#2020 Ford Focus Rs Hp | Explore Tumblr Posts and Blogs

arplis · 4 years

Text

Arplis - News: 2020 Top 10 High Tech Cars

Photo: Polestar The Polestar 1 hybrid, the first of a sub-brand from Volvo, goes fast and goes far in all-electric mode—roughly 88 kilometers (55 miles). Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR In 2019, the auto industry finally started acting like its future was electric. How do we know? Just follow the money. General Motors just announced it was spending US $20 billion over five years to bring out a new generation of electric vehicles. Volkswagen Group has pledged $66 billion spread over five years, most of it for electric propulsion. Ford hopes to transform its lineup and image with an $11.5 billion program to develop EVs. And of course, Tesla has upstaged them all with the radical, scrapyard-from-Mars Cybertruck, a reminder that Elon Musk will remain a threat to the automotive order for the foreseeable future. This past year, I saw the first fruit of Volkswagen Group’s massive investment: the Porsche Taycan, a German sport sedan that sets new benchmarks in performance and fast charging. It lived up to all the hype, I’m happy to say. As for Tesla and Ford, stay tuned. The controversial Tesla Cybertruck, the hotly anticipated Ford Mustang Mach-E, and the intriguing Rivian pickup and SUV (which has been boosted by $500 million in backing from Ford) are still awaiting introduction. EV fans, as ever, must be patient: The Mach-E won’t reach showrooms until late this year, and as for the Rivian and Cybertruck, who knows? As is our habit, we focus here on cars that are already in showrooms or will be within the next few months. And we do include some good old gasoline-powered cars. Our favorite is the Corvette: It adopts a mid-engine design for the first time in its 67-year history. Yes, an electrified version is in the works. Chevrolet Corvette Stingray C8 The middle: where no Corvette engine has gone before Base price: US $59,995 Photo: Chevrolet Perfect balance is what you get by moving the Stingray’s V8 to the center; unlike its mid-engine rivals, the car has generous cargo space in a rear trunk. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR By now, even casual car fans have heard that the Corvette has gone mid-engine. It’s a radical realignment for a car famous for big V8s nestling below long, flowing hoods since the ’Vette’s birth in 1953. Best of all, it works, and it means the Stingray will breathe down the necks of Ferraris, McLarens, and other mid-engine exotics—but at a ridiculous base price of just US $59,995. Tadge Juechter, the Corvette’s chief engineer, says that the previous, seventh-generation model had reached the limits of front-engine physics. By rebalancing weight rearward, the new design allows the Stingray to put almost preposterous power to the pavement without sacrificing the comfort and everyday drivability that buyers demand. I got my first taste of these new physics near the old stagecoach town of Tortilla Flat, Ariz. Despite having barely more grunt than last year’s base model—369 kilowatts (495 horsepower) from the 6.2-liter V8 rumbling just behind my right shoulder—the Corvette scorches to 60 miles per hour (97 kilometers per hour) nearly a full second quicker, at a supercar-baiting 2.9 seconds. This Stingray should top out at around 190 mph. And there are rumors of mightier versions in the works, perhaps even an electric or hybrid ’Vette with at least 522 kW (700 hp). With the engine out back, driver and passenger sit virtually atop the front axle, 42 centimeters (16.5 inches) closer to the action, wrapped in a fighter-jet-inspired cockpit with a clearer view over a dramatically lowered hood. Thanks to a new eight-speed, dual-clutch automated gearbox, magnetorheological shocks, and a limited-slip rear differential—all endlessly adjustable—my Corvette tamed every outlaw curve, bump, and dip in its Old West path. It’s so stable and composed that you’ll need a racetrack to approach its performance limits. It’s still fun on public roads, but you can tell that it’s barely breaking a sweat. Yet it’s nearly luxury-car smooth and quiet when you’re not romping on throttle. And it’s thrifty. Figure on 9 to 8.4 liters per 100 kilometers (26 to 28 miles per gallon) at a steady highway cruise, including sidelining half its cylinders to save fuel. A sleek convertible model does away with the coupe’s peekaboo view of the splendid V8 through a glass cover. The upside is an ingenious roof design that folds away without hogging a cubic inch of cargo space. Unlike any other mid-engine car in the world, the Corvette will also fit two sets of golf clubs (or equivalent luggage) in a rear trunk, in addition to the generously sized “frunk” up front. The downside to that convenience is a yacht-size rear deck that makes—how shall we put this?—the Chevy’s butt look fat. An onboard Performance Data Recorder works like a real-life video game, capturing point-of-view video and granular data on any drive, overlaying the video with telemetry readouts, and allowing drivers to analyze lap times and performance with Cosworth racing software. The camera-and-GPS system allows any road or trip to be stored and analyzed as though it was a timed circuit—perfect for those record-setting grocery runs. Polestar 1 This hybrid is tuned for performance Base price: US $156,500 Photo: Polestar Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Consider the Polestar 1 a tech tease from Volvo. This fiendishly complex plug-in hybrid will be seen in just 1,500 copies, built over three years in a showpiece, enviro-friendly factory in Chengdu, China. Just as important, it’s the first of several planned Polestars, a Volvo sub-brand that aims to expand the company’s electric reach around the globe. I drove mine in New Jersey, scooting from Hoboken to upstate New York, as fellow drivers craned their necks to glimpse this tuxedo-sharp, hand-built luxury GT. The body panels are formed from carbon fiber, trimming 227 kilograms (500 pounds) from what’s still a 2,345-kg (5,170-pound) ride. Front wheels are driven by a four-cylinder gas engine, whose combo of a supercharger and turbocharger generates 243 kilowatts (326 horses) from just 2.0 liters of displacement, with another 53 kW (71 hp) from an integrated starter/generator. Two 85-kW electric motors power the rear wheels, allowing some 88 kilometers (55 miles) of emissions-free range—likely a new high for a plug-in hybrid—before the gas engine kicks in. Mashing the throttle summons some 462 kW (619 hp) and 1,000 newton meters (737 pound-feet) of torque, allowing a 4.2-second dash to 60 miles per hour (97 kilometers per hour). It’s fast, but not lung-crushing fast, like Porsche’s Taycan. Yet the Polestar’s handling is slick, thanks to those rear motors, which work independently, allowing torque vectoring—the speeding or slowing of individual wheels—to boost agility. And Öhlins shock absorbers, from the renowned racing and performance brand, combine precise body control with a creamy-smooth ride. It’s a fun drive, but Polestar’s first real test comes this summer with the Polestar 2 EV. That fastback sedan’s $63,750 base price and roughly 440-km (275-mile) range will see it square off against Tesla’s sedans. Look for it in next year’s Top 10. Hyundai Sonata It has the automation of a much pricier car Base price: US $24,330 Photo: Hyundai Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The U.S. market for family sedans has been gutted by SUVs. But rather than give up on sedans, as Ford and Fiat Chrysler have done, Hyundai has doubled down with a 2020 Sonata that’s packed with luxury-level tech and alluring design at a mainstream price. The Sonata is packed with features that were recently found only on much costlier cars. The list includes Hyundai’s SmartSense package of forward-collision avoidance, automated emergency braking, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a drowsy-driver attention warning, and they’re all standard, even in the base model. The SEL model adds a blind-spot monitor, but with a cool tech twist: Flick a turn signal and a circle-shaped camera view of the Sonata’s blind spot appears in the digital gauge cluster in front of the driver. It helped me spot bicyclists in city traffic. Hyundai’s latest infotainment system, with a 10-inch (26-centimeter) monitor, remains one of the industry’s most intuitive touch screens. Taking a page from much more expensive BMWs, the Hyundai’s new “smart park” feature, standard on the top-shelf Limited model, lets it pull into or out of a tight parking spot or garage with no driver aboard, controlled by the driver through the key fob. That fob can be replaced by a digital key, which uses an Android smartphone app, Bluetooth Low Energy, and Near Field Communication to unlock and start the car. Owners can share digital-key access with up to three users, including sending codes via the Web. Even the Sonata’s hood is festooned with fancy electronics. What first looks like typical chrome trim turns out to illuminate with increasing intensity as the strips span the fenders and merge into the headlamps. The chrome was laser-etched to allow a grid of 0.05-millimeter LED squares to shine through. Add it to the list of bright ideas from Hyundai. Porsche Taycan It outperforms Tesla—for a price Base price: US $114,340 Photo: Porsche Fast off the mark and fast to charge, the Taycan inherits tech from Porsche’s LeMans-winning 919 Hybrid racers, including the 800-volt architecture. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Yes, the all-electric Porsche Taycan is better than a Tesla Model S. And it had damn well better be: The Porsche is a far newer design, and it sells at up to double the Tesla’s price. What you get for all that is a four-door supercar GT, a technological marvel that starts the clock ticking on the obsolescence of fossil-fueled automobiles. This past September I spent two days driving the Taycan Turbo S through Denmark and Germany. One high point was repeated runs to 268 kilometers per hour (167 miles per hour) on the Autobahn, faster than I’ve ever driven an EV. From a standing start, an automated launch mode summoned 560 kilowatts (750 horsepower) for a time-warping 2.6-second dash to 60 mph. As alert readers have by now surmised, the Taycan is fast. But one of its best time trials takes place with the car parked. Thanks to the car’s groundbreaking 800-volt electrical architecture—with twice the voltage of the Tesla’s—charging is dramatically quicker. Doubling the voltage means the current needed to deliver a given level of power is of course halved. Pulling off the Autobahn during my driving test and connecting the liquid-cooled cables of a 350-kW Ionity charger, I watched the Porsche suck in enough DC to replenish its 93.4-kW battery from 8 to 80 percent in 20 minutes flat. Based on my math, the Porsche added nearly 50 miles of range for every 5 minutes of max charging. In the time it takes to hit the bathroom and pour a coffee, owners can add about 160 kilometers (100 miles) of range toward the Taycan’s total, estimated at 411 to 450 km (256 to 280 miles) under the new Worldwide Harmonized Light Vehicle Test Procedure. But the U.S. Environmental Protection Agency (EPA) seems to have sandbagged the Porsche, pegging its range at 201 miles, even as test drivers report getting 270 miles or more. Porsche hopes to have 600 of the ultrafast DC chargers up and running in the United States by the end of this year. That 800-volt operation brings other advantages, too. With less current to carry, the wiring is slimmer and lighter, saving 30 kilograms in the electrical harness alone. Also, less current is drawn during hard driving, which reduces heat and wear on the electric motors. Porsche says that’s key to the Taycan’s repeatable, consistent performance. In its normal driving mode, the Turbo S version kicks out 460 kW (617 horsepower) and 1,049 newton meters (774 pound-feet) of torque. The front and back axles each have an electric motor with a robust 600-amp inverter; in other models the front gets 300 amps and the rear gets 600 amps. The Porsche’s other big edge is its race-bred handling. Though this sedan tops 2,310 kg (5,100 pounds), its serenity at boggling speeds is unmatched. Credit the full arsenal of Porsche’s chassis technology: four-wheel-steering, active roll stabilization, and an advanced air suspension offering three levels of stiffness, based on three separate pressurized chambers. Porsche claims class-leading levels of brake-energy recuperation. It’s also Porsche’s most aerodynamic production model, with a drag coefficient of just 0.22, about as good as any mass-production car ever. Porsche invested US $1 billion to develop the Taycan, with $800 million of that going to a new factory in Zuffenhausen, Germany. For a fairer fight with Tesla, a more-affordable 4S model arrives in U.S. showrooms this summer, with up to 420 kW (563 hp) and a base price of $103,800. Audi RS Q8 Mild hybrid, wild ride Base price (est.): US $120,000 Photo: Audi Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m rocketing up a dormant volcano to the highest peak in Spain, Mt. Teide in the Canary Islands. There may be more efficient ways to test a luxury crossover SUV, but none more fun. I’m in the Audi RS Q8, a mild-hybrid version of the Q8, introduced just last year. I’m getting a lesson in how tech magic can make a roughly 2,310-kilogram (5,100-pound) vehicle accelerate, turn, and brake like a far smaller machine. The RS Q8’s pulsing heart is a 4-liter, 441-kilowatt (591-horsepower) twin-turbo V8. It’s augmented by a mild-hybrid system based on a 48-volt electrical architecture that sends up to 12 kW to charge a lithium-ion battery. That system also powers trick electromechanical antiroll bars to keep the body flatter than a Marine’s haircut during hard cornering. An adaptive air suspension hunkers down at speed to reduce drag and center of gravity, while Quattro all-wheel drive and four-wheel steering provide stability. A mammoth braking system, largely shared with the Lamborghini Urus, the Audi’s corporate cousin, includes insane 10-piston calipers up front. That means 10 pressure points for the brake pads against the spinning brake discs, for brawny stopping power and improved heat management and pedal feel. Optional carbon-ceramic brakes trim 19 pounds from each corner. Audi’s engineers fine-tuned it all in scores of trials on Germany’s fabled Nürburgring circuit, which the RS Q8 stormed in 7 minutes, 42 seconds. That’s faster than any other SUV in history. Audi’s digital Virtual Cockpit and MMI Touch center screens are smoothly integrated in a flat panel. A navigation system analyzes past drives to nearby destinations, looking at logged data on traffic density and the time of day. And the Audi Connect, an optional Android app that can be used by up to five people, can unlock and start the Audi. Audi quotes a conservative 3.8-second catapult from 0 to 100 kilometers per hour (62 miles per hour). We’re betting on 0 to 60 mph in 3.5 seconds, maybe less. Mini Cooper SE It offers all-electric sprightliness US $30,750 Photo: Mini Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m on a street circuit at the FIA’s Formula E race in Brooklyn, N.Y., about to take my first all-electric laps in the new Mini Cooper SE during a break in race action. The Manhattan skyline paints a stunning backdrop across the harbor. My Red Hook apartment happens to be a short walk from this temporary circuit; so is the neighborhood Tesla showroom, and an Ikea and a Whole Foods, both equipped with EV chargers. In other words, this densely populated city is perfect for the compact, maneuverable, electric Mini, that most stylish of urban conveyances. It’s efficient, too, as Britain’s Mini first proved 61 years ago, with the front-drive car that Sir Alec Issigonis created in response to the gasoline rationing in Britain following the 1956 Suez crisis. This Mini squeezes 32.6 kilowatt-hours worth of batteries into a T-shaped pack below its floor without impinging on cargo space. At a hair over 1,360 kilograms (3,000 pounds), this Mini adds only about 110 kg to a base gasoline Cooper. With a 135-kilowatt (181-horsepower) electric motor under its handsome hood, the Mini sails past the Formula E grandstand, quickening my pulse with its go-kart agility and its ethereal, near-silent whir. The body sits nearly 2 centimeters higher than the gasoline version, to accommodate 12 lithium-ion battery modules, but the center of gravity drops by 3 cm (1.2 inches), a net boost to stability and handling. Because the Mini has neither an air-inhaling radiator grille nor an exhaust-exhaling pipe, it’s tuned for better aerodynamics as well. A single-speed transmission means I never have to shift, though I do fiddle with the toggle switch that dials up two levels of regenerative braking. That BMW electric power train, with 270 newton meters (199 pound-feet) of instant-on torque, punts me from 0 to 60 miles per hour (0 to 97 kilometers per hour) in just over 7 seconds, plenty frisky for such a small car. The company claims a new wheelspin actuator reacts to traction losses notably faster, a sprightliness that’s particularly gratifying when gunning the SE around a corner. It all reminds me of that time when the Tesla Roadster was turning heads and EVs were supposed to be as compact and light as possible to save energy. The downside is that a speck-size car can fit only so much battery. The Mini’s has less than one-third the capacity of the top Tesla Model S. That’s only enough for a mini-size range of 177 km (110 miles). That relatively tiny battery helps deliver an appealing base price of $23,250, including a $7,500 federal tax credit. And this is still a hyperefficient car: On a subsequent drive in crawling Miami traffic, the Mini is on pace for 201 km (125 miles) of range, though its battery contains the equivalent of less than 0.9 gallon of gasoline. Following a full 4-hour charge on a basic Level 2 charger, you’ll be zipping around town again, your conscience as clear as the air around the Mini. Vintage Fiat 124 Spider, Retooled by Electric GT A drop-in electric-drive system gives new life to an old car—like this 1982 Spider System base price: US $32,500 Photo: Electric GT This modern classic from 1982, retooled by Electric GT, hums along on an electric system that fits the space the engine used to occupy. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Vintage-car aficionados love to grouse about the time and money it takes to keep their babies running. Electric GT has a better idea: Skip ahead a century. The California company has developed an ingenious plug-and-play “crate motor” that transplants an electric heart into most any vintage gasoline car. I drove an orange 1982 Fiat 124 Spider that Electric GT converted to battery drive. With a relatively potent 89 kilowatts (120 horsepower) and 235 newton meters (173 pound-feet) of torque below its hood, and 25 kilowatt-hours’ worth of repurposed Tesla batteries stuffed into its trunk area, the Fiat can cover up to 135 kilometers (85 miles) of driving range, enough for a couple hours of top-down cruising. Best of all, the system is designed to integrate exclusively with manual-transmission cars, including the Fiat’s charming wood-topped shifter and five forward gears. This romantic, Pininfarina-designed Fiat also squirts to 60 miles per hour in about 7 seconds, about 3 seconds quicker than the original old-school dawdler. Electric GT first got attention when it converted a 1978 Ferrari 308, best known as Tom Selleck’s chariot on the U.S. TV show “Magnum, P.I.,” to electric drive. The company’s shop, north of Los Angeles, is filled with old Porsches, Toyota FJ40s, and other cars awaiting electrification. The crate motors even look like a gasoline engine, with what appears at first glance to be V-shaped cylinder banks and orange sparkplug wires. Systems are engineered for specific cars, and the burliest of the bunch store 100 kWh, enough to give plenty of range. With system prices starting at US $32,500 and topping $80,000 for longer-range units, this isn’t a project for the backyard mechanic on a Pep Boys budget. Eric Hutchison, Electric GT’s cofounder, says it’s for the owner who loves a special car and wants to keep it alive but doesn’t want to provide the regular babying care that aging, finicky machines typically demand. “It’s the guy who says, ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’ ” says Hutchison. Components designed for easy assembly should enable a good car hobbyist to perform the conversion in just 40 to 50 hours, the company says. “We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Hutchison says. “You can treat it like a normal engine swap.” Toyota RAV4 Hybrid A redesigned hybrid system optimizes fuel economy Base price: $29,470 Photo: Toyota Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The RAV4 is the best-selling vehicle in the United States that isn’t a pickup truck. What’s more, its hybrid offshoot is the most popular gas-electric SUV. No wonder: Forty-four percent of all hybrids sold in America in 2018 were Toyotas. And where many hybrids disappoint in real-world fuel economy, the RAV4 delivers. That’s why this Toyota, whose 2019 redesign came too late to make last year’s Top 10 list, is getting its due for 2020. My own tests show 41 miles per gallon (5.7 liters per 100 kilometers) in combined city and highway driving, 1 mpg better than the EPA rating. Up front, a four-cylinder, 131-kilowatt (176-horsepower) engine mates with an 88-kW (118-hp) electric motor. A 40-kW electric motor under the cargo hold drives the rear wheels. Altogether, you get a maximum 163 kW (219 hp) in all-wheel-drive operation, with no driveshaft linking the front and rear wheels. The slimmer, redesigned hybrid system adds only about 90 kilograms (about 200 pounds) and delivers a huge 8-mile-per-gallon gain over the previous model. Toyota’s new Predictive Efficient Drive collects data on its driver’s habits and combines that with GPS route and traffic info to optimize both battery use and charging. For example, it will use more electricity while climbing hills in expectation of recapturing that juice on the downhill side. And when the RAV4 is riding on that battery, it’s as blissfully quiet as a pure EV. Toyota’s Safety Sense gear is standard, including adaptive cruise control, lane-keeping assist, and automatic emergency braking. Next year will bring the first-ever plug-in hybrid version, which Toyota says will be the most powerful RAV4 yet. Ford Escape Hybrid This SUV has carlike efficiency Base price: US $29,450 Photo: Ford Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Years ago, Americans began abandoning their cars for SUVs. So by now you might think those SUVs would be achieving carlike efficiencies. You’d be correct. Exhibit A: the new Ford Escape Hybrid, with its class-topping EPA rating of 5.7 liters per 100 kilometers (41 miles per gallon)in combined city and highway driving. That’s 1 mpg better than its formidable Top 10 competitor, the Toyota RAV4 Hybrid. Where the Toyota aims for a rugged-SUV look, the Ford wraps a softer, streamlined body around its own hybrid system. That includes a 2.5-L, four-cylinder Atkinson-cycle engine, and a pair of electric motor/generators for a 150-kilowatt (200 horsepower) total. A briefcase-size battery pack, about a third the size of the old Escape Hybrid’s, tucks below the front passenger seat. The Toyota’s rear electric motor drives the rear wheels independently and thus offers only an all-wheel-drive version. The Escape forges a mechanical connection to the rear wheels, allowing both all-wheel drive and front-wheel-drive versions. The latter is lighter and more efficient when you’re not dealing with snow, ice, off-roading, or some combination of the three. The 0-to-60-mph run is dispatched in a whisper-quiet 8.7 seconds, versus 7.5 seconds for the Toyota. The Ford fires back with powerful, smartly tuned hybrid brakes that have more stopping power than either the Toyota or the gasoline-only Escapes can manage. Tech features include a nifty automated self-parking function, evasive-steering assist, and wireless smartphone charging. A head-up display available on the Titanium—Ford’s first ever in North America—projects speed, navigation info, driver-assist status, and other data onto the windshield. FordPass Connect, a smartphone app, lets owners use a smartphone to lock, unlock, start, or locate their vehicle, and a standard 4G LTE Wi-Fi system links up to 10 mobile devices. A plug-in hybrid version will follow later this year with what Ford says will be a minimum 30 miles of usable all-electric range. All told, it’s a winning one-two punch of efficiency and technology in an SUV that starts below $30,000. Aston Martin Vantage AMR High tech empowers retro tech Base price: US $183,081 Photo: Aston Martin Best of Old and New: The AMR blends an actual manual transmission integrated into an adaptive power train and suspension Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Take an Aston Martin Vantage, among the world’s most purely beautiful sports cars. Add a 375-kilowatt (503-horsepower) hand-assembled V8 from AMG, the performance arm of Mercedes-Benz. Assemble a team of engineers led by Matt Becker, Aston’s handling chief and the former maestro of Lotus’s chassis development. Does this sound like the recipe for the sports car of your dreams? Well, that dream goes over the top, with the manual transmission in the new Vantage AMR. Burbling away from Aston’s AMR Performance Centre, tucked along the Nürburgring Nordschleife circuit in Germany, I am soon happily pressing a clutch pedal and finessing the stick shift on the Autobahn. The next thing I know, the Aston is breezing past 300 kilometers per hour (or 186 miles per hour), which is not far off its official 195-mph top speed. That’s a 7-mph improvement over the automatic version. This stick shouts defiance in a world in which the Corvette C8, the Ferrari, the Lamborghini, and the Porsche 911 have sent their manual transmissions to the great scrapyard in the sky. But what’s impressive is how seamlessly the company has integrated this classic technology with the newest tech, including an adaptive power train and suspension. The AMR’s 1,500-kilogram (3,298-pound) curb weight is about 100 kg less than that of an automatic model. The seven-speed manual, a once-maddening unit from Italy’s Graziano, has been transformed. An all-new gearbox was out of the question: No supplier wanted to develop one for a sports car that will have just 200 copies produced this year. So Aston had to get creative with the existing setup. Technicians reworked shift cables and precisely chamfered the gears’ “fingers”—think of the rounded teeth inside a Swiss watch—for smoother, more-precise shifts. A dual-mass flywheel was fitted to the mighty Mercedes V8 to dampen resonance in the driveline so the gearbox doesn’t rattle. The standard Vantage’s peak torque has been lowered from 681 to 625 newton meters (from 502 to 461 pound-feet) to reduce stress on transmission gears. Aston also sweated the ideal placement of shifter and clutch pedal for the pilot. A dual-chamber clutch master cylinder, developed from a Formula One design, moves a high volume of transmission fluid quickly, but without an unreasonably heavy, thigh-killing clutch pedal. A selectable AM Shift Mode feature delivers modern, rev-matching downshifts, eliminating the need for human heel-and-toe maneuvers, with thrilling matched upshifts under full throttle. The Graziano still takes a bit of practice: Its funky “dogleg” first gear sits off to the left, away from the familiar H pattern of shift gates. Second gear is where you’d normally find first, third replaces second, and so on. The layout originated in old-school racing, the idea being that first gear was unneeded, unless you were rolling through the pit lane. The dogleg pattern allows easier shifting from second to third and back without having to slide the shifter sideways. Once acclimated, I can’t get enough: The shifter grants me precise control over the brawny V8, and the Aston’s every balletic move. More improbably, this sweet shifter on the AMR won’t become a footnote in Aston history: It will be an option on every Vantage in 2021. This article appears in the April 2020 print issue as “ 2020 Top 10 Tech Cars.” #Transportation/advanced-cars #Transportation

Arplis - News source http://feedproxy.google.com/~r/Arplis-News/~3/tecBUbLpY7Y/2020-top-10-high-tech-cars

0 notes

allcarnews · 5 years

Photo

Mustang SVO Return?? 🇺🇸 ______________________________________ [5/5/19] So here is the Mustang EcoBosst High Performance looking super yellow orangey in the NYIAS floor and people were disappointed it wasnt called the SVO like 35 years ago... but don’t get too upset just yet! New rumors are saying that an even more powerful EcoBoost mustang is yet to come and may or may not wear the SVO badge! It may even come closer to matching the 5.0L V8 in power... yeah that alone is a crazy thought! For the current new Ecoboost HP, Visual upgrades include a new splitter and cooling from the Mustang GT, blacked out trim and grille, and a rear spoiler with a 2.3L High performance badge! 🔥@allcarnews spec sheet: Ford has fitted a defined 2.3L Ecoboost In-line 4 from the Focus RS is that is built in Spain and shipped to the US! It makes 330HP and 350 lb-ft of torque and can do 0-60 in the mid 4sec range and has a 155MPH TopSpeed! 🔥 Ford also has fitted a quad active exhaust system, new suspension, a limited slip rear diff, brakes from the Mustang GT, an improved 53/47 weight distribution and you can go even further with the EcoBoost handling pack that gets you 19in wheels with Pirelli P Zero Corsa rubber, a rear sway bar, a Torsten LSD, magnetic dampers, and yes all on a mustang! All 2020 Mustangs also get new colors like Grabber Lime, Twister Orange, Red Hot Metallic Tinted Clearcoat and Iconic Silver and updates to Sync3 as well as Ford Pass connect! ________________________________________ ACN EXTRA: Ok so I got a chance to see this in person an Ford it’s time for a new Mustang interior ASAP! Photography by: ME (@jtecho) ________________________________________ - - #Ford #Roush #Mustang #STage3 #V8 #GT #F150 #NYIAS #USA #murica #carbon ||#powerful #performance #turbocharged #supercharged #advanced #SupercarsRevamped #Supercar #HyperCar #ItsWhiteNoise #CarLifeStyle #MadWhips #CupGang #Carstagram #BlackList #AmazingCars247 #acnNyias2019 An #allcarnews post https://www.instagram.com/p/BxGYQxgnzPX/?utm_source=ig_tumblr_share&igshid=chuwxhbiip00

0 notes

superautoreviews · 5 years

Text

2021 Ford Focus RS Redesign, Release Date, Price

New Post has been published on https://www.dennyfordlm.com/2021-ford-focus-rs-redesign-release-date-price/

2021 Ford Focus RS Redesign, Release Date, Price

2021 Ford Focus RS Redesign, Release Date, Price – If you wish something than common hatch out version the ideal remedy for you may be 2021 Ford Focus RS. This specific athletics variation from the standard Focus hatch out version will supply first path and streets overall performance, unrivalled hold, sophisticated all-tire push process, fantastic dealing with and grip and a lot of substantial-technical characteristics. Needless to say, it offers its defects, but in several ways, it really is a standard for top-performance hatches.

2021 Ford Focus RS Redesign

Exterior And Interior Design

2021 Ford Focus RS functions a beautiful athletic body. The particular styles and surface areas are already formed by using aerodynamics under consideration; however in precisely the same time that it seems to seem right. Its top fascia incorporates a massive trapezoidal designed large grille style along with Bi-xenon brain lamps have already been linked for both edges. 2 sizeable air flow intakes have already been extra on both sides from the top fender. Desirable 19 ” alloy rims having Michelin car tires are usually standard. Its final end conclusion incorporates a large diffuser about greater sleek steadiness, as well as two exhaust advice on either side. Yet another back end roofing spoiler kind comments the full set up well.

2021 Ford Focus RS Exterior

2021 Focus RS provides an athletic look for the interior together with easy manages and delicate-contact areas. This specific hatchback characteristic nicely-bolstered Recaro athletics chairs for the travellers. The rear headroom is good although like on each related version the back lower-leg area is restricted.

2021 Ford Focus RS Interior

All types have ford’s SYNC3 infotainment process as well as 8-inches middle monitor. The display screen can handle cell phone like motions and incorporation compatibility. Different accessible capabilities are sightless-place decorative mirrors, drive-option start off, remote control access, leather-based included lean in addition to telescopic controls, twin region weather management, leather material covers, a 10 loudspeaker Sony audio system, and so forth. Further RS2 deal provides a menu, warmed controls, leather material furniture having suede shoe inserts, heated up top chairs, and many others.

2021 Ford Focus RS Engine

Even though 2021 Ford Focus RS is really a central development for that business, Ford only has constrained an individual engine selection for this product. The engine device is nearly the same as an Eco Improve engine that is undoubtedly showcased inside Ford Mustang. Their vehicle set-up incorporates a 2.3 LITER turbocharged 4 tube design that can create an optimum potential production of 350 HP and also close to 350 lb-toes of maximum torque.

2021 Ford Focus RS Engine

This specific full set-up is nicely accented by way of a 6 rate handbook transmission equipment container for the all-time travel teach structure. Fuel economy reviews have already been somewhat positive too, having an EPA score of 22 Miles per gallon for mixed push set-up.

2021 Ford Focus RS Release Date And Price

2021 Ford Focus RS will probably appear at the end of early spring during 2020. It has the bottom price commences in $36, 995 which include $875 amount of vacation spot fee at the same time.

0 notes

digitalpensil · 3 years

Text

Bmw Wrc

Subaru Impreza WRC GD 2007. Ford Focus RS WRC 07 EA07 RGZ chassis EA07 RGZ A8. Bmw M4 Dtm 2015 Race Car By Squir P P P High Bmw M4 Bmw Race Cars Rallycross car for sale BMW S1 WRC reconditioned in 2018 engine 20 L 525 hp LORRTEC management case MOTEC M130 latest evo.Bmw wrc. WRC Cup for Rally Drivers 160. Jump to navigation Jump to search. Watch the WRC live and On Demand with WRC. BMW 1602 1974 BMW 2002 1973 to 1974 BMW 2002 TI 1973 BMW 2002 TII 1973 to 1974 Chrysler. WRC Cup for Rally Drivers 162. Compilation of Best of Crash 2019-2020 WRC ERC National Rally Championships and Hillclimb by RACINGFAILThis channel is Demonetized. Subaru Impreza WRC GC 99. WRC Cup for Rally Drivers 163. For sale bmw mini wrc shape nmr 14 prodrive fp 03 pro 25 units in the world just 15 rally events since new never gravel ex team drivepro automeca et first motorsport car overhaul minisport england mars 2019 invoice exhaust manifold and turbo 180 kms engine sensors new 30 kms fuel pump new bosch 044. Motorsport UK is very grateful to see the United Kingdom is included in the 2021 FIA World Rally Championship calendar and thus to be given more time to secure funding for next years event which. The 1980 World Rally Championship was the eighth season of the Fédération Internationale de lAutomobile FIA World Rally Championship WRC. Subaru Impreza WRC GC 2000. List of World Rally Championship constructors. Top omenty of the rally with the participation of Bmw M3 e30. Read the full article

1 note · View note

savetopnow · 7 years

Text

2018-03-16 14 CAR now

CAR

Auto Spies

EXCLUSIVE! World's FIRST Ever Teaser Image Of The All-New 2020 Ford Bronco! PLUS, A SURPISE New Ford!

Should Nissan Answer The New Supra With A New Z Car?

Audi To Strip Model S Of It's Crown With New e-tron GT

Audi Profits Skyrocket 68% As Deiselgate Fades Away

Mercedes X-Class Gets A Longer Bed - Is The Time Ripe For US Entry?

Autoblog

2019 Ram 1500 V8 First Drive Review | More of everything

This electric skateboard has your back

Remote-controlled snow plow

Lincoln Aviator to return as a concept in New York

Coming soon to a mailbox near you? Third USPS van option spied

Car Throttle

[Community] Modest Mistake - 1967 Toyota 7

Audi Will Launch A Fully Electric Tesla Model S Rival In 2020

The Mercedes-Maybach Pullman Contains More Cow Than Texas

Audi Is Not Planning Any Future R8s Beyond This Generation

Here's What Arctic Car Testing Is Really Like

Electrek

Ford teases upcoming electric vehicles, says it will focus on charging experience

Volvo starts taking configurations and $2,500 deposits for their Polestar 1 Plug-in Hybrid

Tesla Model S crashes into cyclist, scooter and another car, media points to Autopilot, but Tesla says no

Audi confirms all-electric e-tron Quattro SUV ‘starting price of €80,000’ ($99,000)

Green Deals: Aukey LED Outdoor Motion Lights $17 or 4-pack $35, more

Inside EVs

Ford Makes Big Electrification Commitment, Soft Plug-In Promise

Audi Announces e-Tron Pricing In Germany, Expect ~$100,000 In U.S.

Tesla Model S P100D Launches In South Korea

Nissan To Spend $9.3 Billion On EV Push In China

Polestar 1 Pre-Orders Now Open In 18 Countries, Including U.S.

Jalopnik

Watch This Probably Fake Video Of A Russian Guy Cutting The Corner Off A Car So He Can Park

Here's What It Was Like To Fly On The Soviet Concorde

Nobody Is Good Enough For The New Mercedes-Maybach Pullman

Car Blocking Street Doesn't Stand A Chance Against Baseball Team

Logan Lucky Is The NASCAR Heist Movie That Could've Been The Next Ocean's 11 But Wasn't

Motortrend

2019 Ram 1500 First Drive: A Truck That Rides Like a Car

Ford Plans to Sell a Hybrid Bronco SUV

McLaren 570GT MSO Black Collection is an Under-the-Radar Supercar

2018 Mazda6 Sedan Starts at $22,840

2019 Mercedes-Maybach S650 Pullman Makes an Ultra-Luxurious 621 HP

Reddit Cars

2012 WRX with rod knock...shall we start the bidding at $12k?

New Teaser Image of 700hp+ 2019 GT500

Leroy makes 1125HP with new heads/injectors on only 18.4lbs of boost

Test drove the Alfa Romeo Giulia Quadrifoglio

GT3 RS crashing (along with a dozen other cars) on the Nürburgring due to water coolant on the track

Sunday Times Driving

Meaner than ever: Honda’s new Mean Mower Mk. 2 is a 134mph+ beast

Drivers face fines for overtaking too close to cyclists

Man waited 20 hours for the RAC at busy M25 motorway service station

Kia with a sting in its tail beats Ford Mustang muscle car in a drag race

You’ll cry when you watch £400,000 worth of sports cars crushed by bulldozer in Philippines

The Car Connection

2019 Ram 1500

2019 Ram 1500 first drive: the luxury car of pickup trucks

2018 Porsche 911

2018 Porsche 718

2018 Porsche Macan

The CarGurus Blog

Half Price Hot Hatch: BMW M135i

Top Headlines From March 3 – 9

Geneva motor show: Five great cars, five years on

The 10 Most Popular Used Cars in the UK

Top Headlines From February 24 – March 2

The Torque Report

Lincoln Aviator returns! Is it an Explorer based SUV?

Ford Bronco, Shelby GT500 and new small SUV teased

Cadillac Escala may arrive by 2021

Audi e-tron GT will take on the Model S in 2020

2019 Kia K900 gets a minimalist interior

The Truth About Cars

2020 Ford Bronco Gains Hybrid Variant, Smaller Off-road Sibling

Tesla Workers Say Almost Half of Model 3 Parts Need Rework

Mazda and Toyota’s Joint Venture Is Official, Tons of Corollas and a Mystery Model Await

Rare Rides: The Glorious 1988 Nissan Pulsar Sportbak, Where EXA Meets Canopy

What’s in the Box?! – With GMC’s CarbonPro Pickup Bed, Plenty

#car

0 notes

perksofwifi · 4 years

Text

What If GM Built a Chevrolet Blazer SS With a Corvette Engine?

The Chevrolet Blazer is a talented, well-rounded crossover. The Camaro of SUVs, as we’ve dubbed it, has sporty looks and an aggressive demeanor—especially in sleek RS guise. We recently spent some time in the 2020 Blazer RS and came away impressed with its fresh interior and competence on the road, but we also think there’s room for a little bit more.

On the road, the Blazer RS felt like a willing partner and it was capable enough to handle whatever I threw at it—within reason, of course. I even thought it could handle a swoopy mountain pass if it really had to. Even though it doesn’t have the outright power to demolish SUV lap records, we think the hypothetical Blazer SS could be the X3M fighter Chevrolet never knew it wanted to build.

Thanks to the 308 hp and 270 lb-ft of torque provided by its 3.6-liter V-6, the Blazer RS with AWD already sprints from 0 to 60 mph in 6.1 seconds and runs the quarter-mile in 14.7 seconds at 95.5 mph. That’s not bad for a 4,274-pound crossover. In our testing, it stopped from 60 mph in 126 feet, and its best figure eight lap was a respectable 27.1 seconds at 0.65 g average.

We’d like to see improvements in all of those areas for our hypothetical Blazer SS. It doesn’t even need to be its own special model, and we think something from the Chevy parts bin would work perfectly. Hear us out: A transversely mounted version of the LT1 V-8 from the outgoing C7 Corvette and current sixth-gen Camaro paired to Chevy’s latest nine-speed front-drive transaxle sounds like the perfect way to motivate a performance-oriented Blazer SS. Paddle shifters, absent from current Blazers, would be a must.

Channeling all of that power would require Chevrolet’s best front-drive-based all-wheel drive system, hardened to handle the torque. We’d like to hope Chevrolet would spring for a fancier system like the electronically controlled center diff in the Subaru WRX STI or an on-demand twin-clutch rear axle like a Ford Focus RS, capable of torque vectoring and creating a rear torque bias.

Realistically, though, Chevrolet doesn’t have any such system in its arsenal and would need to spend substantial money to develop one. An on-demand coupling is probably the most likely as it would improve fuel economy, but we think a vehicle like this ought to have full-time all-wheel drive, so we’d prefer a helical center differential at minimum with a fixed front-rear torque split.

This will help the Blazer feel more characterful, and when combined with brake-based torque vectoring (limited-slip differentials are also expensive) will help give it much better traction out of corners. We also wouldn’t mind seeing slightly wider front and rear track widths to give better overall grip, and maybe a few tweaks to the body—like quad exhausts and an even more aggressive front end.

Pair all of that with some other performance goodies like bigger brakes, uprated suspension components, lighter wheels, and stickier tires and you’ve got yourself a real performance machine. All of this would help dial out some of the understeer the Blazer suffers from when you’re really pushing it, and the power from the V-8 would make it significantly quicker than the RS in a straight line.

Even though this idea is born entirely of a hypothetical conversation I was having with fellow editors Alex Nishimoto and Zach Gale, Nishimoto pointed out there is some historical precedent here. Remember the Chevrolet Impala SS? In 2006, Chevy took an LS-series V-8 (a 5.3-liter version dubbed the LS4) and stuck it sideways under the hood of its front-wheel-drive family sedan. Even though it wasn’t an SUV, the concept of taking an ordinary family car and dropping in a V-8 (flipped 90 degrees) is something Chevrolet has clearly explored before. The all-aluminum LS4 made 303 hp and 323 lb-ft of torque, and turned the sedate-looking Impala (along with its Monte Carlo SS and Pontiac Grand Prix GXP platform mates) into a real sleeper. According to our colleagues at Hot Rod, the LS4 used a unique low-profile accessory system with a flattened water pump to accomodate the unusual transverse application. It also featured a relocated starter, unique intake manifold, GM’s “Metric” bellhousing pattern, and a slightly shorter crankshaft.

Performance SUVs aren’t some ridiculous fantasy, either. Even since the original X5 M sparked the birth of the segment more than a decade ago, performance SUVs have been coming thick and fast. Mercedes Benz currently offers the GLA, GLC, GLE, and GLS with high-powered AMG engines—there are six different variants in total. The Germans currently have a stranglehold on the segment, though.

Audi, Porsche, BMW, and Mercedes all make some of the fastest SUVs in the world. Outside of the Bentley Bentayga and the Lamborghini Urus (both of which hail from companies owned by Volkswagen), those four brands have little in the way of competition. But America’s appetite for the big people carriers doesn’t seem to be slowing down any time soon.

Ford offers semi-sporty ST versions of both the Explorer and Edge SUVs, too. However, it must be said they’re not full-on, hardcore performance machines and generally aren’t compared to the Germans when it comes to outright performance. The Jeep Grand Cherokee Trackhawk gets closer, and the upcoming Dodge Durango Hellcat may as well, and with all of that in mind, a hardcore, pumped-up SUV from Chevy seems to make more sense than ever before.

Whether Chevy will execute this idea of ours is entirely up to them, but we’d love to see something faster, meaner, and more exciting from the Blazer. With its sedan offerings shrinking, the Bowtie brand could really benefit from something fast and practical in the lineup.

The post What If GM Built a Chevrolet Blazer SS With a Corvette Engine? appeared first on MotorTrend.

https://www.motortrend.com/news/chevy-blazer-ss/ visto antes em https://www.motortrend.com

0 notes

arplis · 4 years

Text

Arplis - News: 2020 Top 10 High Tech Cars

Arplis - News source https://arplis.com/blogs/news/2020-top-10-high-tech-cars

0 notes

enginerumors · 5 years

Text

2020 Ford Focus Redesign, Release Date And Price

2020 Ford Focus Redesign, Release Date And Price – The business, in fact, revealed the next generation of the 2020 Ford Focus RS. Though a WRC is designed variety assessed, the car was FWD in addition to a nothing more than 200 hp.

2020 Ford Focus Interior And Exterior

The leading from the auto undoubtedly appearance entirely different from the present design, although essentially the same me. In…

View On WordPress

0 notes

bestcaritems · 5 years

Text

2019 Ford Focus ST, 2020 McLaren 600LT Spider, 2021 Audi RS Q4: This Week's Top Photos

https://bestcaritems.com/?p=7061&utm_source=SocialAutoPoster&utm_medium=Social&utm_campaign=Tumblr A new generation of the Ford Focus ST was revealed this week, and the car came packing a version of the 2.3-liter turbocharged inline-4 found in the Mustang and previous-generation Focus RS. Unfortunately, we won’t see the new ST here as Ford no longer plans to offer any Focus variants in the country. 2019 Ram 2500 Heavy Duty Ram this week dropped pricing for its latest range of heavy-duty pickups. The range starts with the 2019 Ram 2500 Heavy Duty, which for $35,090 includes a 6.4-liter V-8, an 8-speed auto and a bed. 2020 McLaren 600LT Spider One of the cars we tested was McLaren’s 600LT Spider. It’s the open-top version of last year’s 600LT coupe and the new flagship of McLaren’s entry-level Sports Series range. There’s nothing entry-level about the car, though, as it comes from the factory with a twin-turbocharged V-8 spitting out 592 horsepower. 2021 Porsche 911 GT3 spy shots – Image via S. Baldauf/SB-Medien A car we’re looking forward to testing is the next Porsche 911 GT3, a prototype for which we spied this week. The new car looks to follow a familiar formula, including sticking with a naturally aspirated flat-6. 2021 Audi RS Q4 spy shots – Image via S. Baldauf/SB-Medien Another car we spied was an Audi RS Q4. The vehicle is a high-performance version of the yet-to-be-revealed Q4 and should come with a 400-hp turbocharged inline-5. 2021 Porsche Taycan Cross Turismo spy shots – Image via S. Baldauf/SB-Medien Yet another vehicle we spied was the soft-roader version of Porsche’s upcoming Taycan electric sport sedan. Likely to be called the Taycan Cross Turismo, the soft-roader was previewed just last year in concept form and so far the production version looks to stay close to the design of the show car. Bugatti Chiron test with astronaut Jon A. McBride Bugatti recently put astronaut Jon A. McBride in the passenger seat of the Chiron and allowed him to sample the hypercar’s potential at NASA’S Kennedy Space Center in Florida, where the French luxury marque is conducting speed and aerodynamic testing. The runways at the site are ideal for high-speed testing as they are some of the longest and flattest in the world. 1970 Dodge Charger Tantrum by SpeedKore Performance We discovered the 1970 Dodge Charger “Tantrum” is for sale yet again. The muscle car was built by SpeedKore and boasts a 9.0-liter twin-turbo V-8 marine engine that blasts out 1,650 hp. Cupra Formentor concept The Volkswagen Group’s Spanish division SEAT has turned its Cupra performance trim into its own standalone brand, and the first vehicle to be developed entirely for Cupra is set for a debut at next month’s 2019 Geneva International Motor Show. Revealed online this week, it’s a crossover called the Formentor. Via MotorAuthority

0 notes

superautoreviews · 7 years

Text

2020 Ford Focus Redesign, Engine and Release Rumors

2020 Ford Focus Redesign, Engine and Release Rumors – 2020 Ford Focus is newly designed with some other new features whether or not it in its body or maybe in the performance in the automobile. For those who have liked hatchback vehicle, I am sure that they can at any time read about outstanding Ford Focus 2020. This car is the new design of this series which happens to be introduced. Some…

View On WordPress

0 notes

savetopnow · 7 years

Text

2018-03-16 11 CAR now

CAR

Auto Spies

EXCLUSIVE! World's FIRST Ever Teaser Image Of The All-New 2020 Ford Bronco! PLUS, A SURPISE New Ford!

Should Nissan Answer The New Supra With A New Z Car?

Audi To Strip Model S Of It's Crown With New e-tron GT

Audi Profits Skyrocket 68% As Deiselgate Fades Away

Mercedes X-Class Gets A Longer Bed - Is The Time Ripe For US Entry?

Autoblog

This electric skateboard has your back

Remote-controlled snow plow

Lincoln Aviator to return as a concept in New York

Coming soon to a mailbox near you? Third USPS van option spied

Turbo Mazda6 starts at $30,090, only base trim gets manual

Car Throttle

[Community] Modest Mistake - 1967 Toyota 7

Audi Will Launch A Fully Electric Tesla Model S Rival In 2020

The Mercedes-Maybach Pullman Contains More Cow Than Texas

Audi Is Not Planning Any Future R8s Beyond This Generation

Here's What Arctic Car Testing Is Really Like

Electrek

Ford teases upcoming electric vehicles, says it will focus on charging experience

Volvo starts taking configurations and $2,500 deposits for their Polestar 1 Plug-in Hybrid

Tesla Model S crashes into cyclist, scooter and another car, media points to Autopilot, but Tesla says no

Audi confirms all-electric e-tron Quattro SUV ‘starting price of €80,000’ ($99,000)

Green Deals: Aukey LED Outdoor Motion Lights $17 or 4-pack $35, more

Inside EVs

Ford Makes Big Electrification Commitment, Soft Plug-In Promise

Audi Announces e-Tron Pricing In Germany, Expect ~$100,000 In U.S.

Tesla Model S P100D Launches In South Korea

Nissan To Spend $9.3 Billion On EV Push In China

Polestar 1 Pre-Orders Now Open In 18 Countries, Including U.S.

Jalopnik

Watch This Probably Fake Video Of A Russian Guy Cutting The Corner Off A Car So He Can Park

Here's What It Was Like To Fly On The Soviet Concorde

Nobody Is Good Enough For The New Mercedes-Maybach Pullman

Car Blocking Street Doesn't Stand A Chance Against Baseball Team

Logan Lucky Is The NASCAR Heist Movie That Could've Been The Next Ocean's 11 But Wasn't

Motortrend

Ford Plans to Sell a Hybrid Bronco SUV

McLaren 570GT MSO Black Collection is an Under-the-Radar Supercar

2018 Mazda6 Sedan Starts at $22,840

2019 Mercedes-Maybach S650 Pullman Makes an Ultra-Luxurious 621 HP

Future of Ford Is Filled with More Mustangs, Trucks, Off-Road SUVs

Reddit Cars

New Teaser Image of 700hp+ 2019 GT500

Leroy makes 1125HP with new heads/injectors on only 18.4lbs of boost

GT3 RS crashing (along with a dozen other cars) on the Nürburgring due to water coolant on the track

Ford flashed the 2020 Bronco silhouette today

There's 5 Stingers Sitting in my Local Kia Dealership

Sunday Times Driving

Meaner than ever: Honda’s new Mean Mower Mk. 2 is a 134mph+ beast

Drivers face fines for overtaking too close to cyclists

Man waited 20 hours for the RAC at busy M25 motorway service station

Kia with a sting in its tail beats Ford Mustang muscle car in a drag race

You’ll cry when you watch £400,000 worth of sports cars crushed by bulldozer in Philippines

The Car Connection

2018 Porsche 911

2018 Porsche 718

2018 Porsche Macan

2018 Porsche Cayenne

Ford Co-Pilot360 safety systems are coming, ready to take on Honda and Toyota

The CarGurus Blog

Half Price Hot Hatch: BMW M135i

Top Headlines From March 3 – 9

Geneva motor show: Five great cars, five years on

The 10 Most Popular Used Cars in the UK

Top Headlines From February 24 – March 2

The Torque Report

Lincoln Aviator returns! Is it an Explorer based SUV?

Ford Bronco, Shelby GT500 and new small SUV teased

Cadillac Escala may arrive by 2021

Audi e-tron GT will take on the Model S in 2020

2019 Kia K900 gets a minimalist interior

The Truth About Cars

2020 Ford Bronco Gains Hybrid Variant, Smaller Off-road Sibling

Tesla Workers Say Almost Half of Model 3 Parts Need Rework

Mazda and Toyota’s Joint Venture Is Official, Tons of Corollas and a Mystery Model Await

Rare Rides: The Glorious 1988 Nissan Pulsar Sportbak, Where EXA Meets Canopy

What’s in the Box?! – With GMC’s CarbonPro Pickup Bed, Plenty

#car

0 notes

perksofwifi · 5 years

Text

Ford Focus RS vs. Honda Civic Type R vs. Volkswagen Golf R vs. Subaru WRX STI Type RA

In light of the news that there will be no 2020-model-year Volkswagen Golf R, we’re bringing back this May 2018 comparison with the best from Subaru, Honda, Ford, and VW. Enjoy.

Every generation has one. Volkswagen Golf GTI. Acura Integra GS-R. Mitsubishi Evo. If you smuggled automotive magazines in from Europe, perhaps it was the Renault 5 Turbo or Ford Escort Cosworth.

No matter who you are or where you grew up, odds are you remember your first hot hatch—a plebeian-skinned powerhouse designed around the democratization of performance and practicality. Some looked like ATMs on wheels; others had sloping lines approximating a coupe. But they all held the same secret: startling horsepower and tight handling underneath their econobox sheetmetal.

Me? I’ll never forget the first time I saw a Subaru WRX. I was about 12 years old. It was a snowy winter morning, made colder by the wind ripping off an angry Hudson River. My dad and I were lugging my hockey gear through the parking lot of Manhattan’s Sky Rink at some ungodly pre-dawn hour for practice. He pointed to some bug-eyed car parked alongside the pier.

“You see that?” he asked. “It’s a Subaru WRX. I read that it was faster than a 911.”

“That thing?”

I could hardly believe it, but I loved the idea that a relatively affordable, dorky-looking compact could smoke a sleek, expensive Porsche. A new PlayStation 2 and copy of Gran Turismo 3: A-Spec under the Christmas tree only cemented the love of cars like the Subaru WRX and its rival Mitsubishi Lancer Evolution VII—not just for me but for millennials and Gen Xers across the country. Then the 2008 recession took the wind out of the economy and killed the sport compact car—as well as the eponymous magazine.

Now that the economy is well and truly thriving, some automakers are once again offering a revival of choices of blisteringly quick sport compacts. Sure, Mitsubishi may have traded building Evos for SUVs, but my first-blush Subaru still stands—the track-ready 2018 Subaru WRX STI Type RA is arguably the baddest WRX ever to hit our shores. Others are back in the game, too. Continuing its hot hatch history (offered for the first time in America), the big-winged Honda Civic Type R generates an outrageous 306 hp from just 2.0 liters of turbocharged fury. Representing Detroit by way of its German operations and sporting the same rally-bred heritage as the Subaru: the Ford Focus RS. Rounding out the offerings is the autobahn-storming Volkswagen Golf R—a GTI with a seriously bad attitude.

One of these four is the best sport compact on the road today, and we set up a battery of tests focused purely on finding the best driver’s car of the bunch. Our playground? Southern California. We’ll use Malibu’s canyon roads, our Fontana test track, and the Streets of Willow Springs racetrack—with our on-staff race car driver Randy Pobst behind the wheel—as our proving grounds.

Money plays a big role in the purchase of any car, let alone a car aimed at a younger, currently debt-saddled generation. But although sport compact cars do have sensibility and functionality baked into their silhouettes and packaging, we wouldn’t be doing justice to these four cars by focusing on value, fuel economy, or interior features. This comparison is built around one word. The F-word. Fun.

Our winner doesn’t necessarily need to be the fastest or pull the highest lateral g through a corner. But the car has to reward its driver with snappy acceleration, exceptional steering, and the ability to put a smile on your face while doing it. So in the words of our late, lamented sister publication: Let the ass-kicking begin.

Fourth Place: Subaru WRX STI Type RA

Stuck on 11

Subaru is still cranking out ever-faster WRXs, so say hi to the 2018 Subaru WRX STI Type RA. Limited to just 575 examples (500 for the U.S., 75 for Canada), the Type RA gets a revised 2.5-liter turbo flat-four good for 310 hp and 290 lb-ft of torque, a beefier short-throw six- speed manual transmission, Bilstein suspension dampers, a carbon-fiber roof and rear wing, and sticky performance tires.

The Type RA also benefits from the changes Subaru made to the rest of the WRX STI lineup for 2018, with uprated Brembo brakes, a center differential with fully electric locking (instead of electric and mechanical locks), and a torque-vectoring all-wheel-drive system. This limited edition Subaru has a price to match its rarity—it stickers for $49,855.

During our long testing days, caffeine is king—unless you have the keys to the Type RA. “Lighting your hair on fire could not make this car any more exciting,” associate editor Scott Evans said.

It’s a brutal assault on your senses—over the top, exhausting, and more of a workout than any street-going STI in recent memory. Nothing comes easy. The Subaru’s engine feels straight out of a turbocharged 1980s rally car. It’s lazier than The Dude at low end, but once boost hits at 3,000 rpm, it surges forward, only to be held back by its ridiculously short gear ratios. You better get used to muscling that notchy shifter from gate to gate.

The Type RA doesn’t get any more manageable through bends. Steering is quick and heavy but lacks the feedback you’d expect from a hydraulic steering rack, and the track-oriented suspension tosses you around on all but the smoothest surfaces. “It requires a lot of corrections through bumpy corners—quite a chore,” associate road test editor Erick Ayapana said. Road test editor Chris Walton agreed: “The experience remains one of continual ‘delay gain,’ with unsure steering, tremendous turbo lag, and a ‘Who knows what’s going to happen next?’ feeling most of the time.”

There’s still something to love, though. Once the STI’s excessive drive and center-differential settings have been dialed in properly, the Type RA actively rewards you with a death grip of the road.

Between the beefy all-wheel-drive system and Stickum-coated tires, the Subie feels like it never wants to let go.

Getting those settings sorted to your driving style is tricky—with inconsistent manners ranging from lethargic to pointy—especially if you aim for the hardcore end of the scale. “It’s like when you were 15 and got your first electric guitar,” Evans said. “The first thing you did was crank the gain on the amplifier to 11 because you wanted to play metal. Then you hit that first power chord and scared everyone in the house.” To steal Evans’ analogy, the Subaru’s electronics reminds me of an old guitar amp I had in high school. It had hundreds of effects it could replicate. I ended up selling it for a single-channel Marshall half-stack. Keep it simple, Subaru. We’d be happy with two or three drive settings.

Despite the sensory overload the Subaru delivers on the road, it didn’t quite translate once our test gear was hooked up. Lined up at the drag strip, the Type RA accelerated from 0 to 60 mph in 5.7 seconds, tied for slowest in the group, and went through the quarter mile in 14.0 seconds at 100.8 mph, a half second slower than our leader. Its braking performance, 60–0 mph in 103 feet, was second best, but its figure-eight lap was almost a half second behind the leaders. The Type RA’s 24.7-second at 0.77 g average lap is impressive in a vacuum, but it’s still only a tenth of a second quicker than the much softer Golf R.

Its Streets of Willow lap wasn’t as fast as we expected, either, for a car featuring a carbon roof and spoiler. Randy’s best lap was 1:27.56—just a hair ahead of the VW. Randy liked the Type RA’s brakes and shocks but was annoyed by the laggy engine and its handling balance. “Even though we had the center diff in Auto–, the Subaru still had quite a bit of understeer,” Pobst said. “I’m frustrated with Subaru because they’re too conservative with their handling balance. The RA has a wing on it, and it looks all radical, but this isn’t. It’s pushy.”

The WRX STI might be the car directly responsible for kicking off the sport compact segment, but somewhere along the way it lost that little bit of sparkle.

The Type RA both looks and feels racy, but it doesn’t have the performance to back it up. Even more important: This Subaru is just simply not as fun to drive as it is to look at.

Third Place: Volkswagen Golf R

The grown-up in the room

If flying under the radar is your thing, it’s tough to beat the 2018 Volkswagen Golf R. Lacking the tacked-on bodywork and rear wing of the Ford, Honda, and Subaru, the only tell that this unassuming Golf packs 292 hp and 280 lb-ft of torque underhood is a subtle “R” badge and four fat exhaust tips poking out from its rear bumper. Otherwise this six-speed-manual-equipped (a seven-speed twin-clutch auto is available), all-wheel-drive hatch is the ultimate sleeper—perfect for convincing your new boss you’re an upstanding member of society while ensuring your college buddies know you’re still the same guy they played Edward Fortyhands with. All for a fairly reasonable $40,635.

Despite its sleeper status—not to mention its horsepower and weight disadvantage—the Golf R has no trouble chasing down the rest of the pack on Mulholland Highway. “I was surprised I was keeping up with Scott in the Focus—he’d use the Ford’s superior grip in the corners to pull away slightly, but I’d reel him in at the exit and on the straights,” Walton said. The Golf R doesn’t feel as outright powerful as the rest of the group, but it delivers its power smoothly and linearly, without much turbo lag. The gearbox has light, accurate throws, though the pedals are too widely spaced to heel-toe downshift for some.

The Golf goes around a corner with delicate, precise steering and near-invisible all-wheel drive or electronic intervention. The Golf R’s curb weight is certainly noticeable, but as Ayapana said, “It’s still predictable, balanced, and fun.”

Unfortunately, the Golf R’s refined road manners don’t translate to the track. With its power-to-weight ratio working against it, the Golf R brought up the rear in nearly all of our instrumented tests. Its best 0–60 run was 5.7 seconds, tied with the WRX STI, and it finished the quarter mile in 14.1 seconds at 100.4 mph. Its 107-foot 60–0 stop was good for bronze, but it couldn’t make up the gap in the figure eight, where it lapped the course in 24.8 seconds at a 0.77 g average.

Not that it’s a bad thing. “It’s rather shocking that the Golf R’s lap was just 0.1 second behind the Subaru around the figure eight because it was so much less taxing,” Walton said. “It felt like a nice drive, not an assault.”

When it came to its 1:27.90 hot lap, Pobst was frustrated by the Golf R’s softness. “The ride and handling engineers need to have less influence on this car,” he said. “It has a lot of understeer. Especially under power, it understeers like a front-drive car.”

Although we all agreed that the Golf R was fun to drive on the street, its result at the track left us feeling cold. The top two finishers proved to be more engaging on the street and at the track, too.

Second Place: Ford Focus RS

Better late than never

Subaru and Mitsubishi were the darlings of the ’90s hot-hatch movement, but Ford was rallying around the Acropolis ages before. And Ford still knows the formula. Turbo four-cylinder? Check. All-wheel drive? Check. Charmingly obnoxious bodywork? Check.

Part of a limited edition run of 1,500 for the RS’ last model year (1,000 for the U.S.A., 500 for Canada), the 2018 model is the best yet. Its 2.3-liter turbo I-4 cranks out 350 hp and 350 lb-ft and sends its power through a six-speed manual to a torque-vectoring all-wheel-drive system now equipped with a limited-slip front differential. The RS also benefits from changes Ford made to the series last year, chiefly a less punishing electronic suspension setup. Our tester stickered for $41,995.

“I give Ford a lot of credit here,” Evans said. “The improvements to the RS are real and substantial. It’s much more streetable than it used to be.” Whereas the multiple 2016 Focus RS models we tested (note: we never got into a 2017 model) rode like trucks and tramlined over the road, the 2018 model finally feels dialed in.

That’s not to say the Focus RS has gone soft. The ride is still firm (especially in the suspension’s Sport setting), but it’s no longer a kidney-bruising affair. With the body well managed, it lets the driver focus on more important things—like the tiny terror under the hood.

The power the Focus RS’ 2.3-liter engine makes is unbelievable; there’s a touch of lag as you accelerate, but once boost hits, you’re off like a Falcon 9 rocket, with a matching soundtrack to boot. The gearbox carries widely spaced ratios, making it easy to string quick-succession corners together in second or third gear or lope down the freeway in sixth. The pedals are difficult to heel-toe in everyday situations because they don’t lie on the same plane, but they’re “perfect when you’re hammering the car and deep in the brake pedal,” Evans said.

The Focus RS’ steering is quick and precise, and the all-wheel-drive system doesn’t push as you go into corners. And thanks to that limited-slip front diff, it puts down power exceptionally well as you rocket out of a corner onto straights.

Not surprising with 350 horsepower on tap and an aggressive all-wheel-drive setup, the Focus RS is the quickest car here on the drag strip; it accelerates from 0 to 60 mph in 4.7 seconds and runs the quarter mile in 13.5 seconds at 101.2 mph. The Focus RS is a bit underbraked, needing 109 feet in our 60–0 stopping test, but that didn’t seem to hurt its figure-eight lap, tied for first at 24.3 seconds at 0.79 g. The Focus RS is notably fun on the figure eight in Track mode with stability control disabled. “Glorious on corner exit—whacking the throttle to the floor three-quarters of the way through the corner puts the Focus into a beautiful, controlled drift every single time,” Walton said. “With a dab of oppo, it’s super controllable and a hoot.” Who needs Drift mode?

With Pobst behind the wheel, the Focus RS turned a 1:26.56 lap of Streets of Willow, just more than a second slower than our leader. Pobst said the Focus RS’ greatest advantage was its grip under power, but he complained of too much ABS intervention: “A couple times I overran corners because I got a lot of ABS and it wouldn’t slow down or turn.”

Despite its few flaws, you’re left with the impression that the Focus RS is built purely around the idea of fun. With gimmicks like Drift mode backed by face-melting performance, the 2018 Focus RS finally delivers on what the original promised. Unfortunately for Ford, there’s one car that does it better.

First Place: Honda Civic Type R

R U kidding me?

The 2018 Honda Civic Type R is easy to dismiss on paper. Its 2.0-liter turbocharged I-4 makes “only” 306 hp and 295 lb-ft of torque, about average for the segment. And what criminal would send that power to only the front wheels? That would’ve been considered heresy back when I was a kid, but Honda has good reason: Front-drive with a limited-slip differential keeps both weight and the center of gravity low, with the ultimate aim of making it more fun to drive. It also makes the Type R cheaper. Its $34,990 as-tested price is the lowest of our four.

Despite the lack of all-wheel drive, the Civic Type R certainly looks like it belongs. The Gundam styling features a wide variety of functional aero add-ons, such as a massive rear wing and hood scoop—which, fun fact, cools the computers that run the Type R’s electronic adaptive suspension, not the engine—and embellishments such as red accents and three center-mounted exhaust outlets. Its styling is certainly more polarizing than our other three pocket rockets; I love it, but Evans said the Type R “screams 20-something asshat.” Hi there!

Despite Evans’ (or my) lack of taste, there’s no denying that this car can scoot. It makes everything feel absolutely effortless—natural even. The Civic’s Ohio-built engine is a little monster; it makes linear power off the line before finding a second wind as it blasts from 3,000 rpm to its redline. The clutch and six-speed manual action are also best in our test. “This might be the goldilocks of the group; it just does everything well,” Walton said. “I learned where the power lived—it comes on strong just over 3,000 rpm and gets better from there—and used it to my advantage.”

As enthusiasts, we’re conditioned to expect both torque steer and understeer from powerful front-drive cars like the Civic Type R, but Honda’s engineers likely sold their souls—as neither exists here. The Honda’s steering is light, quick, and accurate. Yet its ride is commute-friendly. “What impressed me most in the canyons was its balance,” Ayapana said. “Just when you expect understeer, the Civic Type R says, ‘Nope, not today,’ and stays neutral.”

Equally impressive at our test track, the uncivil Civic accelerated from 0 to 60 in 5.0 seconds and finished the quarter in 13.7 seconds at 105.9 mph, second to the Ford. Even more impressive is the Type R’s acceleration numbers after 60 mph; from 0 to 70 through 100 mph, the Type R was the quickest car of the group. The Honda stopped shorter than any other car in our test, too, needing 99 feet to stop from 60 mph, and it tied the Focus RS’ 24.3-second figure-eight lap and its 0.79 g average.

Although the Type R didn’t cleanly break free from the Ford at our test track, it blasted the Focus at Streets. Pobst’s 1:25.45 lap was not only the fastest of the day, but it also makes the Honda the quickest front-drive car we’ve ever had around the track. “The Civic feels the raciest of this group,” he said. “It’s a bit of a wild child, but it’s a very stable car. It’s really hard to get the tail out, but at the same time it doesn’t have as much understeer as the Subaru or Golf. It’s so interesting. How do they do that?” The Civic Type R’s performance merits are certainly enough for it to earn first place fair and square.

More than that, it never fails to make you smile. Of all the cars here, the Civic Type R is the one we most want to drive, just because. It’s the type of car where you’re actively looking for an excuse to run an errand or head out on a road trip. It’s as rewarding to drive at 25 mph puttering around town as it is carving up your favorite back road or racetrack. It’s the car you shift for no reason other than it feels good doing it. It’s the car you race from every stop sign because it’s fun and take around every corner as fast as you dare because of its thrilling feedback.

If I could send this story back in time and put it in the hands of my 12-year-old self, I’m sure I wouldn’t believe the results. But the Honda Civic Type R isn’t just a driver’s car. It’s a driving partner. And for that, it’s our unanimous pick for the winner.

4th Place: 2018 Subaru WRX STI Type RA Rough and tumble Type RA promises much but doesn’t deliver the goods

3rd Place: 2018 Volkswagen Golf R Soft and heavy at the track but an exceptional long-haul cruiser

2nd Place: 2018 Ford Focus RS Ford finally delivers the Focus RS we’ve always wanted … just in time for it to go out of production

1st Place: 2018 Honda Civic Type R Honda’s twist on the sport compact creates the new world-standard hot hatch

Horses for Courses

Sometimes the category of car we’re lapping and the available track don’t quite match. Either the cars are too powerful for the track, or the track’s too fast for the cars. Not here, though. Our quartet of cars couldn’t be better tailored for the Streets of Willow Springs. Unfortunately, that still left us with some head-scratching inconsistencies. Sure, there are a couple of obvious trends. The Civic Type R repeatedly out-accelerates the other three and usually gets a jump out of the corners, too, due to its edge in grip. But when we lean in closer — well, there are often differences without patterns. For instance, the Civic shows a lot of confidence through Turn 7, but Randy Pobst isn’t nearly as bold as he lifts nearing the braking points for Turn 1 and 11. The Golf shows a lack of commitment at all three of these points, though it’s solidly midpack in cornering grip. The Focus is uniquely quick through Turn 5 but nowhere else. What is consistent? Perhaps the Subaru, which usually had the lowest cornering speeds and peak speeds between corners — except for its anomalous spurt of speed between Turns 3 and 4 –Kim Reynolds

2018 Subaru WRX STI Type RA 2018 Volkswagen Golf R 2018 Ford Focus RS 2018 Honda Civic Type R DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, AWD Front-engine, FWD ENGINE TYPE Turbocharged flat-4, alum block/heads Turbocharged I-4, iron block/alum head Turbocharged I-4, alum block/head Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 150.2 cu in/2,462cc 121.1 cu in/1,984 cc 138.0 cu in/2,261 cc 121.8 cu in/1,996 cc COMPRESSION RATIO 8.1:1 9.6:1 9.5:1 9.8:1 POWER (SAE NET) 305 hp @ 6,000 rpm 292 hp @ 5,400 rpm 350 hp @ 6,000 rpm 306 hp @ 6,500 rpm TORQUE (SAE NET) 290 lb-ft @ 4,000 rpm 280 lb-ft @ 1,800 rpm 350 lb-ft @ 3,200 rpm 295 lb-ft @ 2,500 rpm REDLINE 6,600 rpm 6,500 rpm 6,500 rpm 7,000 rpm WEIGHT TO POWER 11.1 lb/hp 11.4 lb/hp 9.8 lb/hp 10.1 lb/hp TRANSMISSION 6-speed manual 6-speed manual 6-speed manual 6-speed manual AXLE/FINAL-DRIVE RATIO 3.90:1/2.95:1 4.24:1 (1st, 2nd) 3.27:1 (3rd-6th, R)/2.98:1 4.06:1 (1st, 2nd, 3rd, 4th); 2.95:1 (5th, 6th, R)/2.77:1 4.11:1/3.02:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks; anti-roll bar; multilink, coil springs, adj shocks; anti-roll bar STEERING RATIO 13.3:1 9.5-14.1:1 15.0:1 14.9-11.7:1 TURNS LOCK-TO-LOCK 2.5 2.1 2.0 2.1 BRAKES, F; R 13.4-in vented, drilled disc; 12.8-in vented, drilled disc, ABS 13.4-in vented disc; 12.2-in vented disc, ABS 13.8-in vented disc; 11.9-in vented disc, ABS 13.8-in vented, drilled disc; 12.0-in disc, ABS WHEELS 8.5 x 19-in forged aluminum 8.0 x 19-in cast aluminum 8.0 x 19-in forged aluminum 8.5 x 20-in cast aluminum TIRES 245/35R19 89W Yokohama Advan Sport V105 235/35R19 91Y Continental ContiSportContact 5P 235/35R19 91Y Michelin Pilot Super Sport 245/30R20 90Y Continental SportContact 6 DIMENSIONS WHEELBASE 104.3 in 103.5 in 104.3 in 106.3 in TRACK, F/R 60.2/60.6 in 60.7/59.7 in 60.9/60.0 in 63.0/62.7 in LENGTH x WIDTH x HEIGHT 181.3 x 70.7 x 58.1 in 168.4 x 70.8 x 56.5 in 171.7 x 74.1 x 58.0 in 179.4 x 73.9 56.5 in TURNING CIRCLE 36.0 ft 35.8 ft 39.4 ft 39.5 ft CURB WEIGHT 3,380 lb 3,325 lb 3,430 lb 3,096 lb WEIGHT DIST, F/R 60/40% 59/41% 59/41% 62/38% SEATING CAPACITY 5 5 5 4 HEADROOM, F/R 39.8/37.1 in 38.4/38.1 in 38.3/38.0 in 39.3/37.4 in LEGROOM, F/R 43.3/35.4 in 41.2/35.6 in 43.1/33.2 in 42.3/35.9 in SHOULDER ROOM, F/R 55.6/54.6 in 55.9/53.9 in 55.6/52.6 in 56.9/55.0 in CARGO VOLUME 12.0 cu ft 52.7/22.8 cu ft 36.9/19.9 cu ft 46.3/25.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.7 sec 1.8 sec 1.5 sec 2.1 sec 0-40 3.0 3.1 2.6 3.2 0-50 4.0 4.1 3.6 4.0 0-60 5.7 5.7 4.7 5.0 0-70 7.1 7.3 6.7 6.6 0-80 9.3 9.4 8.2 8.0 0-90 11.4 11.7 10.3 10.2 0-100 13.8 14.0 13.2 12.2 PASSING, 45-65 MPH 2.9 3.0 2.8 2.4 QUARTER MILE 14.0 sec @ 100.8 mph 14.1 sec @ 100.4 mph 13.5 sec @ 101.2 mph 13.7 sec @ 105.9 mph BRAKING, 60-0 MPH 103 ft 107 ft 109 ft 99 ft LATERAL ACCELERATION 0.98 g (avg) 0.97 g (avg) 1.01 g (avg) 1.01 g (avg) MT FIGURE EIGHT 24.7 sec @ 0.77 g (avg) 24.8 sec @ 0.77 g (avg) 24.3 sec @ 0.79 g (avg) 24.3 sec @ 0.79 g (avg) 1.6-MI ROAD COURSE LAP 87.56 sec 87.90 sec 86.56 sec 85.45 sec TOP-GEAR REVS @ 60 MPH 2,400 rpm 2,250 rpm 2,250 rpm 2,450 rpm CONSUMER INFO BASE PRICE $49,855 $40,635 $41,995 $34,990 PRICE AS TESTED $49,855 $40,635 $41,995 $34,990 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, front side, f/r curtain, driver knee 6: Dual front, front side, f/r curtain 7: Dual front, front side, f/r curtain, driver knee 6: Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles 6 yrs/72,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 6 yrs/72,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles 5 yrs/60,000 miles 3 yrs/36,000 miles FUEL CAPACITY 15.9 gal 14.5 gal 13.7 gal 12.4 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 21/29/24 mpg 19/26/22 mpg 22/28/25 mpg ENERGY CONS, CITY/HWY 211/153 kW-hrs/100 miles 160/116 kW-hrs/100 miles 177/130 kW-hrs/100 miles 153/120 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.06 lb/mile 0.81 lb/mile 0.90 lb/mile 0.80 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium Unleaded premium

The post Ford Focus RS vs. Honda Civic Type R vs. Volkswagen Golf R vs. Subaru WRX STI Type RA appeared first on MotorTrend.

https://www.motortrend.com/cars/honda/civic/2018/ford-focus-rs-honda-civic-type-r-volkswagen-golf-r-subaru-wrx-sti-type-ra-comparison/ visto antes em https://www.motortrend.com

0 notes