; I can’t count how many times this engine made me say, “Holy shit!”

JDM 1996 Honda Integra Type R. James Gilboy It wasn’t just the engine that made me swear, either. That extra chassis rigidity shows up most conspicuously in the rear of the Type R, which doesn’t roll like a regular Integra. It’s stable, trustworthy, even ignorable, freeing you to focus on the business end of the Type R: the front axle. The steering is neither burdensome nor too light, and its response and feedback accentuate the sense of speed the Type R carries through each corner—no matter how tamely or wild you drive. Front-end traction was so great that I never got to put its LSD to the test, and the brakes did their silent, honorable job without getting too long in the pedal like many Hondas can. Every last detail of the Type R is designed to keep your attention on the front end: the steering, the engine, the transmission, and you; the maestro of this Super Eurobeat album on wheels. It banishes fear of over- or understeering and makes you ask yourself, “How fast can I take that?” of each corner. The Integra Type R heightens your sense of speed in a way that you don’t need a deathwish and a disregard for the redline to deeply enjoy it. Even if you don’t venture into the upper reaches of the tach more than once a week, the audible and tactile feedback still make it one of the most exciting cars I’ve ever driven. It’s still deceptively quick, though: Best Motoring found its track pace wasn’t far off the fastest Japanese cars of the era. I’d wager it’s a more exciting drive than an R33 Skyline GT-R or Mk4 Supra, too.

JDM 1996 Honda Integra Type R. James Gilboy

What To Know Before Owning

Many cars of the 1990s are getting tough to find parts for, but Hondas have so much interchangeability that you’ll be able to fix ‘em as long as we have gas to fuel ‘em. Mods are technically an option, but nothing about the driving experience needs fixing, and it’d be worth more kept stock anyway. What’s more likely to be an ownership issue is condition—not so much mileage, but age, and the fact that you’re buying a used Type R. Odds are, every owner has driven their car as hard as you hope to. But again, ’90s Hondas will be fixable for our lifetimes, and what’s more likely to claim your Type R is theft. Hondas of this era are infamously easy to steal, on par with Kias and Hyundais as of late, so it’d be worth investing in an ignition interlock, GPS tracker, steering wheel club, and bolt cutter-resistant locks for your trailer. Between its unsuitability as a daily, risk of theft, and value, a Honda Integra Type R is best owned by someone with a garage who takes it out for great local roads or the occasional track day. It may be a FWD Honda with less than 200 hp, but it’s absolutely worthy of the best tarmac on the planet.

JDM 1996 Honda Integra Type R. James Gilboy

Verdict

The Honda Integra Type R truly deserves the reverence it’s held in by Honda fanboys and weeaboos; I never wanted my drive to end. Even decades later, measured against the many greats that have followed it, the Integra Type R more than holds up. If anything, the way modern cars dull your sense of speed rather than accentuate it only highlights how close to the apex of the automotive experience Honda got—all with a front-drive compact wearing stickers and a goofy wing. Read More Top Five Most Common Questions About Car Fuel Averages The Future of Classic Cars: Electric Conversions and Modern Upgrades How SpaceX Plans to Land Starship on Mars Read the full article

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Choosing the Right Aftermarket Performance Parts for Your Vehicle

The world of automotive performance parts can be both exciting and overwhelming for enthusiasts looking to enhance their vehicle's capabilities. Whether you are aiming to boost horsepower, improve handling, or enhance your car's overall performance, selecting the right aftermarket components requires careful consideration and research. The aftermarket industry has evolved significantly over the past decades, offering increasingly sophisticated solutions for virtually every aspect of vehicle modification.

Understanding Your Goals

Before diving into the vast marketplace of aftermarket components, it is essential to establish clear objectives for your vehicle's modification journey. Are you building a weekend track car, seeking better daily driving performance, or preparing for competitive motorsports? Your goals will directly influence which performance parts deserve priority and investment. Consider creating a detailed modification plan that spans several stages, allowing you to build upon each upgrade systematically while maintaining the vehicle's drivability and reliability throughout the process.

Engine Performance Modifications

The heart of any vehicle modification typically begins with engine upgrades. A well-planned combination of engine modifications can significantly increase power output while maintaining reliability. Modern engines respond particularly well to air intake modifications, which can improve airflow and enhance combustion efficiency. When selecting an air intake system, consider factors like filter quality, heat shielding, and compatibility with your vehicle's engine management system.

High-performance camshafts and valve train components can dramatically alter an engine's power delivery characteristics, though these modifications typically require more extensive supporting upgrades. Variable valve timing systems and upgraded valve springs become crucial considerations when pushing the engine's RPM limits higher. Additionally, strengthened connecting rods and forged pistons might be necessary for high-horsepower applications, especially when implementing forced induction.

Forced induction represents another significant avenue for performance enhancement. Turbo accessories, including blow-off valves, wastegates, and intercoolers, can dramatically affect your vehicle's power delivery and reliability. However, these modifications require careful planning and often necessitate supporting upgrades to handle the increased power output. Proper fuelling systems, including larger injectors and high-flow fuel pumps, become essential when significantly increasing engine output through forced induction.

Exhaust Systems and Flow

A performance-oriented exhaust system serves multiple purposes beyond the distinctive sound enthusiasts often seek. Quality exhaust upgrades can reduce back pressure, improve engine breathing, and potentially yield modest power gains. When selecting an exhaust system, consider factors like material quality (such as stainless steel versus aluminised steel), pipe diameter, and overall design philosophy. Cat-back systems offer a good balance of performance gains and installation simplicity, while headers and full exhaust systems provide more substantial benefits at a higher cost and complexity level.

Modern exhaust technology has evolved to include variable flow systems and electronically controlled valves that can alter exhaust flow characteristics based on driving conditions. These sophisticated systems can provide aggressive sound under heavy throttle while maintaining civilised behaviour during normal driving. Additionally, considerations for emissions compliance and local noise regulations should factor into exhaust system selection, particularly in regions with strict vehicle modification laws.

Suspension and Handling

While power modifications often receive the most attention, suspension upgrades can dramatically transform a vehicle's character and capability. Quality coil overs or sport springs, combined with appropriate dampers, can lower the centre of gravity and improve handling characteristics. Consider your local road conditions and intended use when selecting spring rates and ride height adjustments.

Advanced suspension geometry modifications, including adjustable control arms and roll centre correction kits, can fine-tune handling characteristics for specific applications. These modifications become particularly important when significantly altering a vehicle's ride height or when preparing for competitive use. The relationship between suspension geometry, tyre contact patch, and weight transfer dynamics plays a crucial role in vehicle performance and should be considered holistically.

Performance-oriented bushings and sway bars can reduce chassis flex and improve response, though these modifications often come with increased noise, vibration, and harshness (NVH). For daily-driven vehicles, finding the right balance between performance and comfort is crucial. Modern polyurethane and hybrid bushings can offer improved performance while maintaining acceptable comfort levels for street use.

Brake System Upgrades

Enhanced performance capabilities must be matched with appropriate stopping power. Brake system upgrades range from simple pad and rotor combinations to complete big brake kits. High-performance brake pads offer improved stopping power and fade resistance but may generate more dust and noise than standard pads. When considering brake modifications, evaluate your driving style and requirements carefully – track day use demands different solutions than spirited street driving.

Brake cooling becomes increasingly important with higher performance applications. Dedicated brake cooling ducts, high-temperature brake fluid, and braided stainless steel lines can significantly improve brake system consistency and durability under demanding conditions. For track-focused builds, consideration should be given to brake bias adjustability and pad compound selection based on operating temperature ranges.

Wheels and Tyres

The connection between your vehicle and the road deserves careful consideration. Lightweight wheels can reduce unsprung mass and improve handling response, while wider wheels allow for larger tyre contact patches. However, extreme wheel and tyre combinations may require additional modifications to prevent rubbing and maintain proper geometry. Performance tyres represent one of the most impactful upgrades, though their increased capability often comes with reduced longevity and wet-weather performance.

The science of wheel and tyre fitment has become increasingly complex with modern vehicles. Factors such as load rating, offset, brake clearance, and suspension geometry must all be carefully considered. Additionally, the growing popularity of "square" setups (identical wheel and tyre sizes front and rear) versus staggered configurations adds another dimension to the selection process.

Electronic Tuning and Management

Modern vehicles benefit significantly from electronic tuning, which can optimise performance part integration and unlock hidden potential. Engine management upgrades, whether through plug-in modules or custom tuning, can enhance power output and drivability. However, tuning should be approached carefully, with consideration for fuel quality requirements and potential warranty implications.

Advanced tuning capabilities now extend beyond simple fuel and timing adjustments. Launch control, flat-foot shifting, and sophisticated traction management systems can be implemented through modern engine management solutions. These features require careful calibration and often benefit from professional tuning expertise to achieve optimal results.

Installation and Integration

Professional installation of performance parts often proves crucial for optimal results. While some modifications can be completed by experienced DIY enthusiasts, others require specialised tools and expertise. Factor installation costs into your budget, and research potential installers' experience with your specific vehicle platform and modifications.

Maintaining Balance and Reliability

Successful vehicle modification requires a holistic approach. Individual components must work harmoniously within the larger system. For example, significant power increases might necessitate drivetrain upgrades to handle the additional stress. Similarly, suspension modifications should be planned with consideration for alignment specifications and tyre clearance.

Regular maintenance becomes even more critical with modified vehicles. Enhanced performance capabilities often come with increased wear on various components, requiring more frequent inspection and replacement intervals. Developing a relationship with a knowledgeable performance shop can prove invaluable for maintaining your modified vehicle's reliability and performance over time.

Selecting appropriate performance parts requires careful research, planning, and often compromise. Focus on quality components from reputable manufacturers, and resist the temptation to cut corners for short-term savings. Remember that modification is often an iterative process – start with fundamental upgrades and evaluate their impact before moving to more advanced modifications. By taking a methodical approach and maintaining a clear vision of your goals, you can build a vehicle that delivers the performance and driving experience you desire while maintaining reliability and functionality for your intended use.