#Brake System Upgrade

[goodoldbandit]

Mastering Motorcycle Brake Calipers: A Guide to Power and Precision

https://gob.stayingalive.in/unleashing-the-thrills-of/mastering-motorcycle-brake.html Discover the essential motorcycle brake calipers, their types, benefits, and the best options for your bike in this detailed and insightful guide. The Heart of Motorcycle Braking When it comes to motorcycle safety and performance, brake calipers are unsung heroes. These components are crucial in controlling…

[strangeengineering]

Race-Optimized Drag Race Front Brake Kits | Strange Engineering

Drag racing is just like any other highly competitive motor sport. It requires a lot of power through advanced customized vehicles to perform best in the competition. In drag racing, one component is often underestimated—until the finish line is fast approaching and stopping power becomes just as critical as speed. This is where high-performance Drag Race Front Brake Kits come into play.

In racing, braking is not only about slowing down your vehicle; it is more about control, weight balance, and confidence. Drivers must ensure and know that their car can handle the extreme forces that are exerted on the vehicle. Front brake kits designed specifically for drag racing aren’t built like conventional systems. They don’t need to stop a car repeatedly over long distances like a road course setup. Instead, they must deliver maximum stopping power in short bursts while shedding excess weight that could cost tenths of a second.

That’s exactly where the difference begins.

Purpose-Built for the Track

Unlike standard braking systems, drag-specific front brake kits prioritize lightweight construction without compromising integrity. By using materials like forged aluminum and aerospace-grade components, these kits minimize rotating mass, an essential feature when milliseconds matter. This reduced mass leads to quicker launches, better acceleration, and improved weight transfer during those all-important 60-foot times.

Ventilation and heat dissipation also differ from conventional kits. While road or rally cars rely on prolonged cooling mechanisms, drag applications focus on efficient, one-time stops. Calipers and rotors in these systems are engineered to handle the explosive braking force required at the end of a pass without the need for excessive cooling hardware.

Engineered with Precision

There’s no room for off-the-shelf compromises in a well-tuned race machine. The right braking setup ensures consistency run after run. What makes specialized Drag Race Front Brake Kits stand out is the precision in their design. The caliper piston sizing, pad compound selection, and rotor thickness—all of these details are dialed in for drag racing’s specific stress patterns.

Most drag racers don’t need power-assisted brakes. Manual systems are often preferred because they offer direct pedal feel and reduce the possibility of assist failure. Kits that integrate smoothly with manual master cylinders, line locks, and adjustable proportioning valves offer racers the flexibility to fine-tune their setup for both performance and safety.

More Than Just Components

Most people underestimate the power of good brake kits, and that is where their performance lags. Brake kits are not just a collection of parts like rotors, calipers, pads, and brackets; it is depend more on how precisely it is integrated with their cars. Balance is everything. From the mounting brackets to the way the calipers align with the rotors, performance depends on harmonization.

A well-matched front brake kit works hand-in-hand with your rear brakes, suspension geometry, and wheel/tire setup. This ensures you’re not just stopping efficiently but that your entire launch and recovery phase benefits from optimized vehicle dynamics.

Trusted by Racers Who Know

Over the years, Strange Engineering has earned a reputation in the racing world not just for its products, but for its understanding of how every component interacts. The company’s front brake kits are a result of decades of track testing, driver feedback, and continuous refinement. Whether it’s a weekend warrior or a pro-level team, racers trust the hardware—and the thinking—behind it.

This level of attention to detail isn’t about branding or aesthetics; it’s about delivering results when the green light drops. Racers using top-tier front brake kits gain not only in safety but also in consistency, allowing them to focus entirely on reaction time, shifting, and strategy.

Choosing the Right Kit

Not all drag cars are built alike, and not all brake kits are universal. Choosing the correct setup involves considering the vehicle’s weight, wheel size, track type, and braking goals. Whether you're racing in a lightweight door-slammer or a full-bodied classic, the right components make all the difference.

Many modern kits come with modular features, allowing racers to upgrade pads or rotors as performance demands change. This adaptability ensures the braking system grows with the car and its evolving capabilities.

Final Thoughts

In drag racing, speed matters a lot but with top speed, your car must have good balance and control, which can be achieved by using good quality brake kits. Your car needs power and stabilization, and that is where Strange Engineering’s drag race front brake kits come into play. By using top-quality brake kits, drivers can be assured of their car's performance and stability. Whenever drivers look for power, performance, and stability, they trust Strange Engineering’s quality products. Contact us today to get high-performing adjustable kits for your car.

[audivolt]

Upgrading the braking system of Audi A8 can significantly improve its overall performance. With the right modifications, you can enhance the stopping power and reduce the braking distance of your vehicle. Replacing the stock brake pads and rotors with high-performance ones is the most effective way ...

[digitalbusiness0]

DH-R EVO Brakes — Surron Bike For Sale

Buy DH-R EVO Brakes brings maximum power, unparalleled modulation and optimized heat management to heavy 29er DH bikes, long travel Enduro rigs and the new era of E-MTB charging. The G-Spec DH-R brake has been re-designed to the all-new DH-R EVO. A new caliper, new lever, new hose, new oil, new pads, new 223/2.3mm rotors and a new hydraulic leverage ratio, creates a new performance standard that fuels the TRP brand. The DH-R EVO comes in a high polished Silver, subtle matte black or the radiant Gold finish, to match any high-end bike on the market.

Email : info@surronbikeforsale.com

[asapautomobile25]

car light bulb replacement in san jose

Get brighter lights and reliable power with our professional car headlight bulb and alternator replacement services in San Jose, CA.

headlights upgrade in san jose ,headlight replacement in san jose ,headlight bulb replacement in san jose ,car light bulb replacement in san jose ,

[carsthatnevermadeitetc]

Ferrari F40, 1992. All of the 1,315 F40s left Maranello finished in Rosso Corsa including chassis 94647. More recently that car underwent something of a resto-modification, including fitment of a rare Michelotto-developed F40 LM racing gearbox, paired with enhanced turbo wastegates and a Tubi exhaust system. There were also suspension and brake upgrades but most noticeably the car was resprayed Azzurro Hyperion. It is a classic Ferrari colour though not one available on the F40. The car, referred to as the “Blue Chip F40,” to be offered at auction in Monterey

auction listing

[vividracing]

New Post has been published on https://www.vividracing.com/blog/top-5-best-mods-for-the-bmw-m2-g87/

Top 5 Best Mods for the BMW M2 G87

And just like that, BMW did it again, extremely better this time. This pure combustion M car, rumored to be the last from BMW, is both sporty and luxurious with an attractive interior and features that strike a chord. Just like other models in the M series, the M2 is also a high-performance and capable car, but this coupé is set apart with 453 horsepower and 406 lb-ft of torque. We know that car enthusiasts are always excited to add a personal touch to their rides for aesthetics and to get more performance, so we compiled these top 5 modifications in this blog for owners of the BMW M2 G87. Keep reading to see the upgrades that others are getting, and why we recommend them.

1. EBC Brakes 2pc Fully Floating Front & Rear Brake Disc BMW M2 G87 460bhp 2023+

Fully floating brake discs are great upgrades for high-performance cars like BMW M2 G87 as they are;

durable,

allow for better heat dissipation,

improve performance,

and reduce brake fade.

We recommend you get the EBC Brakes 2pc Fully Floating Front & Rear Brake Disc made specifically for your BMW M2 G87 460bhp 2023+. Available for $1,222.07 each, the 380x36mm (front) and 370x24mm (rear) discs can be bolted directly onto the respective axles of these vehicles, offering impressive braking performance and longevity, particularly when driven hard on road and track.

CLICK HERE to get the 2pc Fully Floating Rear Brake Disc

CLICK HERE to buy the 2pc Fully Floating Front Brake Disc

2. Milltek Center Resonator Back System with GT-115 Burnt Titanium Tips BMW 2 Series G87 M2 Coupe S58 NAS Non-OPF | OPF | GPF Models 2023+

The center resonator is famous for fine-tuning the exhaust note, modifying the sound, reducing noise levels, and influencing the overall exhaust flow dynamics. This is why we recommend this $3,975 center resonator by Milltek Sport. Manufactured from T304L stainless steel, this center resonator is durable and can last within some of the toughest environments, as it is far less susceptible to degradation and discoloration.

3. Eventuri Black Gloss Carbon Intake System V2 BMW G8X / G87 M2

We can’t recommend a carbon fiber intake system enough, especially this $2,995 one from Eventuri.  This system will;

Improve airflow

Reduce pressure loss

Increase the flow rate

Improve performance

Improve sound and throttle response

You should also know that this system is future-proof in its capacity to cater to high-powered builds well in excess of 1000hp. The Eventuri G8X M2/M3/M4 intake system consists of a number of components engineered to perform a specific purpose and fabricated to the highest of standards. Made using 100% pre-preg carbon fiber with no fiberglass, this system causes a performance gain of 13-18hp, 12-16ft-lb (Stock Tune)

4. BMC CKS Glossy Paint Carbon Racing Filter Kit BMW Supercar M2 | M3 | M4 G87/G80/G82

This is another performance upgrade for your BMW M2 G87, for the price of $3,000, you can get this upgrade that will lead to performance gains in terms of acceleration, throttle response, and overall engine power. This kit is made by BMC Air Filters, a brand that has been designing, engineering, developing, and producing in-house complex and performance carbon complete intake kits and systems for the world’s most important and renowned car manufacturers for more than 20 years, so you can trust its quality and performance.

Features:

The cotton gauze BMC uses has larger links, allowing a better airflow, but using several layers of oil-soaked cotton allows it to block any impurity larger than 7 microns.

BMC air filters scored an impressive 97,5% filtration efficiency at the ISO5011 test.

Maximum air permeability and higher air flow passage.

BMC equips some of the most important teams in Formula 1, MotoGP, and WorldSBK.

Kit Includes:

1 Cover

2 Airboxes

2 Air Filters

5. Dinan Stainless Steel Valved Axle-Back Exhaust w/ Black Tips BMW M2 G87 2023-2024

The last upgrade we recommend in this blog is an axle-back exhaust system made by Dinan. This system is available in our shop for $1,999.95, and it is the best upgrade for your M2 because of its design features which will help you achieve;

desired sound volume and tone worthy of the G87 M2

allow freer flow

reduce backpressure

This system’s design features also help limit noise during low-speed driving and produce a more subdued, albeit deeper, and agreeable note. However, when the valves are open during high-load conditions the bulk of the gases bypass the muffler altogether for a near-straight pipe design and maximum aural enjoyment to be achieved. Apart from sound, the system is also immaculate looking and makes for an affordable, perfect addition to your ride.

Features:

Maximum gains of +6 HP and +5 lb-ft of torque

Enjoyably louder, sportier sound

Drone abatement technologies used to reduce cabin resonance

Four, diffuser filling, 4.5-inch (114mm) double-walled, polished stainless steel clamp-on tips with laser engraved Dinan logo

Larger diameter piping for increased flow (76mm vs. 70mm)

6-pounds lighter than the stock axle back (Stock: 44-pounds vs. Dinan: 38-pounds)

Stock exhaust valve actuators are reused, and the operation of the exhaust valve is unchanged so the exhaust tone can be adjusted via the M-drive settings

Computer-controlled exhaust valves are retained and limit noise during low-speed driving and open fully during high-load conditions

100% 304 Stainless Steel construction

Factory-like fitment with included mounting hardware

If you have any questions or you would love to buy products that improve your BMW M2 G87’s performance and aesthetics, please do not hesitate to contact us. You can reach us by phone at 1-480-966-3040 or via email at sales@vividracing.com.

[wheelsgoroundincircles]

1958 Chevrolet Corvette

This 1958 Chevrolet Corvette underwent a pro-street-style metamorphosis between 2008 and 2011. It is endowed with a 383 cubic inch stroker V8 engine, harmonized with a TH350 three-speed automatic transmission, and a narrowed rear axle featuring a limited-slip differential. The rear suspension has been upgraded with a ladder-bar configuration, adjustable coilovers, and the addition of a lift-off hood. The body, painted a striking red with white coves, comes with a detachable hardtop. Inside, a roll cage has been installed along with a B&M Pro Stick shifter, a shift light, aftermarket gauges, and black Procar bucket seats. The enhancements also include dual Edelbrock carburetors, Hooker headers, side-exit exhaust pipes, 15” alloy wheels, and front disc brakes. Acquired by the current dealer in February 2024, this modified C1 Corvette is now part of the Coffee Walk Corvette Collection in Wylie, Texas, and is offered without reserve, complete with build records and a clean Pennsylvania title.

1958 Chevrolet Corvette

The fiberglass exterior is adorned in red with white coves and includes a removable hardtop and a lift-off hood with an integrated air scoop. A Stewart-Warner fuel-pressure gauge is mounted on the cowl, and the right-rear corner features a battery cutoff switch and external terminals. The gallery reveals cracks in the weatherstripping, pitted chrome, and paint imperfections.

1958 Chevrolet Corvette

Polished 15” alloy wheels are shod with 25.0×5.0” front and 29.5×11.5” rear Hoosier drag tires, installed in April 2024. A crossmember supports the rear suspension, which has been modified with ladder bars, a diagonal link, and adjustable coilovers. The braking system includes front disc brakes and rear drums.

1958 Chevrolet Corvette

The interior is equipped with a roll cage and Procar high-back bucket seats in black. Enhancements include a B&M Pro Stick shifter, an MSD shift light, rocker-switch controls, and fabricated metal door panels. The gallery displays flaking paint and wear on interior surfaces.

1958 Chevrolet Corvette

The three-spoke steering wheel is positioned in front of a 160-mph speedometer and auxiliary gauges. An AutoMeter pedestal tachometer is mounted atop the non-functional factory tachometer. Additional gauges for coolant temperature and oil pressure are located in the center console. The mechanical odometer is inoperative, and the total mileage remains unknown.

1958 Chevrolet Corvette

A Harwood plastic fuel cell is mounted in the trunk, which has been tubbed with fabricated aluminum panels to accommodate the rear wheels.

1958 Chevrolet Corvette

The 350ci V8 engine block, bored and stroked to 383ci, features four-bolt main bearings. The build includes forged pistons, ARP fasteners, a polished Edelbrock intake manifold, dual Edelbrock carburetors, an MSD ignition module, and Hooker long-tube headers that flow into side-exit exhaust pipes.

1958 Chevrolet Corvette

Power is transmitted to the rear wheels through a TH350 three-speed automatic transmission and a narrowed Dana 60 rear axle with a limited-slip differential.

1958 Chevrolet Corvette

[underatedwords]

notes from fp1 - jeddah

upgrades

mclaren have a reshaped diffuser and a new rear brake duct winglet arrangement to aid flow conditioning

ferrari have shortened the top flap of their rear wing and offloaded their rear and beam wing to reduce drag

redbull have enlarged the central exit on their engine cover to improve reliability and reduced the chord on their beam wing to improve local load

stake have made changes to their central floor geometry to improve local load

track changes

pit entry, pit exit and safety car lines highlighted blue

blue line added behind the white line at the apex of turns 2, 5, 8, 9, 14 and 17

blue line added behind the white line at exit of turns 8, 19 and 23

track action

very warm, much warmer than quali or the race will be and track grip is much lower than it will be for the competitive sessions

charles ran wide in the final corner, unable to hang on to the grip

pierre also ran wide in t27 on his first flying lap, carrying too much initial speed

carlos was on hards initially and managed to go p5 - the top 4 were on mediums

carlos also said later in the session that he's "very happy with the high speed" - crucial at this circuit

lewis had a big moment in t16, rear snapped out but he caught it well and kept it on track

oscar reporting that his "drink is leaking ... leaking into [his] helmet" - mclaren may have moved their drinks system and its causing some issues

ollie had a big lock up in t1, flatspotting his tyres, again bc of low grip

isack was still looking to set a quick lap on softs towards the end of the session bc the rbs went out later than all others - struggling to find a gap, leading to confusion on the radio

mv has been struggling w/ understeer and a lack of balance the whole session

neither ferrari driver looked particularly comfortable - also struggling to find a good balance

williams are looking really strong at this track, both drivers seem comfortable and they have the highest speed at the end of sector 1turn 2 causing some trouble this session w/ multiple drivers locking up and running straight over including kimi and lando

liam lawson is under investigation for two incidents of not following the race director's instructions - he crossed the white line at pit entry twice

all 6 rookies finished outside the top 10 - need to get used to the circuit and build up confidence

[drunkenskunk]

Meanwhile, en route to the Icebreaker...

All was quiet on the Dragon's Tooth. The old IPS-N clipper being used as the home-away-from-Hell's-Gate for the Strategic Response Team was currently on its braking burn towards the Icebreaker Borealis, and the ship's clocks had all been set to the station's local time. As a result, it was close to “one in the morning,” and nearly everyone on board was asleep.

A hatch suddenly opened onto the mech bay. Scarlet stepped through the open door, wearing only a tank top and sweatpants. A part of her knew she shouldn't be walking around in here with bare feet, but she was worried about making too much noise. In fact, she was worried about a lot of things...

Before she knew it, she was standing before her mech: Big Red. An old Everest, battle scarred and rough around the edges, she'd been slowly tinkering with and upgrading the ancient beast over her last several months on the team. What stood out the most was the armored “boombox” she'd had custom fitted to the right shoulder. It housed the barrels, rotor assembly, and firing mechanism of the Leviathan heavy assault cannon, fed by a pair of armored ammo belts and connected to the immense ammo drum mounted on the back. It wasn't the newest addition, but it was certainly the most obvious, especially when compared to the other assault mechs in the militia's rank-and-file.

The war machine was still harnessed and braced in its alcove, completely immobile and powered down: exactly as she'd left it several hours earlier. That wouldn't have been notable, had it not been for the unexpected... calamity from earlier. And it was why she was here right now.

See, Scarlet had ordered some explosive vents for Big Red some time ago; after all, heat buildup during the last few fights was becoming a bit of an issue, so she might as well put that heat to some good use, right? But for one reason or another, she had kept putting off the installation. This was likely because everything had become Completely Fucked in Calliope ever since the arrival of all those warship fleets in system. She'd been way too busy running “all hands, repel boarders” combat drills with a lot of the Hell's Gate militia, on the ever-increasingly-likely chance that they'd need it.

Now that the SRT was on their way to the Icebreaker, she had plenty of time, and Agarin even offered to help her get them installed. Getting the physical parts slotted into the mech went as smooth as every other installation in the past, and everything seemed to be going fine. And then she powered up the mech to install the firmware updates.

The instant the fusion core spun up, the machine started moving all on it's own, ignoring any commands and struggling against the restraints and maintenance catwalks holding it in place. Big Red's distinctive purr – a clicking sound with an unknown source the mech would occasionally make – had turned into a ferocious, almost animalistic roar that Scarlet was sure must have echoed throughout the entire ship. The whole machine bucked and writhed uncontrollably, very nearly ripping the umbilicals out of the bay, and if Scarlet hadn't been strapped in by the assault harness and connected through the cranial jack at the base of her skull, she was sure she would have been tossed right out of the open cockpit like a ragdoll.

Just as she felt like her options were running out, Agarin had hopped into the open cockpit with a grace that she thought shouldn't have been possible for someone so damn tall (did that tail of his help with balance?). He was intent on interfacing with the mech using some of his implants and technical know-how in the hope that the two of them working together could get the machine to calm down... but as soon as the handsome dragon man plugged himself in, everything just got worse.

In truth, Scarlet could barely remember everything that happened. Big Red misidentified Agarin's presence in the system as an attack, battering him through the connection with words like INTRUDER, INTERLOPER, and HOSTILE, repeated over and over again... and because she was hard-wired into the machine as well, her mind was also hit with the same mental assault.

Combat recordings from dozens – maybe hundreds – of past engagements flooded both of their minds. Indescribable death and carnage on an unthinkable scale that she had never before witnessed. Screams of the dead, entire worlds on fire, and the machines who burned them. Pilots murdered by the score, one after the other, their names and faces blending together. Recordings, information, tactical data, and images force-fed directly into her brain through the cranial jack, overloading her senses and layering on top of one another until the horror and anger and pain of it all melted into nothing but noise.

The whole experience only lasted for a few minutes, but it had felt like hours.

What she did remember clearly was Agarin doing some kind of Clanner Space Magic to ask her a simple question: “Do you trust me?” And while she responded with as an enthusiastic “yes” as she could possibly muster right then and there, it was like the mech had also been given pause by the question. Before she knew it, the connection in her mind began to fade, and the mech powered down of its own volition.

That was several hours ago. She stared up at the wedge-shaped head of her mech, and the distinctive mass of cracks around the left optical unit. She half expected it to start moving again to look at her, but the trio of cameras remained shuttered, and the head was still and immobile.

“Can't sleep?” came a voice from behind her, and Scarlet practically jumped out of her skin. She wheeled around and was face-to-holographic-face with Siren, the Dragon's Tooth NHP pilot. She had her arms folded across her chest, and she was looking at Scarlet with a curious expression. Was that amusement or annoyance?

“Wh- I- well... no.” Scarlet stammered out eventually. She brushed some errant strands of red hair out of her face. “I'm just... y'know, I'm still... still just a bit on edge from earlier, yeah?”

“And you thought checking in on your haunted mech in the middle of the night would take the edge off?” Siren asked, tilting her head with her mouth cracking into a smirk.

“Hey, c'mon, Big Red ain't haunted, I just...” she tried to wave it off dismissively, but Scarlet briefly looked over her shoulder to glance up at her mech – as if checking to make sure it was, indeed, still not moving – and then quickly turned back at Siren. “Look, I know we're headin' to the Icebreaker for that party bein' thrown by the Kingdom Aniline or whoever, but you know what things've been like lately. Fer all we know, we're headin' into another fight, an' I... I just wanna make sure he's good t'go, and isn't gonna freak out. Don't want any more surprises.”

“Sorry marine, I'm not letting you boot up that thing again while we're in transit and without proper support,” Siren shook her head. “I heard about the Vent Crab Incident back on the Gate, and I'm not letting you blow any holes in my ship.”

Scarlet screwed up her face in frustration. Apparently that fake Muse post Pearce made a while back (do mechs even know what they're doing or do they just see crab flowing down a vent and think “absolutely not”) was still floating around the Omninet. And, sure, she had accidentally blown up a vent crab (and several bulkheads) with a mech scale rifle round that day, but she didn't even have a Muse account!

“I promise I'm just gonna run some diagnostics,” Scarlet said, holding up her hands in what she hoped was a disarming gesture. “I'll keep him in low-power, won't even spin up th' reactor. Just wanna be sure everything is fine, so I can put my worries to bed an' get some sleep.”

Siren was quiet for a minute, scrutinizing the mech pilot. The holographic NHP eventually sighed and shrugged.

“Alright, go on. But I'll be keeping an eye on things, and I'll have my hand on the kill-switch the second I even get a whiff that something is about to go wrong.”

“Hey now, you don't ha-” Scarlet began, but Siren held up a blue shimmering finger.

“These terms are non-negotiable, marine. Now go on, check on the spooky boy, I'll keep watch from here. But do try and be quick about it. I've got some friends in a game of Fleet Command 5016 on standby, and I don't want to leave them hanging for too long.”

And with that, the Siren hologram winked away.

Scarlet turned on her heel, scampered up the access later, and popped the cockpit hatch as quick as she could, just on the off chance Siren decided to have a change of heart. Once she got settled in the command couch, she flipped a series of switches to start the mech in low-power mode. While the monitors and consoles around her began to hum softly, warming up into a diagnostic boot sequence, she reached behind her head, feeling around for the metal jack behind her seat. She moved her ponytail out of the way with her free hand, and slotted the jack into her cranial port with the other.

The connection was immediate and made her grit her teeth, just like always: a sharp electric buzz at the base of her skull that blossomed into icy fingers prodding inside her brain. The sensation wormed its way down through her neck and flooded her extremities until everything tingled uncomfortably, as if her whole body had fallen asleep for half a second. Then the sensation passed, and a relative equilibrium was achieved between Scarlet and her war machine.

“Alright big guy,” Scarlet said, trying to blink away the sparkles on the edges of her vision. “Tell me what ails you.”

The low clicking reverberated through the cockpit in response, and words quickly typed themselves out on one of the monitors.

<<HOSTILE ARCHITECTURE DETECTED>>

“Hostile architecture?” Scarlet said aloud. “Wait, y'mean the new parts?” She figured that was probably the problem, but she still wasn't entirely clear as to why.

The mech rumbled. A different monitor on the other side of the cockpit flipped on, and began to playback a recording. This was one of the many recordings that had been force-fed in her brain earlier, but it took Scarlet a minute to realize that was what she was looking at. After all, seeing an image on a monitor was a slightly different experience than a video feed overlaid with tactical and sensor data flowing around it like water, and transmitted directly into her mind through a cranial jack. Especially when there had been so much other information to parse.

The recording looked like it was the camera feed of a broken mech lying motionless on the ground, surrounded by rubble. It was hard to tell from the quality and angle of the recording, but she was pretty sure the mech this recording came from was much bigger than an Everest. Even so, the mech itself wasn't the focus: it was the inferno all around. It was like the whole world had been set on fire, and through the heat haze, she could see crude juggernauts marching past in formation. The recording shook with every stomp of their heavy boots, and streams of liquid fire surged from titanic flamethrowers.

More words began to type themselves on the other monitor, drawing her attention:

<<Rec:4533u//Hercynia-MycolFields//Varano,J.(Clover)//DECEASED>>

Scarlet turned back to the recording, with slightly better understanding. This was from 483 years ago? She knew this mech was old, but she had no idea it was that old. Hell, she didn't think the Everest frame was that old. Was that why it looked so different, and... so much larger? Had this machine not always been an Everest? The techs back on Hell's Gate had always joked that the “Rage Machine” was an ancient piece of shit, but... did anyone actually know how old this beast was?

And then there was that word that stood out to her for some reason: Hercynia. That was... Agarin mentioned something about that, after he got Big Red to calm down earlier, hadn't he? Her memory was still a bit fuzzy about that. Hercynia was... it was a planet somewhere, wasn't it? She wasn't entirely sure.

“Hang on, somethin' else is botherin' me. What are those?” Scarlet leaned forward, squinting her eyes, trying in vain to get the grainy picture on the monitor to come into focus. “Those mechs stompin' around, they kinda look familiar, but... hell, if I didn't know better, I'd say they were the same kinda frame Andros Capella was drivin' when he came out of that fire gate.”

Big Red seemed to shudder at the mention of Andros Capella... though, it was probably more accurate to say it sent a shudder up Scarlet's spine, directly through the cranial jack.

“Heh... yeah, I feel ya, big guy. You wanted a crack at him, same as I did.” Scarlet started to chuckle, and patted one of the consoles. “Well, look on the bright side: Pearce murked him, what? Four times in the last fight? An' Cassilda punched him t'death the first time. We'll probably get a crack at him ourselves, eventually.”

The clicking sound briefly grew in volume, before settling back down again.

“Alright, so these mechs yer showin' me. What are they, anyway?”

Another monitor above her and to her left winked on. It showed a wireframe of the mechs in the recording, clearly generated from what looked a mixture of official schematics and tactical data. Again, words began to type themselves out, drawing her attention.

<<U-MEF//GMS-UPA.1//Mk-1.Genghis//Worldkiller>>

“Wait, Genghis? That doesn't look like a-” but she cut herself off before she could finish her thought, as another one intruded. The Harrison Armory license she'd accessed to order the explosive vents was for the Mk II Genghis. Mark 2. She'd always wondered about that. Scarlet looked back up at the wireframe: this squat, brutal looking monster of a mech definitely cut a significantly different silhouette than the smaller, slimmer, sleeker frame of the Mk II... but the more she looked, the more she could see the resemblance.

Before she had a chance to ponder that any further, all the monitors cleared themselves, as a string of more words on the first monitor appeared.

<<Protocol 1: Link To Pilot>> <<Protocol 2: Uphold The Mission>> <<Protocol 3: Protect The Pilot>> <<ERROR//PROTOCOL CONFLICT//ERROR>> <<HOSTILE ARCHITECTURE DETECTED>> <<PROTOCOL 3 IN JEOPARDY>>

“Y'know what... after seein' all that? I don't blame ya for takin' that stance,” Scarlet reached up to scratch at her head. “I wouldn't want somethin' from those big fuckers in me either.”

Big Red rumbled again.

“Protect the pilot...” Scarlet muttered under her breath. “Well... I dunno if it'll help things, but... that's the whole reason I got these parts. I wasn't thinkin' of where they came from, but what they could do fer us, y'know?” She gestured with her thumb above her right shoulder. “That big fuck-off assault cannon we got from the Drake license generates a lot of heat, and I'm not sure I know how to squeeze in any more heat sinks without sacrificin' some structure.”

The screen winked clear, and another string appeared in its place.

<<...PROCESSING...>>

“Hell, if you don't believe me, believe what Agarin told ya earlier. We're all part of a team. Agarin, Fern, Cassilda... hell, even Pearce and that gaggle of NHP's he's been collectin' like playing cards. We all look out fer each other. We all make sure we come out the other side of every fight in one piece. An' that's all I was tryin' to do, yeah? Use whatever I can to keep myself alive, so I can find my Five Minutes, an' keep all them alive.” Scarlet let out a heavy sigh. “I... hell, I don't know if I'm makin' any sense. Am I makin' sense?”

The clicking steadied, and Big Red rumbled in sympathy.

<CONDITIONS//ACCEPTABLE>> <<PROTOCOL CONFLICT//RESOLVED>>

The monitor flickered, and one more message scrolled past:

<<Protocol 3>> <<I will not lose another Pilot>>

“Yeah, don't you worry 'bout a thing, big man,” Scarlet patted one of the nearby consoles. “I'm not goin' anywhere.”

With that, she flipped the switches to fully power down the mech. The connection at the base of her skull went cold, as the monitors winked off and the hum of the consoles fell silent. She reached behind her head to disconnect the cerebral jack, and she sat nestled there in the command couch, waiting for the pins and needles sensation of neurons firing at stimuli no longer present to subside.

And as she sat there, surrounded by silence and darkness, a memory crossed her mind. An errant thread, begging to be pulled.

The memory was one of the visions she'd seen, when the team had been caught in that paracausal labyrinth deep beneath the surface of Botzmann. She still wasn't quite sure of how any of that shit worked, or how a cascading NHP was responsible, but it was like reality itself had been cut up and stitched back together; even time didn't make sense, experiencing pasts that never were, and impossible futures that still might be. And while Scarlet was lost, separated from the others, she had stumbled across a mirror. No words were said, but she somehow knew what it was the moment she saw her reflection looking back at her.

This Scarlet stared at her with tired, empty eyes. She was old and grey, with hands covered in blood... but none of it her own. A trail of death and carnage followed behind her. This was a Scarlet that had never found her Last Five Minutes, because she'd deliberately avoided finding them at any cost. This Scarlet was so good at keeping herself alive, that she had become the last one standing.

This was who she feared she could become.

“Yeah...” she said aloud, to no one in particular. “Guess I'm not goin' anywhere.”

[paddockanalysis]

What Did McLaren Do Wrong in the 2024 season?

Main post!

The 2024 Formula 1 season was a pivotal year for McLaren. Their remarkable progress since the middle of 2023 had placed them in contention to challenge Red Bull's dominance. However, McLaren fell short of expectations despite strong performances and multiple podiums. The team should have capitalized on critical opportunities, faced strategic dilemmas and struggled to balance priorities between their drivers. This post delves into the races where McLaren faltered, compares their 2024 upgrades to their 2023 developments, examines the team’s internal struggles, and suggests solutions for the future.

Key Races Where McLaren Could Have Dominated but Failed

Azerbaijan Grand Prix

McLaren brought a promising package to Baku, a circuit that suited their strong straight-line speed and nimble handling in slow corners. Lando Norris led for much of the race, but a late Safety Car forced the team into a difficult decision. They opted to pit Norris early, leaving him vulnerable to Max Verstappen’s charge on fresher tires. Oscar Piastri, meanwhile, failed to capitalize on the opportunity due to a poor qualifying performance that left him buried in the midfield—the result: a second-place finish for Norris and a missed double podium.

British Grand Prix

Silverstone was a golden opportunity for McLaren, as upgrades brought to this high-speed circuit made their car a serious contender. Lando Norris led for a significant portion of the race, but a misjudged tire strategy saw him stick with medium compounds while rivals switched to softs for the closing laps. Piastri also lost time during a slow pit stop, effectively ending any hopes of a podium finish. Strategic errors prevented the team from securing a home victory and maximizing points.

Japanese Grand Prix

Suzuka highlighted McLaren's lack of adaptability to changing race conditions. Despite their car being the fastest over a single lap in qualifying, a poor race start for both drivers and a mistimed Virtual Safety Car deployment relegated them to suboptimal positions. The team’s reactive approach left them unable to recover, turning what should have been a double-podium weekend into a fifth and seventh-place finish.

Comparing McLaren’s 2024 Upgrades to Their 2023 Improvements

McLaren’s mid-2023 upgrades marked a turning point for the team, as they transformed from a struggling midfield contender into a regular podium threat. The aerodynamic overhaul in mid-2023 focused on improving efficiency, top speed, and balance in high-speed corners, helping the team secure podiums late in the season.

In 2024, McLaren continued to build on this momentum, introducing significant upgrades to optimize downforce generation and tire management. The new floor and sidepod designs for 2024 enhanced the car's cornering ability and improved its performance on slower circuits like Monaco and Singapore. Additionally, updates to the suspension system made the car more predictable over long stints, addressing one of their weaknesses from 2023.

Despite these improvements, McLaren struggled to replicate the transformative effect of their 2023 upgrades. The key difference lies in the inconsistency of their 2024 package across different tracks. While the car excelled on high-speed circuits like Silverstone and Suzuka, it underperformed on circuits requiring high braking efficiency and mechanical grip, such as Canada and Hungary. This variability highlighted a lack of refinement in their upgrade philosophy, leaving gaps for rivals to exploit.

Struggles with Prioritizing Lando’s Championship Bid

A major challenge for McLaren in 2024 was deciding whether to fully back Lando Norris in his fight for the Drivers' Championship. As Norris emerged as a consistent challenger to Max Verstappen, the team was often torn between prioritizing him and developing Oscar Piastri into a formidable second driver.

McLaren occasionally leaned into favouring Norris, implementing team orders that hindered Piastri’s progress. However, this created tension within the team, as Piastri’s strong performances in the second half of the season made him less willing to play a supporting role. The result was disjointed race strategies that compromised both drivers at critical moments. For instance, at the Dutch Grand Prix, an indecisive pit call saw both drivers lose track position, costing the team valuable points.

Additionally, McLaren’s hesitancy to fully commit to Norris often left him at a disadvantage against Verstappen, who benefitted from Red Bull’s unwavering support. By trying to strike a balance, McLaren undermined their ability to mount a serious championship challenge.

How McLaren Can Fix These Issues in the Future

1. Refined Strategic Decision-Making

McLaren must address their recurring strategic missteps. This involves improving real-time decision-making and simulation models to better predict race scenarios. Hiring experienced strategists or consultants with a proven track record in championship campaigns could also help.

2. Clear Hierarchy Between Drivers

To avoid further internal conflicts, McLaren must establish a clear pecking order between Norris and Piastri. If Norris remains their best chance for a championship, the team must make this explicit while simultaneously ensuring Piastri feels valued as a long-term prospect. Transparent communication and equitable treatment in non-critical situations will help foster team harmony.

3. Focused Upgrade Path

McLaren should focus on developing a car that is consistently competitive across a broader range of circuits. This involves refining their aerodynamic philosophy to improve performance on slower tracks without sacrificing their high-speed advantage. Lessons from 2024 must inform a more cohesive upgrade strategy for 2025.

4. Improved Tire Management

The team must invest in tire management technologies and methodologies. Data from 2024 revealed a tendency to overwork the tires on high-degradation circuits, which cost them crucial positions late in races.

5. Enhanced Race Starts

Both drivers struggled with race starts in 2024, particularly on circuits like Japan and Hungary. McLaren must work on optimizing clutch control and launch procedures to avoid losing valuable track positions at the start of races.

6. Commitment to Championship Goals

Finally, McLaren must decide early in the season whether to prioritize the Drivers’ or Constructors’ Championship. Clear goals will help align the team’s efforts and prevent indecision from sabotaging critical moments.

McLaren’s 2024 season was a story of progress but also of missed opportunities. While the team made significant strides forward, strategic errors, inconsistent upgrades, and internal dilemmas prevented them from realizing their full potential. To dominate in the future, McLaren must adopt a more focused approach, streamline their decision-making processes, and back their lead driver when the stakes are high. With the right adjustments, there’s every reason to believe McLaren can emerge as a championship-winning team in the seasons to come.

Please don’t copy my work🙏

[audivolt]

Must-have aftermarket parts for Audi Q5 include performance exhaust systems, cold air intakes, suspension kits, and brake upgrades. These parts can significantly enhance the overall performance, improve handling, and increase the power output of your Audi Q5. Upgrading your Q5 with these aftermarket...

[motorspexx]

Chevrolet Corvette ZR1X - Full Tech Specs and Performance

This is the new 2026 Chevrolet Corvette ZR1X — the most extreme and technologically advanced Corvette ever built. Under the rear hatch is a hand-assembled 5.5-liter twin-turbocharged LT7 V8, producing a massive 1,064 horsepower and 828 pound-feet of torque. This flat-plane-crank engine revs to 8,000 rpm and uses a unique “maniturbo” design, where the exhaust manifold and turbo housing are combined into one compact unit. The result is lightning-fast spool, reduced lag, and brutal mid-range power.  At the front axle, an upgraded electric motor from the Corvette E-Ray adds another 186 horsepower and 145 pound-feet of torque. Combined system output is 1,250 horsepower, delivered through a fully electrified all-wheel-drive setup with torque vectoring for maximum grip and agility. Performance is hypercar-level. Zero to sixty takes under two seconds. The quarter-mile less than nine seconds at over 150 miles per hour. The front motor stays engaged up to 160 mph, then decouples to reduce drag and maximize top-end performance. Drivers can opt for two distinct chassis setups. The standard package uses Michelin Pilot Sport 4S tires and next-gen Magnetic Ride Control for street-focused balance. The ZTK track pack stiffens everything up, swaps in Michelin Cup 2R tires, and adds more aggressive aero calibration for serious cornering. Speaking of aero, the optional Carbon Aero package includes front dive planes, a hood extractor, underbody strakes, and a massive rear wing. Total downforce can reach up to 1,200 pounds, keeping the car planted even at triple-digit speeds. Carbon-ceramic rotors come standard — 16.5 inches up front with massive 10-piston calipers. In testing, the ZR1X pulled up to 1.9 g of deceleration when braking from 180 to 120 miles per hour. Built in Bowling Green with precision and performance in mind, the 2026 Corvette ZR1X is more than a supercar — it’s a declaration that America can build a hypercar.  2026 Chevrolet Corvette ZR1X – Technical Specifications Powertrain Engine Type: LT7 5.5L Twin-Turbocharged DOHC V8 Crankshaft: Flat-plane Engine Output: 1,064 hp @ 7,000 rpm Engine Torque: 828 lb-ft @ 6,000 rpm Turbochargers: Dual 76 mm turbos with integrated "maniturbo" housing and dynamic anti-lag Redline: 8,000 rpm Electric Motor (Front Axle): Output: 186 hp / 145 lb-ft Max Engagement Speed: 160 mph Configuration: Single motor, torque-vectoring capable Total System Output Combined Horsepower: 1,250 hp Combined Torque: Estimated over 950 lb-ft Drivetrain: Electrified All-Wheel Drive (eAWD) Transmission: 8-Speed Dual-Clutch Automatic Performance 0–60 mph: under 2.0 seconds (GM estimate) Quarter Mile: under 9.0 seconds @ more than 150 mph (GM estimate) Top Speed: Not officially released Max Deceleration: Up to 1.9 g from 180 to 120 mph Chassis & Suspension Platform: Mid-engine, aluminum space frame Suspension: Standard: Magnetic Ride Control with adaptive dampers Optional: ZTK Track Pack with stiffer springs and custom tuning Tires: Standard: Michelin Pilot Sport 4S ZTK Package: Michelin Pilot Cup 2R Steering: Electrically assisted, variable ratio Brakes Front: 16.5-inch Carbon-Ceramic Rotors with 10-piston Calipers Rear: Carbon-Ceramic Rotors with 6-piston Calipers Aerodynamics Standard Aero: Functional rear spoiler, underbody paneling Carbon Aero Package (Optional): Carbon fiber dive planes Hood extractor vent Underbody strakes High-mounted rear wing Max Downforce: Up to 1,200 lbs Dimensions (estimated) Length: \~182.3 in Width (w/mirrors): \~79.7 in Height: \~48.6 in Wheelbase: \~107.2 in Curb Weight: Not officially disclosed (expected \~3,900–4,000 lbs) Wheels Front: 20 x 10 in Rear: 21 x 13 in Construction: Lightweight forged aluminum (optional carbon fiber wheels) Production & Assembly Assembly Location: Bowling Green Assembly, Kentucky, USA Engine Hand-Built: Performance Build Center (same facility) Availability Launch: Expected late 2025 Price: To be announced

[gasgasdaily]

Keeping the trend of the topics on JDMs, today, we're gonna talk about a machine that blazed the rally stages of the 90s and helped build the reputation of the company even more internationally and that's the Mitsubishi Lancer Evolution.

Pics from left to right, top to bottom in zigzag pattern: Evo III -> Evo IV -> Evo V Ralliart being driven by Tommi Makkinen -> Evo 6.5 Tommi Makinen Edition/TME -> Evo VII -> APR Performance Evo VIII used for the film, Fast & Furious: Tokyo Drift -> Evo IX FQ-360 -> Evo XI Wagon -> Varis widebody Evo X

Mitsubishi had always been involved in rallying from the old Colt models and even the old Lancer models across the 60s and 70s. With the introduction of Group B in 1982, Mitsubishi was very late to the party and had decided to build a purpose built rally car on the chassis of the Starion with AWD to compete but right before they could homologate it in 1986, Group B abruptly ended and now leaving the AWD Starion nowhere to race. With the new Group A ruling kicking in in 1987, Mitsubishi immediately detuned the car and push it to race in Group A WRC but it still didn't work out. So by 1988, Mitsubishi took the underpinnings of the Starion AWD, put it into the Galant, homologate it and raced it from then on. Despite showing flashes of performance and wins here and there, Mitsubishi realized that the Galant was abit bulky for the nimble rally work and seeing how Ford had changed their bigger Sierra to the smaller Escort platform, Mitsubishi also decided it was time for a change and in 1992, they did.

Mitsubishi would take the Lancer platform and slam the Galant VR-4 system into the smaller Lancer platform in 1992 which created the Lancer Evolution I. The very same 2L inline-4 turbo engine, the 4G63T that Mitsubishi has been using for a long ass time saw it being fitted into the LanEvo yet again (LanEvo is often used as a shortened name for the Lancer Evo) this time making 250hp. It would also be fitted with an LSD and mated to a 5spd gearbox. Mitsubishi would take it rallying and immediately felt the effects of the smaller car but despite the car supposedly performed well, the reliability of the car during rally racing was worryingly wonky as it was fast but unreliable still. Regardless, it was a new car so teething issues would definitely appear so Mitsubishi kept going and soon updated the Evo I with the Evo II in 1994. The changes isn't much as it still uses the CE9A chassis but for the Evo II, more bracing was done to improve handling and wider tires were installed. Mitsubishi would once again upgrade the CE9A Evo to the Evo III in 1995 and this time, changes were drastic on paper but can't really be seen from the naked eyes. Mitsubishi would upgrade the turbo to a bigger size from a 66 to 68mm, improved the intercooler, added more air ducts near the front bumper to feed air into the radiator and brakes plus more aggressive aero like a bigger bumper. With the upgrades, the Evo III made 280hp instead of the 250hp of the other two models. The Evo III made strides and actually performed well by winning multiple races in the WRC along the way but Mitsubishi once again lost the plot as both their home country competitors, Toyota and Subaru gave them pressure and Mitsubishi would also realize that the writing was on the wall and thus, needed a speedy upgrade.

Mitsubishi would upgrade the new Evo in 1996, on the CP9A platform with the Evo IV and the changes was drastic. The engine did not change much as it used the same 4G63T and this time comes with 280hp as standard but unlike the old CE9A Evos which just have LSDs to control the power delivery unit thru the AWD system, Mitsubishi would implement a new system, the Active Yaw Control/AYC unit which helps tremendously with split power delivery thus improving both handling and grip. Mitsubishi would race the car in the WRC in 1997 but yet again, typical of Mitsubishi, they missed the timing to make a better car as FIA once again launched a new ruling for rallying and that's the WRC class which was a modified A-class regulation. HOWEVER, Mitsubishi might not be in the actual tech class but they used a Group A vehicle to fight against the newer class and yet, didn't drop much. In fact, Mitsubishi would win the WDC in 1997 with Tommi Makinen winning it. On that high, Mitsubishi would upgrade the car yet again with the Evo V in 1997 and Mitsubishi would flare out the arches which widens the tire and would also upgrade the turbo which increases the torque figure. The Evo V would also finally be the car that helped Mitsubishi claim the WCC on top of the WDC with Tommi Makinen winning the WDC again in 1998. Mitsubishi would once again upgrade the CP9A Evo V to the VI in 1999 and the changes once again would not change much with Mitsubishi focusing more on engine reliability and cooling upgrades. However, Mitsubishi would also launch one of the most desirable Evos ever with the "Tommi Makinen" edition or "TME" for short with the Evo VI to celebrate Tommi Makinen in winning the WDC 4 years on the trot. What came with the TME was all the upgrades of the base Evo VI but now with a titanium blade turbo which spools real quick, lowered ride height and more suspension bracing to make it even more potent on tarmac. Mitsubishi would make 4,000 TME units from 1999-2001 which made it really desirable.

After the 2001 WRC season ended, Mitsubishi was still running their WRC efforts in Group A regulations and the FIA had enough of that and forced Mitsubishi to run their car for the next season under WRC regulations so Mitsubishi had no choice but to comply and to comply, they needed a new platform and thus, they updated the Evo to the Evo VII on the CT9A platform. The engine setup would be the same as the TME and so is the gearbox. However, the car was heavier than before but Mitsubishi remedied it with better suspension tech to negate the feeling of the extra weight and the LSD were also changed to a better unit. The car would be famously used in the movie, 2 Fast 2 Furious and would gain notoriety for the brand and the model not worldwide but in the US also. However... There was a little problem...

Mitsubishi had actually never sold any Evos to the US prior to the Evo VIII due to some weird tax and regulations and to combat that, Mitsubishi tried to sell a USDM outlook of the Evo and they did that with the Eclipse. However by the 1990s, Mitsubishi was getting broke due to severe financial mismanagement and to cut losses due to the Eclipse getting bulkier and slower, they canned it and focused on an international Evo and that's the Evo VIII which Mitsubishi launched in 2002. The engine would once again not see any changes from the Evo VII but the suspension would see an update once again and same does the AYC control unit. The gearbox would also see it being changed from a 5spd to a 6spd unit as standard. The Evo VIII would be the 1st official Evo sold in America and not only that, Britain would also see their own variants of various Evo VIII tuned by their own local dealerships and these models were all coded with the FQ prefix following by their horsepower figure and the highest hp one was the FQ-400 which, as the name suggests, has 405hp.

Mitsubishi would update the CT9A Evo VIII to the Evo XI in 2005 with some subtle bodywork changes and another AYC update. To keep up with the times, Mitsubishi would also update the aging 4G63T unit with the new variable valve timing system which they called MIVEC and that increased the hp to a "impressive" 295hp. Mitsubishi UK would once again launch some special models of the Evo with the same stages of upgrades as the Evo VIII but unlike the VIII, their top range model was the FQ-360 where as the name suggests, has 365hp, 40hp lesser than the FQ-400 of the Evo VIII but has more torque. Back in Mitsubishi Japan HQ, Mitsubishi also decided to launch a special edition of the Evo XI in wagon form. The wagon wasn't sold outside of Japan officially but was a popular gray import items to places like Singapore, Malaysia, Germany, Australia and even the UK.

Mitsubishi would launch the Evo X in 2007 with the CZ4A platform and this time, the changes was drastic. Gone was the 4G63T engine and it was replaced with the 4B11T which is also a 2L inline-4 turbo unit which makes 300hp right from the factory. The gearbox also saw massive changes as Mitsubishi would launch the Evo X with a 6spd dual-clutch automatic transmission called as the SST/ Sportronic Shift Transmission. The manual gearbox would also be sold as the GSR model but instead of a normal 6spd, it turned back to a 5spd. Mitsubishi UK would continue their tradition of selling their own modified variants of the Evo ranging from the FQ-300 to the FQ-360 depending on varying horsepower figures. Unlike the other generations of Evo, the CZ7A Evo X did not see any changes at all the entire time of its production run and Mitsubishi would finally kill the entire Lancer Evolution line in 2014.

Mitsubishi would make a name for itself with the Evo and would also break their own company with the Evo. How fortune changes that quickly..

[plantsarecoolsstuff]

micro fic time

A story about an Affini ship of theseus forcefeming her digitized floret told form the perspective of the floret please enjoy

Cw gaslighting forcefem being given help to accept with no choice who you are braking of robotic parts mentions of internal organs memories play

Mistress was always so nice got me put into a new chassis it felt better than my old bone and skin ever did, and she was much more intense with me. Now, all my parts were swappable, after all. After a while, she started to act a bit different. Maybe she noticed that i didn't quite like how my body was i just didn't want to seem ungrateful. I hope she wasn't upset with me. Then, one day, we were having a cuddle session, and she was petting me, and it felt so good and

"Snap," I looked over my to my right arm in two pieces, the jagged metal from where the brake happened looked like it could cut something the wires were mostly cut and it would look like it hurt if I was still flesh and blood but mistress could control everything I felt so all I could feel was pleasure.

I still remember her saying, " Sorry, petal, I will get you a new one compiled right away " before removing the broken hunk of metal that used to be an arm and powering me down for the night

The next morning, she has a new arm for me it looks different. The nails are longer, and it looks smaller. I asked about it, but she insisted that it was the same as my old arm. If she is telling me it's the same, it must be the same. Why would she lie. Then it happened again, my right leg this time they new one seemed like the thighs were thicker, and was that toe nail polish mistress assured me it was the same, just a few upgrades to make sure that it would be harder to brake this time then it happed to my left arm and leg they match now and they feel better then my old arms so I liked them

Then came my chest she was holding me down, coved in vines being petted and played with before she put hand on my chest, and she got this wide grin before pressing and pressing so much pressure it couldn't handle it and my front plate caved and snapped it's way into my internals and oh did it feel good my cooling system was in overdrive it couldn't keep up and I shut down to prevent damage

When I woke up, it was different. I was shorter, and there was this weight on my chest, and I had breast's they were large by the looks of them and they were so sensitive i near went over the edge just touching them I get up and make my way over to the mirror my center of balance is off but I make it. There was a gorgeous girl standing in front of me after looking her over it clicked that it was me. My hair was long.I looked really good, and it felt right like something that had come out of my dreams. Before I knew it, mistress was there, her hands on my shoulder. I looked back at her so pretty and tall, and then I got back on track just enough to ask her, "Why did you make me into a girl"

"Petal, you were always a girl. What are you talking about? All I did was upgrade your cooling system. They are so big now, " she squished and squeezed my breasts."So cute. Your memory must be damaged with all this thinking you were ever a boy lets go fix that"