Tuned Season 2 Wrap Up - TUNED

MATT FARAH: What's up, everybody?
Welcome to our Season 2 wrap-up of TUNED.
Now, sit down.
This is going to be a while, so pour yourself a pint of
your favorite beverage, in my case, Dead Guy.
If you're under 21, pour yourself a pint
of something else.

First, let's talk about what is TUNED?
It's about modified cars and about the stories behind
modified cars.
And we try and find good stories for you guys, and we
hope that we keep you entertained.
Last season, our average horsepower
rating per car was 581.
Certainly nothing to sneeze at, but this season it felt
more like the quest for more power.
And we got it, because our average horsepower this season
was way up to 710.
That is a big number, especially when you consider
how many of our cars were actually right at 600 or 700
horsepower.
So what we're going to do here is go through every episode
this season.
I'm going to tell you about my post-episode thoughts, the
things I've had time to reflect on, as well as answer
some of the more popular questions the fans had from
each episode.
Let's start with my personal favorite, the
Hennessey Venom GT.
By dropping the biggest engine available into a lightweight
British roadster, Carroll Shelby creative one of the
fastest, most terrifying supercars the
world had ever seen.
Now, 50 years later, another Texan has arrived, eager to
make his mark on the super car world.
And though the Hennessy Venom GT Spider weighs just 15% more
than the Cobra that inspired it, it makes 150% more
horsepower.
John Hennessy turns everything up to 11.
I mean, really, how many people drive a Viper and then
decide it needs twice the horsepower?
Listen to the turbos just spool up.
It's about power to weight, that's it.
All right, let's do a little third gear roll-on.
[CAR ENGINE]
[LAUGHING]
MATT FARAH: Oh, my god!
It takes your breath away.
There's pressure on your chest.
Your head is in the seat.
It's like--

oh, my god.
Let's do that again.
Here we go.

[SCREAMING]
[LAUGHING]

MATT FARAH: The Venom GT is probably the most
controversial car that we've driven, basically because A,
of what Hennessey and his reputation is like, and B, the
fact that it costs a million dollars and is registered as a
Lotus, and a lot of people had problems with that.
Now, on that note, user 300zxGreg says "this car is
still extremely overpriced.
All of the parts used to build this car, including the
chassis, transmission, and engine will not cost more than
$150,000, including labor on an expensive day."
I would like to point out that 300zxGreg has absolutely no
idea what he's talking about.
If an automaker sold a car, any automaker, that only costs
the sum of its parts, every car would cost nothing.
I know for a fact that a Ferrari 360, when new, costs
Ferrari no more than $40,000.
Meanwhile, that car new in the US costs $160,000.
That's four times what it costs Ferrari
to build that car.
Choose any car out there, especially an exotic sports
car, and the math will be fairly similar.
I know for a fact every Venom GT build has $400,000 worth of
parts in it and takes 5,000 man-hours to build
completely by hand.
Factor in the development cost for the initial car amortized
over every car sold, which is going to be a small volume
even when maxed out, and that's where
you get your money.
Of course, there's profit margin built in.
But everyone who builds something and sells it has a
right to make a living.
Now, let's check out our next video, the APR Audi TTRS.

Anyone who knows Audis knows the name APR.
And that's because they do it all, from ECU tunes to stage 3
turbo kits, to full-on Grand Am racers.
With this company, getting power is as simple as ordering
an appetizer from a menu.
Their facility feels as out of place as a ski resort in the
South Pacific--
a clean, modern Mecca of German performance in the
American Deep South.
Practically everything they sell is designed and
manufactured in-house from this building.
They have outfitted this car with a stage 3 turbo upgrade.
And for that, you get obviously new manifolds.
You get intercooler stuff.
You get exhaust, presumably some sort of
high-flow cat system.
And what that all adds up to is--
and I kid you not here--
600 horsepower.
600 out of 2 and 1/2 liters.
and that's because the turbocharger they use is a 71
millimeter.
So let's see what happens when I put my foot down.

Oh, yeah, does it go.
Wow!
I'm not going to tell you how fast that was, because I'd
probably go to jail.
But it's got the go juice, for sure.

Now, the story with the TTRS isn't so much about the car as
it is about APR's amazing facility, and the level of
research that goes into their vehicles.
I mean, APR is the only tuning company that I've ever heard
of that does hot weather testing, cold weather testing,
and altitude testing.
And consequently, their vehicles are known to be among
the most durable tuner vehicles on the planet, which
is why I was so surprised that the TTRS makes nearly double
the horsepower it made when it was stock yet, according to
the owner Stephen, seems like a fully durable package that
you could drive every day for the life of the car and never
have to do any additional maintenance.
Driving the car itself was very, very nice actually, with
little bit of turbo lag.
But you expect that with a small
displacement turbo engine.
But still, some people had problems with it.
For instance, Bounseer from YouTube says "the TT will
always be a poor showman's Audi.
Even with 6 million horsepower, you'll never be
close to using this kind of power on real roads.
And if you do, you're probably going to lose your license.
And for the purposes of racetracks, there are much,
much, much better cars with this price tag."
All right, Bounseer, I will tell you this.
I use that much power on a real road, and it is
accessible.
The all-wheel drive even made it accessible in the rain.
Of course, I didn't launch the car as hard as it could be
launched because it had a stock clutch still, and they
asked me to be nice to it.
That's just something that we do when someone
asks you to be nice.
But this car is legitimately very fast, and you can use the
power on public roads.
Can you go 160 miles an hour on a public road?
Sure.
You might go to jail, but that's the risk you run.
Now, we didn't test the car on the track, but I have seen
even stock TTRSes on the racetrack, and they are very,
very quick.
One of them was on One Lap of America, and did extremely
well, even for a car with only 340 horsepower.
So I have no doubt that this car on a racetrack would be a
pretty good sleeper car and would hands down beat a car
like a Porsche Cayman R, a base Corvette, even possibly
something like a Shelby GT 500.
That's just my opinion, but I am fully confident in APR's
abilities, especially if they get into the suspension tuning
in that car, which is what they're also known for.
Now let's take a look at our next episode, the Hennessy
Velociraptor 600.
When I mat it--
[ROARING ENGINE]
MATT FARAH: --all hell fire breaks loose.
And this is now the official ambassador to mullet America.

So the real question is this.
Why do you want to spend $16,000 on a Velociraptor?
Well, it's dick measuring, right?
It's my Raptor has more power than your Raptor.
It's good to know that when you do it, there's not a whole
lot of sacrifice.
Once you write the check, you'll probably get worse fuel
economy because I'd have a hard time keeping
my foot out of it.
You'll hit 60 miles an hour a full second faster.
You'll hit the quarter mile almost two
seconds faster than stock.
And if you're going to be out there jumping dunes and racing
your buddies, nice to know that your Raptor is faster
than his Raptor.
The Velociraptor is close to home, and the story is
basically my relationship with the Raptor.
Should I or should I not supercharge it from Hennessey?
First let's say this.
We made several Hennessey films, because in order for us
to travel somewhere, we have to make multiple films.
Because Hennessey tunes a wide variety of vehicles, it seemed
only logical that while we were there, and he had the
cars there, and he said go at it, that we should film
multiple vehicles.
So with that being said, the Velociraptor 600 is an
interesting package.
It is fuel stock when you're off the gas.
It sacrifices virtually nothing, except the initial
cost of the kit.
And it does 0 to 60 in 5 and 1/2 seconds.
It tops out at 120 miles an hour and is just ridiculous.
And I absolutely love it.
It was fun.
So most criticisms of this video are that--
let's see.
Link Lincoln from YouTube says "what do you need that power
for, [BLEEP]
small [BLEEP]
losers.
[OFFSTAGE LAUGHTER]
MATT FARAH: You need that power, Link Lincoln, because
it's awesome.
And if you don't get it, you shouldn't be watching a show
called TUNED.
You [BLEEP].
Over the course of that video, Zack tried to encourage me to
get the kit because it wouldn't ruin the practicality
of my current Raptor.
And ChubbyHong, who has just an awesome YouTube user name,
points out "lol, Zack is an idiot.
Obviously, all your gear is going to fit into the truck."
Actually, ChubbyHong is an idiot because he didn't
remotely get the joke there.
Certifiable moron, that guy.
So lol, ChubbyHong is an idiot.
In conclusion, I will say this.
Some people also thought this kit was a rip off at $14,000.
But I will say this.
Yes, you can get a supercharger for a Raptor and
have a local shop put it on for less money.
You can also go up the street and buy a handmade leather
handbag for your wife that would probably be very nice.
It might cost a few hundred dollars.
You can also buy an Hermes bag, which will cost several
thousand dollars.
Is the Hermes bag any nicer than the other hand made
leather bag?
No, it isn't.
But it's a brand, just like Hennessey is a brand.
And if you buy a Hennessey vehicle, you're buying the
product and you're buying that brand.
And trust me, when you go to sell those two trucks down the
road, which one's going to have more value?
The Joe's Speed Shop modified truck or the Hennessy
Velociraptor?
My money goes the Velociraptor.
With that, let's take a look at our next video, the D3
Cadillac CTSV.
In an effort to make the CTSV more interesting to people
like me, D3 has done something that I
wholeheartedly approve of--
added a shitload of horsepower.
Let's see how that feels.
[REVVING ENGINE]
[LAUGHING]
MATT FARAH: Traction may be an issue here.
Let's go to manual mode.
But they also want to customize it to the owner's
taste for what they want to do with the car.
This owner daily drives the car, but he also races it
competitively in the Cadillac Challenge Series, which is a
time attack series.
So in order to back up all that power and keep things
under control, they upgraded the brakes.
There's a two piece Brembo floating caliper now up front.
And they've upgraded the discs as well to cross-drilled
vented two-piece discs.
The D3 CTSV was the first car that I drove this season that
I didn't love.
And it's not that they did a bad job with the car.
It's just that we ran into an issue that we run into with
some builds in different occasions, which is that I
thought we were going to drive one of their crazy wide-body
cars like you've seen at car shows.
It turns out those cars are not street legal, so they gave
us a customer's car.
The problem with a customer's car is that it's tuned to the
way the customer wants it.
And this particular customer started with a daily driver
and turned it into a track car, which is fine, if that's
what you want to do.
But it had an automatic transmission.
He took out the magnetic ride control and put in coilovers,
so it was very low and very stiff.
And it was very loud.
And that's all well and good for the track, but I was
driving it on the street.
And there's a difference between a track car, which is
designed to be driven at 10/10, and driving an
enthusiast's street car, which is more like 8/10.
So we ran into that issue, and the car was stiff, low, loud.
And so I asked the question, could this car be a sleeper?
And almost universally, people said no.
For example, Pieter Moore says "is that a sleeper?
Eff no.
It's loud as hell and hammered to the ground.
Might be a sleeper to a mid '30s soccer mom driving her
kids around, but not to anyone else."
I think people misunderstood me here.
I think if you hear the car, obviously it's not a sleeper.
If you examine it very closely,
obviously it's not a sleeper.
But if you hear a lot of sleepers or examine sleepers
closely, you can tell they're not sleepers.
The point is if the car is sitting there parked, not
running, it looks like a sleeper.
If you just glance over, you might know it's a V, but you
don't know it's a slammed 750 horsepower V that is way
faster than most other CTSVs you could drive.
So that was what I was getting at, and a lot of people got
angry about it.
Some people agreed with me.
But the other thing that we learned about this car was the
automatic transmission.
And I complained a lot about the automatic transmission.
But later in the series when I drove the Hennessy Camaro ZL1,
which we'll get to in a minute, it had the same
automatic transmission.
The difference is, because I didn't complain about the ZL1,
is the transmission tuning.
This transmission was tuned for two things--
be lazy and drive, and be crazy on the
track, nothing in between.
So for the enthusiast driving, it didn't shift like I wanted
it to shift.
Sometimes it's the hardware, and
sometimes it's the software.
In this case, it was the software.
But that being said, let's move on to our next video, the
electric DMC DeLorean
Torqued my way out of corners very nicely.
The electric motor in this car makes 230 horsepower and 240
pounds of torque, which is actually not bad.
It's almost twice the torque the original car made and
about 100 horsepower more than the original.
But it does carry around about 300 pounds of extra weight.
And you feel it through the steering, if
not through the engine.
And if you thought the Camaro required a gangsta lean
position, you've never been in a DeLorean.
Because I feel like I'm in a Formula One seat right now
with how far I'm laying down.
It's also a prototype and therefore does not have air
conditioning.
So this tiny little window here, that's all you get.
The good news is, I can still drive with the doors open if I
ever want a freshy fresh breeze.
And actually, I quite prefer that.
When we review a car, I tend to do my in-car talking first
and then drive around so we get the exterior shots and the
mounted shots, and stuff like that.
Usually that take 70 to 100 miles of driving.
With this electric DeLorean, that created a situation that
people like to refer to as range anxiety.
And I had no idea how much juice this thing had in it.
how far it would go.
It was very hot out.
And I was stopping, starting, turning around, all the things
we do in a car.
And what you don't see in the video is that this car almost
died right before it made it back to the shop.
We barely, barely made it back.
And so this battery in this thing went from full to very
nearly dead in about 75 miles.
Granted, it's a prototype, but still, I would like a little
more range out of that for my electric DeLorean.
Some people had some comments on that.
WhoTookGammon says "the acceleration was kind
underwhelming.
It didn't look like 5 seconds to 60 at all."
And I actually tend to agree with him.
I think one of the things you have to deal with an electric
car is the gearing.
Do you want a higher top speed?
Do you want faster acceleration?
Because with a car like this, you only get one gear.
So you can't have both.
The RPMs of the motor are limited.
So when they originally timed that, there was a shorter gear
in the car for acceleration.
Between then and when I drove the car, they put in a longer
gear for higher top speed and to keep the RPMs
lower on the highway.
Consequently, the acceleration was significantly slower than
actually 5 seconds to 60.
And I would say it was more like 7 or 8 seconds to 60.
I'm hoping that by the time this car goes to production,
if it ever gets there, that situation gets worked out.
But I continue my quest, and I will not give up until I
finally find a DeLorean worth driving.
Let's move on to our next film, the Hennessey ZL1.

I could drive around like this all I want, and the car's
going to hold up.
It's going to start when I hit the start.
And if I'm going to buy a $55,000 ZL1 Camaro, put
another 20,000 into it with Hennessey for all the
upgrades, you know, I'm $75,000 into a car.
That car had better start when I want it to start.

That was only 4,000 rpm, by the way.
I need it to be reliable.
I need it to get me where I want to go.
And the good news is this package comes with a
three-year, 36,000 mile warranty.
So if it breaks, it's on him, not you.

This car was so loud that for the first time in my entire
life, I actually felt guilty driving it past people's
houses for the drive-by shots.
I mean, this car would wake the freaking dead.
It idled loud.
It revved loud.
Everything about this car was loud and obnoxious.
And that's fun.
But I hate to say it, I would tone it down just a little bit
if it was my personal car.
It was an absolute animal, but it made the power for sure.
Now, we had a drag race between myself in the ZL1 and
John Hennessey in his Hammer Wagon.
And ToTheFloorVideos commented "no times or mile per hour in
the quarter mile?
Lame." And actually, we are going to cop to that.
That was our fault.
We should have posted the times.
And we were so obsessed with the pretty driving footage, we
honestly forgot.
So here are the times for the drag race, which we recorded.
The ZL1--
and mind you, this was a 90-degree day, just about sea
level, street tires.
The ZL1 ran an 11.2 at 129 miles an hour.
And the CTSV ran an 11.08 at 132 miles an hour.
And both cars are capable of running about 10.7 when you
put street-legal drag radials on them as opposed to Michelin
Pilot sports.
Either way, low 11's, high 10's is extremely fast for a
car like this.
And hooking them up off the line is where you're going to
make up or lose the time.
The ZL1 with traction control off was extremely
difficult to hook up.
But once it got going, man, did it get going.
And what a brilliant automobile.
One more comment was Bizmillamashalla, who says "I
don't consider $20,000 for 100 horsepower
worth it." That's fine.
They've sold literally 50 of those packages already, so 50
people do think it's worth it.
Furthermore, you get upgraded sway bars.
It's a full exhaust.
It's a transmission tune.
It's heads.
It's cams.
This isn't just a blower pulley and a tune here.
This is actual hot-rodding hardware that's
going into that car.
Factor in the cost of labor to install it, and, of course,
the brand, and that's where your $20,000 comes from.
Let's check out our next video, the 900-horsepower
Heffner Twin Turbo Lamborghini Gallardo.
In an unassuming warehouse surrounded by a pond, trees,
and industrial buildings not worth a second glance, you'll
find the workshop of the first person to add two turbos to a
Lamborghini.
His name is Jason Heffner, and his shop doesn't need a sign,
because his cars speak for themselves.
[ROARING ENGINE]
JASON HEFFNER: This car operates at 7 pounds a boost.
It makes roughly 800 horsepower at the wheels,
which equates to close to 950 horsepower at the flywheel.
I want to say in about 2003, we moved from superchargers to
turbo systems, quickly realized that it was obviously
the way to go.
[CAR ENGINE]
MATT FARAH: Now that you've experienced the sights and
sounds of the Heffner twin-turbo Gallardo, let me
show you what it's like right here to do a pull.
[CAR ENGINE]
MATT FARAH: This was a very cool car--
900 horsepower, all-wheel drive, otherwise, stock.
And what's great about this car is that it can handle this
power stock.
Now, some people, and I'm referring to Rider32IsTrue,
says "the TUNED videos are really good, but I don't
understand why they choose to test cars with less horsepower
than others.
For instance, they're driving a 900-horsepower Heffner when
they could test a
1,500-horsepower underground racing.
They chose to test an 800-horesepower GTR when they
could be testing a 1,200- or
1,500-horsepower GTR." [CHUCKLES]
You have no idea what 900 horsepower feels like, do you?
You are just someone who watches YouTube videos and
assumes that all cars should be in the four-digit
horsepower, and if they're not, then they're not cool.
What you don't understand is this.
I know underground racing makes a 1,500-horsepower car,
because Heffner also makes a 1,500-horsepower car.
You can actually see it in the background of the video.
It's the gray Super Lagera.
But it was in a million pieces.
When we have to make these videos, we schedule them.
We schedule them around our schedule, we schedule them
around their schedule.
Not only was the 900-horsepower car the only
vehicle available for us to test on that particular day,
it's also Heffner's volume seller.
So when the tuners want to promote a car through us, they
want to promote their volume product.
They want to promote what they're known for.
And the best thing about the 900-horsepower package is it's
a bolt-on package for a stock bottom end.
The 1,500-horsepower kit requires a full engine
rebuild, full transmission rebuild, and very few people
actually buy those.
And so that's why we drove this car.
Because we wanted to see if it was streetable,
if it was well behaved.
And speaking of well behaved, some of you, very, very--
have really good ears and pointed out that it sounded
like the clutch was slipping a little in between gear shifts.
Part of that is that there is a little slip built in to this
package in the software.
Another part of it is that Jason was planning on
replacing the clutch because the owner takes this thing to
the track a lot, and the clutch has had 26,000 miles on
it, on the original clutch.
And he wanted to let me kick the crap out of it before he
gave it back to the customer with a freshy fresh clutch.
So good for you, good ears on hearing that little bit of
clutch slip.
It's halfway between programmed
and actually slipping.
But it's all fixed up.
The car is good to go and back in the customer's hands.
Let's move to our next--
oh, let's do one more.
NicholasCha96 says "the arm hair is
gross, Matt." I'm Arab.
Deal with it.
Next video--
the Titan Motorsports 700 horsepower restored and
modified Toyota Supra.

Titan knows Supras.
One look around the shop can tell you that.
From mild street tunes, body work and restorations, all the
way to the 6-second world's fastest Supra, Titan has truly
figured out how to make the most of the 2JZ engine.
Their built drag motors push 2,400 horsepower from just 3
liters and can be overnighted around the world so their
customers are always ready to race.
Today it's time to remind ourselves of what it's like to
actually drive a tastefully modified Supra.
It doesn't have 1,200 horsepower,
but it's set up right.
And for that, I'm thankful.
Titan is just about as professional a
shop as they come.
Their lobby is full of trophies.
They've got everything they need-- race cars, street cars,
everything from relatively mild builds to full-on
2,500-horsepower madness.
And they were great guys, and I really liked having them.
I enjoyed the car, too.
I related it a bit to my Corvette.
A lot of things that people didn't know about this car.
In 1997, all Supras were actually Targa roofs, and this
one was converted to a full hardtop.
Someone pointed that out, but it is actually a real '97 with
a hardtop conversion.
Some people didn't like the RECARO back seats, but I
thought they were kind of funny, even though you
couldn't actually fit anyone back there.
But great example of a really clean, well balanced, and well
preserved build.
If every Supra was like that, I mean, god,
would that be great.
And it really made me appreciate the Supra, because
the only one I'd ever driven before was 1,100 horsepower,
and it was terrible.
700 is a great, great number for those cars.
And they're, I mean,
ridiculously fast in the street.
Make no mistake.
That's a fast, fast car.
Let's see.
EatMyDust1311, who is a regular commenter on all of
our videos.
We've gotten into it couple of times.
We see eye to eye on other things.
Says, "Matt, everything considered, is this a better
car than your Corvette, considering they're from the
same time period?
And how much does the upgrade cost?"
I'll be honest.
I don't know actually how much they've got into this car.
There's a lot of custom work that goes on there.
There's suspension and brakes, and all kinds of stuff.
I think you can get 700 horsepower in a Supra for
about $10,000, which is really not bad.
The stock bottom end, stock long block in this car.
The engine had never been rebuilt, which is why the
stock cam seal went when I started driving it.
Because he honestly keep his car in a garage and
rarely drives it.
So it probably got driven harder by me than it's been
driven in the last five or six years.
Fortunately, they were able to fix it up.
But to get to your question, I prefer my Corvette.
I think that my Corvette is a better balanced vehicle.
It's lighter by about 500 pounds.
It handles better.
It's lower and wider.
I like the low end torque of the V8.
Even though I don't have as much top end power as the
Supra does, the lighter weight does make up for it.
And I do prefer my Corvette to the Supra.
The Supra, you can make them handle good.
You really can't make them handle great, at least as far
as I've seen.
Titan or any of these other guys will tell you that you
can drive a Supra on a road course with a properly set-up
suspension.
And I believe that.
But at the end of the day, I don't think it would be as fun
or as balanced on a road course as my Corvette is.
It's a great straight line car, and it can go around
corners respectably.
But at the end of the day, I think that the Corvette is a
better all-around sports car than the Supra.
The Supra makes a better drag car, though, so there you go.
And KHerron93 says "would it not be possible to install a
second turbo that works at lower rpm so there's less
lag?"
These Supras originally came with a twin turbo setup, and
those were sequential turbos for less lag
at the bottom end.
The problem is when you want more power, you have to put in
a bigger turbo, which takes up space in the engine.
So there's not a lot of room left to do it.
Now, there are some twin turbo kits, including some that are
really big power.
They're just more complicated.
They're more expensive, and it's not really a very common
upgrade for the car.
But yes, it is possible to do that, even though not very
many people actually go for it.
Let's take a look at our next video, a
car I really enjoyed--
the Renntech CLS 63.
You've got a 5 and 1/2 liter, bi-turbo engine
hand-built by AMG.
They've added 20% larger Garrett ball bearing turbo
chargers, software, down pipes, and high flow cat.
That's it.
And for that, you get 700 crank horsepower, 600 wheel
horsepower.
And this is in a car that holds four people and is
currently giving me a fully cooled butt massage.
Automatic.
It's in sixth gear right now, Sport Plus.
1,000 rpms, drops three gears.
[CAR ENGINE]
MATT FARAH: Jesus, look at it go.

It's seriously, seriously fast.
That's brilliant.
The Giggle dyno says that this is making 700 horsepower.
The Giggle don't lie.
You can read dyno sheets all day long.
But if I don't laugh, it ain't making the power.
It's making the power.
This is a really, really neat car.
It's a four-seat sedan that has all the luxury features
you'd expect from a stock $12,000 AMG car, all the
safety features you'd want.
And oh, by the way, it runs a 10-second quarter mile and can
do burnouts at 60 miles an hour.
I love that.
I think it's great.
And it's loud when you get on it, but it's not too loud.
It can be civilized.
And even though the suspension has been lowered by an inch,
it actually rides fine on all but the roughest of pavement.
However, TheBlackIdentity disagrees.
He says "it's a completely pointless car and only good
for burning the tires." I think he's
missing the point here.
The point of the car is that if you turn traction control
all the way off and mat it, yes, it will burn the tires.
However, if you leave the traction control on and drive
like a normal human being, not like someone who's testing the
car on video, it drives fine.
It drives almost like a stock CLS.
It's a little bit louder, but besides that, it's as good a
luxury car as any stock CLS is, with the exception of a
very, very little bit of ride quality.
But I mean, this is 10 seconds.
The Camaro ZL1 we tested, which is a dedicated sports
car, runs a 10.7.
That's what this thing runs, and it's 300 pounds heavier
and is a German luxury car.
I mean, where else are you going to find
something like that?
That is crazy.
And this kit isn't even done yet.
It's a development package, which is why I can't answer
DanielNGren's question, which is "how much does it cost?'
The answer is they don't know yet, because they're not done
with the package, and they haven't finalized the
production parts.
Hopefully, by the end of this year, we'll know.
And also hopefully by the end of this year, Hartmut will
have achieved his goal of running in the 9-second range
in that car, which should be thoroughly unbelievable.
But I love that shop.
I love that guy.
And that car is really, really amazing.
Let's move on to something with really big power--
the 1,100 horsepower Switzer Ultimate Street
Edition Nissan GTR.
What's your favorite thing about the GTR in general?
In general?
Launching it.

CAR OWNER: He told me to launch it, so
1,000-horsepower launch.
Here we go.
[REVVING ENGINE]
MATT FARAH: Oh, shit.
Oh, no.
Whoa!
[LAUGHING]
Wow wah wah wah!
[LAUGHING]
That's why people drive 1,000-horsepower GTRs--
to do that.
All right, well, the launch is properly crazy.
Let's see what happens when I have grip, and I'll do a
second gear roll-on here.
[PUNCHES ACCELERATOR]
MATT FARAH: That was pretty impressive.
Let's try it again.
[PUNCHES ACCELERATOR]
MATT FARAH: Before we get to a question about this car, I do
have something to say about GTRs in general.
They are boring.
They are insanely capable, and if you're recording lap times,
they will put up lap times with the best of them.
They will make any driver look like a rock star, and for that
reason, I don't like them.
I'd rather a car that is more involved and
that feels more special.
The GTR to me doesn't feel very special.
And I think the fact that so many people are willing to go
huge power in their GTRs really just shows how
un-special they are.
To sit in a GTR maybe for five minutes feels special.
But when you get used to it, it's just a Nissan.
You get into a McLaren, you get into a Ferrari, you get
into a Porsche, just sitting in it feels like you're in
something special.
The GTR doesn't feel like that.
To drive it around the street at low speeds
doesn't feel like that.
A Ferrari 458 feels special at 5 miles an hour.
A GTR does not.
It only feels special when you're flying, which is why I
think so many people need this much power in their GTRs,
because they drive them for a week or two, they no longer
feel special, and they need more and more power, more and
more power.
And for evidence of this, know that the owner of this
particular vehicle had just gotten his car back two months
ago with 1,100 horsepower--
on race gas, mind you--
and already wants more power.
He said he wants to take it back and go for 1,400
horsepower.
How boring does a car have to be that 1,000 horsepower still
doesn't make it exciting enough?
So while the Switzer kit is amazing and puts down in a
straight line ridiculous numbers. and I'll get to those
in a second, at the end of the day, the car, unless you're
launching it, unless you're on a runway, unless you've got
enough road to go really fast, it just doesn't feel that
special, Doesn't sound that special, and it doesn't drive
all that special.
However, xinstantclassic17x says "hey, Farah, what do you
reckon the 0 to 60 would be on this car?" It's about 2.2
seconds, which is ridiculous.
And badwithnames123 says "what is the 0 to 200 kilometer
time?" I have no idea.
The stock GTR does 0 to 60 in 2.8 seconds.
This is much down lower, and that's with drag slicks.
But I do know that this car will run 210 miles an hour in
the standing mile, which is about 35 miles an hour faster
than a stock GTR.
Anyone who knows anything about standing mile racing
knows how much power you need to get a number like that.
And the answer is a ton.
So with that said, let's move on to our final video of the
season, the double header, double feature Turner
Motorsports M3 street car and race car.
OK, I'm pretty sure there's heat in the tires now.
I have traction control.
But according to Will, I have a really badass ABS system.
Wow, those brakes.
Once you get some heat in them, those are some
ridiculous brakes.

This car weighs 3,310 pounds.
With a full tank of fuel, it's actually barely lighter than
the street car.
I'm trying to think of statistics right now, but all
I'm thinking is go faster and don't die.
With the Turner video, we got away from chasing big
horsepower numbers and focused on balance.
Balance is something that's really important in a car,
especially in a race car.
And so I got to drive the Frozen M3 street car and their
Continental GS series race car.
Now, Brendan Margot on YouTube says great video like always.
I have a question.
Has driving these cars changed my outlook on how I want to
modify my Corvette?
No, actually.
Because my Corvette was always built with balance in mind.
As we drove these huge horsepower cars, I started to
think maybe my Corvette isn't fast enough.
Maybe I need a supercharger.
Maybe I need twin turbos.
But then I got back in my Corvette and drove it.
And I said you know what?
My car is perfect, and that's exactly how I felt driving the
Frozen Gray M3.
Everything from engine, brakes, suspension, chassis,
tires, seats, all in harmony.
And that's what you really want.
And that's what I love about the Turner M3, and that's what
I love my Corvette.
It's got enough power to have a really good time in, and
it's got enough suspension and brakes to keep everything
under control.
And that's what I want in my own personal modified car.
I don't need a zillion horsepower, because when I
drive my car, it's not for people on YouTube.
It's for me to enjoy.
A couple people, including 333pg333 commented that I was
not driving the race car fast enough.
And you know what?
They have a point.
However, let me tell you this.
For weeks leading up to this film, Will Turner called me
and said Matt, I'm happy to have you drive my car.
But it has to race three days after you drive it, and if you
screw up, I'm going to kill you.
I have never driven on slicks before.
The track was damp, and I had only 30 minutes in the car.
Usually I get to drive a car first, get a feel for it, and
then start filming.
This one, no.
In the car, cameras on, go from zero.
And there is nothing worse, and I mean, with the exception
of death or maybe getting butt raped, there's nothing worse
than crashing someone else's race car that you have spent
six months begging them to let you drive.
And so I decided to err on the side of caution, experience
the car, have a good time.
See what my first real race car was like, but not push it
beyond where I felt comfortable, especially with a
gigantic camera rig directly in front of my face,
obstructing half the view and while trying to talk the
entire time.
There was a lot of things going on there, a lot of
intimidation there.
And most importantly, because I didn't crash the race car,
or spin out, or do any damage to it, it's going to lead to
more opportunities in race cars.
The key to getting into race cars is to not crash
the first race car.
So that was my goal, and that was our season of TUNED.
Which brings me to a point.
Gnoy, or G-N-O-Y-26 says 'every time I come to TUNED,
it's about horsepower, turbo, superchargers.
Tuning adds the widest scope to any aspect of modification,
and week after week, it's just about power, power, and ugh,
more boring power.
What about understanding down force, handling, build
quality, and basically everything within our grasp?"
Well, I hope with the Turner videos at the end we covered
some of that, as this comment was a little older.
But let me just say this.
We make an entertainment show.
Furthermore, we make an on-demand entertainment show.
While yes, we will be focusing on more custom work, different
stuff that's not just big horsepower for major shops, at
the end of the day, horsepower sells when you're making
on-demand video content.
So next season, we're going to try and do
something a little different.
Rather than go to big name shops and drive their demo
vehicles, we're going to look for more custom one-off
builds, stuff like the Blastolene or like owners'
cars that they have built themselves.
With that in mind, if you guys have a car you'd
like to see on TUNED--
and you must know the owner of this car if you are not the
owner of this car--
email us at tuned@thesmokingtire.com.
We begin filming our next season very shortly, and I'm
interested in getting your modified car on it, provided
it's actually cool and not a piece of crap.
Until then, I'm Matt Farah.
Hope you've enjoyed Season 2 of TUNED.
And while you're waiting for Season 3 and you want to see
more from me and the guys, the different stuff we like to do,
the podcasts, the tweets, the writing, the other videos?
Come to thesmokingtire.com.
I'll be waiting for you have with a pint of Dead Guy.
Tom?
TOM MORNINGSTAR: All done, Farah.
40 minutes, and we've got an hour, 15.
MATT FARAH: 40 minutes.
TOM MORNINGSTAR: Season 3--
MATT FARAH: Ahhh!
[MUSIC PLAYING]