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Car Audio

Are Classic Car Audio Amplifiers Better?

Classic Car Audio AmplifiersIf you’ve been in the audio industry for a while, then you’ve likely heard that old-school or classic car audio amplifiers are better than the new stuff. How someone quantifies “better” is somewhat of personal preference. They could be talking about aesthetics or the sound of the product. Whatever it is people like about classic audio equipment, buying and selling vintage audio equipment is big business. Here’s a little story a good friend told us about dealing with a pair of older amps.

A while back, a friend dropped off a pair of truly classic car audio amplifiers. We had an Orion Concept 97-3 and a Rockford Fosgate Punch 700X on the bench to check out. The plan was to see how much power the amps made, take some frequency response and distortion measurements and ensure that they would be working properly. Sadly, the Orion almost self-destructed on power-up, and the Rockford had a lot of distortion. Not what we were hoping for, or really, what we expected. So, let’s take a look at each amp, what happened and why.

Orion Concept 97-3

The Concept 97-3 was an amplifier released in 1998 as a giant middle finger to the controversy surrounding amplifiers’ ratings in SPL competition. With the proliferation of “cheater amps,” Orion chose to rate the massive Concept 97-3 at 0.5 watts per channel into a 4-ohm load at 12 volts. Their goal of forcing IASCA, USCA and dB Drag Racing to change the way amps are rated was a foregone conclusion.

Orion on the Bench

We started with the massive Orion amp. We set it up, connected it to our 160 amp power supply and turned it on. Even with no speakers or signal connected, the amp was drawing an incredible 86 amps of current. We shut it down quickly and started looking for problems. Now, we’ll make it clear: We are not a repair shop; we test and quantify the performance of products. So, the plan to fix an amp was a bit outlandish but seemed like a lot of fun!Classic Car Audio Amplifiers

After about four sessions of measuring resistances and voltages with the help of several industry veterans, we found a shorted output device and a pair of shorted driver transistors. We chose to replace all the output devices to make sure everything was fresh.

Vintage Means Old

Classic Car Audio AmplifiersWe encountered a few issues along the way. The circuit board clamps to a finned heat sink that fits inside the visible shroud. This secondary heat sink is what makes these amps so tall. The output and switching devices have thermally conductive tape on either side of them to remove heat efficiently. The first problem was that the tape had deteriorated and dried out. Surely this would affect its ability to transfer heat efficiently. Another problem was that the tape glued the devices to the heat sink and clamping bracket. When we tried to remove the bracket, several of the devices ripped apart.

The second major issue with the Orion surfaced after we finished fixing it. Once we had the amp up and running reliably, we set it up to take some power measurements. The Concept managed to make 207 watts on the left channel and 208.7 watts on the right, and 738.4 watts when bridged into a 4-ohm load. The next step was to measure frequency response and distortion. This is where things went weird. The amp was oscillating above 1 kHz. As we mentioned, we aren’t a repair shop. Sure, we could chase the signal through the amp and find the problem, but we have other projects lined up.Classic Car Audio Amplifiers

Rockford Fosgate Punch 700X

The Punch 700X is four-channel amp that was conservatively rated at 87.3 watts per channel and debuted around 2002. On the bench, the Rockford seemed to work well. No strange noises from the power supply, and the output seemed reasonable. Tested individually so as not to tax the power supply, we eked out more than 275 watts per channel into a 2-ohm load, according to our D’Amore Engineering AMM-1 in Dyno Power mode.

We decided to take a look at the frequency response of the amp, so we performed a few high-resolution sweeps using our digital interface and the Room EQ Wizard software. While not a disaster, it does roll off on the top and bottom. Referenced to the peak output at 650 Hz, the amp was down 0.8 dB at 20Hz and 1.27 dB at 20kHz. Not enough to be a problem, but measurable. For reference, most quality amps are flat within a dB from around 10Hz to more than 40kHz.
Classic Car Audio Amplifiers

The next step was to measure distortion. We recently upgraded our digital interface to ensure the measurements we take are of the device under test, and not artifacts of our hardware. The new interface measures flat from 5 Hz to 92 kHz, has a signal to noise ratio of -116dBA and a total harmonic distortion specification of less than 0.00032 percent. We always calibrate the interface before each test.

Classic Car Audio AmplifiersWe took a few distortion sweeps of the 700X, and much to our chagrin, it’s a disaster. Second order harmonic distortion at a drive level of 2V (1 watt into 4 ohms) was around 5 percent to 6 percent on all channels.

Old and Wrinkled

Classic Car Audio AmplifiersAs we were moving the amp around to change connections, we noticed a rattle. A few taps and some shaking revealed that the power supply output caps seemed loose internally. We ordered up eight new Nichicon 4700uF, 50V caps and swapped them out.

As curious as we are, we decided to pry open one of the caps for a look. As you can see, the top of the cap is swollen and it appears the electrolyte has dried up. We hooked two of the caps up to our capacitance tester for some sleuthing. Both caps have a rating of 4700uF at 50V. The first measured 2024 uF and the second cap measured 2012 uF. By comparison, the new Nichicon caps all tested around 4800 to 4900 uF. That’s 40 percent of the desired energy storage and filtering capacity. Not good news at all.Classic Car Audio Amplifiers

Once the amp was back together, we measured it again. Steady state power production and frequency response were the same. We hadn’t taken any dynamic power tests beforehand, so we had no reference against which to measure after the replacement.

Thermal Compound Deterioration

As we were taking the amplifier circuit board out of the heat sink, it quickly became apparent that the thermal compound used to help wick heat away from the power supply and output switching devices had dried up. No doubt, it wasn’t serving any beneficial purpose. We scraped it off, cleaned up the heat sink and devices, then applied new compound before we put the amp back together.Classic Car Audio Amplifiers

Let Bygones Be Bygones

So, with two truly classic amps failing, is there anything we can discern from this? We invested more than $200 in parts and supplies to repair these amps. In terms of time, well, we likely spent 20 to 25 hours testing, diagnosing and repairing. Someone who fixes amps for a living would be much faster, but you’d still be looking at several hundred dollars per amp to bring them to this point. Eliminating the remaining distortion and frequency response problems may or may not even be possible. By the way, another friend dropped off a Precision Power PC225 to check out. It blew up. Power supply switching devices went boom. Ugh.Classic Car Audio Amplifiers

The experience has highlighted that electronics truly don’t last forever. The dried-out power supply caps are the tip of the iceberg for the Rockford. Every electrolytic cap on the board should be swapped out. The Orion was filthy inside and required a thorough cleaning. Maybe dirty EQ or mono switches were responsible for the strange frequency response issues? Maybe some of the caps on this amp had dried out as well? The PPI? No idea what its problem is.Classic Car Audio Amplifiers

Classic Car Audio Amplifiers Might Be Best as Memories

If we were looking for an amp to power our mobile audio system, something old would not be on our list. Sure, maybe they sounded great when they were new, but time has taken its toll. Could they be restored? Absolutely! The circuit boards are in great shape. Is it worth it? If you have a sentimental attachment, go ahead. If you think they these old clunkers will outperform a new design, based on our hands-on experience, that’s not very likely. If you want an amp that sounds amazing, just buy a new one. Your local mobile enhancement retailer would be happy to help you choose something with outstanding sound.

This article is written and produced by the team at www.BestCarAudio.com. Reproduction or use of any kind is prohibited without the express written permission of 1sixty8 media.

Product Spotlight: KICKER SoloXS L7XS

KICKER SoloXS

Recently, the folks at KICKER have given us a reason to take a look at a product that’s designed to literally shake the industry – the KICKER SoloXS L7XS subwoofers. Designed with massive continuous power handling, extreme excursion capability and some unique service features, these monster subwoofers will move air like few others. Let’s check them out!

KICKER SoloXS Specifications

The first thing you’ll notice about the KICKER SoloXS series subwoofers is that they are part of the L7 series, which means they are square drivers. KICKER specifies that the 12-inch drivers have an effective surface area of 625 square centimeters. Typical round 12-inch subwoofers are in the 450 to 550 square centimeter range, so this is a LOT more cone area per subwoofer. More cone area means more efficiency, which is king in the game of producing as much bass as possible.

Moving on, the Solo XS drivers are available in 12- and 15-inch sizes with your choice of one- or two-ohm voice coil impedance.

With respect to general specifications, the subwoofers are rated for 1,500 to 3,000 watts continuous power. While the power-handling numbers are impressive, the Xmax specification is otherworldly at 43.1 mm (1.71 inches). Frequency response is specified as 18 to 100 Hz for the 15-inch and 20 to 100 Hz for the 12-inch.

KICKER makes it clear that these subwoofers aren’t just one-note wonders. Despite their competition-level output capability, the SoloXS drivers are designed to deliver musical bass when installed in a properly designed enclosure.

KICKER SoloXS
Rated to handle up to 3000 watts of power, the SoloXS woofers are serious about bass.

Design Features

The SoloXS subwoofers are based on eight-spoke cast-aluminum frames with extensive cooling openings beneath the spider mounting ledge. At the base of the chassis is a massive triple-stacked 705-ounce ferrite magnet assembly. The T-Yoke beneath the magnets includes eight vents directly under the voice coil to allow hot air to escape from the motor assembly. KICKER calls this Forced-Air Cooling.

Knowing that these drivers might see as much as 55 amps of current through the voice coil, the electrical connections are appropriately beefy. The spring-loaded terminals can handle 8-AWG cables, but there is also a terminal block that accepts dual 4-AWG leads. This makes daisy-chaining multiple drivers together in parallel easy.

The voice coil windings in the SoloXS subwoofers have a diameter of 3.4 inches and are made of aluminum. Aluminum weighs about one-third as much as copper, so the mass savings are significant. The drivers use an oversized Nomex dual-spider design that purportedly allows up to 5 inches of peak-to-peak cone excursion. The cones are made from 4 mm-thick fiberglass-reinforced pulp paper and feature a carbon-fiber dust cap. The surround is made from nitrile-butadiene rubber (NBR) and includes proprietary vertical ribs at the corners to ensure unobstructed excursion. There are two rows of stitching to help keep the surround firmly attached to the cone.

KICKER SoloXS
Forced-Air Cooling helps the SoloXS drivers handle thousands of watts of power.

Replaceable Cone Assembly

If you’ve attended an SPL contest, then you have likely seen a blown subwoofer or two. When competitors are trying to eke out every tenth or hundredth of a decibel of output from their systems, sometimes parts fail. KICKER knows that a blown subwoofer is a fast way to end your day. To that end, they offer recone kits for all four subwoofers. The assemblies include the cone, voice coil former, surround, spider and leads. The kits cost about 25% as much as a new subwoofer, so they are quite affordable in the grand scheme of things.

The key feature here is that no adhesives are required to perform the repair. The recone kits bolt into the basket using 16 hex-head fasteners in an aluminum ring around the top edge of the driver. There is another dozen fasteners under the spider plateau. Not having to worry about aligning the voice coil, how much glue to apply or waiting for things to set up is a massive time-saver and ensures the geometry of everything is perfect.

Lastly, the engineering team went to great lengths to ensure the users could choose either impedance of recone kits. If you want to switch from 2-ohm subwoofers to a 1-ohm impedance, just buy the appropriate part number.

KICKER SoloXS
The SoloXS recone kits can be installed in minutes thanks to hex-head fasteners.

Massive Bass for Your Ride

KICKER hasn’t left bass heads wanting for power. Their Warhorse WXA3600.1 amplifier is rated at 3600 watts of continuous power into a one-ohm load, ensuring the SoloXS subwoofers have the juice they need to perform.

If you are in the market for a subwoofer capable of serious output, then it’s time to drop into a local authorized KICKER retailer and ask about the SoloXS series of drivers. You can find a retailer near you using the locator tool on the KICKER website.

Be sure to follow our friends from Stillwater on Facebook, Instagram, and YouTube to learn about the amazing products they offer and events they attend.

This article is written and produced by the team at www.BestCarAudio.com. Reproduction or use of any kind is prohibited without the express written permission of 1sixty8 media.

Screen Replacement Technology Explained: Why OEM Integration Beats Generic Aftermarket Screens

ZZ2 DIZZPLAY screen replacement running wireless Apple CarPlay in a Mercedes-Benz dashboard

For the owner of a late-model BMW, Audi, or Mercedes-Benz, the vehicle itself rarely feels dated. The engine, the ride quality, the materials, and the engineering often hold up beautifully for a decade or more. The one component that shows its age first is almost always the same: the infotainment screen. Small displays, sluggish menus, no touchscreen, and no Apple CarPlay or Android Auto can make an otherwise exceptional car feel a generation behind. The good news is that modernizing the technology no longer means replacing the car, or even the radio.

Great Cars Held Back by a Dated Screen

Luxury vehicles built between roughly 2005 and 2018 were engineered as complete, integrated systems. Everything works together: climate controls, vehicle settings, parking sensors, factory cameras, steering-wheel controls, and the central display all speak the same language. For many owners, the only genuine frustration is connectivity. The car still drives beautifully; it just can’t mirror a phone or run a modern navigation app. These owners don’t want a new vehicle. They want modern technology in the one they already love. That single, very common desire is what created an entire category of screen-upgrade solutions.

The Traditional Fix and Why It No Longer Fits

For years, the answer to a dated head unit was simple: pull the factory radio and install an aftermarket unit in its place. In older vehicles designed around standard DIN radios, that approach still works well. Modern European vehicles, though, aren’t built that way. The screen isn’t a stand-alone radio. It’s a display woven into the car’s wider electronics. Climate control, vehicle information, parking guidance, and driver settings all route through it. Removing that hardware to force in a generic replacement means fighting the very integration that makes these cars feel premium in the first place.

Why Generic Android Screens Fall Short

ZZ2 DIZZPLAY compared with generic Android screen replacements
DIZZPLAY compared with generic Android screens across display technology, connectivity, OEM integration, operating system and warranty.

This isn’t about any one brand. It’s about the compromises that come with a universal, one-size-fits-many design. Generic Android-based screens are built to fit a wide range of vehicles, and that flexibility carries a cost. Their operating systems tend to slow down over time. Factory Bluetooth and the built-in microphone are often disabled in favor of add-on hardware, which can change how calls sound. The interface rarely matches the look of the cabin, fit and finish can be inconsistent, and installation is sometimes invasive. Display quality and long-term software support vary widely from one unit to the next. None of this makes them useless, but it does move the experience a noticeable step away from how the vehicle was designed to feel.

What OEM Screen Replacement Actually Means

There’s an approach far better suited to these vehicles, and it works on a simple principle: replace only the display, not the vehicle. This is where a product like ZZ2’s DIZZPLAY enters the conversation. Rather than removing the radio and the electronics behind it, an OEM screen replacement swaps the factory display for a larger high-definition touchscreen while leaving the rest of the car intact. The original radio remains. The factory electronics remain. The car still starts, behaves, and feels like the vehicle it was engineered to be. It simply gains a modern screen in place of the dated one.

BMW dashboard before and after a ZZ2 DIZZPLAY screen replacement
A BMW dashboard before and after a DIZZPLAY screen replacement.

Why OEM Integration Matters

ZZ2 DIZZPLAY retains factory Bluetooth, factory microphone, steering-wheel controls, OEM controller, factory cameras, vehicle settings and factory appearance
An OEM screen replacement retains factory Bluetooth, the factory microphone, steering-wheel controls, the OEM controller, factory cameras, vehicle settings and the factory appearance.

This is the heart of the difference. When the factory systems stay in place, so does everything that made the vehicle worth buying. Steering-wheel controls keep working. The factory iDrive, MMI, or COMAND controller still functions exactly as it did. Factory Bluetooth and the built-in microphone are retained, so hands-free calls sound the way the automaker intended. Vehicle settings, parking sensors, and backup cameras all continue to operate normally. And because the upgrade preserves the OEM appearance, the interior still looks factory, not modified. Integration isn’t a technical footnote; it’s the entire reason these cars feel cohesive, and preserving it is exactly what separates a true OEM screen replacement from a generic swap.

Where DIZZPLAY Fits In

Within this category, DIZZPLAY is built specifically around that integration-first philosophy for select BMW, Audi, and Mercedes-Benz models. It brings a larger HD touchscreen, 10.25 inches or more, running ZZ2’s own zOS operating system, with wireless Apple CarPlay and Android Auto, front and rear camera support with dynamic parking lines, and USB media playback. All of it works while retaining the factory controls, Bluetooth, and microphone. Installation is plug-and-play through an authorized dealer, and the system is backed by a three-year warranty. The result is modern technology delivered through a factory experience, rather than at the expense of one.

ZZ2 DIZZPLAY Linux zOS compared with Android-based screen replacements
DIZZPLAY runs a Linux-based zOS platform and is backed by a three-year warranty with live customer and tech support.
ZZ2 DIZZPLAY before and after screens in BMW, Mercedes-Benz and Audi models
DIZZPLAY solutions are available for select BMW, Mercedes-Benz and Audi models.

Modernize Without Compromise

If you’re considering modernizing your BMW, Audi, or Mercedes-Benz, the most important first step is understanding the difference between replacing your radio and upgrading your factory display. One trades away the integration that defines these vehicles; the other preserves it. Want to find out whether DIZZPLAY is available for your vehicle? Visit ZZ2’s compatibility guide or reach out to an authorized ZZ2 dealer to explore your options.

Don’t forget to follow ZZ2 on Facebook, Instagram, and YouTube to stay up to date on new product releases and installation videos.

This article is written and produced by the team at www.BestCarAudio.com. Reproduction or use of any kind is prohibited without the express written permission of 1sixty8 media.

Product Spotlight: Rockford Fosgate P3V2-69C3

Rockford Fosgate P3V2-69C3

Back in the day, most cars and trucks had 6.5-inch round speakers in the doors and 6×9 speakers in the rear. Now, to improve efficiency and bass reproduction, new vehicles often use a three-way front stage with 6x9s in the doors and midrange or coaxial speakers on the dash. The development team at Rockford Fosgate saw this trend and included a dedicated upgrade solution with their new Punch Series P3V2-69C3 speaker set. Let’s check it out!

Coaxial Component Set Features

We’d looked at several Punch Series speakers in the past, and the P3V2-69C3 set takes all the performance-improving design elements from the P1 and P2 solutions and combines them into a three-way solution for cars, trucks and SUVs.

The P3V2-69C3 set includes two 6×9 woofers, two 3.5-inch coaxial midrange drivers, passive crossover networks and OEM mounting adapters for the midrange speakers. Rockford has also included speaker wire, terminals, and even some zip ties.

In terms of specifications, the kit is rated to handle 75 watts of power continuously, with a peak of 150 watts. All drivers have a nominal impedance of 4 ohms, and the system has a sensitivity of 89 dB when powered at 1 Watt and measured at 1 meter. All specifications comply with the ANSI/CTA-2031 Loudspeaker Standard, so you can trust the numbers.

Rockford Fosgate P3V2-69C3
The Rockford Fosgate P3V2-69C3 set includes 6×9 woofers, 3.5-inch midrange speakers, and installation hardware.

Design of the Rockford Fosgate P3V2-69C3 Woofer

The set starts with the 6×9 component woofers from the P2V2-69 system. The woofers are based on an injection-molded basket made from 15% glass-fibre reinforced PA66 Nylon. The addition of glass fibre increases both tensile strength and stiffness while improving thermal stability. When combined with advanced 3D modelling and structural analysis, this results in an extremely rigid design.

The cone is made from mica-reinforced polypropylene. Just as with the glass fibre in the basket, the mica mineral improves damping and rigidity while boosting thermal stability. The result is a more rigid and stable cone. The curvilinear shape also adds additional strength to prevent cone breakups. At the base of the cone is a large-diameter, 1.25-inch vented Kapton voice coil former. The woofers use high-grade Y35 ferrite magnets to boost efficiency. The magnet cover on the woofer can be removed to shave 0.24 inches off the speaker’s overall depth, avoiding window tracks or the glass itself.

The cone is attached to the basket using a Santoprene rubber surround. Unlike foam, rubber can last for decades without fear of degradation. The surround is attached to the basket with Rockford Fosgate’s proprietary Vertical Attach Surround Technique version 2.0 geometry. The key benefit of VAST 2.0 is the increased cone area compared to conventional surround mounting. This translates to increased efficiency and better bass reproduction. A fatigue- and tear-resistant linear Nomex spider rounds out the driver’s compliance components.

Rockford Fosgate P3V2-69C3
The efficient 6×9 woofers in the P3V2-69C3 set handle bass and lower midrange frequency reproduction.

Midrange Speaker Features

The P3V2-69C3 set includes a pair of P1V2-35 coaxial 3.5-inch midrange speakers. The mids feature the same basket and woofer cone materials as the woofers. Likewise, they are optimized in diameter and depth to fit into OEM applications. Twist-Lock Factory Location Woofer Rings (FLWR) are included to simplify installation in Jeep, Tesla and Mercedes-Benz vehicles. Nevertheless, the rings can be mounted right-side-up or upside-down, depending on mounting depth and speaker grille limitations.

The tweeter assembly in the P1V2-35 set is actually a two-way design. The main 19mm tweeter uses an inverted Tetolon fabric dome to deliver smooth and detailed output. There’s also a 9mm polypropylene piezo super-tweeter integrated into the tweeter pod. This tweeter improves high-frequency directivity, so your music will sound great whether you are listening on- or off-axis.

Rockford Fosgate P3V2-69C3
The kit includes a set of P1V2-35 three-way coaxial speakers to handle midrange and high-frequency reproduction.

Passive Crossover Networks

Though often overlooked, proper frequency steering is paramount to getting great sound from your car audio system. The woofers don’t need to reproduce midrange frequencies, while the mids and tweeters shouldn’t try to produce bass information. Rockford Fosgate includes a set of their Multi-Configuration Crossover Chassis (MC3) filter networks for the woofers in the kit. There is also a set of 33 microfarad capacitors to be wired in series with the mids.

Upgrade Your Car or Truck with Rockford Fosgate Today!

A few last notes about the Rockford Fosgate P3V2-69C3 kit. Rockford Fosgate offers surface-mount grilles for the woofers and both flush- and surface-mount grilles for the mids, should you want to create a custom installation. The system is backed by a two-year warranty when purchased from an authorized retailer.

If you own a Chevrolet, Chrysler, Dodge or Toyota vehicle and are interested in dramatically improving the clarity and output capability of your audio system, drop by a local authorized Rockford Fosgate retailer and ask about the P3V2-69C3 kit. You can find a retailer using the locator tool on the website.

Don’t forget to follow Rockford Fosgate on Facebook, Instagram, and YouTube to stay up to date on the events they attend and all the cool product releases they have planned over the next few years.

This article is written and produced by the team at www.BestCarAudio.com. Reproduction or use of any kind is prohibited without the express written permission of 1sixty8 media.

Rockford Fosgate Punch Speakers Fit Many Applications

Punch Speakers

The new Punch Series speakers from Rockford Fosgate have been designed with features, performance and application solutions that are nearly unmatched in the car audio industry. From the high-quality materials and well-engineered design to the way they fit in different vehicles, these are truly high-end solutions. Let’s take a look at why Punch Series speakers likely have a solution that’s perfect for your application.

Three Series, Perfect Fitment

The new Punch Series speakers from Rockford Fosgate are divided into three sub-categories: P1, P2, and P3. The P1 drivers are all coaxial solutions that include the two-way Tru-Sight tweeter design, which helps ensure you hear the highest frequencies, no matter where or how the speaker is installed. The P1 series includes 2.5-, 3.5-, 4-, 5.25-, 6-, 6.25-, and 6.75-inch round models, along with 4×6-, 6×8-, and 6×9-inch oval models. If that doesn’t cover what you need, you must have a very unique vehicle.

Rockford Fosgate spent a great deal of time working on the chassis design for each new speaker. For example, the P1V2-65 6.5-inch driver, which is one of the most popular models, features Auto Fit Architecture. The basket mounting flange features 10 mounting-hole cutouts, making it easy for the driver to bolt up to most modern cars and trucks with no hassle. They call this the Factory Location Woofer Ring (F.L.W.R.).

Punch Speakers
The P1V2-65 is a three-way coaxial speaker that’s designed to make upgrading your car audio system easy.

Further, they have made the magnet cover easily removable. For the P2V2-65, this reduces the mounting depth from 2.5 inches to 2.26 inches. This can be the difference between having to purchase spacer rings for a typical installation.

Punch Speakers
The magnet cover on the new Punch Series woofers can be removed to save 0.24 inches of mounting depth.

Component Speaker Solutions

Moving up to the P2 series, the new Punch Series speakers adopt a convertible design. Your installer can mount the provided ¾-inch inverted dome tweeters anywhere you want in the vehicle, or affix them to the center of the provided woofer to make these a premium coaxial design. Rockford Fosgate calls this the Interchangeable Locking Mechanism (I.L.M.). They provide a tool to remove the phase plug from the center of the woofer so it can be replaced with a tweeter. The P2 series includes 6.5-, 6×8-, and 6×9-inch woofers and all the kits include the same ¾-inch Tetolon-dome tweeters.

The driver sets are also available in the speaker High Output (HO) offerings that feature 2-ohm voice coils. These are ideal if you are trying to maximize the power available from a small amplifier or a high-power source unit. In most cases, modern high-power amplifiers produce more than enough power to maximize these speakers’ performance when driving a four-ohm load.

Punch Speakers
Your installer can convert the P2 Series speakers from components to coaxials in a matter of seconds.

Three-Way Solutions for Better Sound

You may have noticed that most premium audio systems in modern cars and trucks feature a three-way front speaker system that includes woofers, midrange drivers, and tweeters. The benefit of this design is improved sound dispersion through the cabin. Further, there’s less distortion added at high output levels as the midrange driver experiences very little cone movement. Finally, the staging and imaging can be improved by mounting the midrange high in the door or in the dash. A three-way system is really the best choice if it will fit in your vehicle.

The Punch P3 Series of speakers are three-way solutions that come in four configurations. The P3V2-65 set includes a pair of 6.5-inch woofers, two 2.5-inch midrange drivers and a pair of ¾-inch tweeters. The P3V2-69 set is similar, but trades the round woofers for a set of 6×9-inch oval drivers. The midrange drivers are ideal for applications from General Motors, Jeep, Mercedes-Benz, Subaru and Toyota.

Punch Speakers
The 2.5-inch midrange in the P3V2-65 and P3V2-69 comes with a Factory Location Woofer Ring (F.L.W.R.) that simplifies installation.

The P3V2-69C2 set features the same 6×9-inch woofers and includes a set of the P1 2.5-inch coaxial speakers. Finally, the P3V2-69C3 set rounds out the solutions with 6×9-inch woofers and P1 3.5-inch coaxial drivers. These are great for modern pickup trucks, Jeep and Tesla audio system upgrades.

Stand-Alone Midrange

The P3 Series has one last trick up its sleeve. The P3V2-25 is a set of 2.5-inch midrange drivers. These are the same as those used in the P3V2-65 and P3V2-69 sets. If you have one of the P2 Series convertible component sets and want to upgrade them to a three-way solution, the P3V2-25 are ready to go. If your installer is building something custom, the flush-mount GF-25 grilles or surface-mount GS-25 mesh grilles are available to give the installation a clean, tidy appearance. Grilles are also available for 6.5- and 6×9-inch size woofers.

Punch Speakers
The P3V2-25 2.5-inch speaker set can be used to upgrade the P2 Series components to a three-way system.

Speaker Upgrades for Your Vehicle

As we said, there’s likely a Punch Series speaker designed specifically for your car or truck, delivering a huge upgrade in audio performance. From three-way coaxials to elaborate multi-driver component solutions, your local Rockford Fosgate retailer can find a solution that will let your audio system play louder and sound better. You can find a local retailer using the Dealer Locator tool on the Rockford Fosgate website.

This article is written and produced by the team at www.BestCarAudio.com. Reproduction or use of any kind is prohibited without the express written permission of 1sixty8 media.