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glasslinee · 3 years ago

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The Top Tools Available for Glass Cutting and Processing

If you have a project that requires delicate glass processing, you understand the importance of having the right equipment. When you are looking for glass processing and glass handling equipment, you need to make sure you use the right class machine for the job. There are numerous types of glass manufacturing machinery and equipment. What are examples of tools you may put to work for certain projects?

Glass Drilling Equipment

If you are looking for glass drilling equipment, it goes without saying that the machine must be well designed to ensure against breakage and chipping. A heavier-duty machine is a must for drilling to reduce vibration. The drill table must also be precisely level, especially for thin glass. There are numerous configurations of drilling machines. You must determine if you are looking for a manually loaded machine for one hole, or if you need many holes then a machine such as an XY Table, or even a Combo CNC Drill and Grind machine. Or perhaps you need an inline machine with automatic load/unload and precise automated positionings, such as an Inline Drilling Machine for Rectangles or a Linear/Polar Machine for shapes Your selection must take into account the products you need to run. For example, how many holes and how many different hole sizes are needed for your various parts to be run, and the cycle time required. Some machines have special features, for example, laser light indicator (to assist setup), drill bit height measurement(to assist in setting height after tool change). Or, you may be interested in a slotted table drill, which you can use to drill numerous holes in a straight line. If you have questions or concerns about the specific machines you should use for your project, be sure to reach out to a professional for help.

CNC Glass Cutting Machines

If you have a need to ship in larger glass sheets and cut them down to smaller pieces, then you may be interested in using a CNC glass cutting machine. With this machine, you can significantly reduce the amount of time you spend cutting, with improved size tolerances. Determine your throughput needs to select the right style of the cutter – belts, rack, and pinion, or linear motors. With extreme acceleration and deceleration speeds, as well as low maintenance needs, the linear motor drive style is the best throughput, and seldom needs but allows for easily and precisely calibrating your glass cutting machine. Furthermore, the cutting head style is important. Some manufacturers provide a free-spinning cutting wheel, which rotates only after the head begins moving, which can be ok for simple straight cuts. For more precision, a rotation axis is required. The most precise is a direct drive servo with no belts or gears used for rotation. A low-friction air cylinder is also recommended, as well as a proportional valve controlled directly from the CNC.

Edge Deletion Machines

It is common in the Insulated Glass market to remove the coating from the edges of the glass. Of course the selection depends on the coating, but there are numerous options available: manual, semi-auto, and automatic(including double edger style or CNC edge deletion). Typical Low-E coatings use an abrasive wheel, but pyrolytic coatings may require a diamond wheel edge deletion system, in order to remove a small amount of glass to fully remove the coating.

Specialized Glass Machines

There are other specialized glass processing machines you may require. For example, some applications may require the use of a glass lathe, which can hold stacks of glass and turn multiple pieces into precise circles.

Use Glass Manufacturing Machinery and Equipment from Glassline

These are just a few of the many tools you may use to complete your upcoming glass project. If you need help with your glass work, then look no further than the specialized equipment from GLASSLINE™. We have a wide selection of high-quality machinery and diamond tooling you can use to ‘kick glass’ every time. Take a look at our selection at www.glassline.com, and contact us today to learn more!

Source Url :- https://buythismore.com/the-top-tools-available-for-glass-cutting-and-processing/

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bestcollectionofreviews-blog · 6 years ago

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Best Portable Table Saw To Buy in 2018

Among the most frequently used power tools for carpenters is that the table saw. For carpenters that don't work exclusively from the store a mobile jobsite table saw is indispensable. For this Head-to-Head we are focusing on corded mobile 10″ jobsite table saws. We're not including cordless table saws in this evaluation as we plan on doing another head-to-head exclusively for cordless table saws later this year as many are available today.

This mobile jobsite table saw head-to-head comprises 8 gears from; Bosch, Delta, DEWALT, Hitachi, Makita, Ridgid, SawStop and Skilsaw. Initially, we had also to add Ryobi as a budget friendly alternative for DIY'ers or men just beginning in the trades. However, we were unable to accommodate that saw to our testing rigs so we pulled it in the testing (you may see some pictures with the saw but we're not adding it in the results).

Once our team has put some serious time and effort into our Head-to-Head test to bring you the most complete information available. For this test, we broke things into several categories such as: Precision & Accuracy, Performance (electricity ), Cost, and Ergonomics. For each of these categories we will rank the saws and in the end we will name the finest Portable Table Saw based on all of the results combined.

Precision & Accuracy -- In this class we assessed the precision of this table saws straight from the box, and how easy it's to make calibration adjustments. In addition, we discuss the quality of the fence system as it pertains to ripping true cuts. Performance -- The performance test took a very deep dive into the energy of the saw motors and how nicely the gears managed different ripping materials such as plywood, pressure treated Southern Yellow Pine 5/4 decking and Mahogany 5/4 decking. We quantified saw RPM's and Amps for all the cutting edge materials under constant feed prices. Cost -- Cost is always an important element in deciding which saw is ideal for a user. We have included the current pricing found online for all the saws at the time of publication. Ergonomics -- Ergonomics are extremely important to users and a significant category to consider when buying any power tool. Along with traditional ergonomics, we also included functionality within this category. Before we present the testing results, it is helpful to set the stage by listing all of the features and specifications for comparison. All 8 of the jobsite table saws are similar in size and capacity. Each one of those saws uses a 10 inch blade, 15 amp motor and they're all able to use a dado set. Specific differences in the gears are given below.

One of the things we looked at was the simplicity of assembly from the box. We had the identical person assemble all the gears and timed the meeting to find out if there are any substantial differences between the versions. When some stands demanded more than double the moment, we believed the assembly time wasn't a substantial enough element to change someone's mind on that saw to buy.

We also did some testing of dust collection to find out if there were any substantial differences between the saws. We attached a Bosch dust extractor to each watched and measured the weight of dust collected for a determined number of cuts. The bottom line is with a fantastic dust extractor attached there was slight difference between the gears.

Last, we spent some time assessing the fences. Overwhelmingly the team really likes the rack and pinion fences that DEWALT, Hitachi and SkilSaw have on their saws. Rack and pinion fences are faster to adjust, maintain position better during cuts, and provide much better accuracy.

In the commercial building business, we typically purchase a job site saw for every job and use it up throughout the course of an 18-month job. When these saws hit the website, they are unboxed, constructed and immediately put into use. We tear piles and piles of sheet products with these saws and the tolerances of the cut substances aren't very critical. However, that example represents the mobile saw use within our industrial crews' business.

What if a contractor utilizes their job site saw for top quality built-ins or higher tolerance finished cuts? If that's the situation, saw accuracy is vital for that work. In this use case, if the saw is immediately put into use, success is contingent on the out-of-the-box precision from the manufacturer. The quality of the cuts and more importantly the possible safety of the operator will be a function of this as-shipped precision of this saw from the manufacturer.

TBB compared the relative precision of the test saws when we assembled and set up them. How would the gears from the TBB Head To Head test compare to one another? We quantified the fabricated tolerances and found out. We examined the data from the evaluations and rated these saws for as-built precision.

To assess the fabricated accuracy of the eight gears, TBB looked at six places to quantify and compare: Table Flatness, Accuracy of 45 Deg. Cease, Blade Parallel to Miter Slot, Fence Parallel to Miter Slot, and Blade Runout.

We assessed the flatness of the table by measuring the flatness by placing the edge of a precision ground flat bar across the table and put feeler gauges in any openings to quantify any difference between the floor bar and the dining table. Since the operator faces the saw, we quantified the flatness in the arbor out of front-to-rear; we quantified the left-to right flatness in the arbor; we quantified the flatness from the top left-to-lower right table corners; and, ultimately, we quantified the upper right-to-lower left flatness between the corners.

We compiled this set of data and generated a ranked set of results by assigning a 1-2-3 score to the comparative values of the test measurements. Then we rated the gears for overall as-manufactured table flatness. As a point of interest, a normal sheet of paper is roughly .004 inches thick.

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certaincollectorruinsuniver-blog · 6 years ago

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Weights and balances

How often do you weigh things in the path of an afternoon? if you're on a food plan, probabilities are you stand on scales every morning to test your progress. in case you're having breakfast, you would possibly weigh out what to devour by means of filling a bowl with cereal. in case you're sending a letter or a parcel, you probably take it to a post office to have it weighed. while you purchase matters from a grocery save, the price you pay for maximum goods could be primarily based on their weight. In a few countries, even the cash in your pocket is based on a machine of weight. (British and Irish pounds, as an instance, firstly weighed exactly one pound.) With so much of our world driven by weight, correct ways of weighing are very essential. however what is weight, exactly, and how do you measure it in practice? let's take a more in-depth look!

Weight and mass

before we pass any similarly, let's be clear about the difference among weight and mass. most of the time, while we're talking about weight, we in reality mean mass. Kilograms, pounds, stones, ounces, and grams are all units of mass, no longer weight. So what is the distinction?

Mass is the quantity of matter something is crafted from. large matters are normally extra huge than small ones. if you have a lump of iron or copper and take it to specific places on the earth (or maybe the Moon) to degree it's mass, you will constantly get the identical end result.

Weight is a dimension of how a whole lot the force of gravity acts on a given quantity of mass. The force of gravity varies slightly all over Earth so, whilst your lump of iron has the identical mass, its weight varies: it'd weigh a little bit greater in Bangladesh than it does in Tibet. What about on the Moon? Gravity is set one 6th the power on the Moon as it is in the world. So matters weigh simplest one 6th as a good deal on the Moon as they do in the world, despite the fact that their mass is precisely the same in each locations. Why are things heavier on this planet? basically due to the fact Earth is a lot greater massive than the Moon. It draws gadgets with more force—and that gives them extra weight. in case you use metric (and SI) gadgets, you measure mass in kilograms (kg) and weight in newtons (N) and convert mass to weight through multiplying via about 10 (due to the fact the energy of gravity on the planet is kind of 10 newtons/kg). maximum of the time, it is suited to consult weights in mass devices (which include kilograms or kilos) because any mass on the planet converts to a weight in quite much the identical manner. You never hear human beings say such things as "I weigh seven hundred newtons" despite the fact that—scientifically speaking—they definitely have to!

how are you going to measure weight?

you could discover something's weight the use of an instrument known as a stability.

pan balances (once in a while called scales) literally contain balancing two scale pans with regarded weights in a single pan and the object you need to weigh in the different. In a barely one of a kind kind of stability called a steelyard, you cling a pan from one give up of a metallic arm and pass a weight along the other end, much like a see-noticed, until you discover a stability point. Steelyards had been invented in Roman times however are still used today. Physicians and nurses nevertheless use them to weigh small babies.

Many chefs use spring balances in preference to pan balances and weights. You area an object to be weighed at the top of a moving platform and it pushes downward, stretching or compressing a spring interior and turning a pointer round a dial (you may see exactly how it works inside the field down underneath).

Even more handy than spring balances are digital balances that provide weights immediately as a digital readout. Scales people use to weigh themselves frequently work this way. You stand on a platform and your weight, pushing down, compresses a strain sensor called a piezoelectric transducer. that is a form of crystal that makes an electric contemporary when you squeeze it: the tougher you push, the extra cutting-edge it makes. So the heavier you are, the greater contemporary flows within the transducer. An digital circuit connected to the transducer measures the modern-day and converts it into a "weight" size (surely a mass measurement) in kilograms, pounds, stone, or every other unit you pick.

huge things (inclusive of vehicles) are manifestly a good deal too large to weigh with everyday scales or balances, but it's nevertheless important to weigh them to test, as an instance, that they are now not too heavy to carry on airplanes or ships. vehicles are weighed by using riding them onto metal roadways called weighbridges, which are supported by using hydraulic rams. The heavier the truck, the more the pressure at the rams and the tougher they need to push upward to balance the truck's weight precisely. you may calculate the truck's weight from the hydraulic strain of the rams. if you understand the truck's lessen weight (kerb weight or unladen weight), that is often painted at the aspect of the automobile, you could without difficulty calculate the burden of its cargo by using subtraction.

How scales paintings

Scales degree how lots something weighs—and that they do it by using measuring how a good deal force exists between the object you are weighing and planet Earth. despite the fact that scales degree pressure, they give you measurements of mass in kilograms, grams, pounds, or whatever. this can be a piece confusing, however it is acceptable because (as defined above) weight and mass are related in a easy manner and are regularly used interchangeably in normal life.

think you have a few simple kitchen scales like those. if you're compulsively curious (like me) and take off the pointer and the dial (without smashing them to bits and wrecking your scales in the procedure), you may see the mechanism lurking inside. whilst you load up the pan (or push down on it with your hand), a hidden platform within the scales slides downward, stretching a effective spring because it does so. The heavier the item, the more gravity pulls it down, and the greater it stretches the spring. so far so properly, but how do we flip that spring stretch into a numeric measurement?

An orange on pinnacle of simple kitchen scales. Mechanism inside simple kitchen scales.

The transferring platform at the front is in reality a sort of rack and pinion tools. The platform is the rack and the pointer of the dimensions is the pinion. as the platform (rack) movements downward, the pinion (the small equipment to which the pointer is hooked up) rotates. you may see that happening in the picture on the left underneath. inside the photograph at the proper beneath, on the very again of the scales, you could see the thick powerful spring that stretches as the platform goes down. The mechanism is perfectly linear: in case you placed two times as a great deal weight on the scales, the spring stretches twice as a whole lot, the rack moves two times as a ways, and the pinion and pointer turn around the dial two times as an awful lot.

Pointer and rack and pinion gear inside simple kitchen scales. Spring inside simple digital scales.

are not kilos a dimension of force now not mass?

once in a while I get hold of emails from human beings (usually in the u.s.) who study this text and grumble that i've defined kilos as a measurement of mass; to them, pounds are a measurement of force. officially, this is incorrect: the main corporations charged with maintaining measurement requirements define kilos as measurements of mass: america national Institute of requirements and generation (previously the us country wide Bureau of standards) has defined the pound as a dimension of mass (1 pound = zero.453kg) for over a half of century and its contemporary handbook (44-2013) lists ounces, kilos, and stones as gadgets of mass, as does the UK's national bodily Laboratory. all of the weighing machines I photographed for this article have scales marked in kilograms and grams (on one hand) and stones, kilos, and ounces (on the alternative), showing the equivalence among them: these are all devices of mass.

it is authentic that in Imperial measurements the pound can be used to measure force and a few people sometimes differentiate with the aid of using the phrases "pound (mass)" or "Avoirdupois pound" and "pound-force". however, in case you're a scientist it's excellent not to get into this game; the pound is a completely complicated unit with unnecessarily confusing historical luggage and, like every Imperial gadgets, is high-quality avoided in modern technology. persist with metric SI units (kilograms for mass and Newtons for force) and everything will make much greater experience.

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itsworn · 6 years ago

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Modern-Day Sleeper 1973 Chevrolet Camaro Adds Sizzle to Your Commute

By today’s standards, a second-generation Camaro with subtle paint and a lowered stance can easily blend into traffic given its sleeper-esque vibe, allowing it move amongst the normal flow without raising an eyebrow. Being a sleeper doesn’t always have to equate to a sedan packing a built V-8 with a shot of nitrous, lack of flash, and dog dish hubcaps as it did in years past. Using today’s cutting-edge technology, a clean-looking muscle car can possess Ferrari-hunting skills ready to take on the competition in a moment’s notice. Imagine the complete surprise of a supercar owner getting dusted by a car that in their opinion doesn’t have the proper look or lineage … priceless!

For Tom Tomlinson, of Bowling Green, Kentucky, the challenge was to create a multilayered muscle car embracing the classic lines of a revered factory design with amazing capabilities once you peel back its skin to reveal the ultimate in modern suspension dynamics and engine development. The fusion would create a car with unparalleled performance and dependability, able to cruise local streets as well as take on the autocross and road courses during track days.

As President and CEO of Holley Performance Products, Tom’s automotive background dates back to growing up in the early ’60s when the advent of muscle cars was taking over the streets. Reading an endless stream of magazines like Hot Rod, Car Craft, Super Chevy, and Rod & Custom for the tech articles and features fueled his automotive skills and knowledge of the performance aftermarket.

While many memorable cars and projects have passed through his garage over the years, there are a few that left a long-lasting impression, especially the jet-black ’69 Chevy Caprice he discovered on a used car lot right after graduating from high school. The car sported hideaway headlights, Corvette Rally wheels, and 427ci badges on the fenders and immediately garnering his attention. Lifting the hood revealed the big-block was still in place, making it a true sleeper, packing the ultimate surprise.

As the years passed, he would religiously follow all of the legendary first-gen Camaro builds by Mark Stielow, cataloging all the information he could in hopes that the knowledge would eventually work its way into the future build of a second-gen Camaro for himself. Finally ready, he started his quest and eventually located a suitable base to start with on eBay. The car was a relatively clean, stock ’73 Camaro LT/RS that had lived most of its life in California, featuring a 350ci V-8 linked to a four-speed.

A deal was made and the car changed hands, along with some interesting history discovered after its arrival. It seems Phil Schilling, then Managing Editor of Cycle magazine, originally owned the Camaro. With help from then Tech Editor Patrick Bedard at Car & Driver magazine, the car was ordered as an LT/RS knowing it would be one of the last small-bumper Camaros to roll off the assembly line. The car was later featured on the cover of Classic Auto Restorer magazine, highlighting Phil’s 19 years of ownership and the potential future value as a collector car; now that’s pretty cool. With the title of the car now in hand, Tom embarked on a 5-year journey to inject the Stielow formula into it while working with many of the industry’s top performance leaders. The plan was to create a modern-day sleeper, the proverbial wolf in sheep’s clothing with substantial tires on the pavement, big brakes, memorable handling, and over 700 hp on tap.

Being totally hands-on throughout the project, Tom—assisted by his son Chad—began with the disassembly of the car. They cataloged all of the parts throughout the process in preparation for it being delivered to Kyle Tucker and his team at Detroit Speed (DSE) to take on the suspension dynamics. Starting out back to deliver the power to the street, DSE first prepared the car for a massive rubber infusion by installing their 18-gauge mini-tubs. They followed up to achieve elite handling by preparing it for an upgrade to DSE’s QUADRALink rear suspension. The system features their exclusive four-link geometry design with Swivel-Link, high durometer rubber bushings, DSE/JRi double-adjustable coilover reservoir shocks, 1 1/4-inch antisway bar, Panhard bar, and subframe connectors. A DSE 9-inch Ford housing features a Strange Engineering aluminum centersection with Truetrac spinning 3.73:1 gears built to Tom’s width specs. It packs a Stielow punch, incorporating axle ends using Corvette C6 hubs and custom axles that function as a full-floater utilizing Corvette C6 calipers and e-brake components.

DSE then moved to the front by first adding their bolt-in factory replacement subframe with exclusive hydroformed framerails and stamped crossmembers. The cutting-edge DSE frontend components include their tubular upper and lower control arms deftly matched to forged spindles along with DSE/JRi double-adjustable coilover reservoir shocks, splined sway bar, and Torrington bearings.

With a car designed to handle plenty of ferocity, you’d better be able to control its stopping power. Tom incorporated a Corvette ZR1 power master flawlessly matched to a Bosch Motorsports ABS system pushing fluid through stainless lines to Brembo/C6 Corvette six-piston front and four-piston rear calipers with matching slotted rotors anchored at each corner. A DSE “Detroit-Tuned” power rack-and-pinion links it all to the street with a set of breathtaking Forgeline GA3 three-piece forged aluminum wheels in satin black centers with polished lips sized 18×10 front and 18×12 rear. For plenty of performance to deliver the goods, BFGoodrich g-Force Rival S rubber sized 275/35R18 front and 335/30R18 rear gets the job done.

If you’re going to make a statement, you’d better do your homework when it comes time to upping the ante in the engine bay. Tom contacted Brian Thomson of Brighton, Michigan, to work his magic on a 7.0L LS7, bringing it to a whole new level. First, he massaged the 427ci displacement to 442 ci, increasing the stroke from 4.000 to 4.125, via a Callies DragonSlayer crank linked to Oliver forged I-beam rods wearing Teflon-skirted Diamond forged pistons to up the compression to 12:1. A set of ported LSX-LS7 aluminum heads make plenty of power and a Comp Cams hydraulic roller stick adds just the right bump. Up top, a factory LS7 intake and throttle body combined with LS9 fuel injection gets fed from a pair of Cadillac CTS-V fuel pumps to complete the package to generate a rock-solid 706 hp on the dyno.

More notable components include a C&R Racing Denso 48mm core aluminum radiator with integrated cooling for the engine oil and power steering, Holley tall cast-aluminum valve covers, and custom air cleaner housing by Sled Alley. It all sparks to life through Chevrolet Performance coils and sensors driven by a Holley Dominator ECU. Spent gasses dump through a set of custom-designed and fabricated 304 stainless steel Hooker BlackHeart headers and 3-inch exhaust with X-pipe by Doug Marino, Senior Exhaust Engineer at Holley (these headers and exhaust are now available from Holley). The goods push rearward through a TREMEC T-56 Magnum six-speed trans assembled by D&D packing a Centerforce DYAD clutch disc. It’s supported by a custom-designed and fabricated trans crossmember by Tom, who also engineered the hydraulic clutch pedal geometry and pedal in CAD, with the final link to a driveshaft by Dynotech.

From DSE, the car was then brought to Matt Gurjack at Sled Alley Hot Rods in Detroit to have the team get busy adding endless details to the build, starting with the flawless execution of the engine bay. Working with Tom, they reworked the original radiator top plate to accommodate the C&R radiator, retained the factory RS diagonal bracing, stripped and replated all the hardware in a factory zinc coating, and completed all the plumbing. Tom, having seen plenty of Pro Touring second-gens that had worn through their inner fenders due to extreme use decided to avoid that situation by crafting his own custom bucks to form new ones. To take on the job, he first removed the front springs to compress the suspension, allowing adequate clearance for its full articulation and lock-to-lock steering range. The panel forming was then handed over to his son Blake who built hammer forms and shapes to craft the new inner fenders from steel, making them look factory perfect.

The Sled Alley team then stripped the car clean and began the restoration process by metal finishing the body and setting all the gaps to perfection. Per Matt, the second-gen body was the “cleanest and most original factory sheetmetal he had ever worked with” requiring no damage repairs, only the deletion of a few of the factory insignias (four of the original nine) to get the desired look. In deciding on a color, Tom wanted to achieve a subtle look with a hint of elegance, so he decided on a coating of late-model Porsche Platinum Silver Metallic. To lay down the vibe he enlisted the skills of Paul and Joe VanNus and team at Dutchboys Hot Rods of Kalamazoo, Michigan, to complete the bodywork, make everything razor sharp, and spray the PPG Envirobase basecoat and Glamour clearcoat, bringing it all to life.

Inside the car is all business, starting with the factory dash updated with a custom gauge panel by Holley Design Engineer Greg Whittle and meticulously painted by Holley Engineering Technician Luke Embry to cradle a bevy of Holley EFI gauges to monitor the vitals. A MOMO steering wheel keeps it all on course while Vintage Air cools the cabin and shifts move through a Hurst stick. Sled Alley continued on by adding Recaro racing seats and Schroth Racing harnesses, updated door panels, carpet, and fully custom wiring that was completely hand strung. Cool bits include a custom radio delete panel and custom-fitted panels by Sled Alley and wrapped interior panels by SPC Interiors along with a DSE rollcage and custom trans hump by Blake.

This is truly a car that will stand the test of time with its tradition intact combined with cutting-edge performance in a package that embraces the best union of looks, handling, acceleration, and braking. We know that Tom will exercise it on both the street and track, and to us that’s the best of both worlds!

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jonathanbelloblog · 7 years ago

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First Drive: 2019 Mercedes-Benz G 550

LANGUEDOC-ROUSSILLON, France — The bluff wasn’t vertical, but it wasn’t far off it, either. Our instructor was pointing at a slice through the low brush, the pale, broken stone of Southern France exposed in jagged steps. From head on, it would be a hard climb in any vehicle, but we weren’t squared off at the obstacle. Instead, we came at it from a hard, right-hand turn, off camber just to make it interesting. No part of me believed the 2019 Mercedes-Benz G 550 would make it. Not stock. Not without a lift and aggressive tires. Instead, the SUV was unfazed, idling up the rock and dirt, sending my gut spinning with a brief lift of the right rear tire as we pivoted. If you were worried that the new G-Class had been neutered for the new age, don’t be.

Imagine the curse of being tasked with bringing modernity to the G. The 463-model G-Class has soldiered on without significant revision since 1989, and Mercedes-Benz sold better than 20,000 units last year. This is a vehicle that has thrived in spite of change, stalwart in both shape and function even as the world around it has grown hostile to both. Here is an SUV with a bludgeoning drag coefficient of 0.54 (the Ram 1500 manages a comparatively svelte 0.36) that consumes premium fuel with abandon. The elements that have made the G-Class an off road titan—narrow width, boxed frame, and solid axles—make it ill-equipped to coddle the luxury buyers who favor it. Compared to rivals from Range Rover, the previous G-Class drove like it was nearly 30 years old because under a thin veneer of leather and deep pile carpet, it was.

That’s also part of what’s made it so popular. While competitors have constantly worked to make their towering SUVS feel like a sedan, the G has remained suitably truckish. It has no interest in pretending to be a car. The team behind the all-new G-Class had the unenviable job of improving the vehicle without spoiling the elements that have made it one of the marque’s signature models. The result is a larger SUV with a touch more civility that hasn’t sacrificed any of its capability.

That began with a new frame, body mounts, and body, which pulled around 374 pounds from the structure thanks in part to an aluminum hood, fenders, and doors. Even so, Mercedes says the design is 55 percent stiffer than the previous version. It’s also 2.5 inches wider and two inches longer, delivering more interior room than before. There’s now a functional center console up front, and rear passengers don’t find themselves rubbing knees with their neighbors. The extra width also allowed engineers to fit legitimate climate controls for the back seats.

That cabin now looks like it belongs in the upper echelon of the Mercedes-Benz lineup, with a completely revised dash. The optional, high-resolution instrument cluster is gorgeous, as is the massive 12.3-inch central display. The latter still isn’t touchscreen, but is easy enough to navigate through the console-mounted touchpad and rotary selector. More importantly, the G-Class is quieter than before. An acoustic windshield and side glass, extensive sound deadening, and double door seals do a better job of keeping noise at bay.

That’s not to say the new G is silent. There’s a reason modern vehicles look so round and generic. Every sharp or vertical edge, every protrusion is a chance for wind to sing and whistle. While the 2019 G-Class now has a slightly softer exterior design, it still retains many of the harsh characteristics of its predecessors, including those protruding, fender-mounted turning indicators and the vehicle-length body protector strip. The door handles are even carryovers from the previous model. Combine all that with a steeply raked windscreen, and there’s more racket than you’d expect from a freshly designed vehicle. Still, we don’t care. It’s a good reminder that this is still a G.

The biggest change is a new independent front suspension. Abandoning the old stick axle was the key to modernizing the G-Class, allowing engineers to use an electromechanical rack and pinion steering system. It also opened the door to the complete suite of Mercedes-Benz driving aids, including parking assist, and lets the engine sit lower in the passenger compartment for a better center of gravity, to meet pedestrian safety criteria, and improve crash ratings. More importantly, the change civilized the G’s driving dynamics.

It’s strange how familiar the 2019 G 550 feels from behind the wheel. The doors still require a certain amount of force, shutting with the satisfying and solid sound of metal on metal. The locks are a carryover, and they still snap in place with the sharp punctuation of a rifle bolt. You can hear the clatter from across a parking lot. The A- and B-pillars are now thicker and made of high-strength steel to meet federal rollover standards, but the former are cleverly turned on edge to maintain the model’s traditional visibility. At no point are you confused about what you’re driving.

When the road inevitably turns to something other than a straight line, the 2019 G 550 actually behaves itself. The catastrophic understeer and body roll of the previous generation hasn’t vanished, but it takes considerably more speed to find it. For most buyers, it will feel like sliding behind the wheel of a Tahoe, whereas the previous generation was more akin to coaxing a wheelbarrow full of top-heavy crates down a hallway. Power still comes from the same twin-turbocharged 4.0-liter V-8 as last year, with 416 horsepower and 450 lb-ft of torque

But none of that would be worth a damn if the SUV didn’t live up to the G’s reputation as a mechanical force of nature. Mercedes admits that a very, very small percentage of G-Class buyers will ever use the full extent of their machine’s off road ability. But really, that’s no different from any other high-performance vehicle. How many C 63 sedans will see a track in their life? How many Wrangler Rubicons will go bashing up a trail? The company could have very easily abandoned the machine’s three locking differentials, body-on-frame construction, and slab-sided looks in favor of something more aligned with the vehicle’s actual use case. It would have been a sin.

There’s more ground clearance than before, now 9.5 inches, and the combination of the new 9-speed automatic transmission and a transfer case with a 2.93:1 low range (previously 2.1:1) means the new G can inch its way over whatever is in its way. The torque converter was set up specifically for the G-Class. While some vehicles offer a hill-hold function that relies on a sensor and the parking brake, the converter can hold this SUV on nearly any incline without assistance from the brake for up to an hour. It’s a simple system that uses all four wheels to maintain grip. Likewise, there is no hill descent control system for the G-Class. It doesn’t need it. In manual mode with low range and first gear engaged, we inched down 30 percent grades without so much as looking at the brake.

We spent hours scrambling over the ridges around us, crawling up near-vertical, loose-footed ledges and wading through headlight-deep water, chasing a row of windmills to their perch overlooking the Mediterranean. This was not some manicured trail. It was a collection of unforgiving, nerve-peaking scrambles, and at no point was the new G 550 out of sorts. Whether lifting a wheel, or two, or lunging up difficult grades, the truck just kept going in spite of everything around it, the same as it always has. The same as it will for years to come.

2019 Mercedes-Benz G 550 Specifications

ON SALE Late 2018 PRICE $128,000 (base) (est) ENGINE 4.0L twin-turbo DOHC 32-valve V8/416 hp @ 5,250–5,500 rpm, 450 lb-ft @ 2,250–4,750 rpm TRANSMISSION 9-speed automatic LAYOUT 4-door, 5-passenger, front-engine, 4WD SUV EPA MILEAGE 15/17 mpg (city/hwy) (est) L x W x H 189.7 x 85.7 x 77.2 i WHEELBASE 106.2 in WEIGHT 6,700 lb (est) 0-60 MPH 5.8 sec (est) TOP SPEED 130 mph

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jesusvasser · 7 years ago

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First Drive: 2019 Mercedes-Benz G 550

2019 Mercedes-Benz G 550 Specifications

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triadautosolutions · 7 years ago

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Used Not Specified 2005 Volkswagen Passat with Body-color bumpers w/black lower section,Pwr tilt & slide sunroof-inc: tinted glass$COMMA sunshade$COMMA pinch protection$COMMA driver door pwr convenient closing,Body-color body-side moldings,Bumper-integrated front fog lamps,Black grille w/center logo,Body-color door handles,2-speed aero windshield wipers w/4-speed adjustable intermittent wipe feature,Body-color pwr heated side mirrors w/integrated turn signals,Tinted green glass,Headlights-on warning tone,Dual illuminated visor vanity mirrors w/covers,Front door storage pockets w/rubber liners,Chrome loading edge protection,Fully carpet-lined luggage compartment w/light,Mirror control pad w/joystick control,Slidable folding front center armrest w/storage compartment,Center console-inc: (2) cup holders,60/40 split folding rear seat-inc: adjustable headrests$COMMA fold-flat feature$COMMA folding center armrest w/storage compartment$COMMA cup holders,Cruise control,Rear heating/air conditioning ducts,Fully reclining velour front bucket seats w/adjustable headrests$COMMA lumbar support,Remote keyless entry w/trunk release & panic button,Front/rear floor mats,Homelink,Valet key,Pwr windows-inc: driver-side 1-touch up/down & lockout features$COMMA pinch protection,Pwr remote trunk/fuel door releases located on drivers door,Front center dome light w/time delay,6-disc CD changer preparation-inc: wiring harness$COMMA mounting shelf in trunk,Premium V AM/FM stereo w/cassette/CD player-inc: (8) speakers$COMMA Monsoon sound system,Audible/visible anti-theft vehicle alarm system-inc: doors$COMMA hood$COMMA trunk$COMMA radio$COMMA starter,Molded door trim w/velour inserts,Roof-mounted amplified black whip antenna,4-spoke padded tilt steering wheel w/height-adjustable telescopic steering column,Integrated armrests in door panels,(2) front/(2) rear reading lights,(4) trunk tie-down hooks,Central pwr locking system-inc: automatic door locks$COMMA key-operated window open/close$COMMA selective unlocking at driver door$COMMA key-operated closing for pwr sunroof,Rear window defroster,Instrumentation-inc: speedometer$COMMA odometer$COMMA trip odometer$COMMA tachometer$COMMA fuel/ temp gauges$COMMA gear indicator$COMMA warning lights$COMMA digital clock,Front/rear passenger assist handles,(3) pwr outlets-inc: (1) in front center console$COMMA (1) in rear of center console$COMMA (1) in cargo area,Multi-function trip computer-inc: trip time/length$COMMA average speed/fuel consumption$COMMA outside temp,Seat belt reminder & fuel cap seal warning,Immobilizer III theft-deterrent system,Air conditioning w/dust/pollen filters,Front seatback storage pockets,Illuminated lockable glove box w/adjustable cooling feature,Front/rear gas shock absorbers,Pwr 4-wheel disc brakes w/vented front,80 amp/hr battery,90-amp alternator,1.8L DOHC SMPI 20-valve I4 turbocharged engine,Pwr rack & pinion steering,Full-size spare tire/wheel,Front wheel drive,Front/rear coil springs/stabilizer bars,Front four-link suspension,P205/55HR16 all-season tires,Independent torsion beam axle rear suspension,Electronic differential lock (EDL),16 x 7 alloy wheels w/anti-theft wheel locks,Steel exhaust pipes,16.4 gallon fuel tank,Anti-slip regulation (ASR),Child safety locks on rear doors,Driver/front passenger airbag supplemental restraint system,Internal emergency release trunk handle w/location reflector,Collapsible steering column,Rear outboard 3-point seat belts w/load limiters$COMMA pretensioners,Front/rear side curtain protection,Front/rear seat belt emergency tensioning retractors,Front 3-point height-adjustable seat belts w/load limiters$COMMA pretensioners,Dual-note horn,Child seat lower attachment points & top tether$COMMA rear outboard seating positions (LATCH),4-wheel anti-lock braking system (ABS),Driver/front passenger side-impact airbags,Rear seat interlock,Daytime running lights

http://www.buyacarnc.com/2005-Volkswagen-Passat/Used-Car/Greensboro-NC/10774470/Details.aspx

#usedcars usedcarsforsale

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justbritishmotoring · 7 years ago

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Following the stunning debut of the Lotus Evora GT430, Lotus has introduced an expanded Evora GT430 line-up designed to appeal to a wider range of customers who want the ultimate in high-performance sports cars.

Adding to the acclaimed Evora 400 and Evora Sport 410 models, the new Evora GT430 range now includes two body options and a choice of manual or automatic transmission. Joining the recently announced Evora GT430 is the Evora GT430 Sport, a new member of the family that carries the same phenomenal firepower and sculptured body-style but without the additional downforce-creating aerodynamic elements. Both models are powered by the same 3.5-litre V6 supercharged and charge cooled engine, producing 430 hp and 440 Nm of torque (Automatic version: 450 Nm).

Without the aerodynamic elements, the Evora GT430 Sport weighs 10kg less at 1248 kg (dry), bringing the power-to-weight ratio to 345 hp / tonne and the top speed to 196 mph (315 km/h) making it the fastest Lotus production car ever.

The Evora GT430 is differentiated from the Evora GT430 Sport through the inclusion of motorsport derived aerodynamics provided by a carbon fiber splitter, a large, profiled carbon wing and louvers on top of each front wheel arch which reduces pressure within the front wheel arches together with wider wheels and tires.

Automatic transmission will be available from January 2018 for both the Evora GT430 body configurations. With 10 Nm more torque (450 Nm), the Automatic version is even quicker, with a 0-60 mph time of 3.6 seconds. The six-speed automatic transmission utilizes an optimised gearbox ECU for ultra-fast changes, whilst gear selection is made via lightweight aluminum paddles mounted to the steering wheel.

Boasting a high specification, the new Evora GT430 range includes, as standard, Öhlins TTX two-way adjustable dampers, J-grooved and ventilated brake discs – paired with AP Racing four-piston calipers all round, a Torsen-type limited slip differential (LSD) and an adjustable traction control system.

Announced last month, the Evora GT430 has already proved a knock-out success. Jean-Marc Gales, CEO, Group Lotus plc said:

The Evora GT430 already has cemented its place as a true collector’s car, but we know that many of our customers want the option of choosing a less aggressive version, with the same power, but without some of more arresting design and aero elements. With the Evora GT430 Sport, we have responded to this demand to add to the whole range of thoroughbred Lotus cars that are great on the track as well as supremely capable on the road.

Lotus Evora GT430 line-up in more detail

The new Evora GT430 Sport makes full use of carbon fiber to help hit its low kerb weight. This means that standard components include full carbon front and rear bumpers, front access panel, roof panel, rear quarter panels as well as a one-piece louvered tailgate with integrated spoiler.

The whole of the Evora GT430 range also benefits from advanced aerodynamics, including two enlarged carbon fiber front ducts, with integrated air blades, to efficiently move air through to the front wheel cavities and reduce turbulence created by the wheels. The curved rear edges of the front wheel arch panels also play a role, channeling air along the side of the car, while sculpted ducts behind each rear wheel vent air flow as quickly as possible from the wheel arches, balancing downforce. As a result, the Evora GT430 Sport generates up to 100 kg of downforce at 196 mph, some 56% more than the Evora Sport 410. The Evora GT430 generates up to 250 kg of downforce at 190 mph.

Jean-Marc Gales continued:

This is a car that epitomises a purity of engineering that many car manufacturers fail to match. Lotus founder, Colin Chapman not only pursued lightweight design, and pioneered the use carbon fiber in F1, but he also led the way in the field of aerodynamics in road and race cars. The Evora GT430 range continues this legacy, combining our expertise in highly efficient engineering and aerodynamics with more power and torque to provide one of the most rounded and rewarding driving experiences on the road or track.

Once inside, the use of visible-weave, carbon composite components continues. These include Lotus’ beautifully detailed carbon race seats, new carbon door sills and a new lightweight carbon instrument binnacle cover with a new design of graphic on the instrument panel. The steering wheel, dashboard, door panels, transmission tunnel and center console are all trimmed in a combination of black Alcantara® and perforated leather, complemented by contrast twin color stitching, in red and white, and matt black interior panels.

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An integrated touch-screen infotainment system can be specified, including iPod® connectivity and Bluetooth® functionality, satellite navigation and reversing camera.

The variable traction control function, standard on all models, is linked directly to the ECU and allows the amount of wheel slip to be set by the driver whilst in ‘Race / Off’. The Evora GT430 has 10 mm wider Michelin Pilot Sport Cup 2 tires with 245/35 R19 at the front and 295/30 R20 at the rear, on one inch wider 10.5J rear wheels – these are optional fit for the Evora GT430 Sport.

Every new Lotus Evora GT430 Sport can be personalised through the increasingly popular Lotus Exclusive programme. Developed by the Lotus Design team to inspire customers, it combines traditional British craftsmanship with the best of modern design, and allows owners to tailor vehicles to their personal taste. Since its introduction last year, roughly a third of all new Lotus cars now undergo some form of customisation.

The new, fully homologated Lotus Evora GT430 range is available in two-seater configuration only and can be ordered now.

Evora GT430 and Evora GT430 Sport – Technical Specification

(Automatic) 3.8 seconds

3.7 seconds

3.8 seconds

3.7 seconds

0-100 mph (Manual)

(Automatic)

< 8 seconds

Max speed (Manual)

(Automatic)

190 mph (305 km/h)

174 mph (280 km/h)

196 mph (315 km/h)

174 mph (280 km/h)

CO2 emissions (Manual)

(Automatic)

234 g/km

TBA

234 g/km

TBA

Kerb weight (Manual)

(Automatic)

1,299 kg

1,310 kg

1,289 kg

1,300 kg

Dry weight (Manual)

(Automatic)

1,258 kg

1,269 kg

1,248 kg

1,259 kg

Power-to-weight ratio (dry weight) 342 hp per tonne 345 hp per tonne Aerodynamic downforce at maximum speed 250 kg 100 kg Hethel lap time (Manual) 1:25.8 seconds 1:26.8 seconds

ENGINE AND TRANSMISSION 3.5 litre V6, 24-valve, water cooled, all aluminium engine, with Edelbrock supercharger 6-speed manual transmission, with gearbox cooler, coupled to Lotus’ precision shift aluminium mechanism Optional 6-speed automatic transmission, with gearbox cooler, ultra-fast changes via steering wheel mounted lightweight aluminium paddles Lightweight, single-mass, low inertia fly wheel Torsen Type Limited Slip Differential Baffled sump Titanium exhaust system CHASSIS AND BODY Anodised, lightweight aluminium, extruded, epoxy bonded and riveted high-stiffness chassis Servo assisted, race-derived, lightweight two-piece J-hook ventilated brake discs and AP Racing four piston calipers (front 370mm x 32mm, rear 350mm x 32mm) Unequal length, high lateral stiffness, forged aluminium, double wishbone suspension with Eibach® tubular front and rear anti-roll bars Lotus-tuned, Öhlins® TTX aluminium two-way adjustable dampers – twenty click adjustment compression and rebound; twin tube design; low internal friction Eibach® ultra-light, low-sideload springs, front and rear Lotus tuned hydraulically-assisted, rigidly-mounted, rack and pinion steering system, with 2.86 turns lock-to-lock Driver selectable ESP modes – Drive/Sport/Race 6 position variable traction control, with five pre-set traction levels (1%, 3%, 6%, 9%, 12% slip) and “off” displayed via the instrument cluster Cruise control Tyre pressure monitoring system Lightweight lithium-ion battery EXTERIOR SPECIFICATION Carbon fibre front bumper, including drag-reducing air curtain Carbon fibre rear bumper, including venting for wheel arch Carbon fibre front access panel Carbon fibre roof panel Carbon fibre lower A panels Carbon fibre rear quarter panels Carbon fibre rear diffuser Lightweight carbon fibre tailgate with integrated rear spoiler and louvered backlight Polycarbonate backlight glass Brake calipers – red painted with black AP Racing logo Louvered wheel arch vents to reduce aerodynamic lift (Evora GT430 only) Carbon fibre profiled rear wing (Evora GT430 only) Carbon fibre front splitter (Evora GT430 only) Evora GT430: Lotus designed, ultra-lightweight, fully machined, forged aluminium wheels (19″ 8J front and 20″ 10.5J rear 10 spoke alloy wheels) in silver or matt black

Evora GT430 Sport: Lotus designed, ultra-lightweight, fully machined, forged aluminium wheels (19″ 8J front and 20″ 9.5J rear 10 spoke alloy wheels) in silver or matt black

Evora GT430: Michelin Pilot Sport Cup 2 tyres (front 245/35 R19, rear 295/30 R20)

Evora GT430 Sport: Michelin Pilot Sport Cup 2 tyres (front 235/35 R19, rear 285/30 R20)

Rear wing uprights linked to wheel colour choice (Evora GT430) Bi-xenon headlights LED daytime running lights Powerfold and heated door mirrors Rear parking sensors Thatcham approved immobiliser and remote activated alarm system

INTERIOR SPECIFICATION 2+0 seat configuration Carbon fibre sports seats, trimmed in black Alcantara® and perforated leather with contrast twin stitching Instrument panel, centre console and door panels trimmed in a combination of black Alcantara® and perforated leather, with contrast twin stitching Carbon fibre binnacle top Lotus developed steering wheel trimmed black Alcantara® Door grab handle in black Alcantara®, gear lever gaiter and hand brake sleeve in black leather Matt black console, door release levers, door grab handles and instrument panel surround finisher Steering wheel finisher and HVAC panel in matt black finish with gloss black finished bezels Lightweight aluminium gear knob Aluminium face level vents and blanking plate surround Dark grey headlining Black carpet Carbon fibre door sill covers Lightweight driver’s footrest Lightweight aluminium pedal pads Unique Evora GT430 Sport build plate

OPTIONS: TRANSMISSION AND PERFORMANCE UK RETAIL PRICE DE RETAIL PRICE 6-speed automatic transmission, with gearbox cooler, ultra-fast changes via steering wheel mounted lightweight aluminium paddles £2,600 € 3,600 10.5J rear wheels and wider Michelin Pilot Sport Cup 2 tyres (front 245/35 R19, rear 295/30 R20) – Evora GT430 Sport only £2,000 €2,800

OPTIONS: INTERIOR AND TRIM UK RETAIL PRICE DE RETAIL PRICE GT430 bespoke design, Sparco® sports seats with carbon backs, trimmed in black Alcantara® and perforated leather, with red or black Alcantara® stripes and contrast twin stitching £3,500 €4,900 Alcantara® Pack: Full black Alcantara® interior, including lower instrument panel, centre console and door panel (replacing perforated leather components) NCO NCO Leather Pack: Full black leather interior, including seats, instrument panel upper and door panel upper (replacing Alcantara® components) NCO NCO Lotus developed steering wheel trimmed in red Alcantara® £500 €700

OPTIONS: EXTERIOR AND BODY UK RETAIL PRICE DE RETAIL PRICE Lotus designed, ultra-lightweight, fully machined, forged aluminium wheels (19″ front and 20″ rear 10 spoke alloy wheels) in gloss black with machined rims (Evora GT430: rear wing uprights in black) £900 € 1,250 Lotus designed, ultra-lightweight, fully machined, forged aluminium wheels (19″ front and 20�� rear 10 spoke alloy wheels) in gloss red (Evora GT430: rear wing uprights in red) £900 € 1,250

OPTIONS: COMFORT AND COMMUNICATION UK RETAIL PRICE DE RETAIL PRICE Air conditioning £1,500 € 2,100 4 Speaker infotainment unit £2,000 € 2,800 Sub-woofer and amplifier £400 € 560 Sound insulation £500 € 700 Cup holder £120 €160

PAINT AND LIVERY OPTIONS UK RETAIL PRICE DE RETAIL PRICE Signature paint £1,200 € 1,650 Metallic paint £1,200 € 1,650

LOTUS EXCLUSIVE OPTIONS UK RETAIL PRICE DE RETAIL PRICE Exclusive Paint: Alternative metallic colours £2,400 € 3,300 Exclusive Paint: Alternative pearlescent colours £3,500 € 4,900 Exclusive Paint: Custom colour choice POA POA Exclusive Paint: Custom wing mirror choice £300 € 400 Exclusive Paint: Custom Interior Pack colour choice £650 €900 Exclusive Leather: Alternative colour £4,000 € 5,600 Exclusive Stitch: Alternative colour £500 € 650 The above options represent just a sample of what is available through Lotus Exclusive. Further information on the Lotus Exclusive programme, including a comprehensive list of the available customisation options can be found at: www.lotuscars.com/exclusive

MARKET EVORA GT430 RETAIL PRICE EVORA GT430 SPORT RETAIL PRICE UK £112,500 (incl. VAT at 20%) £104,500 (incl. VAT at 20%) Germany €151,000 (incl. VAT at 19%) €139,000 (incl. VAT at 19%) France €152,300 (incl. VAT at 20%) €140,200 (incl. VAT at 20%) Italy €157,260 (incl. VAT at 22% and transport) €144,960 (incl. VAT at 22% and transport)

Note: Press release courtesy of Lotus Cars.

The Expanding Lotus Evora GT430 Range Following the stunning debut of the Lotus Evora GT430, Lotus has introduced an expanded Evora GT430 line-up designed to appeal to a wider range of customers who want the ultimate in high-performance sports cars.

#evora #GT340

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automanmag-blog · 8 years ago

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We get our hands on the new BMW 740Li and discover what the new top end contender brings to the competition with the S-class and A8

Author: Raj Warrior | Photography: Elvis John Ferrao

We are moving to a new paradigm in automobiles, where the very concept of premium and luxury will be challenged because of the shifting sands of measurement. Do we judge a car solely by its badge? Do we factor in perceived value for cutting-edge technology and transitioned consumer electronics? Or do we now begin assigning an edge for the presence of alternate drivetrains and autonomous drive? Of course the regular features still have an import – the product has to be mechanically superior, should match or define the driving norm for the segment and should have features that are recognised as cutting-edge. However, the strength of brand value association often defines all of this in one basket.

For the bulk of the car market, the BMW 7-series and the Mercedes-Benz S-class define the flagship competition. The Audi A8 has consistently played catch up with the two and often manages to deliver a car that somehow seems even better that the brace. The latest generation of the three cars between them offer the very best in terms of technology, alternate drivetrains and autonomous driving.

The new BMW 7-series seems to be at the head of the list for all these parameters.

Design

While the 7-series still looks very recognisable, the sixth generation of the car debuts on an all-new G11/12 platform that uses BMW’s new modular platform. What’s really unique about the platform is its use of multiple structural materials, with a focus on providing the best of ultra strength steel, aluminium and carbon-fibre composite components.

The basis of this new approach is aimed at a lighter structure that is inherently more rigid and safer. The use of a carbon core is taken from the brand’s i8 development. The final structure is almost 130kgs lighter.

The styling is very current generation, with the large kidney grilles flanked by the prominent wings of the headlight assemblies. The twin headlight arrangement has both the top and bottom trimmed short and are now in full-LED kit, or offer the optional Laser beam. In addition to the slightly busier fascia, the grille gets the active air flaps that are meant to cut down on air resistance when the engine’s ventilation needs are lower.

The hood is now slightly more muscular, partly as a result of the lowered fenders and the complementary power bulge, with the rising hood sweeping outwards to the A-pillars. The general proportions remain the standard 7-series but this time the front axle looks thrust a little further ahead and the enlarged wheelbase is bridged by a strong horizontal sipe. This time around, the rear of the car is almost as interesting as the front, set off by a large horizontal chrome strip that defines the width of the car from taillight to taillight.

The interior is a classy upgrade over the previous generation – with the layout decidedly driver centric. The dashboard is made with a centre console tilted towards the driver, with even the pop out screen taking the same alignment. However the interior flavour is carried over, with a rich wood inlay defining the separation between the black upper zone and the lighter treatment of the cabin basin over the doors and seats. Our test car had the light tan leather and that is nicely set off against the dark top leathers, wood and the brushed aluminium inserts.

The main theme here is a simplification of layout, with clear zones on the centre console for the screen, air-conditioning grilles, media and air-conditioning controls. Even the IP binnacle is largely cleaned up and clarified with a combination of twin roundels and LCD panels.

The main display also gets touchscreen input and gesture control that can bring up certain pre-programmed modes, depending on how the camera reads the position of your fingers, including such features as swipe and pinch.

The longer wheelbase Li that we drove has an almost limousine like interior, complete with touchscreen control, two high-resolution monitors and individual seat controls. This is part of the Executive lounge package that includes four zone air-conditioning, individual seat controls with massage function.

However, despite all of this the car remains a driver’s delight. Let us for a moment forget that one of the claims to fame for this car is its ability to park itself, or indeed the very elaborate ‘key’ that sports its very own screen and a touchpad ability. From the curve of the seat, its support and elaborate adjustment mechanism, the size of the steering wheel and the drive mode all build into the immediateness of the drive experience. The drive mode now has an adaptive mode in addition to the regular Comfort, Sport and Eco modes. What this mode does is learn from your driving pattern and adapt the car’s chassis and gearshift patterns to optimise the experience.

Engine and chassis

Although the new 7-series comes with a whole range of engine choices, including the V8 750 and a new advanced hybrid system that incorporates an electric drive that offers a useful electric only range, the 740Li looks like it will be the most popular version with its combination of boosted 3.0-litre inline-6 performance and economic operation.

The engine is equipped with a twin scroll turbocharger, BMW’s valvetronic valve control, Double-VANOS camshaft timing adjustment and high-pressure injectors with a very fine control on the demand curve. The maximum power on offer is 326hp with 450Nm of torque available through 1300-5000rpm. The engine is mated with an intelligent 8-speed automatic gearbox that uses navigation system inputs along with the feed from the drive control system to optimise the gearshift pattern.

It has also been a few generations since BMW set the benchmark for how adaptive a large sedan’s chassis could be. Other cars have played catch up while BMW still manages to keep ahead in terms of firmness of response, four-point selective cushioning and the ability to iron out a centrifugal force induced sway.

The combination of air suspension and dynamic damper control allows a certain degree of height control as well as self-levelling the car with very quick responses. In certain grades the car also offers the latest generation of active roll stabilisation that along with motorised stabiliser bars uses a predictive mode that makes the changes almost instantaneous.

You can also get active steering control that is made possible due to the new rack and pinion nature of the steering linkage. Rear wheel steering is part of the package when taken with the all-wheel drive XDrive.

Driving Impressions

With the ambience being what it is in the Seven, you would expect the feel of quick intense acceleration that the engine provides. The combination of sport mode on the gearbox and tapped over to manual shift just holds the gears that much longer. The 740 has the ability to rocket ahead with the downshift paddle held, although you will find that the box upshifts to prevent hitting redline.

We like the fact the NVH is still so effective. You feel the rising notes from the engine and the rumble of the tyres come through, while the snappy gearshifts serve to highlight the sporty nature of the transmission.

Initially we thought that the driving wheel had too much of an assist element thrown in, but realised that the car’s adaptive nature compensates depending on input. When you need to steer hard the wheel is very precise, allowing for firm steer in and an immediacy of feel from the front axle. The suspension never really flattens out even on humps, you get the micro hard bump as you go over and begin to understand the way the shock curve has been damped.

The Amerat hill climb is really interesting in the car. For all purposes, you feel like you are in a 5-series or smaller car, since other than your point of rotation you barely feel the rear of the car at all. Weight distribution is supposed to be a perfect 50:50, with the paddle-shifter at hand to throw in the little bit extra torque that some of those corners demand.

While the engine’s automatic on/off character is not extremely intrusive, you do tend to cut out the mode as soon as you can. It does remain operative in Sport mode although any significant revving switches it off.

The gesture control takes some getting used to – initially we would get tired of waiting for the system to recognise our volume up and down gestures and just do it manually. Voice control is a lot more adaptive and intuitive. But once you drive the car for a couple of days, you reach the perfect space where you adapt to the system’s idiosyncrasies as well. So rotating fingers became the norm.

The car offers both heads-up display and night mode, but our test car did not have the fancy James Bond –ish version of the auto park mode, which you can operate from your key. Of course autonomous driving in a limited fashion is available. The car will trundle along in a well-marked lane, with appropriate gaps maintained, gearshifts and braking, as well as parking the car for you while you are in the driving seat.

Verdict

In simple terms, if we had the money this car would have already been in our garage. It has the right badge, power, control systems, technology and future proofing to ensure that it will remain competitive for the length of its immediate life cycle. Yes, the S-class does have some goodies of its own, including what would effectively be an I-Max type interface, but we cannot see how the S would be a better drive than the 7. If we get the opportunity, we’ll certainly give you feedback on that aspect. In the meantime, let’s say we are intrigued by the carbon core approach to structure, love the way the BMW inline six engine has evolved and really like the limousine like feel of the cabin.

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Extending the Luxury Motif – BMW 740 Li #automanmag #testdrive #roadtest #muscat #oman We get our hands on the new BMW 740Li and discover what the new top end contender brings to the competition with the S-class and A8…

#BMW #luxury car #road test

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omgchocolateunknownbouquet-blog · 8 years ago

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2017 Toyota 860 Special Edition 2-Door 6-Speed Manual

New Post has been published on http://auto.tintoantap.com/2017-toyota-860-special-edition-2-door-6-speed-manual/

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual

The Toyota 86 is a series of 2+2 seater sports cars jointly developed by Toyota and Subaru and solely manufactured by Subaru. Toyota also referenced to its first sports car, the Sports 800, given that both this car and the 86 share a boxer engine layout, as widely used by project partner and 86 manufacturer, Subaru.

Long hood. Short rear deck. The classic sports car profile. 86 brings this design to the modern era with each surface sculpted to help give this ride a wind-cheating drag coefficient of just .29 Cd. And best of all, this aggressive style helps optimize overall performance, too. The large chin spoiler and integrated canards help keep the front end planted firmly to the ground for sharpened turn-in and response. The restyled rear diffuser improves airflow and reduces turbulent air exiting from under the car, adding function to its street-ready attitude.

Brighter light. More efficiency. Striking design. A full complement of LED lighting accentuates the cutting-edge style of 86. Up front, LED lighting is used for the high- and low-beam headlights, integrated Daytime Running Lights (DRL) and turn signals, helping to ensure this sports car won’t be ignored. In the rear, LED lighting is used for the taillights, brake lights and rear turn signals, further taking 86 to a new level of cool. Now “show ‘em your taillights” can take on a whole new meaning.

Available fog lights seamlessly integrate into the refreshed front bumper of 86. Designed exclusively for 86, these fog lights fit inside the aerodynamic canards, ensuring a perfect fit. Not only do these help provide more light when the weather gets foul, they take the sporty look of 86 to a whole new level.

New vortex generators on the fenders help control turbulent airflow, enhancing the stability of 86. These also work to keep the front end planted firmly to the ground, so you can stay connected to the road.

When you got it, flaunt it. 86 shows off its performance cred with a chrome-tipped dual exhaust. Constructed from high-grade, corrosion-resistant stainless steel, this cat-back exhaust system features mandrel bends for smoother airflow, helping optimize the performance of 86.

86 features an ergonomic, leather-wrapped steering wheel that feels great in your hands and, thanks to the smaller diameter and quick-ratio steering, feels amazing in the corners. And that’s not all—with new integrated audio controls, you get easier access to your music, helping you can stay in control of it all.

Deeply bolstered front seats bring comfort to those long drives, and they hold you in place when the roads get twisty. Granlux trim on the upper side bolsters provide extra grip and an added sense of luxury. And silver-like accent stitching further enhances the premium feel of 86.

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Exterior

Special Edition rear wing in matte black with aero end plates in metallic black : Standard

Special Edition 17-in. twisted spoke magnetic-gray satin finish alloy wheels : Standard

LED projector low- and high-beam headlights and turn signals with embossed “86” lens : Standard

LED Daytime Running Lights (DRL) : Standard

Special Edition LED fog lights : Standard

Rear combination lights with all-LED lighting (brake and turn signal indicators) : Standard

Color-keyed power outside mirrors : Standard

Special Edition black heated power outside mirrors : Standard

Variable intermittent windshield wipers : Standard

“86” front fender badge : Standard

Rear bumper with Special Edition “86” black applique : Standard

Rear window defogger : Standard

Dual chrome-tipped exhaust : Standard

Special Edition black body stripes : Standard

Aerodynamic lower diffuser on rear bumper : Standard

Special Edition aerodynamic underbody panel : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Interior

Special Edition dual zone air conditioning with individual temperature settings for the driver and front passenger : Standard

Backup camera30 : Standard

Power windows with driver and front passenger auto up/down and jam protection : Standard

Power door locks : Standard

Special Edition Smart Key System25 on driver and passenger doors with Push Button Start, remote keyless entry system with lock, two-stage unlock, panic and trunk release : Standard

Engine immobilizer34 : Standard

Special Edition 4.2-in. TFT Multi-Information Display (MID) with vehicle data screens including G-force friction circle with digital readout, rpm and hp/torque curves, stopwatch, engine coolant/oil temperatures, voltmeter, fuel consumption and other vehicle data …More : Standard

Digital clock : Standard

Digital speedometer : Standard

Dual analog and digital speedometer : Standard

Analog tachometer with programmable Rev Indicator : Standard

Tripmeter : Standard

Special Edition leather-trimmed tilt/telescopic steering wheel with orange thread stitching, “86” center cap logo, audio and MID controls : Standard

Special Edition parking brake and leather cover with orange stitching : Standard

Cruise control : Standard

Sport front bucket seats with Black shoulder pads : Standard

Special Edition leather and heated front sport seats with contrast orange stitching : Standard

Height-adjustable driver’s seat : Standard

Center console “860 Special Edition” placard : Standard

Knee support cushions for spirited driving : Standard

Special Edition Granlux suede-like trim covering the top of the instrument cluster hood, orange contrast stitching throughout interior and embroidered “86” logo on passenger-side instrument panel fascia : Standard

Special Edition leather gearshift boot with orange stitching : Standard

One-piece folding rear seatback : Standard

Dual sun visors with vanity mirrors : Standard

Four-piece carpeted floor mats14 : Standard

86 Display Audio — 7-in. touch-screen display, AM/FM player, Aha Radio™17 app with over 100,000 stations, eight speakers, auxiliary audio jack, USB 2.0 port13 with iPod®12 connectivity and control, voice recognition with voice training,27 hands-free phone capability, phone book access and music streaming20 via Bluetooth®35 wireless technology, HD Radio™21 Technology, Gracenote® album cover art, integrated backup camera30 display, and steering wheel audio controls …More : Standard

Roof-mounted color-keyed shark-fin AM/FM antenna : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Safety/Convenience

Star Safety System™ — includes Vehicle Stability Control (VSC),24 Traction Control (TRAC), Anti-lock Brake System (ABS), Electronic Brake-force Distribution (EBD), Brake Assist (BA),23 and Smart Stop Technology® (SST).18 : Standard

Vehicle Stability Control (VSC)24 with Track Mode : Standard

Hill Start Assist Control (HAC)33 : Standard

Six airbags32 – includes driver and front passenger Advanced Airbag System, driver and front passenger outboard seat-mounted side airbags, and front and rear side curtain airbags : Standard

Three-point seatbelts for all seating positions; driver-side Emergency Locking Retractor (ELR) and Automatic/Emergency Locking Retractor (ALR/ELR) on all passenger belts : Standard

LATCH (Lower Anchors and Tethers for CHildren) includes lower anchors on outboard rear seats and tether anchors on all rear seats : Standard

Tire Pressure Monitor System (TPMS)19 : Standard

ToyotaCare11 featuring a no cost maintenance plan with roadside assistance31 : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Mechanical/Performance

Engine

2.0-Liter 4-Cylinder Horizontally Opposed Engine with DOHC 16-Valve Cylinder Heads and Dual Variable Valve Timing; 205 hp @ 7000 rpm (SAE Net); 156 lb.-ft. of torque @ 6400-6600 rpm : Standard

Direct Ignition System : Standard

Bore x Stroke, mm. (in.) : 86.0 x 86.0 (3.39 x 3.39)

Compression ratio : 12.5 : 1

Fuel Octane Rating29 : Premium unleaded fuel recommended

Engine oil type, grade and weight : Toyota Genuine Motor Oil, SAE 0W-20, ILSAC GF-5 engine oil

Engine oil capacity : 5.7 US qt.

Transmission

6-speed close-ratio manual transmission : Standard

Short-throw 6-speed close-ratio manual transmission with triple-cone syncromesh on 1st/2nd/3rd gears, ball-bearing mounted shift linkage, and Reverse gear lockout protection : Standard

Fuel Injection System

Toyota D-4S Dual Injection System (Direct and Sequential Port Injection) : Standard

Drivetrain

Front-mid engine, Rear-Wheel Drive : Standard

Torsen®16 limited-slip differential : Standard

Body Construction

Reinforced unibody construction with lightweight, low center of gravity design : Standard

Coefficient of drag (Cd) : 0.27

Suspension

Sport-tuned independent MacPherson® strut front suspension with strut tower bars and reinforced mounting brackets : Standard

Sport-tuned independent double wishbone rear suspension with reinforcement bracing : Standard

Solid front and rear stabilizer bars : Standard

Stabilizer bar diameter, front / rear (mm) : 18.0 / 15.0

Steering

Sport-calibrated Electric Power Steering (EPS); power-assisted rack-and-pinion : Standard

Steering wheel turns (lock-to-lock) : 2.48

Turning diameter (ft.) – curb to curb : 36.1

Brakes

Power-assisted ventilated 11.58-in. front disc brakes; ventilated 11.42-in. rear disc brakes : Standard

Front rotor size, diameter x thickness, mm (in.) : 294.0 x 24.0 (11.58 x 0.95)

Rear rotor size, diameter x thickness, mm (in.) : 290.0 x 18.0 (11.42 x 0.71)

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Dimensions

Exterior dimensions (in.)

Length (in.) : 166.7

Width (in.) : 69.9

Height (in.) : 50.6

Ground clearance (in.) : 4.9

Wheelbase (in.) : 101.2

Tread (front/rear) (in.) : 59.8 / 60.6

Wheel diameter x width (in.), bolt pattern (mm), inset/offset (mm) : 17-in. x 7.0-in. alloys, 5 x 100 mm bolt pattern, +48 mm inset

Interior dimensions (in.)

Head room — front/rear (in.) : 37.1 / 35.0

Shoulder room — front/rear (in.) : 54.5 / 51.7

Leg room — front/rear mm (in.) : 41.9 / 29.9

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Weights/Capacities

Power to weight ratio (curb weight lb./hp) : 13.5

Curb weight (lb.) : 2774

Gross Vehicle Weight Rating (GVWR) (lb.) : 3682

Seating capacity : 4

Passenger volume (cu.ft.) : 76.5

Cargo volume (rear seats up) (cu.ft.)15 : 6.9

Fuel capacity (gal.) : 13.2

Transmission fluid type, weight (capacity) : Toyota Genuine Gear Oil, SAE 75W-90, API GL-3 (2.3 US qt.)

Differential fluid type, weight (capacity) : Toyota Genuine Differential Gear Oil LX, SAE 75W-85, API GL-5 (1.22 US qt.)

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Tires

Type

215/45R17 87W : Standard

Spare

Temporary : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual MPG/Other/Price

Mileage estimates (mpg city/highway/combined)3 : 21/28/24

Price

starting msrp1 : $29,155

2017 Toyota 860 Special Edition 2-Door 6-Speed Manual Options

All-season tires26 : Optional

86 Display Audio with Navigation22 – 7-in. touch-screen display, Integrated Navigation,22 Aha Radio™17 app with over 100,000 stations, AM/FM player, eight speakers, auxiliary audio jack, USB 2.0 port13 with iPod®12 connectivity and control, voice recognition,27 hands-free phone capability, phone book access and music streaming20 via Bluetooth®35 wireless technology, HD Radio™21 Technology, Gracenote® album cover art, integrated backup camera30 display, and steering wheel audio controls …More : Optional

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jonsnow40762-blog · 8 years ago

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bugatti veyon expensive car

The new bugatti veyon can reach 200 and 300 kilo meters in step with hour in 7.Three seconds and sixteen.7 seconds respectively. The car can acquire the top speed of 407 kilo meters in keeping with hour. The starting fee of the model is around $1.2 million. The 2010 bugatti veyron 16.Four, that's yet to be released, may be the maximum luxurious and fastest car ever produced.

Performance is the heart of the current technology bugatti veyron and it is most expensive car. It's far geared up with array of functions that encompass an aerodynamic monocoque frame shape with rear spoiler and paneled underneath tray and a particularly designed seven-speed gearbox. The rear spoiler in the car modifications the gear function automatically with appreciate to the rate of the auto.

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A number of the noteworthy features within the cutting-edge generation bugatti veyron consist of -

O locking hub manage, O front anti roll bar, O front springs, O flat overall performance the front tires, O stability control, O front and rear vented disc brakes, O rack and pinion steerage, and O bilstein rear shocks

Apart from the sporty features equipped inside the vehicle, it's also furnished with the indoors and outside capabilities like heated front seats, sport front seat, dome mild, weather control, overhead console, glove field, dashboard insert, tachometer, device display, mp3 player, remote keyless access, and far off fuel flap launch.

#bugatti veyon #cars

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autoblog365-blog · 8 years ago

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2017 GMC Acadia Denali AWD

Fortunes are built on meeting expectations. Every Big Mac is the same at every McDonald’s. Lightsabers are stupid weapons, but they’re in every Star Wars movie. The WWE is a business empire built on preordained results. And the 2017 GMC Acadia Denali is exactly what you expect of a vehicle sharing its name with not one, but two U.S. national parks. Not that there’s anything wrong with that. Is there? GMC has been in the SUV business longer than most of the competition has even existed. The GMC Suburban hit the market in 1937, or 61 years before Lexus began churning out the RX300 and 66 before Porsche introduced the big-leap-of-sports-car-betrayal that is the Cayenne. But that Suburban was a truck, and GMC’s existence has always been justified as being the division that builds trucks for people who just like trucks. The Acadia Denali may be the least trucklike thing ever to wear the brand’s logo. The Denali is the loaded-up, top-rung member of the Acadia family. Redesigned for 2017, the new Acadia moves from the previous generation’s decade-old Lambda platform that it shared with the Chevrolet Traverse, Buick Enclave, and long-dead Saturn Outlook to General Motors’ new C1 platform, designed specifically to underpin mid-size and full-size crossovers. GMC shares the C1 goods with the 2017 Cadillac XT5 and new Buick and Chevy variants coming soon. The big difference between the two generations of Acadia is the bigness. The new one has less of it. Where the first Acadia put 118.9 inches between its front and rear axles, the second generation sees that distance shrink to 112.5. That 6.4-inch decrease in wheelbase comes along with a 7.2-inch reduction in overall length, to 193.6 inches. Throw in a 3.5-inch slimming of the overall width and it’s apparent that the Acadia has dropped from dreadnought to cruiser—or full-size to mid-size. Despite this compaction, the Acadia again boasts three rows of seats, and the rearmost is still somewhat usable by toddlers. Small, tiny toddlers.At 4399 pounds on our scales, the Acadia Denali is nowhere near being a lightweight. Nonetheless, it’s down 653 pounds from the last all-wheel-drive Acadia that C/D road tested—way back in 2007. That significantly improves the weight-to-power ratio from the W. Bush–era machine’s 18.4 pounds per horsepower to just 14.2 today. There’s nothing shocking about what’s under the Acadia Denali’s skin. The front suspension is by struts, while the rear employs a new multilink independent system. The steering is now handled by an electrically assisted rack-and-pinion system that is fitful about communicating. And what it does end up saying is more slow-and-lazy C-SPAN than high-drama HBO. Powering the Acadia Denali is a version of the redesigned direct-injected 3.6-liter V-6 that GM installs in everything from the Chevy Colorado pickup to the Cadillac CT6 luxury sedan. It’s capable of running on four cylinders during light load conditions and shares little with the 3.6-liter V-6 powering the outgoing Acadia (which, by the way, for 2017 is soldiering on alongside the new model but under the Acadia Limited nameplate). Output of the new engine is 310 horsepower instead of 281 or 288. There’s still a six-speed automatic aboard the Acadia Denali, though, which seems anachronistic in an age where 10-speeds are the latest thing and the Cadillac stablemate uses an eight-speed. Naturally both front- and all-wheel drive are offered. This Acadia Denali was an all-wheel-drive version riding on the standard 20-inch wheels wrapped in 235/55 Michelin Premier LTX tires. All in all, dipped in Crimson Red Tintcoat, it was about as handsome as a crossover gets, even if the blindingly shiny, chromed-plastic grille is a step beyond tasteful. Excess chrome is to the 21st century what vinyl woodgrain was to the 20th. Actually, the Acadia Denali might look pretty good with some phony wood glued to its flanks. The interior is relentlessly tasteful. It’s all about subdued colors, subdued real wood and chrome accents, subdued leather upholstery, and subdued bolstering on the very comfortable front seats. The rearward seats are, on the other hand, largely flat and shapeless. While up to seven can be crammed into other Acadia models, the Denali comes only as a six-seater. Since there are just five USB ports, one rider will need to risk running their device dry or bring an adapter to use with the 12-volt socket or the 120-volt household-style outlet. There’s a satisfying mechanical heft to the Acadia Denali’s console-mounted shifter that belies the reality that it’s really an electric switch. Still, we appreciate that GMC stayed with a traditional PRNDL lever here instead of trying to reinvent shifting as others do with buttons and knobs and dials. That said, GMC is not above such folderol—witness the 2018 Terrain’s odd shifter. In the Acadia, manual gear selection is via a little thumb button atop the knob, where it does nothing to encourage driver involvement but at least provides easy access when you find yourself gaining speed down a long mountain grade. As one expects of a mainstream crossover, the seating positions are tall and visibility is quite good. GM’s switchgear seems to get better with every passing model, and there’s a neat feature on the door-mounted control for opening the rear power liftgate that allows the driver to dictate how far the gate will open, the better to avoid thumping the ceiling in, say, a low-roof carport. We remember when you had to get off your bucket to do that, son. GM’s integration of personal technology is also impressive. There’s an 8.0-inch touchscreen at the top of the dashboard center stack that’s relatively intuitive to use on its own and utterly simple when running the Apple CarPlay system through an iPhone (Android Auto is aboard, too). And, predictably, all sorts of other tech is present and accounted for. The test machine carried an adaptive cruise-control system that also incorporates automated braking from high speed to full stop that no one here had the guts to test. With both the second- and third-row seats in place, there’s only 13 cubic feet of usable storage space behind them. Fold the rearmost row and that expands to 42 cubic feet. Fold the second-row seats (which are, incidentally, heated) and GMC claims a full 79 cubic feet between the front buckets and the tailgate. The comparable interior-volume numbers for the Mazda CX-9, for example, are 14, 38, and 71 cubes. As sweet natured as the 3.6-liter V-6 is, it lacks a noticeable voice or much character. It’s a solid performer that traipses from zero to 60 mph in 6.1 seconds and can cover the quarter-mile in 14.9 seconds at 94 mph. The all-wheel-drive CX-9, powered by a 250-hp turbo 2.5-liter inline-four, needs 1.1 seconds more to reach 60 and runs the quarter-mile in 15.7 seconds at 88 mph. The Acadia Denali’s acceleration is roughly equivalent to that of the V-6–powered Honda Pilot and Ford Explorer Sport. The EPA rates the Acadia Denali at 18 mpg in the city, 25 mpg on the highway, and 20 mpg combined. In 1100 miles of mixed driving, we achieved 21 mpg. The slightly more economical 2.5-liter four-cylinder engine offered in other Acadia models is not available in the Denali. What’s most satisfying about the Acadia’s performance is how it reacts when pressed. Dive deep into a corner and the front end pushes a bit and then this crossover regains its composure with the application of some throttle engaging the all-wheel-drive system. This thing may be built for hauling kids to piano lessons, but it has apparently learned a few valuable lessons on GM’s “Lutzring” handling test track, too. Some credit must go to the optional ($1200) continuously variable damping system with which this Acadia Denali was equipped. It’s impossible to think of a reason to order an Acadia Denali without those dampers. And the brakes are good and proved very near fade-free after repeated hard stops. Still, initial turn-in could be better. Keep that in mind 15 or so years from now when you’re ready to campaign an Acadia Denali in the 24 Hours of LeMons. By then it should have fully depreciated from its $52,485 as-tested price. GM has burnished the Acadia Denali to the point that a rough edge somewhere in its character would be appreciated. A slight rasp to the exhaust note and a pair of pointless paddle shifters could almost pass as delightful eccentricities. But this GMC competes in a market where all the players are similarly glossy and comprehensively well thought out. This may as well be the GMC Acadia Denali by Marriott. It’s any room at a Courtyard hotel; which is to say it’s just like every other room at every other Courtyard. It’s all tasteful and viceless, right down to the close-up photo of water beading along the edge of a bright-green leaf hanging on the bathroom wall. There’s good, reliable Wi-Fi in the GMC, too. But it’s barely distinguishable from most other competitors. It’s all fine, but it’s not flavorful. All that’s missing in the Acadia Denali is an edge and a free breakfast buffet. credit:www.caranddriver.com Click to Post

#2017 #acadia #denali

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itsworn · 6 years ago

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This 1954 Ford F-100 Blends Classic Looks with Performance

Growing up in the rural town of Pittsfield, New Hampshire, Gef Freese was enamored with many of the farm vehicles he would come to bond with throughout his youth. Wheeling his neighbor’s tractors and trucks while doing chores on the farm, one particular 1947 Ford dump truck garnered his attention on a regular basis while being both utilitarian and fun to drive at the same time.

As the years passed he spent plenty of time with his sister’s older friends since they would regularly buy old cars, hop them up, and street race them on the weekends. At the same time he would also spend plenty of time hanging out with his dad who was also deep into the car hobby by helping him detail the family’s daily drivers. Anyone who was ever involved with plastic kit models knows that one of the most fun aspects was modifying them with accessory parts from other kits to create neat custom models. Gef spent plenty of time at the kitchen table doing just that, obviously paving a way for his appreciation of customizing.

When he got his license the future was packed with plenty of cool rides, including a number of Corvettes and truck. Somehow, though, something was missing. With a deep appreciation for classic trucks he made a decision to look for one that was minted on the assembly line the year he was born. It had to be a Ford F-100 so he started a search locally.

If you’re from New Hampshire and into hot rods and customs it’s easy to follow a path to Traditional Speed and Custom located in Pittsfield. Gef scheduled a meeting with shop owner Eli English to see if he could lend a hand in finding his elusive unicorn, and it wasn’t long till Eli sourced a clean 1954 Ford F-100 in North Carolina. After completing the deal the truck was shipped to the shop for evaluation. Basically, it was a clean, amateur restoration that would be a perfect base to start with. Gef’s ideas for the build outlined a very subtle F-100 with razor-sharp lines, a cool stance, and plenty of venom underhood. To bring the sketchpad of ideas to life Eli contacted e.Black Design and spoke with Eric Black to outline the concept for him to create a rendition from incorporating a myriad of subtle changes to the truck. It’s a difficult line to walk when you choose to enhance the form of an iconic pickup truck, especially one as revered as a 1954 Ford F-100. From every angle the model exudes visual elements, immediately making it recognizable as a true classic. Black nailed the look and once the design was received, it was time to start the build.

For a rock-solid base Eli contacted Art Morrison Enterprises to special-order a perimeter frame with a 124-inch wheelbase (6 inches over stock) along with a number of AME suspension components. Once received the team got busy by adding custom body mounts and rear crossmember along with incorporating the original Ford front crossmember. Out back a Winters Performance quick-change spins 3.78:1 gears through 31-spline Dutchman axles and is suspended in place by an AME four-bar combined with a custom sliding wishbone track bar and a JRI hydraulic ride system with 3 inches of height adjustment. For the ultimate in handling an AME IFS with tubular upper and lower control arms, 2-inch dropped spindles, and an adjustable sway bar was deftly matched to a JRI hydraulic ride system. When there’s a need to stop a Wilwood Engineering power dual master pushes fluid through NiCopp lines to matching 14-inch drilled and vented discs out back with six-piston calipers and 13-inch units up front. To add an aggressive look a set of big ’n’ little Vintage Wheels 427 Pin Drive–series wheels wear low-profile Nitto rubber.

There’s nothing quite like searing performance in your classic truck and for this Gef went straight to the head of the class by contacting Roush Performance for one of their exclusive 427 IR crate V-8 engines. Fully dyno-tested to produce 560 hp it’s packed with a speed shop full of go-fast goods, starting with an iron four-bolt main block that’s filled with a forged steel crank spinning matching H-beam rods topped with forged aluminum pistons. Plenty of thump comes from a Roush Performance cam while a set of their custom CNC-ported aluminum heads make plenty of power, especially when urged by an eight-stack, Weber-styled EFI system. It all sparks to life through an MSD ignition and dumps spent gases through a set of custom Sanderson headers to a 3-inch stainless exhaust with Flowmaster mufflers. The goods move through a TREMEC T56 trans equipped with a McLeod dual-disc clutch to a custom aluminum driveshaft from Inland Empire Driveline.

Weaving a blend of subtle enhancements to the cab and bed to make them look like they came from the factory takes plenty of expertise and experience. This is where the team at Traditional Speed and Custom, including Eli, Keith Belgard, and Ryan Jutras brought Black’s vision to life. To start, the roof was chopped 1 inch above the windshield (allowing for a stock windshield) followed by the cab and doors being stretched 2 inches and the cowl side vents being filled. The wheel openings on the front fenders were then moved forward 4 inches, complemented by the rear wheel opening being moved 1 inch back along with the bed being shortened 2-inches and channeled 1-inch over the frame with the cab while also stretching the running boards. Out back a set of hand-formed wheeltubs make room for larger rubber while underhood you’ll find a smoothed stock firewall accented by a custom-fabbed radiator shroud and filler panels with custom inner fenders. This is just a hint of all of the subtle changes made to the sheetmetal. From there the team completely metal-finished the cab and bed, set all the gaps, and prepped it for a mile-deep coating of Nason Fleet Red from Ryan’s spray gun, bringing it all to life.

To bring an equal amount of allure inside the doors were first fabricated to flow gracefully into the factory dash, which features a full compliment of dials from Classic Instruments. Steering moves through a 1964 Ford F-250 4×4 wheel linked to a stainless column from Johnny Law Motors with shifts by Lokar while cool breezes flow from custom-fabbed vents thanks to a unit from Old Air Products. Mobile Electronic Solutions of Belmont then added perfect tunes with a system incorporating a Diamond Audio amp, head unit, and subwoofer with Rockford Fosgate speakers. A Painless Performance Products wiring system ties it all together, thanks to work from Eli and Coti Sanders. During the reassembly process team member Bill Connors also spent countless hours tending to the final finishing work. The final icing came from Petter Davidsen of Hampton Falls who covered the original bench and all new panels with yards of supple tobacco-toned leather in a vintage roll and pleat pattern. Complementing square-weave carpeting completes the interior. This F-100 raises the bar with its fusion of color and subtle modification combined with road-searing power, and we can’t wait to see it hit the streets.

1954 Ford F-100 Gef Freese

CHASSIS Frame: Custom Art Morrison perimeter with custom work by Traditional Speed and Custom Rearend / Ratio: Winters quick-change / 3.78:1 Rear Suspension: Art Morrison four-bar, custom sliding wishbone, JRI hydraulic ride system Rear Brakes: Wilwood 14-inch drilled and vented rotors with six-piston calipers Front Suspension: Art Morrison IFS with adjustable sway bar, JRI hydraulic ride system Front Brakes: Wilwood 13-inch drilled and vented rotors with six-piston calipers Steering Box: Detroit Speed rack-and-pinion Front Wheels: Vintage Wheels 427 Pin Drive Series 17-inch Rear Wheels: Vintage Wheels 427 Pin Drive Series 18-inch Front Tires: Nitto 245/45 ZR17 Rear Tires: Nitto 295/45/ ZR18 Gas Tank: 1965 Ford Mustang

DRIVETRAIN Engine: Roush Performance 427 IR Crate V-8 Heads: Exclusive Roush Performance CNC ported aluminum Valve Covers: Roush Performance aluminum Manifold / Induction: Roush Performance aluminum / eight-stack Weber-style fuel injection Ignition: MSD Pro Billet Headers: Sanderson Exhaust / Mufflers: Custom 3-inch stainless / Flowmaster Transmission: TREMEC T56 by Roush Performance Shifter: Lokar, modified

BODY Style: Pickup truck Modifications: 1-inch chop, cab stretched 2 inches, bed shortened 2 inches, cab and bed channeled 1 inch, rear fenders moved back 1 inch, running boards stretched, filled cowl side vents, hand-formed rear wheeltubs, radiator shroud and supports and many more by Traditional Speed and Custom Fenders front / rear: Wheel opening moved forward 4 inches / Wheel opening moved 1 inch rearward Hood: Stock with reshaped leading edge Grille: Modified stock Bodywork and Paint by: Traditional Speed and Custom, Pittsfield, NH Paint type / Color: Nason / Fleet Red Headlights / Taillights: Frenched stock / Modified 1939 Ford Outside Mirrors: Stock Bumpers: Front stock with rolled ends, rear stock front unit narrowed 18 inches with rolled ends INTERIOR Dashboard: Stock Gauges: Classic Instruments Air Conditioning: Old Air Products Stereo: Diamond Audio amp, head unit and subwoofer, Rockford Fosgate speakers Steering Wheel: 1964 Ford F-250 Custom Cab 4×4 Steering Column: Johnny Law Motors, stainless Seats: Stock frame Upholstery by: Petter Davidsen Material / Color: Leather / Tobacco Carpet: Brown square-weave

The post This 1954 Ford F-100 Blends Classic Looks with Performance appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/1954-ford-f-100-blends-classic-looks-performance/ via IFTTT

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jonathanbelloblog · 7 years ago

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First Drive: 2019 Mercedes-Benz G 550

2019 Mercedes-Benz G 550 Specifications

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#IFTTT #Performance Junk Blogger Feed 4

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