#if so they will share first spot in my esc list
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falskaprofeter · 2 years ago
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I was tagged by the lovely @cygnetix to list 5 songs I've been listening to a lot lately. Sorry for doing this so late, It’s been a period with a lot of studying and very little time for anything else. But still: thank you for tagging me, it made me so so happy!🥺💛 I will definitely check out your songs! 😊
1. Tattoo - Loreen 
2. Cha Cha Cha - Käärijä 
3. Tulipalo / Oo vielä sekunnin mun / Edellen sua - KUUMAA (I’m going to bend the rules and have 3 songs in this spot bc I’ve fallen in love with their music. Every song of theirs is so good! *heart eyes*)
4. Venom - Ollie 
5. Neon Noir - VV
honorable mentions: April Come She Will - Simon & Garfunkel, Samo mi se spava - Luke Black, basically all songs from UMK, Var vi kom ifrån - Jocke Berg, and A LOT of other esc songs
i tag: @but-i-wanted-to-be-everything @flamedork @bunnykaye, @nessa007 @dollypopup 
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bisexualmothman-br · 2 years ago
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Would you look at that, time for another personal top 10, today being for the 2022 contest.
Disclaimer: As i share my takes on my top 10s it should be obvious i only rank years based on the studio version of the entries (it's always the version i listen to everyday, rarely will the live performance of a song affect its placing to me).
10th 🇲🇪 Vladana - Breathe: Georgia 2023 took notes from this one, but damn did Montenegro return for a one-time bop and immediately withdraw again. Lyrics are simple so they're fun to sing along to, but girl really got herself an english dictionary (the italian bridge and chorus on the live was unnecessary but that's irrelevant for now).
9th 🇨🇭 Marius Bear - Boys Do Cry: Listen listen, i have a soft spot in my heart for calm male swiss ballads (Watergun is my 12th this year and the 2020 and 2021 top 10s will let you know my opinion on Gjon wink wink), and as much as Marius is unlikeable, i can't deny his entry fits that model and i love its message.
8th 🇦🇱 Ronela Hajati - Sekret: I have to admit 2022 was my 2nd time following a contest and with Albania revealing their entry that early i kinda have a soft spot for Sekret. It is a banger (pre-revamp, as i almost always rank albanian entries) and definitely a girlbop. Ronela our sammarinese albanian crybaby, please change your ways, i love your entry.
7th 🇱🇻 Citi Zēni - Eat Your Salad: I used to hate that song but then the more i listened the more i got its hype, i love Latvia's 2016-2023 streak so far and, as much as i wasnt expecting a qualification, it kinda stung a bit not seeing it go to the final.
6th 🇵🇹 Maro - Saudade, Saudade: We stan a portuguese sadgirl, and even the english parts were great, just overall a very good chill entry with portuguese bias added of course.
5th 🇷🇸 Konstrakta - In Corpore Sano: biti zdrava, biti zdrava, biti zdrava, biti biti biti biti zdrava, biti zdrava, biti zdrava, može može može
4th 🇲🇰 Andrea - Circles: Underrated entry alert, this definitely deserved to qualify, her voice is so strong and her song is so catchy, girl tested her limits but europe didn't listen.
3rd 🇫🇷 Alvan & Ahez - Fulenn: Diwanit Bugale pales in comparison to this, the studio version is so good and breton is such an interesting language (god help anyone who wants to learn any celtic language). Too bad the live was so jarring, that entry had so much potential but now France may be reluctant on sending more entries in languages like breton or corsican after seeing the result (even though it is such a banger).
2nd 🇱🇹 Monika Liu - Sentimentai: Lithuania and Slovenia are the only countries i didn't change at all in my first and latest 2022 rankings (Austria went from 3rd to 21st lmao) and deservedly so, i'm a sucker for the more unused languages in ESC (please Azerbaijan, send azeri already) and lithuanian was certainly top of the list to do a comeback. Sentimentai is such a classy entry and Monika is hella charismatic, 13th in the final is good by Lithuania's standards but cmon, we all know this should've been their new best result, they need a better "best result".
1st 🇸🇮 LPS - Disko: Already expressed my love for this entry on my blog but long story short THAT'S MY FAVORITE ESC ENTRY EVER I LOVE EVERYTHING ABOUT IT AND WHY THE FUCK DID IT GET LAST I LITERALLY CANT SEE WHAT WAS SO WRONG ABOUT IT TO DO WORSE THAN PIA MARIA'S VOCAL "PERFORMANCE". Cahem, yeah, we stan those boys.
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eurosong · 4 years ago
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Good morning, folks, and welcome to today's statistical map! I'll also be sharing my first textual post of the season later, but beforehand, I thought I'd take a quick look at the odds for qualification from the semis. Like with my look at the overall odds for winning ESC, bets should be taken with a pinch of salt at this stage - especially since there are countries who are systematically underrated before rehearsals begin.
In semi-final one, four countries are given extremely strong chances of qualifying, of 80% or more. Sweden aside, perennially listed as a near-certain qualifier, the other three are countries that certainly got a bounce from the running order - Lithuania will open the gala, Cyprus is positioned as late as possible in the 'first half' and Malta is the curtain closer.
The five countries following them with 70-9% probability of passing are mostly countries with no NQs like Ukraine or a solid qualification record, albeit with a few speedbumps, such as Russia and Azerbaijan (2018), Romania (2018-9) and Norway (2016). The qualifiers are rounded off with Croatia, who have an accessible track but missed 6 of the past eight finals. Belgium and Israel are both bubbling under with more than 50% chance of passing, whilst four countries have less than 40% chances: Ireland and Macedonia have struggled to qualify in recent years (2018 and 2019, respectively, aside), Slovenia has had a good little run but have been shafted by the death spot, and perhaps the biggest surprise here is Australia, tipped currently to lose their perfect qualification streak.
In semi-final two, half the qualification slots are seemingly tied down, at least according to the bookies. Amongst this group, we definitely see some countries benefited even more by the running order - Switzerland, separated from a back-to-back row of other slower songs by a cordon sanitaire of bangers; Finland, the first up-tempo after that streak, Iceland; closing the first half but also Bulgaria and Greece who arguably didn't get the most advantageous starting positions. San Marino and Moldova are not far behind, but the rest of the qualifier slots (currently occupied by Serbia, Austria and Albania) are given only 55-63% chance of passing, so we might have more possibility of a shock qualifier from this SF. Of the remaining songs, only Georgia and Estonia seem to conclusively have one foot out of the door already. In a week or two will be a few digital pre-parties, and it will be curious to see if these shake up the qualification odds!
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smoothshift · 5 years ago
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I drove the Lexus RC F 10th Anniversary Edition for a month via /r/cars
I drove the Lexus RC F 10th Anniversary Edition for a month
The 10th Anniversary Edition comes with several enhancements over the standard RC F. Firstly, you’ll probably notice the inconspicuously classy matte grey exterior, exclusive to the 10th Anniversary Edition. This ‘Fuji Graphite’ coat is contrasted perfectly with a set of 19-inch, 20-spoke black alloy wheels. You also get slotted brake rotors clamped by six-piston front and four-piston rear calipers that are painted in a special ‘competition blue’.
Inside: the interior is blue. Blue leather is used for the seats, door trims, centre console and parts of the dash, with black sections to provide some contrast. Black Alcantara is also applied to the centre console box for a softer, with blue carbon fibre for sections of the door trims. This model also gets a carbon fibre roof, and my favourite feature of all: a carbon fibre pop up rear wing! Not as cool as Bugatti’s design, but still pops up and down about 5-10cm’s automatically, or from the click of a button.
Engine
The RC F 10th Anniversary Edition is powered by the same 5.0-litre V8 found in the standard RC F. This same engine powers the Lexus GS F and LC500 amongst other older models. It has a whopping 351kW of power and 530Nm of torque.
Although this limited edition has no power bump over the standard model, these power figures are staggering, particularly given that this car has no forced induction, turbo/s, supercharger etc. Just a straight naturally aspirated V8. For comparison, the BMW M3 and M4, although lacking 2 cylinder 2-litres, put out 317kW, with an extra pair of turbochargers.
Turbochargers would easily enable this engine to push beyond 400kW, which might be needed given the weight of this chunky machine.
7100rpm is the figure for peak power, whilst peak torque is at 4800rpm. As you would expect with a naturally aspirated V8, a fair bit of revving is needed before peak power and torque kick in. And this is noticeable even with the exhaust note as it gets noticeably fiercer from 5000rpm onwards.
Performance
0-100kmh is completed in just 4.6 seconds. All that power goes straight to the rear wheels meaning it can be a bit difficult to tame if you put your foot down on the power to aggressively with some wheel spin/squeals, especially in the wet/dew. Compared to the GS F and the LC500 (who share the same engine), the RC F is the most unstable with the rear end wiggling more often than I would have liked.
At over 1800kg, it needs all that power it could ask for. For such a heavy car, it does incredibly well to handle itself with all that chunk. However, it isn’t as nimble as other coupes on the market.
It performs well around corners for its size, particularly in sport+ when the steering is tightened up. Lexus’s new Adaptive Variable Suspension (AVS) has 30 different levels of damping force governed by seven different program ‘strategies’. It adapts surprisingly well to each specific situation, although I would like the option to select the suspension settings on the screen.
This car was tested in all drive modes including eco, normal, sport and sport+ mode to compare the difference in performance. Eco is lame. Normal is best suited for daily driving, but it can take its time to drop the gears and take off. Sport mode is unreal, with gears held higher, shifts quicker, corners tighter. And sport+ mode, even better than sport mode. The ride firms up, but not to the extent that it’s uncomfortable, and enhances all performance aspects of the car. Power could kick in a bit earlier, but in manual mode, this things ready to launch when holding gears high.
The exhaust note could definitely be improved however. It needs cracks and pops! The LC500 sounds infinitely better (despite popping/crackling) as it offers a crisper sound. Even the GS F sounds slightly more aggressive.
Fuel Economy
Lexus claims fuel economy to be 10.9L/100km on the combined cycle. The RC F also has a 66 litre fuel tank. We would have thought this would have been bigger, given the V8 monster that lies under the bonnet, but also as the LC500 (with the same engine) has an 82 litre tank.
Our testing returned figures of around 14.5L/100km on the combined cycle. Pure city driving can see that rise to between 16-19L/100, contrasting to pure motorway driving which can drop to around 9-12L/100km. Perhaps cylinder deactivation might help lower these figures.
But then again, this is a 5.0-litre V8! This isn’t the car you buy to have performance AND economy, you can’t have it all. Expect to fill up frequently with premium fuel with this beast.
Interior & Technology
The interior of the RC F 10th Anniversary Edition is fitted with the beautifully luxurious blue leather and stitching. Further, the list of features in this car is longer than a Hollywood red carpet.
At the front, there are large, comfortable leather seats with a bucket-ish design. These seats provide a perfect compromise between comfort and racey weight saving bucket seats and were overall super comfy to sit in all day.
Both front seats are heated and cooled with 3 levels of heat/cooling power. The steering wheel can also be heated for those frosty winter mornings, much needed in the land down under.
No sunroof on this one, given that the roof is all carbon fibre. The roof lining has a cool pattern on the inside, however I wish it had more suede – just like you can find in its badder older brother the LC500 (first world problems).
The head unit is fairly large, but it is placed so far back that it’s unreachable by the driver. This is why the screen isn’t touch screen, but instead is controlled by the little mouse mechanism. This can get incredibly frustrating and a fair bit dangerous trying to manoeuvre mid driving. Ideally, the head unit could have been moved forward, with touch screen and Apple CarPlay/Android Auto. Lexus and Toyota really need to adapt these, and fast.
The rest of the interior is considerably comfortable. For 4 people, this car would be a tight squeeze and I can only recommend this for short drives. The boot space is remarkable for a coupe however and the car certainly makes you feel like you can cruise in luxury.
Safety
The Lexus RC F has not been tested by ANCAP, however the IS sedan received 5 stars.
Safety Features include plenty of airbags including dual-front, front-side, rear-side and full-length curtain, ABS, ESC, pre-collision warning, blind-spot monitor, lane-keep assistance, front and rear parking sensors, reverse-view camera, active cruise control and emergency braking.
We found the cruise control to do well in adapting to how close/far it remains from the car in front. The lane-keep assistance will happily keep you in your lane for up to 10 seconds before switching the system off (so it’s not a driverless car – well, for 10 seconds it can be).
Ride & Comfort
The RC F comfortably handles a wide array of situations from bumpy, pot-hole infused roads, to windy national parks. Despite the profile of the tires being quite thin at 19 inches, it handles bumps with ease.
The RC F controls itself surprisingly well for an 1820kg machine. With any rear wheel drive car, it’s about controlling the exits around windy roads and making sure you don’t floor it too early. The RC F avoids getting uncontrollable quite well thanks to its torque vectoring and new Adaptive Variable Suspension, but be careful as it can get slippery.
The ride is much more responsive in Sport and Sport+, enhancing the thrill factor of the drive. The 8 speed gearbox easily goes through the gears with no hassles at all, similarly to the GS F and 10 speed gearbox in the LC500.
Warranty & Servicing
Warranty: Four years/100,000km.
Servicing: There’s no capped-price servicing program with Lexus vehicles, but the first 12 month or 15,000km service is free, with the following 3 services costing $720.
Pricing
$151,929 plus on-road costs
This 10th Anniversary Edition costs an extra $14,200 on top of the standard RC F.
Overall
The RC F 10th Anniversary Edition comes with unique upgrades not seen in other competitors. The RC F has plenty of power, coupled with a luxurious and elegant design and interior.
The RC F handles itself responsibility but must be tamed when the throttle is hit too hard, too soon. The price is questionable as it sits in the M3 and C63S range.
Some weight reduction, extra power (perhaps from turbo’s?) and interior improvements would make the RC F, and the Lexus F brand, unstoppable.
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jonathanbelloblog · 7 years ago
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Unabashedly Silly, Sensationally Fast: 2019 Lamborghini Urus Prototype Drive
NARDO, Italy — The visit to the famed Nardo test track is marked red in the diary inside our heads. We’re here for our first taste of Lamborghini’s new high-flyer, to find out if it has what it takes to rocket straight to the top of the high-performance SUV charts. So come join us for some hot laps in a prototype of the all-new 2019 Lamborghini Urus, which turns the laws of physics upside down while keeping all four wheels firmly on the ground.
Wrapped in annoying swirl-foil botox camouflage, the general proportions of the Urus nonetheless eventually form a whole at third sight, though its details blur beneath the false cheeks and fake eyebrows. By 8 a.m. sharp, the three Urus prototypes and drivers have gathered here at Nardo, which was bought by Porsche in 2012. Early morning will be spent on the handling course, followed by a wild off-road loop surfaced with gravel and sand. After lunch, the team departs for the skidpad, nudging cones and putting the launch control to the test.
A Lambo must look, feel, and sound like a Lambo, even if it is the belated successor to the brick-shaped LM002 pseudo-pickup that could be had with a gun rack and falcon cage. In order for it to fly underneath the wind tunnel radar, the Urus has been draped in more drag-cutting and downforce-increasing addenda than a NASCAR racer. But instead of opting for active aerodynamics, the R & D team under Lamborghini chief engineer Maurizio Reggiani saved weight by fitting a battery of spoilers, splitters, and diffusers in fixed positions—an attack stance that also reduces rear visibility to a narrow observation slit.
The starting procedure is business as usual for a Lamborghini. Lift the red cage door, hit the growler button, lock the transmission in manual, and wait for the vehicle in front to take off. The first lap is provocatively slow. Everyone warms up the tires, the engine, and their self-confidence. Then the flag drops and it’s push-push-push. But not too much, too soon. After all, impatience is instantly penalized by soaring front tire temperatures, which provoke early understeer and frustration. So it’s wait-wait-wait until way past the apex before you can give it stick again, and there’s a lot of that. Namely some 650 hp and 627 lb-ft of torque, enough punch to drift through the fast fourth-gear right-hander and barrel down the long straight, where the digital speedo briefly touches 155 mph just before the braking zone begins. Although it’s eager to rev, the 4.0-liter twin-turbo V-8 powering the Urus cuts out a nanosecond before the analog readout in the head-up display hits the rev limiter.
While its eight-speed automatic is correctly spaced, it shifts up more leisurely and smoothly than most sequential wham-bang boxes. To give the Urus a distinct Italian flair, Reggiani invented the so-called tamburo ergonomics. Tamburo means drum, and this accurately describes the shape of the two semi-circular drive mode selectors positioned on either side of the starter button. On the left, there is Anima (soul), which lets you choose from six settings labeled strada, sport, corsa, sabbia (sand), terra (gravel) and neve (snow). To the right, the drum named Ego invites you to personalize the driveline, steering response, and suspension setting. It’s a neat arrangement, offbeat yet logical, a welcome complement to the notoriously smudged touchscreen.
The dashboard is a busy blend of trademark hexagonal air vents, the usual overkill carbon-fiber and leather treatment, and loud instrument graphics that glow pachinko red in Corsa mode. The remaining switchgear is arranged in a pattern similar to the Audi Q7 and Porsche Cayenne, with which the Urus shares some componentry—and most importantly, its MLB evo architecture, developed by its Volkswagen Group overlords.
The most obvious difference between the Lamborghini and its German siblings is the extended wheelbase it shares with the Bentayga. But while Bentley’s goal was to create more cabin space, the Italians used the extra inches to further enhance directional stability at speed, be it on a long straight or through fast sweepers. Despite the sloping coupe-like roof made of carbon-fiber at extra cost, there are oodles of head- and legroom in the Urus, though its standard front seats lack support in just about every direction.
Time for the first rotation: Three hot laps, one cooldown lap, back to the pits, change of cars, go for it. The tires need deflating three times. Regular adjustments are also advised to hone the driving style, define braking points, find the quickest line through corners, and trigger spot-on up- and downshifts. Since the Urus weighs more than 4,400 pounds, you’re better off in a taller gear more often than not. Why? Because every gear change costs time, and because riding the crest of the Urus’ mighty torque wave maintains the flow. Late braking is okay, but brake much too late and the car in front will rip open a depressing gap. One ill-timed mid-corner upshift invariably dents the flight path; one missed apex is all it takes to make it run ludicrously wide. But despite its intentions and dimensions, there is no doubt about it: this Lamborghini is a high-roof sports car with four doors and four seats. A look at the official Nardo lap times proves the point: on the handling circuit the Urus is every bit as fast as the Huracán.
This remarkable achievement required plenty of extra work by Reggiani’s team, especially in the chassis department. The Urus’ all-wheel drive system utilizes a Torsen center differential, enabling a wide front-to-rear torque split range, and a mechanical rear diff lock for a subtle left-right distribution. In other words, there is no brake-induced torque vectoring and no conventional self-locking center diff. Part of the package is a 48-volt system which powers the fully adjustable sway bars along with the air conditioning. Another item included in the list price that reportedly starts somewhere south of $200,000 are huge, 17-inch carbon-ceramic brake discs. Completing the high-tech DNA is an adaptive air suspension and rear-wheel steering. At this point, Urus customers have no choice in terms of engine or equipment pack, but there is a plug-in hybrid V-6 in the works for China and possibly the rest of the world later. We also expect a lighter Performante version rated at 700-plus horsepower.
Discover the #Urus Corsa driving mode: true #Lamborghini racetrack performance, for the world’s first Super SUV. https://t.co/jDqkOCxPvf #SinceWeMadeItPossible http://pic.twitter.com/ZuGWzRg6jW
— Lamborghini (@Lamborghini) November 21, 2017
Complaints? I already mentioned the seats and leisurely eight-speed autobox, and I’m going to add to the list the mildly irritating front end pitch through very fast corners, the not exactly superfast tip-in, the generous measure of brake dive and acceleration squat, the somewhat messy ergonomics, and the puerile exhaust note in Corsa mode. And its brawny twin-turbo V-8 is in no way as special as Lamborghini’s charismatic, naturally-aspirated V-10. That said the Urus has many talents, with its key assets being totally involving handling and raw, sports car-like performance all the way to the limit. Despite its genetic detriments—considerable dimensions, high center of gravity, substantial weight—the Urus hugs the road like a salamander climbing up a sheet of glass, it juggles power and torque like an orangutan brachiating between trees, its responses are as sharp as a chameleon’s tongue, and it decelerates like a serpent recoiling from an attack. In the exercise of these talents, it downs fuel at the rate of a Hummer H2 or a stretched black Escalade.
Said Hummer should do well on Nardo’s off-road setup, but it wouldn’t do as well as the Urus, and that’s a promise. After all, there are no serious climbs and descents, deep ruts, grooves or potholes. The surface is a mix of sand and sealed gravel, more high-speed turf than rugged surf. Riding shotgun with me is a former racing driver named Silvio who now oversees suspension development. Since the left-right-left labyrinth is lined on both sides with tall shrubs that block the view through corners, novices need directions. We’re still on road tires, ESC is fully active, and I’m advised to use only the bottom three gears. It’s a narrow track and the grip level is deteriorating lap by lap as sand starts piling up alongside the polished loam-and-pebble racing line. Once more through the mulberry bushes in an effort to memorize the hairpin and a couple of double-apex left-handers, then the fearless Silvio gives me the final thumbs up. “Fasta! Fasta!”
Silvio’s a quick-thinking, rapid-talking co-pilot. “Sharp left, first gear, grip improves two-thirds through the corner.” (Too timid, too slow, too rough.) “Third-gear right, slow in, fast out. Lots of grip.” (Better, but still way off the pace.) “You should deactivate ESC. It helps, trust me. This car has got talent. It will be putty in your palms,” Silvio urges. I wish—but for a change, the wish comes true. There’s more wheelspin now, a more pronounced rear bias, a more blunt invitation to kick out the tail and keep it there. Bingo! I tasted blood. I want more. I want fasta.
“First, you must develop a rhythm. The rest falls into place almost by itself,” Silvio says, which means tap-dancing on the pedals, twirling the wheel, and clicking through the ratios—up and down, down and up. I’m a hero, but also a fool who forgot that pride comes before the fall. In my case, the fall is a dramatic 180-degree slide that hits the greenery side on and rips off a strip camo in the process. “No big deal. No big deal at all,” Silvio says. If it wasn’t for the ears, my grin would go full circle.
As for how fast the Urus goes in a straight line on the skidpad’s clean tarmac, less than 3.7 seconds to 62 mph is the official word, but 3.35 seconds is what the digital in-dash readout says on location. Yes, that’s with launch control on duty, live from the grippiest piece of tarmac in the Roman Empire, and in perfect weather. If the readout is to be believed, that’s a hair quicker than the Huracán and only half a second slower than the Aventador. Maximum speed? In excess of 188 mph is the answer, which would make it the fastest SUV on earth, a mark that speaks volumes for the aerodynamic efficiency of this thunderbolt designed by Filippo Perini, who has since moved on to Italdesign. Needless to say the ground-effect body is virtually immune to axle lift at any speed except through the cones, when it’s wheel up and nose down, when the steering could be a touch more direct, when ESC should be off for improved waltz-ability.
The Urus is the answer to the question that about 3,500 customers are expected to ask annually once production ramps up following its launch next year, which would roughly double the marque’s production output — a vehicle that opens the door for Lamborghini to the most profitable segment of a booming market. It’s clear after our day at Nardo that those who can afford to buy this 650-hp SUV will be getting a splendid vehicle with rare pace and agility, one that can do things no other SUV can.
IFTTT
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jesusvasser · 7 years ago
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Unabashedly Silly, Sensationally Fast: 2019 Lamborghini Urus Prototype Drive
NARDO, Italy — The visit to the famed Nardo test track is marked red in the diary inside our heads. We’re here for our first taste of Lamborghini’s new high-flyer, to find out if it has what it takes to rocket straight to the top of the high-performance SUV charts. So come join us for some hot laps in a prototype of the all-new 2019 Lamborghini Urus, which turns the laws of physics upside down while keeping all four wheels firmly on the ground.
Wrapped in annoying swirl-foil botox camouflage, the general proportions of the Urus nonetheless eventually form a whole at third sight, though its details blur beneath the false cheeks and fake eyebrows. By 8 a.m. sharp, the three Urus prototypes and drivers have gathered here at Nardo, which was bought by Porsche in 2012. Early morning will be spent on the handling course, followed by a wild off-road loop surfaced with gravel and sand. After lunch, the team departs for the skidpad, nudging cones and putting the launch control to the test.
A Lambo must look, feel, and sound like a Lambo, even if it is the belated successor to the brick-shaped LM002 pseudo-pickup that could be had with a gun rack and falcon cage. In order for it to fly underneath the wind tunnel radar, the Urus has been draped in more drag-cutting and downforce-increasing addenda than a NASCAR racer. But instead of opting for active aerodynamics, the R & D team under Lamborghini chief engineer Maurizio Reggiani saved weight by fitting a battery of spoilers, splitters, and diffusers in fixed positions—an attack stance that also reduces rear visibility to a narrow observation slit.
The starting procedure is business as usual for a Lamborghini. Lift the red cage door, hit the growler button, lock the transmission in manual, and wait for the vehicle in front to take off. The first lap is provocatively slow. Everyone warms up the tires, the engine, and their self-confidence. Then the flag drops and it’s push-push-push. But not too much, too soon. After all, impatience is instantly penalized by soaring front tire temperatures, which provoke early understeer and frustration. So it’s wait-wait-wait until way past the apex before you can give it stick again, and there’s a lot of that. Namely some 650 hp and 627 lb-ft of torque, enough punch to drift through the fast fourth-gear right-hander and barrel down the long straight, where the digital speedo briefly touches 155 mph just before the braking zone begins. Although it’s eager to rev, the 4.0-liter twin-turbo V-8 powering the Urus cuts out a nanosecond before the analog readout in the head-up display hits the rev limiter.
While its eight-speed automatic is correctly spaced, it shifts up more leisurely and smoothly than most sequential wham-bang boxes. To give the Urus a distinct Italian flair, Reggiani invented the so-called tamburo ergonomics. Tamburo means drum, and this accurately describes the shape of the two semi-circular drive mode selectors positioned on either side of the starter button. On the left, there is Anima (soul), which lets you choose from six settings labeled strada, sport, corsa, sabbia (sand), terra (gravel) and neve (snow). To the right, the drum named Ego invites you to personalize the driveline, steering response, and suspension setting. It’s a neat arrangement, offbeat yet logical, a welcome complement to the notoriously smudged touchscreen.
The dashboard is a busy blend of trademark hexagonal air vents, the usual overkill carbon-fiber and leather treatment, and loud instrument graphics that glow pachinko red in Corsa mode. The remaining switchgear is arranged in a pattern similar to the Audi Q7 and Porsche Cayenne, with which the Urus shares some componentry—and most importantly, its MLB evo architecture, developed by its Volkswagen Group overlords.
The most obvious difference between the Lamborghini and its German siblings is the extended wheelbase it shares with the Bentayga. But while Bentley’s goal was to create more cabin space, the Italians used the extra inches to further enhance directional stability at speed, be it on a long straight or through fast sweepers. Despite the sloping coupe-like roof made of carbon-fiber at extra cost, there are oodles of head- and legroom in the Urus, though its standard front seats lack support in just about every direction.
Time for the first rotation: Three hot laps, one cooldown lap, back to the pits, change of cars, go for it. The tires need deflating three times. Regular adjustments are also advised to hone the driving style, define braking points, find the quickest line through corners, and trigger spot-on up- and downshifts. Since the Urus weighs more than 4,400 pounds, you’re better off in a taller gear more often than not. Why? Because every gear change costs time, and because riding the crest of the Urus’ mighty torque wave maintains the flow. Late braking is okay, but brake much too late and the car in front will rip open a depressing gap. One ill-timed mid-corner upshift invariably dents the flight path; one missed apex is all it takes to make it run ludicrously wide. But despite its intentions and dimensions, there is no doubt about it: this Lamborghini is a high-roof sports car with four doors and four seats. A look at the official Nardo lap times proves the point: on the handling circuit the Urus is every bit as fast as the Huracán.
This remarkable achievement required plenty of extra work by Reggiani’s team, especially in the chassis department. The Urus’ all-wheel drive system utilizes a Torsen center differential, enabling a wide front-to-rear torque split range, and a mechanical rear diff lock for a subtle left-right distribution. In other words, there is no brake-induced torque vectoring and no conventional self-locking center diff. Part of the package is a 48-volt system which powers the fully adjustable sway bars along with the air conditioning. Another item included in the list price that reportedly starts somewhere south of $200,000 are huge, 17-inch carbon-ceramic brake discs. Completing the high-tech DNA is an adaptive air suspension and rear-wheel steering. At this point, Urus customers have no choice in terms of engine or equipment pack, but there is a plug-in hybrid V-6 in the works for China and possibly the rest of the world later. We also expect a lighter Performante version rated at 700-plus horsepower.
Discover the #Urus Corsa driving mode: true #Lamborghini racetrack performance, for the world’s first Super SUV. https://t.co/jDqkOCxPvf #SinceWeMadeItPossible http://pic.twitter.com/ZuGWzRg6jW
— Lamborghini (@Lamborghini) November 21, 2017
Complaints? I already mentioned the seats and leisurely eight-speed autobox, and I’m going to add to the list the mildly irritating front end pitch through very fast corners, the not exactly superfast tip-in, the generous measure of brake dive and acceleration squat, the somewhat messy ergonomics, and the puerile exhaust note in Corsa mode. And its brawny twin-turbo V-8 is in no way as special as Lamborghini’s charismatic, naturally-aspirated V-10. That said the Urus has many talents, with its key assets being totally involving handling and raw, sports car-like performance all the way to the limit. Despite its genetic detriments—considerable dimensions, high center of gravity, substantial weight—the Urus hugs the road like a salamander climbing up a sheet of glass, it juggles power and torque like an orangutan brachiating between trees, its responses are as sharp as a chameleon’s tongue, and it decelerates like a serpent recoiling from an attack. In the exercise of these talents, it downs fuel at the rate of a Hummer H2 or a stretched black Escalade.
Said Hummer should do well on Nardo’s off-road setup, but it wouldn’t do as well as the Urus, and that’s a promise. After all, there are no serious climbs and descents, deep ruts, grooves or potholes. The surface is a mix of sand and sealed gravel, more high-speed turf than rugged surf. Riding shotgun with me is a former racing driver named Silvio who now oversees suspension development. Since the left-right-left labyrinth is lined on both sides with tall shrubs that block the view through corners, novices need directions. We’re still on road tires, ESC is fully active, and I’m advised to use only the bottom three gears. It’s a narrow track and the grip level is deteriorating lap by lap as sand starts piling up alongside the polished loam-and-pebble racing line. Once more through the mulberry bushes in an effort to memorize the hairpin and a couple of double-apex left-handers, then the fearless Silvio gives me the final thumbs up. “Fasta! Fasta!”
Silvio’s a quick-thinking, rapid-talking co-pilot. “Sharp left, first gear, grip improves two-thirds through the corner.” (Too timid, too slow, too rough.) “Third-gear right, slow in, fast out. Lots of grip.” (Better, but still way off the pace.) “You should deactivate ESC. It helps, trust me. This car has got talent. It will be putty in your palms,” Silvio urges. I wish—but for a change, the wish comes true. There’s more wheelspin now, a more pronounced rear bias, a more blunt invitation to kick out the tail and keep it there. Bingo! I tasted blood. I want more. I want fasta.
“First, you must develop a rhythm. The rest falls into place almost by itself,” Silvio says, which means tap-dancing on the pedals, twirling the wheel, and clicking through the ratios—up and down, down and up. I’m a hero, but also a fool who forgot that pride comes before the fall. In my case, the fall is a dramatic 180-degree slide that hits the greenery side on and rips off a strip camo in the process. “No big deal. No big deal at all,” Silvio says. If it wasn’t for the ears, my grin would go full circle.
As for how fast the Urus goes in a straight line on the skidpad’s clean tarmac, less than 3.7 seconds to 62 mph is the official word, but 3.35 seconds is what the digital in-dash readout says on location. Yes, that’s with launch control on duty, live from the grippiest piece of tarmac in the Roman Empire, and in perfect weather. If the readout is to be believed, that’s a hair quicker than the Huracán and only half a second slower than the Aventador. Maximum speed? In excess of 188 mph is the answer, which would make it the fastest SUV on earth, a mark that speaks volumes for the aerodynamic efficiency of this thunderbolt designed by Filippo Perini, who has since moved on to Italdesign. Needless to say the ground-effect body is virtually immune to axle lift at any speed except through the cones, when it’s wheel up and nose down, when the steering could be a touch more direct, when ESC should be off for improved waltz-ability.
The Urus is the answer to the question that about 3,500 customers are expected to ask annually once production ramps up following its launch next year, which would roughly double the marque’s production output — a vehicle that opens the door for Lamborghini to the most profitable segment of a booming market. It’s clear after our day at Nardo that those who can afford to buy this 650-hp SUV will be getting a splendid vehicle with rare pace and agility, one that can do things no other SUV can.
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eddiejpoplar · 7 years ago
Text
Unabashedly Silly, Sensationally Fast: 2019 Lamborghini Urus Prototype Drive
NARDO, Italy — The visit to the famed Nardo test track is marked red in the diary inside our heads. We’re here for our first taste of Lamborghini’s new high-flyer, to find out if it has what it takes to rocket straight to the top of the high-performance SUV charts. So come join us for some hot laps in a prototype of the all-new 2019 Lamborghini Urus, which turns the laws of physics upside down while keeping all four wheels firmly on the ground.
Wrapped in annoying swirl-foil botox camouflage, the general proportions of the Urus nonetheless eventually form a whole at third sight, though its details blur beneath the false cheeks and fake eyebrows. By 8 a.m. sharp, the three Urus prototypes and drivers have gathered here at Nardo, which was bought by Porsche in 2012. Early morning will be spent on the handling course, followed by a wild off-road loop surfaced with gravel and sand. After lunch, the team departs for the skidpad, nudging cones and putting the launch control to the test.
A Lambo must look, feel, and sound like a Lambo, even if it is the belated successor to the brick-shaped LM002 pseudo-pickup that could be had with a gun rack and falcon cage. In order for it to fly underneath the wind tunnel radar, the Urus has been draped in more drag-cutting and downforce-increasing addenda than a NASCAR racer. But instead of opting for active aerodynamics, the R & D team under Lamborghini chief engineer Maurizio Reggiani saved weight by fitting a battery of spoilers, splitters, and diffusers in fixed positions—an attack stance that also reduces rear visibility to a narrow observation slit.
The starting procedure is business as usual for a Lamborghini. Lift the red cage door, hit the growler button, lock the transmission in manual, and wait for the vehicle in front to take off. The first lap is provocatively slow. Everyone warms up the tires, the engine, and their self-confidence. Then the flag drops and it’s push-push-push. But not too much, too soon. After all, impatience is instantly penalized by soaring front tire temperatures, which provoke early understeer and frustration. So it’s wait-wait-wait until way past the apex before you can give it stick again, and there’s a lot of that. Namely some 650 hp and 627 lb-ft of torque, enough punch to drift through the fast fourth-gear right-hander and barrel down the long straight, where the digital speedo briefly touches 155 mph just before the braking zone begins. Although it’s eager to rev, the 4.0-liter twin-turbo V-8 powering the Urus cuts out a nanosecond before the analog readout in the head-up display hits the rev limiter.
While its eight-speed automatic is correctly spaced, it shifts up more leisurely and smoothly than most sequential wham-bang boxes. To give the Urus a distinct Italian flair, Reggiani invented the so-called tamburo ergonomics. Tamburo means drum, and this accurately describes the shape of the two semi-circular drive mode selectors positioned on either side of the starter button. On the left, there is Anima (soul), which lets you choose from six settings labeled strada, sport, corsa, sabbia (sand), terra (gravel) and neve (snow). To the right, the drum named Ego invites you to personalize the driveline, steering response, and suspension setting. It’s a neat arrangement, offbeat yet logical, a welcome complement to the notoriously smudged touchscreen.
The dashboard is a busy blend of trademark hexagonal air vents, the usual overkill carbon-fiber and leather treatment, and loud instrument graphics that glow pachinko red in Corsa mode. The remaining switchgear is arranged in a pattern similar to the Audi Q7 and Porsche Cayenne, with which the Urus shares some componentry—and most importantly, its MLB evo architecture, developed by its Volkswagen Group overlords.
The most obvious difference between the Lamborghini and its German siblings is the extended wheelbase it shares with the Bentayga. But while Bentley’s goal was to create more cabin space, the Italians used the extra inches to further enhance directional stability at speed, be it on a long straight or through fast sweepers. Despite the sloping coupe-like roof made of carbon-fiber at extra cost, there are oodles of head- and legroom in the Urus, though its standard front seats lack support in just about every direction.
Time for the first rotation: Three hot laps, one cooldown lap, back to the pits, change of cars, go for it. The tires need deflating three times. Regular adjustments are also advised to hone the driving style, define braking points, find the quickest line through corners, and trigger spot-on up- and downshifts. Since the Urus weighs more than 4,400 pounds, you’re better off in a taller gear more often than not. Why? Because every gear change costs time, and because riding the crest of the Urus’ mighty torque wave maintains the flow. Late braking is okay, but brake much too late and the car in front will rip open a depressing gap. One ill-timed mid-corner upshift invariably dents the flight path; one missed apex is all it takes to make it run ludicrously wide. But despite its intentions and dimensions, there is no doubt about it: this Lamborghini is a high-roof sports car with four doors and four seats. A look at the official Nardo lap times proves the point: on the handling circuit the Urus is every bit as fast as the Huracán.
This remarkable achievement required plenty of extra work by Reggiani’s team, especially in the chassis department. The Urus’ all-wheel drive system utilizes a Torsen center differential, enabling a wide front-to-rear torque split range, and a mechanical rear diff lock for a subtle left-right distribution. In other words, there is no brake-induced torque vectoring and no conventional self-locking center diff. Part of the package is a 48-volt system which powers the fully adjustable sway bars along with the air conditioning. Another item included in the list price that reportedly starts somewhere south of $200,000 are huge, 17-inch carbon-ceramic brake discs. Completing the high-tech DNA is an adaptive air suspension and rear-wheel steering. At this point, Urus customers have no choice in terms of engine or equipment pack, but there is a plug-in hybrid V-6 in the works for China and possibly the rest of the world later. We also expect a lighter Performante version rated at 700-plus horsepower.
Discover the #Urus Corsa driving mode: true #Lamborghini racetrack performance, for the world’s first Super SUV. https://t.co/jDqkOCxPvf #SinceWeMadeItPossible http://pic.twitter.com/ZuGWzRg6jW
— Lamborghini (@Lamborghini) November 21, 2017
Complaints? I already mentioned the seats and leisurely eight-speed autobox, and I’m going to add to the list the mildly irritating front end pitch through very fast corners, the not exactly superfast tip-in, the generous measure of brake dive and acceleration squat, the somewhat messy ergonomics, and the puerile exhaust note in Corsa mode. And its brawny twin-turbo V-8 is in no way as special as Lamborghini’s charismatic, naturally-aspirated V-10. That said the Urus has many talents, with its key assets being totally involving handling and raw, sports car-like performance all the way to the limit. Despite its genetic detriments—considerable dimensions, high center of gravity, substantial weight—the Urus hugs the road like a salamander climbing up a sheet of glass, it juggles power and torque like an orangutan brachiating between trees, its responses are as sharp as a chameleon’s tongue, and it decelerates like a serpent recoiling from an attack. In the exercise of these talents, it downs fuel at the rate of a Hummer H2 or a stretched black Escalade.
Said Hummer should do well on Nardo’s off-road setup, but it wouldn’t do as well as the Urus, and that’s a promise. After all, there are no serious climbs and descents, deep ruts, grooves or potholes. The surface is a mix of sand and sealed gravel, more high-speed turf than rugged surf. Riding shotgun with me is a former racing driver named Silvio who now oversees suspension development. Since the left-right-left labyrinth is lined on both sides with tall shrubs that block the view through corners, novices need directions. We’re still on road tires, ESC is fully active, and I’m advised to use only the bottom three gears. It’s a narrow track and the grip level is deteriorating lap by lap as sand starts piling up alongside the polished loam-and-pebble racing line. Once more through the mulberry bushes in an effort to memorize the hairpin and a couple of double-apex left-handers, then the fearless Silvio gives me the final thumbs up. “Fasta! Fasta!”
Silvio’s a quick-thinking, rapid-talking co-pilot. “Sharp left, first gear, grip improves two-thirds through the corner.” (Too timid, too slow, too rough.) “Third-gear right, slow in, fast out. Lots of grip.” (Better, but still way off the pace.) “You should deactivate ESC. It helps, trust me. This car has got talent. It will be putty in your palms,” Silvio urges. I wish—but for a change, the wish comes true. There’s more wheelspin now, a more pronounced rear bias, a more blunt invitation to kick out the tail and keep it there. Bingo! I tasted blood. I want more. I want fasta.
“First, you must develop a rhythm. The rest falls into place almost by itself,” Silvio says, which means tap-dancing on the pedals, twirling the wheel, and clicking through the ratios—up and down, down and up. I’m a hero, but also a fool who forgot that pride comes before the fall. In my case, the fall is a dramatic 180-degree slide that hits the greenery side on and rips off a strip camo in the process. “No big deal. No big deal at all,” Silvio says. If it wasn’t for the ears, my grin would go full circle.
As for how fast the Urus goes in a straight line on the skidpad’s clean tarmac, less than 3.7 seconds to 62 mph is the official word, but 3.35 seconds is what the digital in-dash readout says on location. Yes, that’s with launch control on duty, live from the grippiest piece of tarmac in the Roman Empire, and in perfect weather. If the readout is to be believed, that’s a hair quicker than the Huracán and only half a second slower than the Aventador. Maximum speed? In excess of 188 mph is the answer, which would make it the fastest SUV on earth, a mark that speaks volumes for the aerodynamic efficiency of this thunderbolt designed by Filippo Perini, who has since moved on to Italdesign. Needless to say the ground-effect body is virtually immune to axle lift at any speed except through the cones, when it’s wheel up and nose down, when the steering could be a touch more direct, when ESC should be off for improved waltz-ability.
The Urus is the answer to the question that about 3,500 customers are expected to ask annually once production ramps up following its launch next year, which would roughly double the marque’s production output — a vehicle that opens the door for Lamborghini to the most profitable segment of a booming market. It’s clear after our day at Nardo that those who can afford to buy this 650-hp SUV will be getting a splendid vehicle with rare pace and agility, one that can do things no other SUV can.
IFTTT
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ronaldmrashid · 8 years ago
Text
The Safest Cars To Survive A Crash
Did you know that despite all the technological advancements in car safety, car accident deaths jumped to a 50-year high in 2015? Lower gas prices and a better economy are two reasons cited for more driving and more dying on the road. But the other culprit is distracted driving due to our damn mobile phones. We’re texting, searching for new Pandora stations, and surfing the web while driving more than ever before.
Within the past three months, I’ve witnessed four accidents and experienced three close calls. One accident was strange because two cars stopped at a four-way intersection with stop signs, but the Audi Q5 SUV then proceeded to plow into the Toyota Prius’ front passenger door! I was rolling up to the intersection when the accident happened. The woman driving the Audi wasn’t aware of the Prius to her left because she was either in a hurry or looking at her phone.
Take a look at the following crash statistics in America and the world according to the Association For Safe International Road Travel for 2016.
Annual United States Road Crash Statistics
Over 37,000 people die in road crashes each year
An additional 2.35 million are injured or disabled
Over 1,600 children under 15 years of age die each year
Nearly 8,000 people are killed in crashes involving drivers ages 16-20
Road crashes cost the U.S. $230.6 billion per year or an average of $820 per person
Road crashes are the single greatest annual cause of death of healthy U.S. citizens traveling abroad
Annual Global Road Crash Statistics
Nearly 1.3 million people die in road crashes each year, on average 3,287 deaths a day.
An additional 20-50 million are injured or disabled.
More than half of all road traffic deaths occur among young adults ages 15-44.
Road traffic crashes rank as the 9th leading cause of death and account for 2.2% of all deaths globally.
Road crashes are the leading cause of death among young people ages 15-29, and the second leading cause of death worldwide amongst young people ages 5-14.
Each year nearly 400,000 people under 25 die on the world’s roads, on average over 1,000 a day.
Over 90% of all road fatalities occur in low and middle-income countries, which have less than half of the world’s vehicles.
Road crashes cost USD $518 billion globally, costing individual countries 1-2% of their annual GDP.
Road crashes cost low and middle-income countries USD $65 billion annually, exceeding the total amount received in developmental assistance.
Unless action is taken, road traffic injuries are predicted to become the fifth leading cause of death by 2030.
I love cars, but I love my life even more. The two easiest things a driver can do are: 1) slow down, and 2) stop looking at or talking on your mobile phone. If you’re a parent, I’d also consider not allowing your teenager to drive or get into a car with another teenage driver.
For those of you who also value the importance of safety, especially if you have a baby or kids, I wrote this post for you.
Car Safety Logic
If you were to put these two precious guys:
into this:
I firmly believe they’d have a higher chance of surviving a car accident than if they got hit in this:
Unfortunately, none of us are allowed to legally drive a tank around town. Therefore, we most look for the largest vehicle possible that’s also practical to safeguard our loved ones!
Safety According To The Insurance Institute For Highway Safety (IIHS)
The Insurance Institute for Highway Safety (IIHS) is the authority in vehicle safety in America. Here’s what they have to say about what to look for in a car for safety,
Frontal crashworthiness — Look for good ratings in frontal crash tests. Most newer models earn top marks for frontal crashworthiness in the federal government’s 35 mph test head-on into a rigid barrier and the IIHS 40 mph moderate overlap test into a deformable barrier. Many but not all late-model vehicles earn acceptable or good ratings from IIHS for protection in a small overlap front crash.
Side crashworthiness — Choose a vehicle with good side ratings plus side airbags that protect your head. IIHS and NHTSA rate models based on tests that simulate front-into-side crashes. The tests represent different side-impact dangers. Drivers of vehicles with good ratings in the IIHS side-barrier test are 70 percent less likely to die in a driver-side crash compared with drivers in poorly rated vehicles. The majority of 2008 and newer models have side airbags as standard equipment.
Roof strength — Look for a strong roof. IIHS rates roof strength to help consumers pick vehicles with roofs that will hold up in a rollover crash. Strong roofs reduce the risk of fatal or incapacitating injury in a rollover. Ratings began with 2008-09 models.
Head restraints — Pick a model with a good seat/head restraint rating to reduce whiplash injuries in a rear-end collision. Vehicles with seat/head restraint combinations rated good by IIHS have 15 percent fewer insurance claims for neck injuries than vehicles with poor ratings. You can help increase protection by adjusting the head restraint to correctly fit your head.
Electronic stability control — Buy a vehicle with ESC. It’s standard on 2012 and newer models and available on many earlier ones. An extension of antilock brake technology, ESC engages automatically to help drivers maintain control on curves and slippery roads. ESC lowers the risk of a fatal single-vehicle crash by about half and the risk of a fatal rollover by as much as 80 percent.
Car Weight – The safest cars typically weigh between 3,500 lbs. and 4,500 lbs, the range in which a vehicle remains safe in collisions with larger vehicles such as full-size SUVs while limiting additional threats to drivers of smaller, lighter vehicles such as compact cars. Smaller, lighter vehicles generally offer less protection than larger, heavier ones. People in lighter vehicles also experience higher crash forces when struck by heavier vehicles.
Recalls — Check the NHTSA site for recalls before buying, and make sure repairs are made.
I wanted to highlight what the IIHS said just in case you don’t believe in my simple picture logic above. I’m sure there are some of you who object to bigger vehicles because you want to save the planet. But if you really wanted to save the planet, you wouldn’t drive a vehicle at all! You’d only walk, barefoot. You’d also go into a save the planet occupation and live naked in the woods to reduce your carbon footprint.
This article is about saving a passenger’s life in an auto accident.
The Safest Cars To Buy
Under the overarching premise that bigger is safer, let’s go through some various top-ranked vehicles for safety according to various publications.
IIHS – Top 5 Safest Cars For Under $30,000
Toyota Avalon Sedan
Toyota RAV4 Mini-SUV
Nissan Maxima Sedan
Volkswagen Passat Sedan
Chrysler 200
Autobytel – Safest Vehicles For Under $40,000
Honda Odyssey Minivan
Hyundai Genesis Sedan
Toyota Highlander SUV
Volvo S60 Sedan
Volvo XC60
The Car Crash Detective – The Top Safest Cars By Side Impact
Some cars provide a satisfying *thunk* when you close their doors. Other cars, not so much. The thunk sound is what you need to hear when buying a safe car because side impacts are the most likely to be fatal. The simple logic is that there’s more material between you and the car that t-bones you compared to front and rear impact collisions.
The Crash Detective writes, “That’s what this list is based on. Every cm between you and a life-ending amount of energy is a life-preserving cm of survival space. Let’s see who’s doing the best job at it right now. For brevity’s sake, I’ll list the top 10 cars I could find.”
24 cm – 2010-2015 Mercedes-Benz E-Class sedan (e.g., E 350).
22 cm – 2015 Subaru Outback.
22 cm – 2015, 2016 Volkswagen Golf / GTI.
21 cm – 2014, 2015 Fiat 500L.
20.5 cm – 2015 Mercedes-Benz C-Class sedan (e.g., C 400).
19.5 cm – 2010-2015 Mercedes-Benz E-Class coupe.
19.5 cm – 2015 Subaru Legacy.
19 cm – 2011-2015 BMW 5 Series (e.g., 528i).
19 cm – 2012-2016 Audi A6.
19 cm – 2015 Acura TLX.
19 cm – 2013-2015 Dodge Dart.
US News & World Report – Best Luxury Midsize SUVs
2016 Tesla Model X
2017 Audi Q7
2017 Porsche Cayenne
2017 Porsche Cayenne Hybrid
2017 BMW X5
2017 Lexus RX 350
2016 Lexus RX Hybrid
2017 Acura MDX
2016 Range Rover Sport
2016 Lincoln MDX
2017 Volvo XC 90
2017 Cadillac XT5
2017 Mercedes GLE
2017 BMW X6
2016 Infiniti Q60
IIHS – Top Safety Picks For All Vehicle Types 2017
Stay Safe Out There
Gonna be tough to give up Rhino!
You may be the safest driver in the world, but that won’t stop a distracted idiot from t-boning you to the hospital. Slow down, stay alert, and wait to respond to a text message until after you’ve arrived at your destination.
I’ve owned Rhino, my awesome Honda Fit for 2.5 years now. He’s been able to park in 25% more parking spots in San Francisco thanks to his small size. He saves me time and reduces stress. But given that I plan to start a family, I’ve got to focus on safety first, second, and third.
After extensive online and offline research, I’ve narrowed down what my next vehicle will be. If you’d like to share what vehicle you think I should buy or highlight which vehicle has the best combination of safety, style, and fun for a middle-aged person with a new family, please share! I’m all ears.
Stay tuned for my vehicle announcement on April 1st!
  Related: Your Car Insurance Coverage Might Not Be Good Enough
from http://www.financialsamurai.com/the-safest-cars-to-survive-a-crash/
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