#2019 Toyota Gt86 Turbo | Explore Tumblr posts and blogs

reviewxe102 · 3 years ago

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Monkey Auto - chuyên mua bán ô tô, xe máy cũ

Sáng ngày 29/9/2019, giới mê ô tô tại Sài Gòn được dịp "rửa mắt" với sự góp mặt của hàng loạt siêu xe và xe thể thao tại lễ khai trương Monkey Auto Garage tại Quận 2.

Lễ khai trương Monkey Auto đã thu hút đông đảo các câu lạc bộ, hội nhóm chơi xe tại TP.HCM tham gia, bao gồm: Moto Typhoon Club, Evo Team, WrapStyle, Vietnam Fullface, MotoSaigon, ... với vô số lựa chọn mô tô chất lượng cao như Suzuki B-King Turbo, Aprilia RSV4 RF, những món đồ độc nhất vô nhị tại Việt Nam, ...

Monkey Auto được thành lập với ý định tạo ra một showroom mua bán ô tô mà mọi người đều có thể tìm thấy ô tô và những chiếc moto đã qua sử dụng đáng tin cậy. Monkey Auto có địa chỉ tại 94 Cao Đức Lân, Phường An Phú, Quận 2, cũng có dịch vụ rửa xe, chăm sóc và làm đẹp xe cho khách hàng để đảm bảo tính năng và dáng xe và ngoại thất của xe luôn trong tình trạng tuyệt vời.

Nhiều tên tuổi đình đám của làng siêu xe Việt Nam đã có mặt tại lễ khai mạc, bao gồm: Audi R8 V10 Plus, McLaren 650S Spider, BMW i8, Chevrolet Corvette, ... Bên cạnh đó, một số mẫu xe cũng tham gia sự kiện từ các loại xe thể thao, xe hơi cao cấp và nhiều biến thể SUV sang trọng tuyệt vời. Ngoài ra, một vài gương mặt tên tuổi xuất hiện, trong đó có ca sĩ Hằng Bingboong và diễn viên Ngọc Lan.

Xuất hiện đầu tiên là chiếc siêu xe Đức Audi R8 V10 Plus sở hữu màu sơn đen nguyên bản bên ngoài nhưng đã được chủ nhân tùy chỉnh lại thành màu xám Nardo Grey cầu kỳ. Mẫu siêu xe của Audi được tùy chỉnh thêm với bộ mâm Vossen 5 chấu hình ngôi sao đẹp mắt và hệ thống ống xả mang thương hiệu Kline Innovation mang đến âm thanh phấn khích hơn cho người lái.

Tiếp đến là bộ đôi Subaru WRX STI màu trắng và xanh đang thu hút nhiều ánh nhìn trầm trồ của mọi người. Được biết, "trái tim" của chiếc xế hộp 4 xi-lanh của cả hai đã được chỉnh sửa với nhiều gói độ khác nhau, trong đó chiếc màu xanh sở hữu sức mạnh hơn 500 mã lực, mạnh hơn 200 mã lực so với nguyên bản.

Ngoài ra, Monkey Auto còn trưng bày nhiều mẫu mô tô đã qua sử dụng như Kawasaki Z1000 ABS 2019, Honda CB1000 và Honda CB1000 Neo Plus. Đắt nhất phải kể đến Suzuki B-King "bánh béo" có giá khoảng cả tỷ đồng và siêu môtô Aprilia RSV4 RF cực hiếm với số lượng giới hạn chỉ 500 chiếc trên toàn thế giới.

Ngoài siêu xe, còn có những mẫu xe thể thao độc nhất vô nhị khác như Mercedes-Benz C200 độ bodykit C63S, E300 AMG độ body kit E63 AMG, CLA45 AMG, BMW 3 series với phong cách M3, BMW 428i coupe, Volkswagen Scirocco GTS, Toyota GT86 và Ford Mustang.

Monkey Auto cũng phát triển dịch vụ chăm sóc và rửa xe công nghệ cao tại showroom nhằm đảm bảo khả năng vận hành và tính thẩm mỹ cho xế cưng. Không gian rửa xe rộng, cơ sở vật chất hiện đại, chuyên nghiệp, trang thiết bị hiện đại như cầu nâng 1 trụ rửa xe cao áp, tay quay 360 độ và nhiều vật dụng khác. Khi đến với Monkey Auto, showroom cam kết mang đến cho người tiêu dùng những dịch vụ tuyệt vời nhất và một trải nghiệm đáng nhớ.

>>> Peugeot 5008 2021 có gì mới?

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miguelitov8 · 5 years ago

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Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4

<span class="hidden">–</span>Divulgação/Toyota

Eu conheço alguns baixinhos e, de forma geral, eles são estranhos. Principalmente porque eles têm na cabeça que as pessoas altas passam o dia inteiro pensando em jeitos novos de tornar a vida deles um pouco menos agradável.

Em eventos sociais em que os convidados ficam de pé, os baixinhos se sentem perdidos e abandonados em uma floresta de mamilos e pelos peitorais. Eles se sentem excluídos das conversas e acham que os demais fazem isso de propósito.

No cinema, acham que as pessoas altas procuram por toda a sala pelos baixinhos, e então sentam na frente deles de propósito. E nos bares, imaginam que os barmen são treinados para servir os altos primeiro.

Nada disso é verdade. Eu sou alto e, quando olho ao redor em uma sala, todo mundo é, de forma geral, da mesma altura. Tom Cruise e Gerard Butler. Richard Hammond e James May. Elle Macpherson e Kylie Minogue. Eles estão todos “em algum lugar lá embaixo”.

Na verdade, acho que o mundo está tornando a vida dos tampinhas cada vez mais fácil. Lojas de roupas, por exemplo. Todo casaco é feito para vestir bem um brinquedo e cada calça para o irmão mais baixo de um jóquei.

Em um avião, nós somos forçados a pagar milhares de libras para assentos de classe executiva, porque se sentarmos junto com a plebe rude da classe econômica, o suprimento de sangue para nossas pernas é cortado e acabamos com gangrena.

E tem também as casas. Você, com suas medidas de boneco Ken, pode morar em qualquer lugar. E isso me leva aos carros.

Quando pequeno, meu sonho era dirigir um Ford GT40. E quando, por uma série de eventos milagrosos, chegou o dia em que eu poderia fazer isso, descobri que seria impossível, porque eu não cabia atrás do volante.

Houve um tempo em que o Paul Stewart construiu um carro de Fórmula 1 que podia acomodar um piloto de tamanho normal. E me ofereceram para pilotá-lo.

Então disparei para Silverstone e escorreguei para dentro do cockpit, tocando os pedais com meus dedos e me sentindo confortável.

Daí veio alguém da segurança, com uma tábua. Ele colocou uma ponta dela em cima do santantônio e a outra sobre o pneu dianteiro e calculou que minha cabeça passava da linha imaginária que tinha sido desenhada.

Sendo assim, eu saí do carro e voltei para Londres desolado.

Desde então, eu tive alguns problemas em uns poucos supercarros. Mas, de forma geral, o interior dos carros atuais é desenhado para acomodar todo tipo de pessoa: de jogadores de basquete a tampinhas.

Em um Mercedes moderno, eu nem preciso colocar o banco todo para trás para ficar confortável.

E, então, na semana passada, chegou o novo Toyota GR Supra. Eu estava ansioso por dirigi-lo, porque ele é exatamente o tipo de carro de que eu gosto.

Motor central. Dois bancos no meio. E a tração na traseira. Tudo montado por robôs japoneses, para que nada dê errado, nunca.

Mas logo apareceu um problema. Eles podem ter feito o teto em formato de “bolha dupla”, para dar aos mais altos espaço suficiente para a cabeça, e eu os agradeço por isso.

Mas as portas simplesmente não são altas o suficiente para permitir que pessoas de maior estatura entrem no carro. Não com dignidade.

Eu tive de adotar todo tipo de posição de ioga horrível para subir a bordo. E, então, fiquei realmente com medo de não conseguir sair dali.

Talvez eu tivesse de bater de leve numa árvore, para que os bombeiros cortassem o teto e eu pudesse sair desse jeito. Mas, por enquanto, eu estava dentro e o motor estava ligado, então fui dar uma volta.

O Supra é todo BMW: motor, câmbio e a maior parte do painelDivulgação/Toyota

Bom, o velho Supra era descaradamente voltado ao mercado norte-americano. Era grande e preguiçoso e sua dirigibilidade era a de alguém indo para casa após uma noite de bebedeira. Eu bem que gostava dele.

Mas este foi feito visando desavergonhadamente o mercado europeu e as estradas tortuosas que todos usam a caminho do trabalho. Entre-eixos curto, chassi largo, motor BMW. É. BMW.

Porque não há atualmente tantas pessoas assim que vão para o trabalho cruzando estradinhas dos Alpes. E não há tantas pessoas assim que querem comprar um esportivo pequeno, leve e ágil.

Então, se os fabricantes quiserem projetar e construir um carro – e todos querem, porque projetar e construir caixotes híbridos não é o que faz as pessoas levantar da cama pela manhã –, faz sentido financeiramente fazer parcerias e dividir os custos.

Foi isso que BMW e Toyota fizeram e, pela metade do custo, acabaram com um Supra e um novo Z4. Que são, conforme me disseram, totalmente diferentes. Tá certo…

Eu posso dizer que o novo Supra usa um motor seis-em-linha BMW e uma transmissão BMW, e, quando você senta nele, vai notar que a alavanca de câmbio e a maior parte do painel também são BMW.

Eu não me importo com isso. O que eu me importo é que a coisa não funciona. O carro não é inexpressivo, mas também não é empolgante.

É, digamos, “médio”, e eu estava esperando algo mais picante. E talvez algo mais emocionante acusticamente do que o barulho dos pneus.

Eu gostei da velocidade e da dirigibilidade. Ele é um carro másculo e honesto, que faz um entusiasta da velocidade babar ligeiramente, mas tudo isso é entregue como se a mente do carro estivesse em outro lugar.

Talvez ele esteja pensando qual é seu objetivo, quando as pessoas podem comprar um Toyota GT86 – que oferece basicamente a mesma coisa – por 25.000 libras (R$ 137.000) a menos. Ou um BMW Z4 conversível, que é muito mais bonito.

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Então meu test-drive acabou e fiz meu contorcionismo, empurrando meus pés para o canto esquerdo do assoalho e meus joelhos para o canto superior direito, de forma que eu conseguisse tirar minha cabeça primeiro.

E quando finalmente fiquei de pé, não podia deixar de pensar… A cada ano, em todos os países (exceto nos EUA), o ser humano médio fica mais alto e mais inteligente.

O que significa que o Supra foi projetado especificamente para pessoas que são mais baixas do que a média – e isso quer dizer pessoas que não são lá tão inteligentes.

Clarksômetro – Toyota GR Supra 3.0 Pro

Motor: diant., 6 cil. em linha, turbo, 2.988 cm3, 24V, 340 cv a 5.000 rpm; 51 mkgf a 1.600 rpm

Câmbio: automático, 8 marchas, tração traseira

Peso: 1.495 kg

Desempenho: 0 a 100 km/h em 4,3 s; veloc. máx., 250 km/h

Aceleração: 0 – 100 km/h: 4,5 s

Velocidade máxima: 274 km/h

Consumo/Emissões de CO2: 9,78 km/l / 270 g/km

Peso: 2.160 kg

Preço no Reino Unido: 54.000 libras (R$ 295.000)

Avaliação do Jeremy: 3 estrelas

Jeremy Clarkson

É jornalista, apresentador do programa The Grand Tour e celebridade amada pelos fãs e odiada por algumas marcas.

Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4 publicado primeiro em https://quatrorodas.abril.com.br/ Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4 publicado primeiro em https://carangoslegais.com.br/ Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4 publicado primeiro em https://carangoslegais.com.br/ Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4 publicado primeiro em https://carangoslegais.com.br/ Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4 publicado primeiro em https://carangoslegais.com.br/ Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4 publicado primeiro em https://carangoslegais.com.br/ Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4 publicado primeiro em https://carangoslegais.com.br/

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ridingirlsblog · 5 years ago

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Girl of the Week: September 16th-22nd 2019 - Lauren & Subaru BRZ

Subaru is known for its rugged, all-wheel-drive cars, designed to last and not for flash. This normally practical exterior was completely shattered in 2012 with the introduction of the Subaru BRZ (Boxer engine, Rear-wheel drive, and Z standing for the zenith). With a sexy silhouette that is anything but typical for the Japanese company, the BRZ has helped the brand change its perception across the globe. Since the BRZ was first introduced, critics everywhere fell in love. The sleekly designed Subaru bucks many of the brand’s traditions, while establishing itself as a performance model with a terrific value. This mixture of a practical price but sexy exterior has made the BRZ a popular choice in the sports car segment and even persuaded American stunning bike model and umbrella girl Lauren to get off the bikes for once and get in this fabolous car for her first 4 wheels photoshoot. After all, the comfortable ride, capable handling, and impressive, roomy interior makes Subaru BRZ the best choice for everyone ... even in high heels! When it was introduced in 2013, the Subaru BRZ was like a cool, refreshing drink of water in an arid wasteland. At the time, there were few sporting vehicles that weighed less than 3,000 pounds and drove their rear wheels. The BRZ's compact size, sharp dynamics and low price of entry were a revelation. Being the result of collaboration between Subaru and Toyota to make a fun-to-drive and inexpensive sports car Subaru BRZ is the other half of the now iconic joint venture that resulted in Toyota launching the widely popular GT86. Like its GT86 sister, the front-engined, rear-wheel drive 2+2 BRZ is powered by a 197bhp 2.0-litre flat four. It’s an engine that needs working hard if you want to make swift progress, but the BRZ is more about handling than straight-line speed. With its classical layout, it’s tremendously engaging to drive on twisty roads, and a rewarding machine on track. Handling is a big part of what the BRZ is about. The rear-wheel drive configuration is music to driving purists’ ears, while the low centre of gravity means this is a car that simply loves corners. The steering is excellent, the driving position is brilliant, and the clever electronic stability and traction control systems ensure you can have fun with fewer associated risks. All of this means you can expect a much purer and uncorrupted driving experience compared with a front-wheel drive hot hatchback. Unlike many modern performance cars the Subaru BRZ uses a naturally aspirated engine. That means the 2.0-litre four-cylinder petrol unit makes just 200hp, while rival turbocharged cars extract nearly 50% more power from the same-sized motor. The advantage, however, is a more linear spread of power over a wider rev range – you need to reach 7,000 rpm for peak punch – rather than the laggy bottom and breathless top end associated with a turbo engine. Consequently the BRZ’s power is very predictable and easy to manage; the throttle response is sharp so when you want a quick burst of power, the Subaru delivers immediately. We’d have liked a more exciting engine note though. As a result, while the BRZ’s motor is a very effective tool it’s not something you’ll enjoy on an emotional level. Although a sports car, the BRZ isn’t what you’d call uncomfortable. Its sports seats are very supportive without being hard, and long journeys pose no real problem. The ride is cossetting thanks to 17-inch wheels with relatively fat tyres, so there’s not much of the choppiness associated with other focused sports cars. We could all learn something from the 2019 Subaru BRZ. The low-slung coupe starts with the right proportions and doesn’t add bloat or unnecessary weight. It’s better than average inside and out by our eyes. The BRZ isn’t coy about stealing inspiration from sports cars of the past. It adds modern touches like LED lights and sharp sculpting that cars from yesteryear couldn’t, but the Subie keeps the same elegant roofline and flared fenders like a greatest hits compilation. The inside is simple and smart, without much clutter. Its design is a subtle hat-tip to industrial design—nuts and bolts on the climate controls and simple switchgear underneath. The touchscreen planted in the center of the dash is welcome, without being too much of a distraction. The BRZ is hardly a straight-line champ. It saunters up to 60 mph more slowly than nearly all of its rivals, but that’s missing the point anyhow. The flat cylinder arrangement in the BRZ gives it a low center of mass that keeps the coupe uncommonly level around corners. Quick steering doubles up on the immediacy around the bends; the BRZ is a blast when the roads just can’t stay straight. We like that. Coils over struts in the front and a double wishbone in back prioritize weight over the front wheels. Nail the throttle and the BRZ’s weight gingerly slides toward the rear, where its tail can step out in predictable—but not very powerful—slides over and over, again. A Torsen limited-slip differential helps the BRZ mind its manners, even when we don’t. Comfort takes a backseat to performance in the 2019 Subaru BRZ. That’s assuming anyone can get back there, too. The front seats are exactly what you’d want in a low-slung sports car. Points there. But we ding the BRZ for rear seats that aren’t just vestigial, they’re also practically painted on. A scant 6.9 cubic feet of trunk space isn’t ideal either—we suggest doubling up and using the back seat as an extension of the cargo capacity. Bad knees and bad backs may not appreciate the seating position and low entry of the 2019 BRZ, but we suspect achy joints turned their backs on the sports coupe long before now. Miles for smiles, the investment in premium fuel for the 2019 Subaru BRZ is worth the money. Among small coupes, the BRZ is mid pack. The Mazda MX-5 Miata rates at 29 mpg combined, but turbo-4 versions of the Chevy Camaro and Ford Mustang do worse. If the BRZ looks like a small, boring two-seater commuter car to you, there are more efficient options out there. It takes a lot to consider the BRZ to be boring, however, especially if Lauren shows up driving this beauty. #cargirl #fastcars #cargirls #carporn #RidinGirlsBlog #drivergirl #femaleriders #sexycar #toyota #subarubrz #BRZ #luxurycars #carchick #suvlady #suv #speed #roadracing #ridingsexy #carracing #truckgirl #sportcar #girlswhoride #richgirls #mercedesclass #riderich #subarugirl #subarubrzpremium #brzpremium #toyotagt86 #scion #frs #subarugirls #coupe #sportcar

Visualizza questo post su Instagram Even if you break a bone, you still go to Supercross. Un post condiviso da l △ u r e n (@laurennalexandria) in data: 26 Feb 2017 alle ore 8:48 PST Read the full article

#BRZ #carchick #cargirl #cargirls #classygirldrivingfastcar #fashioncargirl #hotgirldriving #instagram #sexygirldriving #sportcar #Subaru #SubaruBRZ #SubaruBRZPremium #Subarugirl #suvgirl #Toyota #ToyotaGT86

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savetopnow · 7 years ago

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2018-03-19 17 CAR now

CAR

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autoring · 5 years ago

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Na pátou generaci legendárního kupé Toyota Supra jsme čekali hodně dlouho, ale přibližně před rokem jsme se konečně dočkali. Jde o společný výtvor BMW a Toyoty, přičemž každá z automobilek do svého modelu vložila „to své“. A to se nám potvrdilo v rámci klasického redakčního testu.

Rukopis BMW je znát

Spousta lidí Toyotu kritizuje, že se při vývoji nové generace Toyoty GR Supra, jak se auto oficiálně jmenuje, spolehla na pomoc BMW. Jenže i díky tomu právě pátá generace vůbec mohla vzniknout. Supra sdílí techniku s roadsterem BMW Z4, ale nakonec jde o úplně odlišné auto.

Zvenku byste podobnost Supry a Z4 hledali marně, ale uvnitř už je to docela jinak. Na první, druhý, ale i třetí pohled si totiž všimnete mnoha detailů z BMW. Je to například displej na vrchu palubní desky, ovládání klimatizace a topení, ovládání světlometů, tlačítka u voliče převodovky, ale i volant (pocházejí z levnějších BMW). Z Mnichova pochází i kompletní infotainment, což ale nakonec nevadí, protože zrovna iDrive funguje skvěle. Podobností je ještě mnohem víc, zmínit chci ale ještě klíč. Ten je totiž z nějakého levnějšího plastu, než který používá BMW.

Vzhledem k tomu, že BMW dodalo i motor, pokud jste někdy v poslední době v šestiválcovém bavoráku jeli, jeho zvuk poznáte. Ačkoliv si ho Toyota sama naladila, ten typický zvuk bavoráku je z něj znát. Je to špatně? Nemyslím si, protože to vůbec nezní špatně! Klidně bych si ale dokázal představit, že by mohl být ve sportovnějším režimu výfuk hlučnější. Do interiéru se totiž dostává falešný zvuk skrze reproduktory, nikoliv z koncovek výfuku.

Test BMW Z4 M40i (2019)

Mnohem sportovnější

Toyota GR Supra vypadá jako sporťák a také tak jezdí. Ve srovnání s předchozí generací, proslavenou z filmů Rychle a Zběsile, je nastavena zcela odlišně. Zatímco čtvrtá generace byla spíše pohodlným gétéčkem, ta pátá je i plnohodnotné sportovní auto. Navíc speciálně v červené barvě testovaného modelu působila rozruch kdekoliv se objevila. Mimochodem, pokud se vám Supra nelíbí na fotkách, prohlédněte si ji naživo. Je to rozdíl. Zároveň ale zjistíte, že otvory, nádechy i výdechy jsou v drtivé většině falešné a jen na oko. Škoda.

Stačí se ale rozjet a je to zapomenuto. Už od prvních metrů je poznat, že Supra je jiná než BMW Z4. Je tužší (což je dáno hlavně karoserií kupé, ale i výztuhami mezi zadními tlumiči apod.) i ostřejší. A to v obou jízdních režimech (normálním i sportovním). Líbí se mi, že po přepnutí do sportovního režimu se automaticky vypíná systém start/stop. Zcela deaktivovat lze i stabilizační systém. Po stisku tlačítka se stabilizace – stejně jako u BMW – přepíná do „sportovního režimu“, delším podržením tlačítka se pak úplně vypíná.

A potom si můžete se Suprou užít opravdu hodně zábavy. Díky krátkému rozvoru je auto o něco nervóznější na zadku, ale stačí prvních několik desítek nebo stovek metrů a na její chování si zvyknete. Auto s sebou na nerovnostech šije, ale je neustále přilepené k silnici, kola se drží asfaltu za každých okolností a jakákoliv vaše akce se ihned projevuje do reakce. Ve volantu sice není tolik citu, ale reakce přední nápravy na jeho pohyby jsou bleskové.

Stejně tak reaguje i řadový šestiválec na pohyby plynovým pedálem. Motor si každá z automobilek finálně dolaďovala sama a je to znát. V BMW Z4 M40i je motor jemnější, není tak ostrý, zatímco v Toyotě reaguje ve sportovním režimu ihned.

Zadní nápravě s přenosem výkonu pomáhá sériově dodávaný diferenciál s elektronicky řízenou svorností, díky němuž si lze se zadní nápravou při jízdě krásně hrát. Kvůli krátkému rozvoru je sice auto neklidnější, ale jezdit s ním smykem není nejmenší problém. Přeci jen přeplňovaný šestiválec pod kapotou má velmi slušný výkon. Bavorácký třílitr nabídne 250 kW/340 koní a 500 Nm, což umožňuje zrychlit z 0 na 100 km/h za 4,3 sekundy.

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A rychlost Supře opravdu nechybí. Kromě té absolutní v přímce potěší i tou v zatáčkách. Sedíte skoro na zadních kolech, v zadku cítíte krátký rozvor, ale i to, co dělají kola a díky tomu se do zatáček nebudete bát vjet rychle. Supra poslouchá to, co jí prostřednictvím pedálů i volantu říkáte a ochotně na to reaguje. Je divočejší, chce od vás pevnou ruku, ale pokud jí ukážete, že pánem jste tu vy, zkrotne. To platí pro ostrou jízdu ve sportovním režimu.

Na každý den?

Toyota GR Supra roli sportovního auta zvládá velmi dobře, ale co když jí budete chtít používat na každodenní ježdění? Normální jízdní režim auto změkčí – od podvozku, přes motor až po řízení a řazení. A překvapivě až tak, že jezdit s ním každý den do práce nebude nejmenší problém.

Je to obrovský rozdíl od drsných BMW M, která jsou tuhá za všech okolností, ale nakonec je to rozdíl i od modelů BMW M Performance. A když nad tím tak přemýšlím, tak Toyota GR Supra je díky adaptivním tlumičům pohodlnější než menší Toyota GT86. A když už jsem narazil na GT86, tak je zajímavé, že Supra má ještě nižší těžiště a navíc ideální vyvážení hmotnosti mezi nápravami v poměru 50:50.

Nakonec tak největším nedostatkem auta bude nevelká, 52litrová palivová nádrž. První tankování proběhlo už po dvou stovkách ujetých kilometrů – nutno ale dodat, že to byly opravdu hodně rychlé kilometry. V běžném cestovním tempu si motor řekne přibližně o 8 litrů paliva na 100 kilometrů. Navíc stačí obyčejný Natural 95.

Je tu ale pár věcí, které by mi při denním ježdění vadily. Tou první je určitá bezpečnost ve městě, protože díky tvaru karoserie, nízkému posedu a širokým zadním sloupkům střechy není šikmo vzad vůbec vidět. Je potřeba se opravdu hodně vyklánět, abyste nepřehlédli nějaké auto. A tím druhým je fakt, že když stáhnete okno, tak se v autě díky aerodynamickým turbulencím nedá jezdit, připomíná to hluk, který přijde, pokud v nějaké autě stáhnete zadní okna.

Závěr a cena

Toyota GR Supra v páté generaci potěšila sportovními schopnostmi, protože na silnici je rychlá, ale i zábavná. Používat se ale dá i při běžném dojíždění do kanceláře nebo za koníčky. Díky dvěma jízdním režimům se totiž oběma situacím dokáže dobře přizpůsobit. Počítejte ale s tím, že budete všude středem pozornosti.

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Zajímá vás, co tenhle dobře namíchaný koktejl stojí? Není to úplně lidovka. Za testovaný šestiválec dáte 1,8 milionu korun. Toyota ale už před časem představila slabší dvoulitrové provedení, které stojí „jen“ jeden a čtvrt milionu.

Technické údaje: Typ vozu: Nový Značka: Toyota Typ: GR Supra Motor: řadový šestiválec Objem válců: 2998 ccm Plnění motoru: turbodmychadlo Palivo: benzin Pohon: zadních kol Výkon: 250 kW/340 koní při 5000 – 6500 ot./min Točivý moment: 500 Nm při 1600 – 4500 ot./min Zrychlení 0–100 km/h: 4.3 s Maximální rychlost: 250 km/h Převodovka: automatická osmistupňová Spotřeba paliva (l/100 km): 7.5 Emise CO2: 170 g/km Objem nádrže: 52 litrů Délka: 4379 mm Šířka: 1854 mm Výška: 1292 mm Rozvor: 2470 mm Provozní hmotnost: 1570 kg Objem zavazadlového prostoru: 290 litrů Ceník: ke stažení zde

Příspěvek Test Toyota GR Supra Executive 3.0 Twin Scroll Turbo (2020) pochází z auto-mania.cz

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robertkstone · 6 years ago

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2020 Toyota Supra Prototype Review: The Legendary Nameplate Returns

At the press briefing for the 2020 Toyota Supra preproduction drive, one of the car’s assistant chief engineers, Masayuki Kai, wondered aloud if any of the gathered journalists had driven its blood-brother 2019 BMW Z4. I raised my hand and looked around the room to find mine was the only one in the air. Suddenly, the Q&A and all eyes shifted. “What is it like?” Kai-san asked. “Different,” I replied. “Different, how?” he and his assembled team wanted to know. I was equally shocked that nobody on the Supra squad had driven the Z4, nor had any of BMW’s team driven the future Toyota. Despite the international nature of the joint project, it turns out strict German anti-trust laws forbid it—especially in light of the recent, highly publicized “Dieselgate” case. The forthcoming coupe-only two-seat Supra and the convertible-only two-seat Z4 production cars share the same hard points, wheelbase, track width, engine, transmission, differential, tires, etc. As we learned, however, the cars were developed separately and have completely different software, systems calibrations, and tuning. Now it makes perfect sense that the two would drive so differently. They really are automotive twins separated at birth. Before we get to that, though, let’s take a quick detour on the poetically circular synchronicity of Kai-san.

See the Toyota Supra NASCAR racer here.

Ohayo Gozai-tag

German diplomat and philologist Wilhelm von Humboldt once wrote, “How a person masters his fate is more important than what his fate is.” What does a 19th century German philosopher have to do with a 21st century Japanese automotive engineer, you ask? Kai-san’s parents were concert musicians who lived and performed in Germany, where Kai was born. He lived there for 10 years and so speaks German natively. His family moved back to Japan, where Kai would enter university and later earn his master’s degree in mechanical engineering. While working at Toyota, he would be given the opportunity to work for Toyota Gazoo Racing, where one of his projects was to find a solution to cool the battery pack of the Toyota hybrid World Endurance Championship (WEC) race car—yes, that eventual 2018 Le Mans–winning race car. Soon thereafter, Kai joined the Supra team and moved his family to Munich, where they have lived for the past five years. So you see, Masayuki Kai is singularly equipped to accomplish the requisite synergy and translation between BMW and Toyota. The serendipity of Kai’s fate is fascinating, to say the least. Oh, and his benchmark, standout car in terms of dynamics is the first-gen 986 Boxster. He loves how stable and adjustable it is in corners. This all bodes well for the Supra.

A90 + B58 = ???

The internal name for the 2020 Supra is A90, succeeding the previous A80 Supra that ended production in 2002, but which we last enjoyed stateside in 1998 with its twin-turbo I-6 making 320 horsepower. As all Supras have had (A40 to A80, and even the 2000 GT spiritual predecessor), the newest version is powered by an inline-six. In fact, the engine is BMW’s B58 3.0-liter twin-scroll single turbo that powers a handful of cars and SUVs. As generous as our Toyota hosts were, they would not share with us any specifications—at all. Not engine output, fuel consumption, dimensions, or pricing. Nada. As it happens, we do know much about the new BMW convertible, and the B58 engine in the Z4 M40i is rated at 382 hp and 369 lb-ft of torque in U.S. spec. Rumor has it that Toyota wasn’t given the “up, up, down, down, left, right, left, right, B, A” code to access full power. It won’t say what the final output will be other than “at least 300 horsepower.” We’ll know in December when the non-camo-clad Supra drive happens. But sadly, the Supras we drove in the hills outside Madrid and on the Jarama racing circuit didn’t feel as aggressively quick as the Z4 did. As with the BMW in Euro-spec, the B58 in the German-market Supra we drove is downrated due to an exhaust particulate filter. In the Z4, the filter chokes a significant 47 hp to result in a mere 335 hp. Perhaps that’s the difference I felt.

As with the Z4, there will not be a manual transmission with this engine (wait, what?), but the ubiquitous ZF eight-speed automatic leads to an electronically controlled clutch-pack differential. Both tuned/mapped by Toyota. The differential is two-way, meaning it’s adjustable on both the traction and drag sides and is steplessly variable from 0 to 100 percent. There’s a launch-control system, and Toyota says that Supra will run 0–60 mph in “less than 5 seconds.” We say that’s conservative and will go out on a limb and predict 4.5 seconds.

Chassis

According to Toyota, the three keys to making a pure sports car are the right combination of wheelbase, track width, and center of gravity. Although we’ve never heard it applied to cars, Toyota is very proud that the Supra’s wheelbase-to-track-width relationship comes tantalizingly close to the golden ratio (1.62). In the Supra it computes to a 1.54 ratio. Our last two Best Driver’s Car winners (Lamborghini Huracan Performante and Ferrari 488 GTB) were closer still, with a 1.59 relationship. There might be something to this. When it comes to the Supra’s center of gravity, Toyota is equally proud to point out that it’s lower than that of the Toyota GT86. That’s impressive since that car has a low-pro flat-four Subaru engine, not a tall I-6. The front strut, rear multilink suspension’s spring rates, adjustable multimode adaptive shocks, anti-roll bars, bump stops, and single-ratio electric-assist power steering were all tailored by Toyota for the Supra. We’re told these elements are still open for final calibration—and the stories they will read from the international press corps will help steer them. There are Normal, Sport, Sport Plus, and full-off modes that affect stability control, throttle tip-in, exhaust tone, gear changes, suspension damping, and steering weight. Finally, we were told the car would be “under 1,500 kilograms” (3,307 pounds) and Toyota is aiming for 50/50 weight distribution.

Track Time

As luck would have it, I was in group one at the press drive, which meant my first taste of the new Supra would be on the undulating 2.4-mile, 13-turn Jarama circuit. With a half-mile front straight and corners with names like Nuvolari, Fangio, and Ascari, it’s a tricky track. The last Formula 1 race was held there in 1981 because the runoff is negligible. OK, let’s do this. We had brave pro drivers riding shotgun to help point us to the racing line and the correct side of the track over the blind brow. The first impression was how smoothly and quietly the Supra accelerated and shifted, even in Sport mode. We’re told the U.S.-spec car will sound a bit more gnarly. Acceleration is linear without an iota of turbo lag, and this is accentuated by the buttery up- and downshifts. In Sport mode, the Z4 M40i is quicker, sharper and sportier in these respects, but that’s by design. Both cars are tuned for an effect, and the Supra simply feels more fluid, and in a good way. The first laps, I was feeling my way around and listening to the instructions. On the first flier down the straight (second lap) I pressed the brake pedal, then pressed it further, and further, and my instructor started to say, “More brakes, more brakes” with a hairpin approaching. “Wow, that’s a long pedal and not much feel or bite,” I announce. “Is this a brake-by-wire system?” I ask. He didn’t know, but the four-pot Brembo calipers with large-diameter vented steel discs aren’t the problem. Later in the pits, I learned these are pure hydraulic brakes with stock pads and DOT 4 fluid. Hmm. In the next session, I tried a different car with the same results. I’ll venture it’s the booster tuning. I’d prefer less travel and more bite sooner in the pedal stroke—like the Z4 has.

As confidence and speed increased, I probed the grip in the corners. There’s plenty available from the Michelin Pilot Super Sport tires (255/35R19 front, 275/35R19 100Y rear, same as the Z4). The turn-in characteristics are excellent, obedient, and confident. About midway ’round a slow corner, however, I find I’m dialing in more and more steering without the front tires making a noise. I didn’t overcook it, and it’s understeer, for sure—but it’s mild, not terminal. If the steering ratio were variable, not by vehicle speed, but by steering input (quicker ratio as you turn the wheel), it could address or mask the problem. That’s likely off the table since the rack must be a done deal. Perhaps looking into the front anti-roll bar diameter or spring rates, or using the differential to drag the inside wheel are still possible before final sign-off. The way the Supra exits corners is perfect. The e-diff puts power down without a fuss, and as the steering unwinds there’s an adjustable amount of slide if you want it. All things considered, there are still ways to make the Supra a better track car, but that’s not necessarily what it was engineered for.

Into the Hills

Fully 90 percent of the Supra’s development was done on public roads—hence the plethora of spy photos. It’s also the reason the car really shined on the hills outside of Madrid. Since we were again required to have a handler in the car with us, a second chase car, a GT86, was piloted solo by the second journalist until our scheduled driver swaps. After the mixed results on the track, I wasn’t ready for how well the very same cars felt on the road. That long brake pedal I experienced on the track wasn’t as big a concern in the real world. There was still mild understeer and a need to dial in a bunch of steering for tighter corners, but even at double the posted speed limits, the corners were confidently within the Supra’s ability. What’s more is that as good as the GT86 inherently is, it didn’t have a chance against the Supra. At one point, I was sandwiched between two 86s: a skilled driver ahead and a less skilled driver in tow. I could see the driver in front driving the tires off of his car, and I was just waiting, looking for a place to pass. It wasn’t just a horsepower advantage, either. The Supra had what felt like double the grip and half the body roll. I didn’t pass because if I had, I’d lose my swap partner following us.

The next revelation was how utterly quiet the Supra was on the highway. With nearly zero wind noise and barely registered tire noise, the only surfaces that upset it were exceptionally open or coarse pavement. Also, the dampers in Normal mode wiped away almost every surface irregularity. The difference between Normal and Sport modes is palpable, as it should be. This is an excellent road car.

Shrouded From View

I wish I could tell you how the interior looks, but it remained covered the entire day in black felt with flaps for critical switches. Toyota popped the rear hatch only briefly, but I saw that the largely flat cargo area connects to the rest of the cabin by an open pass-through a la Corvette, which makes the quiet ride even more remarkable. The seats were leather and well bolstered. The Supra has the same steering wheel as the Z4, and the buttons and switches I did see were the exact same as those in the Z4—all of them. What is different is the instrument panel, which isn’t standard-issue analog BMW. It’s more of a digital affair. We’re told that despite using the same iDrive-based infotainment system and display as the Z4, the graphics will be unique to the Supra. Along with the EPS fine tuning, we were told this HMI is one of the last things Toyota is still sorting out.

Final Thoughts

Even at this late stage in the car’s development, there’s still time to tune out the mid-corner understeer and brake pedal malady before the Supra goes on sale in mid-2019. Once Toyota address these slight conditions, the Supra will be ready to shame a Nissan 370Z and go toe to toe with a Porsche 718 Cayman, or heck, even the BMW Z4. Wouldn’t that be a great Head2Head for Jethro and Jonny? Whether or not the lack of power I felt, compared to the Z4, is negotiable with BMW remains a buzz-worthy rumor in the industry. Time will tell. With a ballpark price of about $60,000, the Supra will be an aspirational sports car, and as such, it had better defend that territory with legitimate performance. Oh, I nearly forgot to mention that Toyota fully tested the Supra’s ability to do donuts and drifts during its development from PerformanceJunk WP Feed 3 https://ift.tt/2I8SJd1 via IFTTT

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sharkparkk · 6 years ago

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2019 Subaru BRZ Turbo

New Post has been published on https://thedrivez.com/2019-subaru-brz-turbo/

2019 Subaru BRZ Turbo

It has actually been officially verified that the second generation of Subaru BRZ is going to strike the market as a 2019 model. However, the fans have actually been actually waiting for its turbocharged variation based upon the STI concept revealed at the 2015 New York Auto Show. Presently, these are just reports, but if the BRZ Turbo actually strikes the marketplace, it will leave you breathless.

2019 Subaru BRZ Turbo Exterior

The 2019 Subaru BRZ Turbo will absolutely look more aggressive and more costly. In truth, you will believe that it is a greater trim level of the current model. That suggests that the exterior features will not bring anything advanced, but some of the major changes and improvements will absolutely take place. This sports coupe has actually primarily existed can be found in blue exterior color. The front fascia shows a revamped grille and bumper with red information and a splitter. There is a bigger air consumption, too. The headlights will also be changed and utilize the most recent LED technology. The entire vehicle appears larger, which will only enhance its stability and maneuvering. The new BRZ Turbo will get 18-inch wheels that will be wrapped in Michelin Pilot Sport 4 tires. Mentioning its profile, you will also notice new side skirts and mirror caps with black finish. In the rear part, this model will use its well-known but bigger rear spoiler made of carbon fiber. This will offer the new BRZ even sportier and more race-inspired look.

2019 Subaru BRZ Turbo Interior

The interior of the 2019 Subaru BRZ Turbo should likewise follow the next-generation style of such high-performance cars. It will most likely supply sports seats that will be comfortable, supportive and power-adjustable. The chauffeur is likely to obtain a race-inspired steering wheel, wrapped in leather with red stitching. Red details can likewise be discovered on the seats and seat belts. The carmaker will also update technology inside this model. The control panel will use modern design and show some carbon-fiber information. You will most likely get a 6.1-inch touch-screen display with the most current infotainment and entertainment system. This model will likewise consist of the necessary security systems and chauffeur help features.

2019 Subaru BRZ Turbo Engine

The engine of the 2019 Subaru BRZ Turbo has actually probably been the most questionable concern. The expected turbocharged version might not in fact ever occur precisely due to the fact that there would not suffice location for it under the hood. On the other hand, there are two possible turbo alternatives that have been gone over. The very first could come with a 2.0-liter four-cylinder turbo that hits at least 280 horsepower. The other, but less likely to take place, consists of a 2.5-liter turbocharged with more than 300 horsepower.

2019 Subaru BRZ Turbo Release Date and Price

If the release date of the 2019 Subaru BRZ Turbo ever occurs, it could be by the end of 2018, although that has not been officially verified. The cost of this model is approximated at $35,000. Competitors: Nissan Silvia S16, Toyota GT86.

#Subaru BRZ Turbo

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heaaaaather · 6 years ago

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Gt86 Toyota 2019 Price, New Engine, Picture, Performance

The clean, straightforward design of the Gt86 Toyota 2019 is let down only by the turbo model’s excessive add-ons.

Gt86 Toyota 2019 Powertrain

The Gt86 Toyota 2019 isn’t close to luxurious, but it’s hard to beat for interior space to hold both people and their gear. The Gt86 Toyota 2019 offers a pleasantly high driving position, lots of front elbow room, and a dashboard far enough away to make…

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#gt86 toyota 2019 #new toyota gt86 2019 #nuevo toyota gt86 2019 #nuova toyota gt 86 2019 #toyota gt86 2019 price #toyota gt86 2019 trd #toyota gt86 my 2019 #toyota gt86 racing edition 2019

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enginerumors · 6 years ago

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2019 Toyota GT86 Review, Specs, Price

2019 Toyota GT86 Review, Specs, Price– Toyota has affirmed that the GT86 sports activities car will continue into a moment time with a potential available for sale day of 2018-2019. Proceeded with cooperation with Subaru likewise seems likely nevertheless is very considerably unsubstantiated. The roadster showcase is being infected with all over the world, however, Toyota stays dedicated to…

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superautoreviews · 7 years ago

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2019 Toyota GT86 USA, Price, Specs, Review

New Post has been published on https://autocartrend.com/2019-toyota-gt86-usa-price-specs-review/

2019 Toyota GT86 USA, Price, Specs, Review

2019 Toyota GT86 USA, Price, Specs, Review – The Toyota GT86 is known by various brands, these comprising Scion FR-S and Subaru BRZ. It is similarly a public car, appreciated not merely for the class of its fashion as well as any improvements it may are making with regards to performance nonetheless its simpleness. Toyota specifies the 2019 Toyota GT86 as a small vehicle using a terrific engine, and yes it aspires to enhance these characteristics more than whatever else. Most typically termed as Scion FR-S, the GT-86 produced its launching in 2011, and it has, in fact, continued to execute remarkably on the market because. Having a changed fashion and engine setups as well as different other modifications, fans in the model are excitedly holding out to find out regardless of if the 2019 Toyota GT86 continue to aspire for the fundamental objectives of their forerunner.

2019 Toyota GT86 Exterior And Interior

2019 Toyota GT86 Interior

2019 Toyota Gt86 Price

2019 Toyota Gt86 Review

2019 Toyota Gt86 USA

There are some modifications to be expected using the manufacturer-new GT86’s exterior. Supporters can foresee a larger rear spoiler, 18-inch tires, high productivity tires along with a manufacturer-new body package. In the event the graphics are anything to pass successfully, the 2019 GT86 is going to include a considerably more appealing account; modifications, including the quite larger back wing and expanded front side splitter, purposed less to visible is of interest and more for improving the car’s aerodynamics.

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With a light-weight body built from carbon fiber, the 2019 Toyota GT86 is not just proceeding to have a thinner look. However the dealing with and balance should be improved profoundly, especially with the excess weight flow (47% at the back, 53% in front) which is designed to having right stability. The first thing anyone is going to learn in regards to the interior is the innovative physical appearance, generally arising from the modification in crafting item, with aluminum and leather material, probably even carbon dioxide fibers getting as choices (even though this can depend on the model in the problem). The interior decor is subtle and complete, with remarkable functions, minus primary infotainment methods and qualities, composed of personalized leg support.

Engine And Specs

2019 Toyota GT86 Engine

Whenever it worries the engine, the brand-new GT86 (or a minimum of the foundation product and convertible car variation) will keep the current model’s 2L 4-cylinder engine efficient in creating 200hp and 190 lbs-every-foot of torque. That simply being reported the car ought to feature remarkable gasoline ingestion to its forerunner. With possessing setups like the head, clientele can predict an eight velocity electronic transmission with worries to transmission. Whenever it problems the Sedan Nonetheless, consumers can expect a 1.5 L 4-tube turbocharged inline engine productive in creating 180hp plus a torque of 220lb-feet.

There are the 2019 GT86 TRD version, anticipated to offer a 2.4 L 4-cylinder turbocharged fighter (much like the engine program employed by the Impreza STI), making 300hp and 300 kilos for every-Ft . of torque. In contrast to the Sedan, the TRD version will be supplied with Back Tire Push and all sorts of Tire Push Method options. Toyota is furthermore expected to make readily available a hybrid option working with a 2.4-liter engine combined with a power engine.

2019 Toyota GT86 Price & Release Date

This business is not yet to officially uncover the release date of the 2019 Toyota GT86. However, most experts in a car market place foresee the auto to strike markets with the previous quarter of 2018. With all the price drifting throughout the $20,000 price quote (staying mainly the same from right now design), even though Sedan and Convertible are awaited to usher in specifically greater price.

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artificial-happyness-of-a-heart · 6 years ago

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2019 Subaru BRZ Turbo

New Post has been published on https://thedrivez.com/2019-subaru-brz-turbo/

2019 Subaru BRZ Turbo

2019 Subaru BRZ Turbo Exterior

2019 Subaru BRZ Turbo Interior

2019 Subaru BRZ Turbo Engine

2019 Subaru BRZ Turbo Release Date and Price

#Subaru BRZ Turbo

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miguelitov8 · 5 years ago

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Jeremy Clarkson: novo Toyota Supra não está à altura do antigo. Nem do Z4