Jamie Foxx's Lamborghini

This is Jamie Foxx with this pearl white Lamborghini Murcielago with 20″ GFG Narkid Wheels. The wheels are all chrome with color matched white trim. Jamie got his car customized at Hi-Line Motoring in Tampa, Fl.

These Narkid wheels by GFG were designed for Lamborghinis. Great choice in wheels, good color combination, and nice fitment.

Source: http://www.celebritycarz.com/category/jamie-foxx/

Tiger Woods Black Escalade

You might not have heard, but Tiger Woods got in a car accident last week in his Black Escalade. Here are some pictures after the crash. I wonder if his car insurance covers an angry wife beating on his car while hes driving away (allegedly).
I couldnt help but notice the ugly, nasty, cheap, chrome DUB rims that he had on his car. With all that money, this is the best you could do?
Stick to the Buicks Tiger…

Source: http://www.celebritycarz.com/category/tiger-woods/

TESTING NOS SYSTEMS

Once you have your nitrous system installed, you must test the system to ensure adequate nitrous and fuel flow. This will ensure proper performance and reliability.

Start by ensuring that the fuel line is properly attached to the fuel solenoid and turn the fuel pump on. You can do this by turning the ignition key to the ACC position. Check for fuel leaks where you tapped into the stock fuel line and where the fuel line feeds into the fuel solenoid. Cure any fuel leaks, check again for fuel leaks and then disconnect the fuel line from the nitrous injector. Activate the system and check for fuel flow when the system is activated, and that the fuel stops flowing when you deactivate the system. If you don't get fuel flow, check that the fuel solenoid is operating properly — you should hear an audible click when the solenoid is activated; check that you have fuel flow at the fuel filter; and ensure that fuel line is not kinked, twisted or bent. If you do have fuel flow, turn the vehicle's ignition off and properly secure the fuel line to the nitrous injector.

Now open the release valve on the nitrous tank check for frost along the nitrous feed line. The frost will indicate a nitrous leak. If you find any leaks, close the release valve on the nitrous tank and cure the leaks. Open the release valve again and ensure that you've cured all nitrous leaks. Then disconnect the nitrous line from the nitrous injector. Activate the system and check for liquid nitrous flow when the system is activated, and that the nitrous stops flowing when you deactivate the system. If you don't get nitrous flow, check that the nitrous solenoid is operating properly; and ensure that nitrous line is not kinked, twisted or bent. If you do have nitrous flow, you can properly secure the nitrous line to the nitrous injector.

Source: http://www.custom-car.us/nos/tuning.aspx

NOS Basics and Layout

The basic nitrous oxide injection system, or a NOS kit, is pretty straight forward and easy to grasp. It consists of a nitrous oxide tank, some tubing, a nitrous solenoid, a fuel solenoid and toggle switch, throttle position micro switch, jets, a nitrous fogger, a relay, nylon pipe, and a distribution block.

The nitrous tank is used to store Nitrous Oxide in a liquid form. The tank is actually a pressurized canister as Nitrous Oxide must be compressed to remain liquid at room temperature. Remember N2O reaches boiling point (i.e., it becomes gaseous) at -127° F and more Nitrous Oxide can be stored when it is in a liquid form. Approximately 850 psi of pressure is required to keep Nitrous Oxide liquid at room temperature and at sea level but the nitrous tank must be pressure tested and certified to withstand 1,800 psi. If the certification on your NOS tank is older than five years, your nitrous dealer will not refill it and you will have to have the tank pressure tested and re certified. The tank is mounted in the car's trunk and has a siphon tube that is connected to the release valve and extends to the bottom of the tank. The tank must be mounted at a 15° angle to ensure that the maximum amount of Nitrous Oxide can be released from the tank.

High pressure nylon or Teflon inner-lined braided-steel pipe is used to carry the Nitrous Oxide to the engine where it is regulated by the NOS solenoid. The solenoid is an electrically controlled valve which uses a strong electromagnetic field to open a small plunger the blocks the flow of the liquid Nitrous Oxide. A second solenoid is used to supply extra fuel so that the air/fuel mixture remains constant. Both solenoids are controlled by electric switches that activate the electromagnetic field. The NOS system should have at least two switches — a micro switch that is fitted to the accelerator linkage and is only activated at full throttle; and a spring-loaded momentary switch that is activated by the driver. The micro switch on the accelerator linkage ensures that the nitrous system can only be activated at full throttle. Activating the system during part throttle or during a gear change can have very catastrophic consequences. As an added precaution, the oil pressure switch can also be used to ensure that the system can only be activated when the engine is running and there is oil pressure. Starting an engine with NOS in the combustion chamber can also be very catastrophic.

Some more high pressure nylon or Teflon inner-lined braided-steel pipe is used carry the nitrous and fuel (which are still separate at this stage) to the intake manifold where it is released into the engine via two small jets that are located in a special nitrous injector. The jets must be correctly calibrated to release the correct amount of fuel for a given amount of nitrous. In addition, the pressure on the fuel supply side must be adequate and at a constant level to ensure that the air/fuel mixture is correct at all times. This may require the fitting of an electric fuel pump and a fuel regulator.

The quantity of the nitrous flow depends on the size of the jet fitted. A jet is basically a screw with a whole through it. It's used as a restriction tool depending on the size of the link up orifice. Applying a bigger jet is the easiest way to squeeze a bit more power out of your current system. The fuel supply comes from a similar jetting system.

Pamela Anderson Jaguar

Here is Pamela Anderson getting into her white Jaguar sitting on 20″ chrome wheels.

Car looks pretty good, wheels are kind of cheap. This car would look crazy with some kind of white/chrome combination.

Source: http://www.celebritycarz.com/category/pamela-anderson/

Frank Gore Maserati

Here is Frank Gore, running back for the San Francisco 49ers sitting on the hood of his Maserati Quattroporte.

I have been a huge fan of Frank since his days at THE U. I am now also a fan of his cars and his wheels.

California Wheels hooked him up with a set of 22″ burgundy/chrome Asanti AF138s. The color match and chrome perfectly compliment the burgundy Maserati with all the chrome trim on it.

Source: http://www.celebritycarz.com/2008/11/frank-gores-maserati/

Delanie Walker's Mercedes-Benz CL63

Here is the tight end for the San Fransisco 49ers, Delanie Walker, standing infront of his 2008 Mercedes-Benz CL63. The car is sitting on 22″ GFG Beverly Hills Wheels (exclusive to California Wheels).

The wheels are finished in a brushed center with black trim and black lip. I really like the design of these wheels, very unique where part of the flange is black and the rest is machined.

Overall, great fitment by going 9″ wide in the fron and 10.5″ in the rear and a great looking wheel on this CL63. Nothing bad I can say about this benz.

Source: http://www.celebritycarz.com/2009/03/delanie-walker-black-cl63/

BRAKE DISKS (ROTORS)

Brake disks are far less prone to brake fade than brake drums but they are not immune to brake fade. Thus converting the rear drum brakes to brake disks will greatly reduce brake fade but there is so much more that you can do to your brake rotors to optimize your brakes. If you have solid brake disks, replacing them with ventilated disks will improve the heat dissipation characteristics of the disks. You could also have the ventilated disks cross drilled or slotted. The holes in cross drilled brake discs help disperse heat and further reduces brake fade while slotted discs help to de-glaze the brake pads, ensuring better friction between the brake pad and the brake disc but they will wear the brake pads faster. Of the two, slotted brake disks tend to perform better than cross drilled brake disks but they transmit more vibration though the steering wheel and are noisier. You should also note that slotted brake discs are directional, in other words, the slots must turn in a particular direction. Brembo brake disks, for example should be installed so that the end of the slot nearest the outer edge of the disc comes into contact with the brake pad first but this may differ with other disk manufacturers. Make sure which way the slots should rotate and install them correctly.

Another option is to fit larger diameter brake rotors. A larger diameter brake rotor reduces the braking effort as it gives the caliper more leverage to stop the disc rotating and allows the car to slow down much quicker without causing too much build up of heat. However, there are two factors that limit the diameter of disc that you can use: the size of the wheels; and the relocation of the brake calipers. The wheel size will limit the size of the rotors but wheel may also limit the placement of the brake calipers, especially if you are using alloy wheels. This is important as when you fit a larger brake disk, the brake caliper must be mounted further away from the wheel hub. Thus, when fitting larger diameter brake disks you need to ensure that you can mount the brake caliper and that there is sufficient clearance better the caliper and the wheel.

here are two disadvantages of fitting larger diameter disks though. Firstly, when you retain the standard brake calipers, the area of the brake disk that comes into contact with the brake pads remains the same. This will result in rust towards the centre of the disc that will not be removed by the brake pad when you brake braking. If you fit a larger brake caliper then you remove this problem. Another disadvantage is that a larger diameter brake disc will result in an increase in the car's unstrung weight, which can adversely affect handling.

Source: http://www.custom-car.us/safety/brakes.aspx

Upgrading the brakes:

Improving and upgrading the brake system on a car is often the last item in a car modification project, yet it is the most important element in terms of driver and passenger safety, as well as the safety of other road users. It is essential that you upgrade your car brakes when you increase the engine power of your car as the more powerful and faster your car is, the more efficient your brakes need to be to stop your car in an emergency. The same applies when you increase the weight of your car by installing a heavy ICE (in-car entertainment) system for example. In most cases a standard brake system is sufficient for stopping a standard car but when you improve the car's engine power the brakes may not be sufficient to handle the extra hp and brake fade may occur. Fortunately, there are a number of things you can do to improve your brakes. These range from fitting larger diameter ventilated brake disks (rotors), fitting multiple pot (piston) calipers, fitting cross drilled or slotted brake disks, converting rear brake drums to ventilated brake disks, fitting a larger master cylinder, fitting braided brake hoses, and using brake fluid with a higher D.O.T. rating (and boiling point).

In this section we'll discuss some options related to improving your car brakes but before we continue please be advised that brakes are critically important safety equipment. If you are uncomfortable with working on brake components, have a qualified professional do the work for you. Also note that your brakes are only as good as the grip of the tires on the road. If your tires have little grip because of worn shock absorbers of the tires are too narrow, upgrading your brakes will be wasted. So make sure your suspension and tires are in good condition before embarking in a brake upgrade.

Source: http://www.custom-car.us/safety/brakes.aspx

WIDER OR LARGER TIRES ?

One method of improving tire grip is to increase the contact area between the tire and the road. This can be accomplished by fitting a tire with a larger circumference (i.e. a larger or oversized tire) or fitting a tire with a wider thread area. A tire with a larger circumference has a larger longitudinal contact area, which will provide better straight line stability but will affect overall gearing and will increase the ride height and the car's center of gravity, and will also increase the rolling mass the bakes will have to overcome. There is nothing that can be done to rectify the increased ride height and center of gravity; but the drivetrain gearing can be rectified by fitting a differential with a higher diff ratio. The increased rolling mass that the brakes need to overcome can be rectified by upgrading the brakes. However, even though a larger tire may be able to fit under the wheel arches when the car is static, it may knock against the body or suspension components when suspension travel occurs and during cornering. Stiffer suspension springs with less travel and stiff shock absorbers may compensate for the tire knocking against the body during suspension travel but will result in a harder ride.

Wider tires, on the other hand, have a wider contact area but will need to have a smaller aspect ratio to retain the overall circumference of the wheel. Thus going from a 185/60 R 14 91H tire to a tire that is 215 mm wide will require a tire with an aspect ratio of 50% as a 185/60 R 14 91H tire has a sidewall height of 111 mm (60% of 185 mm) while a 215/50 R 14 91H will have a sidewall height of 107.5 mm. A tire with a similar overall circumference to the standard tire will not interfere with the body or suspension parts during suspension travel but will be slightly heavier, and will increase the rolling mass that the brakes need to overcome, but not to the same extent that larger tires do. However, wider tires are also prone to knocking against the body or suspension parts during cornering. This can be overcome by fitting a wider wheel arch and fitting a spacer on the wheel hubs to allow the wheels to be mounted further away from the suspension parts. This will, however, place greater stress on the front wheel bearings and on the steering mechanism.

Source: http://www.custom-car.us/safety/tires.aspx

Tire Upgrades

Tires and shock absorbers play an important part in road grip, and it is road grip that ultimately allows the car to be accelerated and decelerated while also providing predictable handling and stability. As such road grip in an important element in car safety. Upgrading your brakes, for example, is a useless endeavor if your car has little grip due to worn tires or worn shock absorbers. This is obvious as worn tires with low grip may lock up and skid when you apply brakes, and the wheels need to be able to rotate to slow the car down. Similarly when the tires are bouncing through the air when you brake over bumps, road grip is lost and braking becomes ineffective.

A simple safety precaution would be to check your tires' thread depth and tire wear, but on modified cars with extra horse power, the grip provided by standard tires may not be sufficient even if the tires are in good condition. On modified cars you may want to fit larger or wider tires that provide a larger contact area with the road, or low profile tires that have shorter, less flexible sidewalls and provide more precise handling. You may also want to fit a tire that has a higher maximum speed rating and higher load rating. If you do opt for larger or wider tires, you will need to upgrade your shock absorbers (or dampers as they are also called) and possibly your springs to handle the increased unsprung weight.

But first you need to know what tires your car has, what tires are suitable for your car, and the effect of changing your tires.

Source: http://www.custom-car.us/safety/tires.aspx