Your Mercedes-Benz was engineered to glide. Whether it’s an E-Class navigating Peachtree Street, an S-Class on I-285, or a GLE making the run up GA-400 toward Alpharetta, the Airmatic air suspension system is what gives these vehicles their signature ride quality — that smooth, planted, effortlessly controlled feeling that separates a Mercedes from everything else on the road.

When Airmatic starts to fail, that feeling disappears quickly. And in Atlanta’s stop-and-go traffic, where suspension systems work constantly across everything from smooth Buckhead boulevards to the pothole-scarred stretches of I-20, Airmatic problems don’t just affect ride comfort — they affect safety, handling, and the long-term health of surrounding suspension components.

Solo Motorsports has been diagnosing and repairing Mercedes-Benz Airmatic systems across the Atlanta metro since 2003. Here’s exactly what you need to know about how Airmatic works, what goes wrong, and when it’s time to bring your Mercedes in.

What Is the Mercedes Airmatic System?

Airmatic is Mercedes-Benz’s electronically controlled air suspension system, found across the E-Class, S-Class, CLS, GLE, GLS, and ML lineups. Instead of traditional steel coil springs, Airmatic uses pressurized air struts at each corner of the vehicle to support its weight and absorb road impacts.

Everything in this system is headed by the central control module in order to ensure that the car is safely high enough off the ground, that the suspension isn’t too stiff depending on your speed, that road conditions are accounted for, and that all of this conforms to the comfort setting the driver has chosen. When you’re driving on a highway with few terrain changes, the vehicle will sit a bit lower for aerodynamics. When the road is rougher, the Airmatic system raises the vehicle slightly to avoid damage. If you switch to sport mode, the system will adjust and make steering a bit firmer, making handling more agile. 

When it works correctly, it’s genuinely impressive technology. When it starts failing, the warning signs are hard to miss.

The Most Common Signs of Mercedes Airmatic Failure

The vehicle sits noticeably lower than normal. This is the most obvious Airmatic warning sign and the one Atlanta Mercedes owners most frequently notice first. If your Mercedes looks like it’s squatting — particularly on one corner or one axle — a failed air strut is almost certainly the cause. Air struts develop leaks at the rubber air sleeve, at the valve block connections, or at the strut cap, allowing pressurized air to escape and the vehicle to drop.

The suspension warning light is on. The Airmatic control module continuously monitors system pressure. When a strut loses pressure faster than the compressor can replace it, the module detects the fault and illuminates the suspension warning light on the instrument cluster. On some models, this appears as a car icon with wavy lines underneath. Don’t ignore it — driving with an active Airmatic fault accelerates compressor wear and can lead to complete system failure.

The compressor runs constantly or makes an unusual noise. The Airmatic compressor maintains system pressure by refilling struts as needed. A healthy compressor runs briefly after startup and occasionally during driving. A compressor on a car with a leaking strut runs almost continuously trying to compensate for the pressure loss — and eventually burns itself out from the effort. If you hear a sustained humming from the rear of your Mercedes while driving normally, the compressor is working too hard, which almost always means there’s a leak in the system.

The ride quality has changed noticeably. Airmatic failure doesn’t always present as a dramatic drop. In early stages, it can produce subtle changes — a slightly harsher ride over Atlanta’s rougher road surfaces, increased body roll through corners, or a vague, unsettled feeling at highway speeds on I-75 or I-85. If your Mercedes doesn’t feel like it used to, and you haven’t changed anything, the Airmatic system is worth inspecting.

The vehicle takes longer to reach the correct ride height after startup. On a healthy system, your Mercedes reaches its normal ride height within seconds of startup. A system with a slow leak or weakening compressor takes noticeably longer — sometimes a full minute or more. This is an early warning sign that catches Airmatic problems before they become severe.

Why Airmatic Problems Get Worse Quickly

The problem with allowing issues to persist on a Mercedes is that the Airmatic system is highly interdependent. When one component starts to break down, it will thereby negatively affect the rest of the system, eventually damaging other components. If something like the rear strut starts to leak, the compressor will be forced into working too hard, shortening its lifespan. If the valve block is causing the pressure to become unevenly distributed, all the struts will be overstressed. This cascading effect affects most aspects of the system, so make sure your Mercedes is regularly serviced. 

Atlanta’s climate adds another layer of urgency. The heat and humidity that Georgia summers produce accelerate the degradation of Airmatic’s rubber air sleeves and seals — the same components that keep the system pressurized. A small leak that a Mercedes owner in a cooler climate might monitor for months can progress to a complete strut failure in a single Georgia summer.

Airmatic Repair at Solo Motorsports

Solo Motorsports diagnoses Airmatic faults using Mercedes-compatible diagnostic equipment that reads the full Airmatic control module — identifying exactly which component is failing, not just that a fault exists. This matters because Airmatic faults can originate from the struts, the compressor, the valve block, the pressure sensor, or the control module itself, and misidentifying the source leads to replacing the wrong part.

Our technicians use OEM and OEM-equivalent Airmatic components and verify correct system pressure and ride-height calibration after every repair, before the vehicle leaves the shop. We serve Mercedes-Benz owners across Atlanta, Alpharetta, Dunwoody, Johns Creek, Norcross, Roswell, and the full Georgia metro from our multiple locations.

Frequently Asked Questions About Mercedes Airmatic Suspension

Can I drive my Mercedes with a failed Airmatic strut? Technically, yes, but not for long and not without consequences. A severely dropped corner puts abnormal load on tires, wheel bearings, and adjacent suspension components. It also reduces your ability to control the vehicle in emergency maneuvers. Address it promptly.

How long do Airmatic struts last? On most Mercedes models, Airmatic struts last between 80,000 and 120,000 miles, depending on road conditions and climate. Atlanta’s roads and Georgia’s heat tend to put them at the lower end of that range.

Is it worth repairing Airmatic, or should I convert to coilovers? For daily-driven Mercedes vehicles, repairing the Airmatic system is almost always the right answer. Airmatic was engineered specifically for these vehicles, and removing it significantly affects ride quality, handling balance, and resale value.

How much does Mercedes Airmatic repair cost in Atlanta? Cost varies depending on which components need to be replaced. Solo Motorsports provides a full diagnosis before recommending any repair, so you know exactly what’s needed and why before we start. Contact any of our Atlanta area locations for a consultation.

Schedule Your Mercedes Airmatic Inspection at Solo Motorsports

If you’re finding that your Mercedes seems to be riding a bit lower than it should, you’re getting a suspension warning light, or the handling seems generally a bit off compared to when it was new, it’s likely time to take it in to our auto shop. The Airmatic system is fantastic, but when one part is faulty, it can significantly affect the other interdependent components of the system. 

Solo Motorsports is an auto repair shop that happily services Mercedes-Benz vehicles throughout Georgia, including Atlanta, Alpharetta, Dunwoody, Gainesville, Johns Creek, Lawrenceville, Milton, Norcross, and Roswell. Visit one of our top-rated auto shop locations now or call our Mercedes mechanics near you for an inspection today!

The post Mercedes-Benz Airmatic Suspension Failure Signs appeared first on Solo Motorsports.

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Can I daily-drive my upgraded car in Atlanta?

The answer is yes, when upgrades are planned correctly and done by an experienced European auto shop. So, how does Solo Motorsports build a Reliable Modified European Car? Lets break it down.

Performance Is Important, but Reliability Matters Most in Atlanta

European cars use precise systems and advanced electronics. In a busy city like Atlanta, where drivers deal with heat, traffic, and long commutes, reliability is very important.

Problems often happen when owners only focus on power. A car with more horsepower is exciting, but not if it:

• Overheats in traffic

• Feels uncomfortable on rough roads

• Shows warning lights often

At Solo Motorsports in Atlanta, GA, we help European car owners choose upgrades that improve performance without hurting reliability. Our goal is to make your car better for real-world Atlanta driving.

Supporting Upgrades Are Key for Atlanta Driving Conditions

Adding power is easy. Supporting that power is what keeps a car reliable; especially in Atlanta’s heat and stop-and-go traffic.

For example:

• Extra power without better cooling can cause overheating

• Extra power without suspension upgrades can reduce control

• Too much power can damage the transmission if it is not prepared

Solo Motorsports helps Atlanta customers build reliable daily drivers by recommending:

• Cooling upgrades for hot Georgia weather

• Quality suspension for city streets and highways

• Strong braking systems

• Drivetrain upgrades when needed

All parts should work together so the car feels factory-built, just better.

Suspension Should Be Comfortable on Atlanta Roads

Atlanta roads can be rough, and daily driving means comfort matters.

Low-quality suspension parts often cause:

• Rough ride quality

• Loud noises

• Faster wear on other components

Solo Motorsports helps customers choose suspension setups that:

• Improve handling and control

• Stay comfortable for daily Atlanta driving

• Work well on highways like I-285 and I-75

A daily-driven European car should feel smooth, stable, and easy to drive.

Safe, Balanced Tuning Works Best for Daily Use

Aggressive tuning can make big power, but it is not always good for daily driving in Atlanta.

A safe and balanced tune:

• Delivers smooth power

• Protects the engine and transmission

• Performs well in heat and changing weather

• Feels natural in traffic

Solo Motorsports works with trusted tuning solutions to make sure each vehicle is tuned for long-term reliability, not just dyno numbers.

Maintenance Is Even More Important After Modifying

Modified European vehicles need more attention than stock vehicles, especially in Atlanta’s climate.

This does not mean the car is unreliable. It means maintenance must be done on time.

Solo Motorsports helps Atlanta customers by:

• Recommending proper service intervals

• Performing routine inspections

• Fixing small issues before they become expensive repairs

Regular maintenance keeps your European car running strong and dependable.

The Best Daily-Driven European Cars Feel Normal, Just Better

The best daily-driven modified European cars in Atlanta:

• Start easily every morning

• Drive smoothly in traffic

• Stay comfortable on long commutes

• Deliver strong performance when needed

They do not feel extreme or difficult to drive. They feel refined, balanced, and reliable.

Final Thoughts: Trust an Atlanta European Auto Specialist

Daily-driving a modified European car in Atlanta, GA is possible and enjoyable when upgrades are chosen carefully and installed correctly.

At Solo Motorsports, we guide customers through every step of their soon to be reliable modified European car:

• Planning upgrades

• Choosing the right parts

• Safe tuning

• Proper maintenance

Our focus is balance:

• Performance

• Reliability

• Comfort

• Long-term ownership

When done right, your European car can be exciting, dependable, and easy to enjoy every day on Atlanta roads.

The post Driving a reliable modified European Car in Atlanta, GA appeared first on Solo Motorsports.

You’ve finally done it. You bought the project car, or maybe you’ve just paid off your daily driver and you’re ready to start tinkering. You have a burning desire to modify your vehicle and a hole in your pocket where your savings used to be. Now you face the enthusiast’s oldest dilemma: Do you make it fast, or do you make it handle? It is the classic battle of Suspension vs. Power first. While the temptation to chase high horsepower numbers is strong, the “right” answer might not be the one you want to hear. Let’s break down the pros, the cons, and the strategy to build a car that is actually fun to drive.

The Allure of Power: The “Dyno Queen” Route

Let’s be honest; power is intoxicating. There is nothing quite like the feeling of being pinned to your seat, the sound of a turbo spooling, or the roar of an uncorked exhaust.

Why we want it first:

• Bragging Rights: It’s much cooler to say “I’m pushing 800 wheel horsepower” than “I have adjustable dampening.”
• Instant Gratification: You feel power immediately in a straight line. Traffic light to traffic light, power rules.
• The Sound: Intake and exhaust mods (often the first step in power adders) make the car sound aggressive.

The Downside

If you add 100 horsepower to a car with stock, sloppy suspension and cheap tires, you haven’t built a race car; you’ve built a missile with no guidance system. High power in a car that can’t put it to the ground results in wheel spin, torque steer, and a chassis that feels terrifying rather than exciting.

The Reality Check: A fast engine in a slow chassis is only fun for about 10 seconds at a time. After that, you have to turn the steering wheel.

The Case for Suspension: The “Driver’s Car” Route

Suspension upgrades: coilovers, lowering springs, sway bars, and bushings; are often unsexy. You can’t see them easily, and they don’t make cool noises. However, they transform the character of the car.

Why it should (probably) be your first choice:

• Confidence: A tighter chassis communicates better with the driver. You feel what the car is doing, which encourages you to push harder.
• Cornering Speed: You can carry more speed through corners. In a canyon run or on a track day, a Miata with suspension work will often embarrass a Mustang with 300 more horsepower simply because the Miata doesn’t have to slow down for the turns.
• Aesthetics: Let’s not pretend looks don’t matter. Lowering the car to remove that unsightly wheel gap makes the vehicle look aggressive and planted, even when parked.
• Safety: Better suspension usually means less body roll and better stability during emergency maneuvers.

The Verdict: Build the Foundation First

If you ask seasoned racers or veteran tuners, the consensus is almost unanimous: Upgrade the Suspension (and Brakes/Tires) First.

Think of your car like a bodybuilder. Adding a massive turbo without upgrading the suspension is like a bodybuilder who skips leg day. You have a massive upper body (engine) supported by tiny, wobbly legs (chassis). It looks unbalanced, and it will eventually topple over.

The “Handling First” Roadmap

By prioritizing suspension, you prepare the chassis to handle the power you will add later. When you finally do install that supercharger or tune, your car will be ready to translate that energy into forward motion rather than tire smoke and terrifying body roll.

The Holy Trinity of the “First Mod”

If you are ready to spend, ignore the cold air intake for a moment and look at this trinity:

1. Tires: The single most important component. They are the only thing touching the road.
2. Brake Pads/Fluid: You need to stop as fast as you go.
3. Coilovers/Springs: Lower center of gravity and stiffer spring rates.

Summary: A Side-by-Side Comparison

Final Thoughts

It requires discipline to spend $2,500 on suspension and tires when you could have spent it on a tune and bolt-ons. But delayed gratification wins here.

Build a car that handles like it’s on rails. Learn to drive it fast with stock power. Then, when you finally add the horsepower, you’ll have a weapon that dominates the street and the track.

Don’t build a glass cannon. Build a complete machine.

The post The Eternal Debate: Suspension vs. Power appeared first on Solo Motorsports.

Your transmission is the link between your engine and the pavement. When you add more horsepower, every internal component—gears, clutches, seals, shafts—faces more strain. Stock transmissions are engineered for factory power levels, not for high-boost power, nitrous hits, or high-torque builds. Solo Motorsports  offers High Horsepower Transmission Services, because:

Push a stock transmission too far and you’ll eventually deal with:

• Slipping under load 
• Overheating fluid 
• Delayed or harsh shifts 
• Broken internal components 
• Total transmission failure 

A rebuilt performance transmission is designed to prevent these issues by strengthening the components that take the biggest beating. It ensures your drivetrain can handle the added stress without giving up.

A Stronger Transmission Helps You Actually Use Your Power

One of the biggest perks of building your transmission isn’t just durability—it’s performance. A transmission built for higher horsepower helps your vehicle:

• Shift quicker and more consistently 
• Deliver torque more efficiently 
• Stay responsive under full throttle 
• Put more power to the wheels instead of losing it to slip 

Even a high-horsepower engine won’t feel fast if the transmission is struggling. An upgraded, performance-built transmission makes sure every bit of power goes exactly where it should.

Protect Your Build and Your Wallet

Let’s be real; performance mods aren’t cheap, and neither are High Horsepower Transmission Services. Turbo kits, superchargers, tunes, and engine builds are major investments. Rebuilding your transmission protects those upgrades by ensuring your drivetrain can handle the power safely and reliably. A proactive rebuild costs far less than replacing a destroyed transmission later. And with Solo Motorsports now handling transmission builds in-house, you get quality control, faster turnaround times, and a team that understands performance vehicles inside and out.

Improved Heat Management and Long-Term Reliability

More horsepower means more heat—and heat is the number one enemy of transmission longevity. With a performance-focused rebuild, you get upgrades designed to keep temperatures in check and improve overall operating stability. Better cooling and stronger internal components mean your transmission stays reliable, even during hard pulls, spirited driving, or track days.

Confidence Every Time You Hit the Gas

The biggest benefit of building your transmission for more horsepower is peace of mind. When your transmission is built to handle the power, you can enjoy your upgrades without worrying about whether the drivetrain will survive the next wide-open-throttle run. And now that Solo Motorsports offers in-house transmission building, you don’t have to go anywhere else to get it done right. You get a transmission built for your goals, your power level, and your driving style—all from a team you already trust.

The post Building Your Transmission Is Essential When Adding Horsepower appeared first on Solo Motorsports.

One minute you’re hyped about adding more power, and the next minute you’re wondering why your bank account is giving you the silent treatment. But once everything comes together, there’s nothing like the moment your car finally wakes up and says, “Let’s go!” But it can’t wake up with out Tuning those Performance Upgrades.

Take this Mercedes CLS550, for example. From the factory, it’s a luxurious, well-mannered cruiser pushing 402 horsepower. Sounds strong—until you remember it weighs over 4,000 pounds. That’s like asking a bodybuilder to sprint while giving his twin a piggyback ride. Power alone doesn’t tell the story; power-to-weight ratio does. This is why enthusiasts start chasing upgrades: bigger turbos, free-flowing intakes, high-volume fuel systems, exhaust systems that actually breathe, and sometimes even full engine builds with forged internals. (If you go that route, may your wallet rest in peace.)

The Starting Setup

For this CLS550, we kicked things off with a solid foundation of performance upgrades:

• Black Boost Gen 2 Intakes
• Black Boost Wide-Open Thermostat Bypass
• Turbo-back valved exhaust kit
• SMS ECU Stage 2+ Tune
• SMS TCU Stage 2 Tune
• Ghost Motorsports Ghost Link Coilovers

All great upgrades… but here’s the truth:

None of it works the way it should without proper tuning.

You can bolt the biggest turbo in the world onto a car, but without tuning, it’ll run like it’s doing a marathon while chain-smoking. Upgrade your fuel system without ECU calibration, and the engine will breathe like it has seasonal allergies. It won’t be fun, it won’t be fast—just confused.

The Role of Tuning: The Brain Behind the Build

This is where tuning performance upgrades becomes the hero of the story.

Anyone can install performance parts, but making all those parts work together seamlessly? That takes skill. At Solo Motorsports, tuning isn’t just a service—it’s a science and an art. You need someone who’s part engineer, part software developer, and just a tiny bit wizard.

So how does tuning actually work?

A tuner connects specialized software to the vehicle’s ECU (Engine Control Unit)—and often the TCU (Transmission Control Unit)—to monitor and adjust how the car behaves.

This is typically done on a dynamometer, AKA:

• A dyno
• A rolling road
• That giant machine that makes your car look like it’s doing cardio

Some DIY tuners attempt this on public roads, which is… let’s just say “memorable.”

What the tuner looks for:

• Air-fuel ratio (AFR)
• Boost levels and turbo efficiency
• Ignition timing
• Engine load and knock detection
• Intake air temps & coolant temps
• Transmission shift timing and torque limits

These measurements show how the engine responds under different conditions. From there, the tuner adjusts the software so the engine makes more power safely, without knocking, overheating, or being pushed beyond its mechanical limits.

When tuning the transmission, shift points are recalibrated for:

• Faster shifts
• Higher torque capacity
• Better power delivery
• Less hesitation
• Stronger, smoother acceleration

Basically, the car stops feeling like it just woke up from a nap and starts feeling like it’s had three shots of espresso.

Why It Matters

Tuning is the difference between:

• A car running a marathon with pneumonia, or
• A car running it with a jetpack strapped to its back

The hardware gives you the potential.

Tuning unleashes it.

When everything works together—fuel, air, timing, boost, and transmission logic—you get a car that’s not just faster, but smoother, more responsive, and far more reliable under power.

And that’s why tuning isn’t optional. It’s essential.

The post Why Tuning Matters: Unlocking the Real Potential of Your Build appeared first on Solo Motorsports.

A daiLY DRIVER FOR THE PRICE OF A HOUSE

The Benz G63 can easily set you back a cool $200k and has become the Latest ‘Dream’ of America’s Upper Middle Class

One of the longest-running models from one of the most historic brands in the entire automotive industry, the Mercedes-Benz G-Class is an undeniable legend of a vehicle. Known for its unparalleled off-road ability, as well as looks that today have become head-turning, unique, and a tried-and-true favorite for those who want to drive something with glitz and glamor, the G-Wagon is something special and certainly something that’s hard not to love – the thing has badass portal axles, huge ground clearance and thumping twin-turbo V8.

This particular G Manufaktur Night Black Magno matte paint finish with full AMG Exclusive Burgundy Nappa screams Boujee, especially out here in Atlanta, where the players play. They’re everywhere, in bright and glossy colors; the AMGs outnumber the standard G550s, and I’ve even seen a few Brabus-tuned ones in the past few months. But this special matte Gwagon is the ultimate embodiment of everything exuberant. Say what you will about the schmany paint job, it’s $25k. You’re wrong, it’s cool, and we absolutely love it (just don’t touch the trim and wash your hands before even laying a finger on this pain job

Our AMG clients are always pushing the limits We don’t blame em for being extra, especially when they possess one of the best 4.0 V8 BiTurbo engines out there who wouldn’t wanna get the max potential out of their build?

Speak to a Solo-Certified Advisor today to learn more how to harness the maximum power out of your AMG!

The post SMStuned AMG G63 Night Black Magno G Wagon appeared first on Solo Motorsports.

Our clients are absolutely raving over our Signature TCU + CPC mod flash which removes TQ limits + helps the engine shift faster, just like this C63 will be able to do!

Want more power from your AMG?! Speak to a Solo-Certified Advisor to learn more about our ground-breaking mod!

The post Push More Power out of your AMG with us! appeared first on Solo Motorsports.

Hope the Luck of the Irish is on your side, you’ll need it to keep up with this Bavarian beast of an BMW M5 Competition

For those with calculator watches have probably already figured out that this model M5 has 625 horsepower, which has 25 horsepower more than the standard M5, but BMW didn’t just turn up the turbos on a laptop and slap a “Competition” badge on the thing. This thing is SMSTuned- Like we said, it’ll be your lucky day to ever see this car in your rear view mirror.

We Sell Speed! Our custom SMSTune blows those off-the-shelf plug and play canned tunes away! Our Dyno sheets numbers don’t lie! Speak to a Solo-Certified Advisor to learn more!

The post Green with Envy | SMSTuned F90 BMW M5 Competition appeared first on Solo Motorsports.

ZAC Motorsports Downpipes

Custom intakes

SMS- TCU Tune

SMS-CPC Tune

SMS-TUNE: 795 WTQ / 673 WTQ

Our clients are absolutely raving over our Signature TCU + CPC mod flash which removes TQ limits + helps the engine shift faster – speak to a Solo-Certified advisor to learn more

 

The post SMSTuned | Mercedes Benz E63s Sedan appeared first on Solo Motorsports.

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UNIVERSAL LUXURY S63

The Mercedes lineup is crowded with fast convertibles then there’s the AMG S63, an explosive total package that can do damn near everything. This baby is the supreme luxury droptop, and the best part is for a quarter of a million dollar price tag you get a hot- headed temperamentally aggressive V8 under the hood.

This is our first phase of tuning this car, for now we introduced a STG1-SMSTune, soon to be STG2-tuned once we’re done making a set of SMS-Fab Downpipes 🔥

STOCK: 686 WTQ / 535 WHP
STG1: 743 WTQ / 590 WHP

GAINS: +57 WTQ / +55 WHP

The post SMSTuned | Mercedes Benz STG1-SMS AMG S63 Vert appeared first on Solo Motorsports.

HELLBENZT

HELL HATH NO FURY, LIKE AN e63s with DRIFT MODE ENGAGED.

Solo Motorsports is no stranger to this particular 4.0 biturbo beast, we fondly named “Beezleub” on the count of any time a Tech smashes that start button, the cold start scares the living hell out of fellow clients (and me)

Being as scary as it appears our client gave us th nod to shove some PURE1000 Upgraded Turbos from Pure Turbos into the beast making this E63s turn into an AMG Hellbent for POWER.

If you have to ask why this AMG with a devil’s pitchfork under the hood and a thunderclap to match coming out of its exhaust pipes is so great, we will be glad to escort you back to a Boring Existence.

First off Race Start and Drift Mode exist on this car and are just a small slice of heaven this car offers. Lemme remind you: Race mode jolts that demon I mentioned to life and opens its cage. Run Race mode with traction control off and Drift Mode activated and you might as well confess your sins and kiss your family goodbye while this hellion comes for your soul

🔥👹🔥

JUST THE FACTS:

The 2018 Mercedes-AMG E63S possesses a 4.0-liter biturbo V8 engine chortling air and gasoline to make a claimed 603 HP and 627 lb-ft of torque STOCK, not to mention a ghastly-good exhaust note. The power is eventually fed to an advanced overridable all-wheel drive system which flings the sleek-looking land whale around corners and into the holeshot at any intersection. The exhaust music can be magnified with the push of a button.

After Boris got his hands on it and threw M177 Pure1000 Upgraded Turbs , some SWEET SMS-FAB Custom Sport Downpipes & BMC Preformance Air Filters this AMG was ready to go FULL STAGE 3.

STOCK: WTQ 567 / WHP 439
STG2: WTQ 754 / WHP 623
STG3: WTQ 770 / WHP 714

GAINS: +203 WTQ / +275 WH 

 

Look at that, 714whp/770wtq and holding strong with no power loss up top. the delta between the stock turbo tuned at the Pure1000’s peak power id roughly 175whp!

The post Pure Demonic Possession: STG3-SMSTuned Mercedes Benz Edition 1 AMG E63s appeared first on Solo Motorsports.

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STG2-SMSTune Results
Stock: WTQ 385 - WHP 324
STG1: WTQ 494 - WHP 410
GAINS: WTq +109 / WHP +86

The post SMSTuned German Monster Truck: Mercedes Benz G550 4×4 appeared first on Solo Motorsports.

Here at Solo Motorsports we intend on spreading the knowledge to our customers & fan base about what goes on with their cars, how things work and genuine opinions, reviews and testimonies of products in our new blog segment #schooledbysolo

When you have a performance car, a daily driver or a weekend midnight race sleeper, your stock brake system might just don’t always cut it. If you’re driving aggressively (and, let’s be honest, why wouldn’t you be, we know you’re flying down 85 goin 110, we aint snitchin’), you need something that will handle the serious power and speed your car (and foot) produces. Performance brake upgrades like a new set of pads – or even a big brake kit – will fit that bill.

Think. Step on the brakes. Is the ABS system kicking on because the wheels are locking up? Congratulations, your car simply can’t stop any faster.

Big brakes and drilled rotors WILL help with heat dissipation, and you don’t just need to worry about that on the race track, this applies to daily driving habits swell. And if you’re actually tracking your car enough to warrant different brakes, then you know enough to ignore this advice.

We’ve heard all sorts of reasons the dealership suggests not to “upgrade” brakes, especially on performance cars. “They are tested and balanced for the car, by actual engineers and upgrading WON’T HELP ” 

Recently we had the pleasure of installing a kit that saved our customer a substantial amount of Benjamins!

 

“Mercedes-Benz wanted to charge me an arm and a leg for brakes!”

Hearing that come out of one of our client’s mouth absolutely floored us.

That price is absolutely asinine and ridiculous. Mercedes must be out of their mind demanding a price for just replacing the stock front brakes.

We had to seek a quick and reasonable solution to this dilemma. This dude needed new front brakes FAST.Insisted on OEM parts ONLY. The Team sat there spitballing ideas back & fourth.

Then there was an epiphany. Light went off and BOOM. Why not a Big Brake Kit? There was a new Big Brake Kit in the back- consisting out of genuine OEM 2 piece 390mm Rotors that could fit this Merc . Eureka! Genius. Good Job.

To make these rotors fit the boys at Solo had to custom make some nifty new brackets. Forged from high strength Billet 6061 aluminum, featured below.

 

 

 

Custom Bracket, doin’ its thing; the bracket pushes the caliper out to accommodate the thicker rotors.

 

Front Big Brake Kit Advantage

 

On the left- 1pc 360mm (stock Brembos)

 

Right – 2pc 390mm 2pc (OEM upgraded Brembos)

 

 

• 

Most cars from factory are designed to be Front Skid Limited, that is, the front brakes will lock up before the rears. The reason being if you lock the front brakes, the car will continue to go in whatever direction the wheel is pointing(dun). This allows for much safer driving compared to the alternative, which is called Rear Skid Limited.

When a car is Rear Skid Limited, it means the rears will lock up before the fronts. When this happens, the car will try to spin out. Since during braking the weight transfers to the front of the car, there is less weight in the rear which causes it to try to rotate around. In some cases, you can spin around completely, which is why your front brakes have more braking force than the rear.

For the TL:DR crowd: More braking surface also gives more control, more rotational mass (Newton’s second law) means safer breaking distances.

We have just TWO sets of these particular brakes left for sale out of the 40 we originally ordered. Don’t have a Benz? Don’t worry! Give us a call and we can discuss how we can fabricate a set just for you in the time window you need it!

 

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SOLO @NORCROSS 404-910-5211

 

SOLO @JOHNS CREEK 470-910-5211

 

 

#staytuned

 

 

The post #SchooledbySolo- Stopping on a Dime with Big Brakes. appeared first on Solo Motorsports.

Mercedes-Benz AMG E63s

Der Bestrafer. Autobahn Demon. Beelezebub of luxury limos. The E63s goes by many names and just like Lucifer, has devilishly handsome power to match it’s brutishly charming demeanor. This sledgehammer of an AMG model made an appearance at our Norcross location for some serious alterations to amplify the hellfire reputation of the 4.0 V8 Biturbo engine that rests under its massive bonnet. Downpipes. Bespoke Electric cut-outs. Custom SMS tune and some beefy Michelin tires to handle all this newfound power.

709 Dynojet Hp. 616whp / 755whp

Oh my.

These unimaginable gains total out to an extra 189wtq alongside 124whp making this E63s a serious contender to anyone whom is brave enough to challange it authority on the road.

Dying to get your car Dyno’d? Curious of what your car is capable of? Call Solo Motorsports to schedule a consultation to see what we can unleash for you with a custom SMS tune!

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The post Hellfire & Brimstone: Mercedes-Benz E63s from Hell appeared first on Solo Motorsports.