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barnes-dameron · 4 years ago

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i just read your mando x reader with hypothermia and i absolutely loved it!! it is one of my favorite tropes 😩 can i request a steve x reader with hypothermia? bc after reading that one and absolutely loving it, all i want is your take on how steve would react! i love you and your writing so much!! thank you 🥰🥰

Warming Up

*not my gif

Steve Rogers x reader

Word Count: 1.6k

A/N: So sorry this took so long. I wrote a good portion of it, and then 75% of it got deleted! I haven’t written anything in the Marvel universe in awhile, so this was a nice surprise. Pre-endgame, pre-infinity war, pre-Civil War. Gender neutral reader

***

Steve trod towards the Quinjet through the deep snow. The cold biting at his cheeks turning them to a rose pink, and his pants from the knees down were soaked. It was a simple mission in Northern Canada, during the time of the year where the snow was heavy and the wind was harsh. He told you to stay in the jet so at least you could stay warm. As he approached the quinjet, Steve’s heart began to pick up despite the cold when he saw that the light in the quinjet was off.

Steve began to sprint across the wintery landscape, kicking up snow as he ran towards the quinjet. Why was it not running? Why is there no sound? Why is the light in the cockpit off? He hurriedly opened up the hatch, the interior of the jet setting a chill down his spine; not from the cold but the thought of you silently suffering in this freezing temperature. It was enough to cause Steve to panic.

He opened the hatch to the Quinjet, and ran up the ramp, surprised to feel how cold it was; almost as cold as it was outside. The interior was dark, the only source of light coming from the windshield in the cockpit. Steve looked around and could not see the shape of your body in the haul. Treading carefully, he made his way to the cockpit.

Steve hated the cold. He couldn’t remember much from his years being preserved in frozen ice, but the mere memory of his plane going down was enough for him to loathe it. He did remember shivering, the frigid air enveloping him, and his body systems shutting down causing him to sleep and wake up decades later. It was torture for him to be trapped. He thought that was how he would die, and he wouldn’t wish that on anyone...especially not you.

Steve entered the cockpit, and finding you in the pilot’s seat, his heart dropping at the sight. You were curled up, huddled in the chair. Your skin was a paler color than usual, your body was shivering, goosebumps covered your skin, and your teeth clattered softly behind your frozen lips. Steve reached out a hand, pressing it to your cheek, and immediately retracting it after the brief contact. You were ice cold. Biting the inside of his cheek, Steve touched you again, placing two fingers on your inner wrist. He concentrated on finding your pulse, but it was weak barely even there.

Quickly, Steve dragged you off of the chair and settled you on the floor. The window must’ve been the source; the cold air was seeping in. He noted that in his mind, making sure to let Tony know. Steve positioned your side to rest on his chest as he settled down on the floor next to you. He positioned your knees to press against your chest, while encircling your own arms around him. He then wrapped his arms around your figure, pressing you into his warmth. He placed your head to rest in the crook of his neck so the warmth of his breath could began to warm your face.

As Steve held you in his arms on the Quinjet floor, his thoughts began to bombard him one by one. Why did he take so long on this mission? It was hardly a mission, mostly reconnaissance. He was supposed to scope out the area to see if the target of a potential threat were to show, but he didn’t. Steve could’ve left his post early, and it wouldn’t have made a difference. You wouldn’t be cold, and the both of you would be far away from here. Why didn’t he learn how to manage the Quinjet? Or just learn the basics for that matter? Whenever the Avengers went out on a mission, it was usually Tony or Sam piloting or handling the general maintenance and mechanics of the aircraft. His only experience was back in the 40′s, and he crashed that one. If he knew these things, he could’ve gotten the system working by now, filling the haul with heat and flying you back home. However, the only person who knew anything about the Quinjet was in his arms.

It was all those reasons that Steve felt so helpless at this moment. Being a hero or even portrayed as a hero means that people automatically assume that he has no fear, and in truth, he didn’t have much to fear, except right now. The mere thought of losing you caused Steve’s head to pound with anxiety. And seeing you like this, frozen and fragile on the brink of death, it was enough to make his blood run cold even though the temperature outside failed to do so already.

He didn’t know how long he stayed on that floor, praying for you to be okay and wake up from your slumber, willing all the heat from his body to leave him and go to you. Steve himself was beginning to doze off until he felt a shift in movement from between his arms.

“S-S-t-t-eve?” you whispered, your teeth still chattering as you did so.

Steve looked down to your face. Your eyes were barely open, but he could the pools of color beneath the eyelids. Hope surged within him as well as a burst of energy.

“Hey,” he cooed, rubbing his hands over your arms. “Hey, it’s me. What happened here?”

“I-I-I d-d-don’t-t-t k-know,” you stuttered out, snuggling closer to his warmth. “I-I-I f-fell asleep-p w-w-waiting-g f-for y-you.”

Steve nodded, then rested his head on top of yours.

“Can you move at all?” he asked.

“I-I c-can m-move m-my f-f-fingers,” you answered, holding up a weak hand and wiggling them before his eyes. “B-but n-not-t m-my arm-s or l-legs.”

Steve nodded again, looking around the cockpit, his eyes settling on a black trunk in the corner. He unwrapped his arms from around you and began to shuffle away, towards the trunk.

“I’ll be right back,” he said, making sure you wouldn’t fall over.

You stayed put as he made his way to the box, opening it to find contents of an emergency kit inside. He ruffled through the various objects, only picking up what he needed. Steve withdrew a flashlight, a thermal blanket, a tool kit, and a small portable heater that didn’t need to be plugged into anything. He returned to his spot beside you, wrapping you in the blanket and turning on the heater, directing it so the heat hits you. Steve resumed to his previous position, giving you all the warmth you need to feel normal.

Steve didn’t measure the time passing by using a clock, but more so with your little achievements. After some time, you were able to move your limbs so that they were spread out instead of close to your body. After more time, you were able to move them around with full range of motion. Then after a while, you were able to speak without your teeth chattering. Every little thing brought joy to Steve as he saw light returning to your eyes, and color to your face.

When you were ready, you got up, grabbed the tool kit, and went to fix what was broken on the jet. Steve trailed behind you, and stayed close to you the whole time. Feeding you tools when you asked for them, watching over your shoulder both to learn from you and admire how smart you are. It didn’t take long for the jet to come back to life; the lights flickering on, the engine beginning to hum, and the heat once again warming the interior. Smiling at your accomplishment, Steve helped you get to the cockpit, your limbs still a little weak and stiff, and settled you in the pilot’s seat. He watched you attentively as you brought the jet into the air and set the coordinates to the Avengers compound.

“Let’s get away from this Godforsaken place,” you sighed heavily.

“Please,” Steve responded, settling in the passenger’s seat somewhat besides yours. It was quiet in the Quinjet as you flew the craft back home. The events that occurred began to settle and weigh on Steve. He could’ve lost you. He remembered the slow pulse of your heart rate. If he would’ve placed his fingers on your wrist and felt nothing, he didn’t know what he would do... with you or himself. Steve looked up to see your profile outlined from the gradual returning light, your eyes shining with life, and he smiled. “I’m sorry.”

He watched as you turned your head back to look at him, confusion traced in your eyes as you furrowed your brows at him.

“For what?” you asked.

“It’s my fault that you nearly froze to death,” he began, reverting his eyes a bit towards his lap. “It’s my fault that-”

“Was it your fault that the Quinjet powered down?” you questioned, your tone shifting to a more serious one, causing Steve to look up and meet your gaze.

“No,” he answered softly.

You gave him a lopsided smile, causing his heart to skip a beat.

“Then it wasn’t your fault, Steve,” you replied. “Just because you’re Captain America doesn’t mean you have to carry all the world’s burdens.”

“I was just so scared,” Steve revealed. “You were so cold, I thought I might’ve lost you. If I did, I don’t know what I would’ve done with myself.”

“But I’m okay,” you reassured, giving him another smile. “Your love warmed me up.”

Steve let out a little chuckle before turning his gaze to the window. It was not often that he got shy or bashful, but you always knew how to make him feel that way. Steve felt heat rise to his cheeks, knowing that his face was probably pink by know, but he didn’t care. The rest of the ride was ridden in a comfortable silence, leaving the events that transpired in the cold. The only thing that matter was love’s warmth that was present within the jet.

***

Taglist: @tangledlove27 @absurdthirst @caswinchester2000 @16boyfriends-and-me @notabotiswear

#steve rogers x reader #captain america x reader #captain america #captain america imagine #Steve Rogers #marvel #MCU #marvel cinematic universe #Chris Evans #chris evans x reader #fluff #writing #fanfic #marvel fanfic

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missroserose · 5 years ago

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all you touch and all you see

“So...why are we here?”

A moment of silence. Fingers tighten around a trendy reusable mug. Green eyes flick up, meet his, far more sincere than he could have imagined, even a week ago.

“I can’t explain it. I’m just...more myself, when you’re around.”

Sam Wesson is dreaming. Well, half-dreaming; awake enough that he can tell that he’s lying in bed on sheets with some ridiculous thread count, covers bunched around his legs, the cool constant breeze of the ceiling fan blowing over his sleep-warm chest. At the same time, he’s sitting in the passenger seat of an old muscle car, rain tapping on the roof and hissing beneath the tires. The thrum of the V8 permeates his whole body as he flips through papers, research for the next job. The automatic reverse on the tape deck clicks over, and Sam wonders how many times Dean’s played this exact Led Zeppelin album on this very deck. A hundred? A thousand?

Dean. Dean is there in both worlds, beside him. He glances over to where this Dean is squinting through the rain. Takes in his scruffy jacket and worn shirt, hair standing on end in places, the ketchup stain on his jeans from his lunchtime drive-through burger. It’s such a contrast to the Dean beside him in the bed, the Dean of suspenders and suits and Brylcreemed hair, the environmentally conscious vegetarian Dean who wouldn’t be caught dead driving a car that got fewer than thirty miles to the gallon.

And yet, there are tells. Little commonalities, signs that the two of them aren’t as different as they might look. The way their eyes narrow slightly when faced with something they don’t immediately understand. Their absolute disdain for talking about feelings any more than strictly necessary. Their unbridled fierceness when they take on a threat, corporate or noncorporeal.

The way they both love Sam. Fierce. Devoted. Protective to a degree that makes Sam wonder, sometimes. Or would, if he weren’t every bit as smitten.

Sam isn’t sure what to say to that. It’s disconcerting, seeing Dean in casual clothes—still natty in a sweater and slacks, but his hair is carefully (and attractively) mussed, his posture a fraction looser. He keeps quiet, keeps his face open. Knows, somehow, that this is the best way to keep people talking.

“You bring out something good in me. If I’m going to keep climbing the corporate ladder, I need someone to help me remember I'm not actually in hell, you know?”

Sam can’t blame Dean for staying at Sandover, not really. He’s on the fast track, in a position most people their generation would kill for. Especially with the economy the way it is, steady jobs with good salaries and benefits are nothing to sneeze at. Working as an executive is prestigious; it’s not like he was a cubicle jockey, subject to the indignities of unflattering uniforms and unsavory coworkers. Dean is on his way up.

Sam, meanwhile, was on his way out.

The week after his slightly dramatic walkout, he’d been making serious plans to go hunting alone. Spent his days poring over newspapers, looking for strange deaths or weird occurrences; imagined sniffing out supernatural threats, saving people. He applied for a loan for a car—found a great deal on a Dodge Charger—and dedicated an afternoon to looking up supplies he might need to kit it out properly. It was terrifying and exhilarating reading, realizing how much might be out there, how many beings he had yet to encounter, how much studying there was to do. What to look for, what to pack, where to even begin.

Perhaps most saliently, his dreams—the strange, inexplicable dreams that had haunted him during his entire three weeks at Sandover, where he hunted things, where Dean was his partner, continually present—had stopped.

Then Dean Smith had called and asked him for coffee.

Dean’s eyes meet his again, just briefly, before dropping, a charmingly bashful smile spreading over his face. “Look, I’m not asking you to marry me or anything,” he says, rubbing the side of his neck, looking away. “It’s just, if you wanted...I think we could have a good time together.”

They do have a good time together—it’s a little surprising, really, the uptight executive and the slacker cubicle jockey pairing off. But they share a love of bad action movies, and a passion for video games; Sam hasn’t had his ass kicked so thoroughly and consistently in Halo 3 since college. But even beyond that, it was like their rhythms are aligned; they fall into cohabiting in Dean’s tiny apartment almost immediately, as if they’re already entirely used to living in each others’ pockets. Work during the day. Chores on weekends. And at night—

Well, of course, there’s the chemistry. The sheer blinding-white magnesium-flame heat of the two of them together, as bright-burning as it is undeniable. The way Dean’s eyes, green as his own, darken, pupils dilating, when Sam stands just a little too close. The pulse-pounding rush of need that hits him when Dean’s mouth curls up at one corner in just the right way, the way that indicates Sam is about to come harder than he ever has in his life. The soft, broken noises he knows Dean makes, that they both make, when they teeter together on the edge, a bare breath from tipping over, entwined.

“I know you don’t think this is our life. What we’re meant to be doing.” The words give the air around them strange twin taste—resigned and relieved, both. “But Sam—it’s a good life. It’s the life I’ve wanted, the one I never thought I’d be able to have. God knows my dad didn’t think I’d make it. Nobody did. But here I am.” His eyes meet Sam’s again. “Here we are.”

Those beautiful manicured hands on him feel right in a way Sam’s never experienced before. It’s not even sexual, not really—the sensation is there as much when Dean musses Sam’s hair as it is when Sam is shaking apart with Dean knuckle-deep inside him. There’s just something about the two of them together that’s...centering. Liminal. Like they form their own shelter, the eye of the hurricane when the chaos of the world is howling around them.

Sam asked Dean once if he felt the same. Dean had quirked a brow at him, given a little smile—”What, like some kind of past life thing? You going to start telling me we’re soulmates? Whatever you say, Samantha—” and yet there’s something in the way he touches Sam at times. Reverent. Almost disbelieving.

Like Sam, too, is something Dean had never thought he’d be able to have.

“I’ve got some connections at my old firm. I can make a few calls, get you an interview for a decent job.” He takes a drink of coffee, forcing a pause; shielding himself for a moment from Sam’s reaction. “I know it’s not your dream. But you could stay. With me.”

And yet, in a way, it is Sam’s dream. Because Sam’s been having dreams again, almost from the day of that fateful coffee date. Dreams where he and Dean do everything together that Sam had imagined, had read about. Where they hunt demons, vampires, demigods—creatures that make Old Man Sandover look like something out of Beetlejuice. Where they spend what feels like half their life in the boredom of long drives or library research sessions, punctuated by the heart-pounding adrenaline rush of a hunt, a fight. Where he and Dean save each others’ lives over and over, where they would die for each other, probably will sooner rather than later, but where they’re alive now, where they retreat victorious with whiskey or beer to their shitty motel room—

Somewhere more private. Lips swollen from kissing. A hand on the side of his face, long fingers threaded in his hair. Green eyes on his once more, open, honest. Vulnerable.

“I’d like you to stay. God, Sam—please. Stay.”

—and where they never, ever touch.

So Sam took the job. Let the loan application lapse, eventually deleted the various websites on ghosts and mythology and monsters from his bookmarks. He spends his days working in IT security, which is at least more interesting than tech support—it turns out he has a knack for breaking into systems, for getting into places he’s not supposed to be, for ferreting out information companies would prefer remain hidden. And his nights—well, if spending his nights in Dean Smith’s bed (and on his couch, and over his desk, and in his office chair, and) is the consolation prize for growing up and letting go of childish dreams, it turns out adult life has its perks as well.

He takes one last look at the scruffed-up Dean—still pretty, Sam thinks, fondly; there’s just no way to make a face like that look common—and lets the dream fade. The vibration of the engine, the hiss of tires on wet asphalt, even the dry-dusty smell of the Impala’s heater all grow distant; Sam moves his fingers, stretches, moves just enough to scoop his lover into the crook of his shoulder. Dean nuzzles him, murmurs a few nonsense syllables, and sighs, settling back into sleep.

Sam takes a deep breath through his nose. Hair pomade. Cologne. Sweat. Dean. It makes him happy, in the kind of way that leaves his chest a little tight, that brings tears to the corners of his eyes.

Most people don’t even get one life with Dean. He gets two. Gets to tread the thin line between them, the one where Dean is his perfectly ordinary lover, and the one where he’s—both more, and less.

As dreams go, he’ll take it, and be grateful.

#supernatural #sam/dean #smith/wesson #s04e17 it's a terrible life #wincest #my writing

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reportsandmarkets · 8 years ago

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Automatic Passenger Counting System Market Report 2017

In this report, the United States Automatic Passenger Counting System market is valued at USD XX million in 2016 and is expected to reach USD XX million by the end of 2022, growing at a CAGR of XX% between 2016 and 2022. ACCESS FULL REPORT AND TOC: https://www.reportsandmarkets.com/reports/united-states-automatic-passenger-counting-system-market-report-2017-1644607 Geographically, this report…

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adrenalineguide · 6 years ago

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Chevrolet Blazer RS: The only paths you’ll be blazing is to the mall.

Text and photos by Michael Hozjan

Chevrolet Blazer RS

My first Blazer wasn’t a Blazer at all but it’s GMC sibling, a 1971 Jimmy. Simply put, it was a high riding, shortened version of the Suburban. It was a tall, rough riding 4x4 that did towing duty for my growing kit car business and, when time permitted, I’d take it off-roading, usually in a Laurentian sand pit. Though I never bothered, the entire roof was removable allowing for el fresco motoring. The Jimmy and Blazer twins were GM’s answer to Ford’s popular Bronco, which had already carved out a niche following. Like the Jeep Grand Wagoneer and the International Scout, the three were pioneers of the sport utility segment and were setting the foundations for the modern suv market. The seventies were a great time for off-roading – before the world population exploded, sprouting shopping malls, apartments and condos like wild mushrooms as far as the eye could see.

Over four decades later I find myself behind the wheel of the all-new Blazer, which aside from the manufacturer and nameplate, shares little with its predecessor. Reviving old monikers is always a nitpicking point, remember the Dart and Charger brouhaha?

Ok enough trips down old roads, truth be told while leaving a local Timmy’s on the 401 I overheard a vintage car buff, who was on his way to a car show, remark how great the Blazer looked. True the Blazer’s curvaceous lines are sexy, especially in red hot, and should easily have throngs running down to showrooms. Sharing its platform with the GMC Acadia and Cadillac XT5 the five-passenger Blazer is set squarely between Chevy’s Traverse and Equinox. The new platform makes this Blazer quieter, smoother, more fuel-efficient and more road friendly than my old K5 based beast ever was.

Prices start reasonably enough at $35,100 for the 193 horsepower (188 lb-ft) 2.5 L four cylinder rendition driving the front wheels through the corporate 9-speed automatic. Standard fare includes 18” wheel/tire package, LED daytime running and taillights, HID headlights, HD back up camera, heated front buckets and mirrors, in short, a package that will more than suffice the average buyer. At the other end of the spectrum, the Premier trim will set you back $50,945.

My RS version, is the sporty version of Chevy’s Blazer line up which explains why it get’s the Camaro’s Rallye Sport tag. For $46,300 the RS gets a little firmer dampening and quicker steering to give you a more spirited experience than the average crossover. The RS is equipped with the 308 horsepower, 3.6L V6 that pumps out a respectable 270 lb-ft of torque through the same nine speed automatic transmission as the base model, but 20” wheels delivering power to all four corners. The V6 offers cylinder deactivation turning this six cylinder seamlessly into a V4 when conditions are ideal. While not the most powerful mill in the segment, the V6 is a competent performer.

There are two lesser-priced trims, but if your looking to make an impression, the RS has all the eye candy and gear that you really want without stepping up to the Premium. There are two all-wheel-drive systems available on the V6 equipped Blazers but the RS, like the Premium, gets torque vectoring thanks to comes a twin clutch rear differential to distribute power to the outside wheels- which should help you negotiate mountain switchbacks. Either system comes with a Mode button on the center console that allows you to disconnect the rear axle for some fuel savings. There are also settings for Sport, Towing and Off-Road

Inside the Blazer wins on several counts from its well supportive front buckets to the sliding and reclining rear seat. There’s 30.5 cu.ft. of cargo space with the rear bench up which expands to 64.2 cu.ft. with the rear seats folded down. There are latches at the back to quickly fold down the bench and a neat sliding gate to lock your cargo in place. The rear doors open wide for ease of ingress and egress with enough head and legroom for the average adult. Back in the cockpit an 8” touch screen with voice recognition keeps you informed and allows you to easily scroll through the various functions including 4G LTE Wi-Fi Hotspot.

My tester was optioned with the aptly named Sun & Wheels package ($2,795), which meant I got 21” gloss black aluminum wheels over the stock units and a panoramic power sunroof. The other option package titled the RS Plus ($4,395) included the aforementioned 8” touchscreen, nav, Bose 8-speaker sound system, rear outboard heated seats, front ventilated buckets, 360 degree HD surround camera, rear camera mirror as well as the usual stuff like adaptive cruise, lane assist, forward collision warning…

The USB-C port is easily accessible, something that as of late some manufacturers have made nearly impossible to access. You also get a 120-volt power outlet. The color coordinated round air vents mounted on the center console are a nice touch and are smoother than most units.

Towing capacity is 4500 lbs. a thousand pounds more than the similarly sized Ford Edge, which this mid-size Blazer targets. But with Ford coming out with an all new Bronco aimed at a more utilitarian buyer I wonder if Chevy didn’t miss the mark to resurrect the old Blazer Bronco wars. Don’t get me wrong the new Blazer is wonderful mid-size crossover, but that is exactly what it is a crossover, lacking the 4x4 and the utility of its namesake. Maybe we’ll see a Jimmy to take on the Bronco.

While it may not be able to traverse over downed logs and boulders, it does carve out lakeside twisties with relative ease. If you’re looking for a crisp looking crossover that doesn’t follow the cookie cutter suv mold and are looking to put some fun back into your weekend trips to the lake, do my all means head down to your Chevy dealer and take a Blazer RS for a spin.

Price as tested: $55, 635*

*Includes $1,895 destination charge

#chevrolet blazer #blazer #crossover #ford edge #ford bronco #review #suv #international scout #jeep grand wagoneer

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nationalmultilist1 · 6 years ago

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2000 Winnebago Adventurer 35U Littelton CO sell my sell today

LOOK AT THIS 34.11 FOOT 2000 Winnebago Adventurer 35U WITH ONLY 60000 MILES THAT IS IN EXCELLENT CONDITION!!

NO SMOKING & NO PETS!!

OWNERS NOTES

2000 Winnebago Adventurer 35U Class A motorhome.

Sleeps 6.

Double slide outs

Ford V10 engine with strong drive train

Newer Michelin tires.

One owner with 60,000 miles

5 kilowatt Onan generator with low hours

Backup camera

Inverter

New 10 gallon hot water heater

New steps

New CD player/radio/satellite radio

New water pump

Private queen master bedroom

Captain chairs w/power driver chair

Falcon tow bar

Oak cabinets

New flat screen TV (not installed)

Huge storage capacity

Microwave

Gas stove

Gas/electric refrigerator Corian countertops

Newer awnings

Hydraulic jacks

Central A/C. Some deferred maintenance(Local One Owner)

2000 35U Features and Options

BASIC DETAILS

Year: 2000

Brand: Adventurer

Manufactured By: Winnebago

Category: Class A

Model: 35U

Mileage: 60,000

Location: Littelton, Colorado

ENGINE & MECHANICAL

Brand: Ford

Model: V10

Mileage: 60,000

Horsepower: 363

Fuel Type: Gasoline

Axle Count: 2

Electric Panel:

Power Cord: YES

Self Contained: YES

110 Lighting: YES

110 Outlets: YES

AC Electrical Power: YES

Battery Charger: YES

City Water Hook Up: YES

Waste Water Washout: YES

Water Filter: YES

Coach Batteries: X2 Deep Cycle

Solar Battery Charger: Pre-wired

Inverter: 150W

Length:34' 11"

Height: 11' 9"

Fuel Capacity: 75 Gallons

Tire Size: 19.5

Gross Weight: 20,500 lbs

LP Capacity: 28 Gallons

Fresh Water Capacity: 75 Gallons

Black Water Tank: 40 Gallons

Grey Holding Tank: 54 Gallons

LIVING AREAS

Non Smoking: NO

Tinted Windows: YES

Toilet: YES

Vanity: YES

Water Filtration System: YES

Bathroom Sink: YES

Black Water Flush System: YES

Carpet: YES

Ceiling Vents: YES

Control Center: YES

Dinette Sleeper: YES

Fans: YES

Fold-out Couch: YES

Recliner: YES

Shower: YES Sink: YES Skylight: YES

Medicine Cabinet: YES

Smoke-free: YES

Generator: Onan 5.0 Kw

Power Jacks: Hydraulic

Air Conditioning: Central AC With Heat Pump

Storage: 88.6 Cubic Feet

Heat: 40.0 KBTU

Central Heat: 40.0 K BTU

Slideout: 2

OUTSIDE

Awning Count: 3

Side Door Count: 2

Automatic Steps: YES

Awning: YES

Driver's Door: YES

Entry Assist Grab Handle:YES

Exterior Speakers: YES

Exterior Stereo: YES

External Shower: YES

Outdoor Shower: YES

Roof Access Ladder: YES

Slideout Awning: YES

Tinted Coach Windows: YES

Wheel Covers: YES

Leveling Jacks: Hydraulic

CONSTRUCTION FEATURES

Body Material: Fiberglass

Exterior Color: White And Light Ebony

Interior Color: Tans

Chassis: Ford

Tag Axle: No

Floor Type: Carpet

Jack Stands: Hydraulic

ENTERTAINMENT

Double Kitchen Sink: YES

Entertainment Center: YES

External TV Source: YES

Interior Lighting: YES

Stereo System: YES

TV Antenna: YES

TV: X2

DINING

Propane Capacity: 100 lbs.

Dinette: YES

Fridge/freezer: YES

Hood Fan: YES

Kitchen Sink: YES

Microwave: YES

Oven: YES

Pantry: YES

Stove: YES

Cabinets: YES

Counter: Laminate

Water Heater: 6 Gallon

Propane Gas Tanks: 100#

Exterior

Driver's Door

Full Fiberglass Exterior and Roof

Dual Electric Side Mirrors With Defrost

Dual Pane Tinted Windows

Large Living Area with Super Slide Out

Large Bedroom with Super Slide Out

Large Aluminum Enclosed Patio Awning

SemiAuto 4-Point Hydraulic Leveling System

5KW Onan Gasoline Generator

Solar Battery Charger

Full Basement Storage

Double Electric Auto Entry Steps

Ducted Air Conditioning with Basement-Mounted

2-Stage Coleman AC

2-way Furnace: Propane or AC Heat Pump

3-Way 10 Gallon Water Heater: Electric, LP Or Engine

Ladder

Hitch With Wiring Harness

Rear Vision Camera with Sound

Towing Package with Extended Hitch

Outside Shower

Outside AM/FM/Cassette Stereo

Roof-mounted TV antenna

Two-Bicycle Carrier

Ceiling vents with wind covers to keep out rain

Water Heater Bypass Kit

Aluminum RV Wheel Caps

Interior

6' 8" Interior Height

Leather Driver and Passenger Seats

Driver 6-Way Power Seat

Passenger Swivel Seat

AM/FM/Cassette Player

CB Radio

Front 25" TV

Bedroom 13" TV

DVD/VCR Player

Wired for Cable TV

Wood Laminate Floor In Kitchen

Corian Counter Tops

Large Sink Area

Drinking Water Dispenser With Filter

3-Burner Stove With Auto Igniter

Large Microwave/Convection Combo

Built-in Coffee Maker

2-Door Refrigerator/Freezer With Automatic Ice Maker

Slide-out Food Pantry

Large Couch Turns Into Queen-size Bed

Dinette Booth Converts to a Bed

Day/Night Blinds in all Windows

Bathroom With Sky Light In Shower

Porcelain Toilet

Built-in Hair Dryer

Built-In Laundry Hamper in Rear Bedroom

Vanity/Desk Area In Bedroom

Storage Under Bed

Large Closet With Dual Glass Doors

Lots Of Power Outlets and Lots & Lots Of Storage**FINANCING ASSISTANCE AVAILABLE W.A.C.**

Living Room and Bedroom Slides, Ford V-10, Hydraulic leveling system and backup camera. Leather driver/passenger chairs, Driver's door, Sleeper Sofa, booth dinette/sleeper, nice recliner chair with folding computer desk, Mid Entry with power step, residential style basement AC System, nice galley with all the amenities like fridge/freezer, microwave and regular oven, double stainless steel sink, Corian full counter tops, nice real hardwood floors, Oak cabinetry, lots of storage with Huge Pantry, nice private bath with shower, toilet and vanity.

Rear slide is 12' which makes the bedroom feel very spacious and is only available in the 35U floor plan. Queen Walk-around Bed, Day/Night Shades, and all original designer fabrics. Huge double sliding mirror fronted closet, nice makeup counter with space for a stool and has drawer space. His and Her shirt closets.

This coach has been well maintained, runs and drives perfect.

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vynzresearchindia · 3 years ago

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Global Automated Storage and Retrieval System Market Size, Share and Demand Forecast to 2028

The Global Automated Storage and Retrieval System Market research report 2022-28 has been released with several updates and analysis of market trends, share, size, demand, growth, challenges, opportunities and pre and post COVID-19 impacts.

Key Highlights of the Global Automated Storage and Retrieval System Market report

The projection period for this global market to grow is 2022-2028

The Global Automated Storage and Retrieval System Market size is estimated to reach USD 13.4 billion by 2028.

The market is projected to grow at a 7.9% CAGR

Covid-19 analysis and its impact on the market

Industry ecosystem to competitive landscape’s curial role in growth role

Challenges and opportunities to get boost from recent developments and technology advancement

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Market segment analysis

The Global Automated Storage and Retrieval System Market is segmented into these categories for this analysis: Load, Type, Application, End-Use Vertical and Geography. This segmentation allows executives to plan their products and spending based on the expected growth rates of each area: -

By Load (Unit Load ASRS (Fixed-Aisle ASRS and Movable-Aisle ASRS), Mid Load ASRS, and Mini Load ASRS)

By Type (Vertical Lift Modules (VLM), Carousel (Horizontal Carousel and Vertical Carousel), Crane-Based, Vertical Buffer Modules, Floor Robots, and Robotic Shuttles)

By Application (Storage, Order Picking, Kitting, Buffering, and Others)

By End Use Vertical (Semiconductor & Electronics, Automotive, Retail and Warehousing, General Manufacturing, Chemical, Rubber and Plastics, Aviation, Food and Beverage, Healthcare and Pharma, Postal and Parcel, and Others)

By Region (North America, Europe, Asia-Pacific (APAC), Rest of the World (RoW))

For more insight: https://www.vynzresearch.com/semiconductor-electronics/automated-storage-and-retrieval-system-market

The Global Automated Storage and Retrieval System Market’s competitive viewpoint

This research is an invaluable resource for investors, shareholders, industry planners, and new and existing businesses trying to broaden their reach in the current Market scenario. While focusing on top companies and their corporate strategies, market presence, operating segmentation, aggressive outlook, geographical expansion, pricing and value structures, the study painstakingly takes into account the market analysis. The major market players are: -

Daifuku Co., Ltd.

Dematic (Acquired by Kion Group AG)

KNAPP AG

BEUMER GROUP

System Logistics S.p.A.

Murata Machinery, Ltd.

Kardex

SSI Schaefer AG

Mecalux, S.A.

Honeywell International Inc.

Reason to buy this report

The report is unbiased and it provides the deep insight of global market including competitive and geographical landscape.

The report enlightens the large patterns, causes, and impact factors globally and locally.

Insightful study drills-out the main players of the global market and, their sources of income, share of the market, and the current course of events.

It looks into significant developments such as extensions, agreements, new product launches, and acquisitions on the horizon.

Research the market's potential, preferred position, opportunity, difficulty, restrictions, and hazards on a global and regional level.

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Customized research report

Global market research company VynZ Research provides research, analytics, and consulting services for business plans. We offer clients specialized report services that take into account the main variables influencing the development of the worldwide Market. Feel free to call or drop your requirement to get the get customized research report.

Explore more reports by VynZ Research

Global Automatic Passenger Counting and Information System Market: https://www.vynzresearch.com/semiconductor-electronics/automatic-passenger-counting-and-information-system-market

Global Building Automation System Market: https://www.vynzresearch.com/semiconductor-electronics/building-automation-system-market

Global Millimeter Wave Technology Market: https://www.vynzresearch.com/semiconductor-electronics/millimeter-wave-technology-market

Global Wireless Audio Device Market: https://www.vynzresearch.com/semiconductor-electronics/wireless-audio-device-market

Global Agriculture Robots Market: https://www.vynzresearch.com/semiconductor-electronics/agriculture-robots-market

#Global Automated Storage and Retrieval System Market #Global Automated Storage and Retrieval System Market size #Global Automated Storage and Retrieval System Market share #Global Automated Storage and Retrieval System Market demand

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jacewilliams1 · 5 years ago

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Five airplanes every pilot should fly

You don’t get to pick your parents and most pilots don’t get to pick the airplane they learn to fly in. If the local flight school has a beat up old Cherokee, that’s what you’ll fly, whether you love Pipers or not. But once you earn your license, it’s a real thrill to check out in (or at least log some time in) a variety of airplanes. I actually think this is more interesting than adding a new rating—new models offer new adventures and new lessons to learn, and there are no annoying FAA tests to pass.

What should you fly? Almost anything with wings. I might skip the rare Soviet warbird that hasn’t flown in 25 years, but unless you have reason to doubt the design or construction, strap in and go flying. You won’t catch Barry Schiff; still, it’s fun to try.

While all airplanes have stories to tell, some are more important and more interesting than others. Here are five I believe should be in every pilot’s logbook or on their to-do list. These aren’t necessarily the best or most exciting airplanes ever to take to the skies, but they define specific ages in general aviation and make up the rich history of our industry. Call it the general aviation canon.

1. Piper Cub. The familiar yellow taildragger almost single-handedly created general aviation in America, teaching an entire generation of pilots to fly. Consider the numbers: in 1939 there were fewer than 35,000 pilots; by 1950 there were over 500,000. One key reason so many Americans earned their license was obviously the military, but that meant the Cub was often their first airplane. In fact, nearly 20,000 were built in less than a decade. For comparison, only 10,000 piston airplanes total were delivered between 2010 and 2019.

A yellow Piper Cub in the grass is the essence of recreational aviation.

But the Cub is also a survivor, a symbol of a general aviation boom that didn’t really happen. At the end of World War II, some enthusiasts assumed that the thousands of returning military pilots would want to settle down to family life with an airplane in the garage. It didn’t turn out that way (commuting by Cub wasn’t quite as practical as boosters predicted), and many interesting airplanes disappeared as the post-war boom turned into a bust.

Not the Cub. Almost 100 years after it was introduced and many decades since it was last produced, the Cub remains an iconic airplane. It’s fun to fly, affordable to own, and challenging enough to be rewarding when mastered. Some are basic airplanes with no electrical system, some are fully restored showplanes, and some are modern reincarnations of the famous design—all of them are recreational aviation in its purest form. Spending a late afternoon with a Cub on a grass runway is just about the most fun you can have in aviation. It’s like going back in time, but without having to stroll around a dusty museum.

2. Beech Bonanza. After the bust of the early 1950s, general aviation began its next big boom in the 60s. Cessna thought the post-war future looked like the 195, a gorgeous but fairly dated airplane with a tailwheel and a radial engine. Beechcraft, on the other hand, designed a strikingly modern airplane with low wings, retractable gear, and an engine we would recognize today. The public voted with its checkbook, and by the mid-60s the Bonanza was a best-seller. In particular, the V-tail S35 and V35/A/B models were memorable designs, the pinnacle of general aviation flying in that decade. When you showed up in one of those sleek airplanes, you not-so-subtly told the world you had arrived.

Beyond making good airplanes, Beechcraft helped to create the era of personal transportation by light airplane. Here was a machine that could go beyond the local area, with both the performance and reliability to be a personal airliner. Ads from the 60s show businessmen and families alike traveling in the comfort and speed of a Bonanza, a dream that pilots still chase today.

Much like the Cub, the Bonanza lives on. In this case, you can buy a brand new one, but you’ll find even 55-year old models doing everything from chasing $100 hamburgers to logging hard IFR flights. It’s still a joy to fly, with responsive controls and solid performance. I was raised on Cessnas, so the first time I hand flew a Bonanza I felt like I had stepped out of a pickup truck and into a sports car. I instantly understood why people loved it. The Bo has had many imitators over the years, but not until the Cirrus (see below) did the graceful Beech finally face a real threat—an incredible run of over 50 years.

3. Cessna 172. Here’s my nominee for best all-around general aviation airplane. It’s not fast, it doesn’t haul that much, and most pilots wouldn’t call it a beautiful airplane, but it’s capable of handling a wide variety of missions without complaint. As a trainer it is unmatched, taking the place of the Cub as the most popular flight school airplane. As a cross-country IFR airplane it is surprisingly capable, as Richard Collins proved many years ago during his criss-crossing of the US in one. It has also served as a photo platform, a law enforcement tool, and a perfect first airplane for new owners.

The Cessna 172 is the most popular trainer for a reason.

One reason for its success is its forgiving nature and bulletproof design. It has enough power to take three people on a 300-mile trip but not so much that pilots quickly get in trouble, a complaint early in the V-tail Bonanza’s life. The systems are basic but reliable: just watch the abuse the landing gear takes during a typical pancake breakfast fly-in if you want proof. The 172 (don’t call it a Skyhawk) is the everyman airplane.

It also represents the glory days of general aviation, a 10-year span in the late 60s and 70s when it seemed like flying would become a mainstream activity. Cessnas were on popular TV shows and sales were as red hot as the Miami condo market in the mid-2000s. In 1978, over 17,000 piston airplanes were delivered, a stunning number never to be equaled (or even approached), and the Cessna 172 led the charge.

4. Cirrus SR22. After the GA winter of the late 1980s, many pilots wondered if the industry would ever recover. Cessna restarted its single engine line in 1996, but arguably the real rebirth of personal aviation came from two brothers in Minnesota. When the Klapmeiers’ sleek SR20 hit the market in 1999, it had some radically new assumptions (fast airplanes can have fixed gear, safe airplanes have a parachute, big color screens are better than round dials) and some sexy marketing to go with it.

Many scoffed, but it worked. Cirrus has delivered more than 5,000 airplanes since 2006, dwarfing Cessna’s 182/206 line of traveling airplanes and even outselling the vaunted Bonanza by a wide margin. In one of the most impressive turnarounds in aviation history, the SR22’s accident record has gone from a liability to a strength, and the once-scrappy startup has established a powerful brand with devoted fans. It is the airplane non-pilots dream about.

Whether it’s the parachute or the occasionally abrasive fans, Cirrus has made some enemies over the years, but in my experience, the biggest skeptics have the least experience with the airplane. My advice? Don’t hate it until you fly it. The SR22 is everything a modern airplane should be: it’s a joy to fly, the performance is impressive, and the interior comfort is magnificent. On a cross country trip in one last year, I found myself cruising along at 170 knots in air conditioned comfort, with deice protection and great avionics to point the way. Not bad for a fixed gear piston airplane. I think it’s fun to fly, but at the very least, passengers love it—and that should count for a lot.

The RV-12 is one of the few successful Light Sport Airplanes.

5. Van’s RV series. What will follow the Cirrus? Maybe nothing in the transportation segment of the market. But to me, the next generation of recreational aviation has been around for a long time and is only now starting to claim the spotlight. As certified airplanes have become more and more expensive (that 172 is now a $400,000 airplane), the “Van’s Air Force” of homebuilts has become a more attractive option for everyday pilots. The build time has been reduced with the use of ingenious quick-build kits, and the avionics options are actually better than most certified airplanes.

Which RV to fly may be the hardest question. The RV-12 is what an LSA should be, light on weight but heavy on fun. The RV-10 is basically a half-price Cirrus, with excellent performance and seats for four. The RV-8 is your own personal airshow airplane, with thrilling performance but reasonable operating costs. All of them exhibit great flying qualities and affordable operating costs (I remember being shocked the first time I flew an RV-12 and saw a fuel burn of less than 4 gallons per hour).

While I’m not a homebuilder, I’m excited by the energy and the innovation in that world. The latest models are safer than previous generations and practical enough to be used both in flight schools and for cross-country travel. If there’s going to be a rebirth of piston aviation, I would put my money on RVs and not Skyhawks or Bonanzas.

Bonus: I promised I would stop at five airplanes, and I will. But if you’re looking for extra credit, let me add a category: light jets. Along with experimental airplanes, the real growth in general aviation over the last 10 years has been in turbine airplanes. These are wildly expensive and certainly overkill for VFR pilots in search of the next great airport diner, but the progress here has been stunning. I got to ride in the right seat of a Citation Mustang a few years ago and couldn’t believe how easy it was to fly. Compared to a Cessna 421 or a King Air, the top of the heap in the late 70s, the Mustang was a walk in the park—even single pilot. Life is just different in the turbine world, from the systems (FADEC, automatic pressurization) to the maintenance (much better than typical piston shops) to the training (regular simulator sessions). Light GA manufacturers and pilots could learn a few things from the jet jockeys, so if you’re ever offered a ride in a CJ or a Phenom, don’t hesitate.

What airplanes are on your personal to-fly list?

The post Five airplanes every pilot should fly appeared first on Air Facts Journal.

from Engineering Blog https://airfactsjournal.com/2020/07/five-airplanes-every-pilot-should-fly/

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cars4starters · 6 years ago

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What is it?

The Hyundai i30 Fastback N is a car that everybody asks about?

Their second question is usually: can you get it with an auto? (sometime next year, Hyundai says).

Fastback N offers the same red hot performance as the i30 N hatch, but dressed in very different clothes.

In fact, Hyundai claims the fastback design offers a 7 per cent reduction in aerodynamic drag, so in theory it’s faster.

It also has a different suspension tune — well, d’oh?

Hyundai describes the car as “involving, controlled and comfortable, and equally at home on the track and the road”.

That’s a pretty fair summary, although we don’t get to the track much these days.

What’s it cost?

The Hyundai i30 Fastback N is priced from $41,990 — $1500 more than its sibling the i30N hatch.

There’s also a couple of add-on packs available: Luxury Pack for $3000 and Luxury Pack with Panoramic Sunroof, $5000.

See details below.

Performance features include an active variable exhaust system, electronically controlled adaptive suspension, electro-mechanical limited-slip differential and a launch control function.

It’s fitted with 19-inch alloys and specially developed 235/35 profile Pirelli P-Zero HN tyres, along with an aerodynamically functional body kit.

Inside you get sports front seats, red stitching and highlights, plus leather steering wheel, alloy sports pedals, N race computer and instrument panel-mounted shift lights.

The front axle gets new springs that are 5 percent softer than the hatch, with revised dampers that now feature a rebound spring, and longer, softer bump stops.

The front anti-roll bar diameter is also 0.8mm thinner . . . but who’s counting?

Down the back, revised dampers and adoption of a new camber-control arm complete the changes.

Fastback is 12kg heavier over the rear axle, which translates to a weight distribution of 59.7 percent front, 40.3 percent rear — compared with 61.8/38.2 for the hatch.

A revised logic tune for the adaptive dampers is designed to exacerbate the differences between drive modes.

Standard stuff includes cloth trim and dual climate air, auto lights (not not wipers or rear view mirror), rear parking sensors, LED lights all round, 8.0-inch touchscreen with digital radio, Apple CarPlay and Android Auto, and built-in sat nav.

Two out of three buyers apparently opt for the $3000 Luxury Pack which includes:

Front Parking Distance Warning

Front passenger seat cushion extension

LED courtesy and puddle lights

12-way Power front seats

Power folding exterior mirrors

Electro-chromatic interior mirror

Rain sensing wipers

Heated front seats/steering wheel

Solar control windscreen glass

Luggage net

Driver’s seat memory system

Smart key and push button start

Sport front seats with suede inserts and leather bolsters

What’s it go like?

It’s 12cm longer and 21mm lower than the i30 N hatch, but is powered by the same 2.0-litre turbocharged petrol engine, with drive to the front wheels via a 6-speed manual tranny — and electro-mechanical limited-slip diff.

The four-cylinder engine produces 202kW of power at 6000rpm, and 353Nm of torque from 1450 to 4700rpm, with 378Nm of torque available for 18 seconds through turbocharger overboost.

It all adds up to a 0 to 100km/h time of 6.1 seconds and electronically limited maximum speed of 250km/h.

The short-throw, 6-speed manual transmission is strengthened and fitted with carbon synchromesh rings to reduce shift effort, allowing for quick and smooth gear shifts.

The Fastback is a better looker than the hatch, especially finished in N only Performance Blue — and has a bigger boot.

Needless to say it is an exciting car to drive, whether it’s going down the road to the shops or howling from corner to corner along a twisty mountain road.

It’s right up there with the GTI, WRX, Type-R and Renault Megane RS, and we might point out of this group the WRX is the only one that’s all-wheel drive.

Surprisingly, it is the easiest and most comfortable to drive too and this fact should not be overlooked when it comes to the decision-making process.

The Fastback delivers extremely high levels of performance in all of the key areas — power, brakes, steering and handling — even ride comfort is streets ahead.

Depending on what drive mode is selected, there’s a real bark from the exhaust on throttle overun.

Reading the fine print, however, it’s artificially enhanced.

Launch control is part of the deal. With first gear selected and the clutch and accelerator fully depressed, the system will hold engine revs between 3600 and 4900rpm for up to five seconds.

Release the clutch and the system manages engine torque, speed and turbo boost to deliver maximum torque to the road, and maximum standing-start acceleration.

The bad news is that you have to wait three minutes between launches for the powertrain components cool off.

Geeks will love the race computer that allows you to customise just about every facet of the drive experience.

But take heart because all you really need to do is select N mode, hold on tight and enjoy the best bang for your buck money can buy at the moment.

Don’t get caught up in pointless discussions about whether the brakes are up to it or not — just enjoy the hell out of the car.

There’s no turbo lag, power delivery is extremely smooth and linear, gear changes are a snap, the steering is pin-sharp, there’s plenty of bite from the brakes and plenty of mid-corner grip from the Pirellis.

Rev matching blips the throttle automatically, ensuring you don’t muff the changes in the heat of the moment, and . . . well . . . because it sounds great.

After a few corners, you’ll love it — this car is that good.

We were however disappointed to find it misses out on many of the latest advances in car safety and is yet to receive a rating from the ANCAP organisation.

A form of auto emergency braking (AEB) is fitted, but it’s not as sophisticated as the system in the standard i30 and it doesn’t get adaptive cruise control.

The system lacks pedestrian detection and cyclist detection. There’s also no blind spot monitoring, rear cross-traffic alert, and the auto braking doesn’t work in reverse.

The one notable inclusion is Lane Keep Assist, but it is so annoying that like us you’ll probably end up turning it off.

With a 50-litre tank, the car takes premium 95 RON unleaded, with fuel consumption rated at 8.0L/100km.

We were getting 9.8 after close to 500km with a bit of hard driving thrown in.

For those that would like to hone their driving skills, it is interesting to note the 5-year, unlimited kilometre warranty extends to track use, iincluding the fitting of semi-slick tyres — but you’re only covered for untimed, non-competitive events.

What we like?

Great colour

Red hot performance

Easy peasy manual change

Incredibly smooth power delivery

Amazingly compliant ride quality

Pin sharp steering

Rabid bark from exhaust

What we don’t like?

No auto

Less sophisticated auto braking

None of the latest safety advances

No wireless charging for mobiles

The bottom line?

Subaru should be very very worried about this car.

It’s eye-catching, offers the same kind of performance for the same kind of price as a WRX and will appeal to the same kind of buyer.

Granted, it’s not all-wheel drive, but I sure as hell didn’t notice the difference pushing hard through a series of punishing mountain bends.

And how good is that steering? There’s a twin clutch version in the pipeline, but who really cares?

Nice one, Hyundai!

CHECKOUT: Hyundai i30 Fastback N: It’s bye-bye GTI

CHECKOUT: Hyundai turns leftover leather into fashion

Hyundai i30 Fastback N: Power to the people #Aussie #carnews #carphotos #carreviews #cars4starters #Fastback #Hyundai #i30 #N #notjustcars What is it? The Hyundai i30 Fastback N is a car that everybody asks about? Their second question is usually: can you get it with an auto?

#Aussie #car news #car photos #car reviews #cars4starters #Fastback #Hyundai #i30 #N #not just cars #Review

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itsworn · 6 years ago

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10 Reasons You Need a Dodge Scat Pack 1320…

Dodge just built an 11-second race car with a warranty. Here’s why this changes everything.

Vehicle manufacturers have learned in recent years that paying attention to the needs of niche customers pays off with handsome dividends. That goes not just for bleeding-edge electrics and hybrids but also performance machinery. Customers respond to cars like the Chevy Camaro ZL1, Dodge SRT Demon, and Ford Shelby Mustang GT500 by signing on the dotted line for a $700-, $800-, or even $1,000-a-month car payment, sometimes for as long as eight years. At the end of the month, you’ve either got that kind of cash sitting around or you don’t.

Some will claim that the price of a nicely equipped 2019 Dodge Challenger Scat Pack 1320—at $46,876 for the one we tested—is too high to be considered affordable, but here’s a reality check: the price of a brand-new, loaded 2019 Volkswagen Passat (pretty much the most boring new car anywhere) is $36,406. Reality check number two: new cars are expensive, even when they’re sleep-inducing appliances. (After adding the mandatory eight-speed automatic transmission, the cost of the 1320 package is just $3,995 over the cost of a standard R/T Scat Pack Challenger.)

Our tester for the day was this TorRed 2019 Dodge Scat Pack 1320, which Dodge claims an 11.7 quarter-mile e.t. at around 115 mph. We were able to review all the 1320’s drag-specific hardware and software on the track, but the timers were not set up. Performance pages recorded our best eighth-mile e.t.’s around 7.5 seconds during back-to-back hot laps.

But framing Dodge’s new gem as some sort of low-cost alternative to the terrifyingly quick Demon doesn’t do enough justice to the Scat Pack 1320. This rare kind of car is what happens when the right group of engineers, designers, and brass meet in a crystal-clear moment of clarity and do the right thing. Recognizing how its customers were using and modifying Hemi Challengers, Dodge took stock of the SRT parts bin, sharpened some pencils, and got to work shaping a car that will have far-reaching consequences for hot rodders for decades to come. In few words, what they came up with is essentially an SRT Demon, but without the 840hp Hemi. Though the 1320 was announced last July, limited availability in the press fleet forced us to hold off on our evaluation until now. Let’s take a look at the 10 reasons you’d be wise to buy a Scat Pack 1320…

Introducing Nexen’s first-ever drag radial tire: the SUR4G 275/40R20. The design and compound of this DOT-legal drag radial has been specifically tuned for the Scat Pack 1320 and is standard equipment.

1. Drag radials on track-spec wheels

If you take drag racing seriously, the first thing you’d do with any race car is find some sticky tires and purpose-built wheels. That typically means hitting the Summit Racing catalog or Tire Rack website and shelling out at least a grand (and for only two rims and tires, at that). The Scat Pack’s 1320 option includes specially developed Nexen SUR4G drag-spec 275/40R20 street-legal tires, which we found to be incredibly effective when we made test runs down the eighth-mile in Pomona. (Without the track’s timing lights on, we produced e.t.’s in the 7.5- to 7.9-second range, with a heat-soaked engine.) These tires are mounted on low-gloss black 20×9.5-inch forged wheels with a knurled bead seat to minimize tire slip when the tire pressure is reduced for competition (around 20 psi). We’ve already ordered a set of these super-sticky Nexen tires to test on our resident Hellcat. Look for a full report at a later date.

Designed to be drag-raced from the factory, this innocuous-looking “Drag” button on the center stack unlocks an arsenal of tools for getting down track posthaste. By our count, Dodge packs more than $5K in drag-specific hardware and software into the 1320, a relative bargain considering the $3,995 asking price of the 1320 package. You couldn’t do the 1320’s mods for less, even if you did the work yourself.

2. Drag mode

Slide behind the wheel of a 1320 Scat Pack, and you’ll think you entered an episode of The Twilight Zone. Down and just to your right is an innocent-looking button called “Drag.” Push it, and you’ve swallowed the proverbial red pill (if we’re allowed to mix cinematic metaphors). “Drag” instantly invokes all the goodies in Dodge’s electronic toolbox, from torque reserve, launch control, and line lock to adaptive drag dampers and transbrake. While technically the combination of several key features, having the button in plain sight with everything under one roof is a huge benefit, especially in the fast-paced world of the burnout box and staging beams.

While the 1320 gets the Scat Pack’s version of the eight-speed TorqueFlite instead of the Demon’s stronger unit, it does get the Demon’s extra torque reserve through a special torque converter and software upgrades. TorqueFlites are built in FCA’s Kokomo, Indiana, transmission plant.

3. Torque reserve/torque converter

Seasoned drag racers know that fast elapsed times aren’t always the product of more power, but better power management. Dodge’s torque reserve rips a page right out of the racer’s handbook with a higher-stall-speed converter and combines it with some clever software integrated into the car’s multiple body modules to launch the car more effectively. Torque reserve works in conjunction with launch control and the transbrake (more on this later) by managing fuel flow and controlling ignition timing to maximize power delivery and launch performance. Taken together, it’s the equivalent of a custom-built torque converter with valvebody mods and significant custom transmission programming. If we had to put a price tag on this with comparable aftermarket parts, software, and labor, it’s easily worth $1,500.

When Dodge realized it could stuff the Demon’s 41-spline halfshafts into the Scat Pack 1320 for way less than its customers could through the aftermarket (and save them warranty headaches!) it was a no-brainer.

4. Demon axles

The Demon’s stronger 41-spline, extreme-duty halfshafts aren’t exactly needed at the 1320’s modest 485hp level; it’s more of a wink-wink, nudge-nudge from the engineers acknowledging that you’re about to bolt on a blower, cam, and heads, and that they don’t want to see you in the service department the next Monday after you’ve snapped an axle. Dodge has, for all intents, given you the most important “bolt-on” you’ll need as your power rises with increasing amounts of nitrous and boost. We put the value on the Demon axle upgrade at around $1,500.

Note how all Scat Packs get the Hellcat hood for 2019, including the 1320. Special low-glare, drag-spec 9.5×20 wheels prevent tire slip on the rim while providing a unique and lightweight style. Suspension tuning on the 1320 is drag spec all the way.

5. Adaptive damping suspension (ADS)

Everybody talks a good game about setting up a stock-style rear suspension for sportsman level bracket racing, as witnessed by the multitudes of adjustable race shocks, coilovers, control arms, and data-logging hardware available to help the racer tune the typical sportsman-level bracket car. This equipment can add up into the thousands of dollars at the blink of an eye. That’s nice if you enjoy a track-side science project, but it’s a science project Dodge has already done for you with the 1320’s ADS.

Like the Demon’s suspension, this system electronically retunes the dampers in Drag mode, setting the front to full soft rebound/full hard compression and the rear to full hard (both compression and rebound). This optimizes weight transfer to the rear, affording the Nexen drag radials the maximum grip possible.

The Scat Pack’s ZF-designed eight-speed TorqueFlite automatic, shown here in a cutaway illustration. The TorqueFlite offered in the Scat Pack 1320 is the 8HP70 version and has a torque capacity of 516 lb-ft (versus the Hellcat and Demon’s 8HP90 model at 663 lb-ft) The 1320’s 8HP70 does have an upgraded converter, torque reserve, and unique drag programming, as does the Demon’s 8HP90.

6. Transbrake

If there’s one feature that’s the poster boy for everything the Scat Pack 1320 stands for, it’s got to be the transbrake. There is no other earthly reason to need it, other than gapping the car in the other lane. That, and getting to the finish line first with “only” 485 hp. How quick is that? Dodge officially says 11.7 seconds at 115 mph in the quarter-mile. Drag racers have relied on transbrake technology for decades to take a huge bite out of e.t.’s, and it works through the diabolically simple principle of locking two gears against one another, then dumping the line pressure to one of the associated fluid circuits. The parts for a typical aftermarket transbrake kit for a simple three-speed automatic run between $400 and $500, not including the labor to install—and there’s a lot of rope to hang yourself if you get it wrong. When used with a sticky tire like the Nexen (transbrake is activated through the steering-mounted paddles), the effect is rather like getting hit in the rear by a Mack truck.

The single-seat interior of the Scat Pack 1320 is Spartan, but is finished out much nicer than a DIY seat delete in a typical street-to-’strip conversion. Passenger seat and rear bench seat can be ordered for $1 each.

7. Low-weight option

It’s nothing to roll your eyes about when Dodge says the 1320 comes standard with just a driver seat. This little favor will save the Scat Pack owner 114 pounds, worth almost a whole tenth of a second in quarter-mile e.t. Not much, you say? See how much you like losing a race by 0.09 second! The important thing to remember is you can buy the rear bench and the front passenger seat for just $1 each. When the seats are removed, the bare areas look far better than an interior with the seats yanked. Anybody with a stripped-down drag car knows the look, and unlike the 1320, it’s not a look that looks good.

The 1320’s suite of drag-specific software is accessed through Dodge’s 8.4-inch uConnect center-stack screen. This datalogging sample from a dragstrip run shows power, torque, gear, and engine speed in “dyno” mode.

8. Launch Assist/launch control/line lock

This group ought to count as three separate features, but are so closely intertwined that we group them together for simplicity. Here’s where Dodge has leveraged its technology know-how to leapfrog beyond what the drag-racing aftermarket offers, figuring that if the hardware is already on the car and the computing power is already there, why not spend a few bucks and put it to work for the most nefarious purpose possible?

The line lock is just as you’d imagine, but with enhancements. In “Drag” mode, hit the “trans brake” button on the uConnect screen, push down on the brake pedal until at least 1,100 psi of brake line pressure shows on the driver display, straighten the steering, hit the “OK” button on the steering wheel, release the brake, and stab the gas. Once clouds of tire smoke billow from the rear, release “OK” and roll out. Burnout complete!

Launch Assist uses wheel-speed sensors to watch for driveline-damaging wheelhop at launch and in milliseconds modifies the engine torque to regain full grip. Launch control prevents tire slip during straight-line acceleration. Once again, the factory borrows its own stability-control sensors, software, and hardware to get this highly specialized job done. You can’t put a price on that, but a quality aftermarket line-lock kit would cost around $400 to install and makes a huge difference in getting consistent, repeatable hard launches.

Dodge encourages participation in drag racing with its Scat Pack 1320 by offering membership in either the NHRA or NMCA for one year. Owners can keep taps on other Scat Pack 1320s through DodgeGarage.com, a community for active enthusiasts.

9. It has a real warranty

Perhaps the biggest mental impediment to owners racing their daily drivers (besides the specter of breakage) is warranty service. Unlike the 1960s, where factory-package cars had disclaimers against racing—or sometimes no warranty at all—the Scat Pack 1320 has a 5-year/60,000-mile powertrain warranty that includes running down the dragstrip in unmodified form. Think they’re kidding? Dodge includes a one-year membership to the NHRA or NMCA, as well as membership in Dodge’s 1320 club (DodgeGarage.com)—a Dodge-sponsored online community of Scat Pack, Hellcat, and Demon racers who share performance data, e.t. slips, drag news, and technical information. You can get on the “leader” board, earn decals for achieving certain benchmarks, become an expert, or just brag to all your buddies.

10. An engine worth building

With a healthy 10.9:1 compression ratio, the 6.4L Hemi belts out 485 hp naturally aspirated, but can handle another 200 hp easily with a bolt-on blower kit. The stock block and crank are good for much more than that, but we suggest upgrading the cast pistons to lower-compression forgings with stronger rods to achieve Hellcat-level power.

With the 6.2L supercharged Hellcat and Redeye Hemi engines (717 and 797 hp, respectively) getting all the attention, it’s the naturally aspirated, SRT-tuned 392 Hemi that is the bread and butter of Mopar performance these days. Now in its ninth year of production, the 392ci (6.4L) Hemi puts down 485 hp and 475 lb-ft of torque. If you think of it as a blank canvas for something even greater, you’ve got the right idea: with an indestructible block and a forged steel crank, the 392 is just a piston/rod swap and a blower kit away from Demon territory. Outside of the GM LS-series, no other current late-model V8 is better supported in the aftermarket, making it a great springboard for increasing power gradually over time. Even in unaltered form, an 11.7 e.t. at 115 mph is nothing to sneeze at, a feat that’s easy to forget when the factory is advertising 9s! To put things in perspective, the fastest Hemi cars of the 1960s were only good for 13s off the showroom floor. My, how far we’ve come!

They Gave Us Hints…

This illustration for a Dodge 1320 concept was created by Dodge stylist Jeff Gales more than 10 years ago when the Challenger R/T first debuted. While much different-looking than the production 1320 in 2019, you can see the Drag Pak influence with the steel wheels, Super Stock Hemi hoodscoop, and bold graphics. One could possibly predict future products from FCA’s other Hemi-powered concepts over the past few years, such as the recent widebody Charger Hellcat concept.

Read More!

Dodge Launches the 1320, a Drag Race Scat Pack Challenger

The post 10 Reasons You Need a Dodge Scat Pack 1320… appeared first on Hot Rod Network.

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jesusvasser · 6 years ago

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The 2019 BMW X7 Is the 7 Series of Huge-UVs

There may be no more appropriate place to road trip a new seven-seat SUV than the American Southwest, a region well-acquainted with high-occupancy haulers, from the jump-seat-equipped station wagons of the 1950s and ’60s to the suburban mall crawlers of today. But where you once could count on seeing gas stations shaped like cowboy hats, quaint diners, and roadside stalls hawking all manner of tchotchkes, such a journey is now largely a highway slog from one place with a Target to another place with a Target, with long stretches of beautifully barren desert broken up only by quick layovers at the next truck stop/knife emporium/Starbucks. This was the environment in which we drove the all-new BMW X7.

The South Carolina–built X7 is BMW’s first-ever huge-UV, and is an important addition to the company’s lineup in these utility-crazed times. In the U.S., it offers two powertrains, standard all-wheel drive, and seating for up to seven. The engine choices are a turbocharged inline-six good for 335 horsepower and 330 lb-ft of torque in the xDrive40i or a twin-turbo V-8 that stumps up a meaty 456 horses and 479 lb-ft in the xDrive50i. We drove both as part of a cross-country media drive that saw a train of X7s locomote from their birthplace in Spartanburg all the way to Los Angeles. We dropped in for a daylong blast from El Paso to Phoenix.

While our trip included time at moderate altitudes—3000 feet or so—both engines’ forced induction meant we hardly noticed, as neither lacked for breath. The six and the eight are each plenty strong at nearly any rpm, and in fact BMW’s own acceleration numbers are only 0.6 second apart, with the quicker 50i needing just 5.2 seconds to move its substantial 5,600-plus pounds to 60 mph. Also, the X7 will tow up to 7,500 pounds in gilded jet-skis or whatever you like.

The X7s tapped for the trip were all fully loaded or very close to it, so you won’t be able to experience their sumptuous, navy and white leather interiors; five-zone automatic climate control; massaging front seats; or top-spec Bowers & Wilkins surround-sound audio systems—among myriad other delights—for anywhere near their starting prices of $74,895 (xDrive40i) or $93,595 (xDrive50i). You’ll need to venture into six-figure territory to do so, as our 40i ran $100,995 and our 50i $120,945. In that price bracket, however, there’s not a more cosseting or luxurious full-size SUV on the road right now. Mercedes is prepping an all-new GLS for launch later this year, though, at which point the battle will truly be on.

We spent time riding in all three rows, and found each position to be comfortable and surrounded by extremely high-quality goods. The Full-Merino Leather option fitted to the test vehicles may seem expensive at $3,700, but it includes a hell of a lot of leather—ranchers will thank you for ordering it—and lines even the third-row seats, armrests, and trim in opulently supple double-stitched hides. (The package is $5,700 on the 40i if you don’t get the $1,600 leather seating pack, so splurge and save at the same time.)

Both versions we drove rode on gorgeous, max-spec 22-inch wheels and run-flat performance tires (20s and all-seasons are standard), so the key difference besides the engine between the X7s we drove was the 50i’s optional M Sport and Dynamic Handling packages. The ride quality of both models—the six-cylinder had the standard air suspension, the V-8 the Active Comfort Drive adjustable anti-roll bars—was acceptably supple on the relatively nice tarmac of our drive route, but we’ll wait to try similar models, as well as those on smaller wheels and all-season tires, on rougher roads to render a final verdict.

Jörg Wunder, the project manager for the X7 told us that the vehicle was developed to be more in the vein of the 7 Series than to simply be a larger version of the decidedly sporty-leaning X5, and both the extravagant and extensive equipment list and the driving character give truth to his statement. Left in its default Normal chassis mode, the tall X7 is a bit of a bob and weaver, with aggressive or abrupt inputs—or even sawing back and forth on the steering wheel to avoid, say, a stray tumbleweed or turquoise-jewelry vendor—leading to a small but noticeable amount of dive and squat, as well as a slight wiggle in the rear end. The X7 never feels unstable or out of sorts; it simply takes a moment to set itself right. There is a real Bimmer hiding underneath, though, once you activate Sport mode via a center-console-mounted button.

In Sport, especially with the Dynamic Handling–equipped 50i, the X7 cinches itself down, taking a set immediately on any change in direction. Sport also weights up the steering, invigorates the M Sport bundle’s active exhaust—which sounds fantastic, particularly from the third row; thrill the kids!—and lowers the ride height by 0.8 inch. Were it our X7, we’d use the Individual mode to select the lighter and slower but still feelsome Comfort steering, Sport suspension, and Sport powertrain settings. The latter two are key to finding the most enjoyment behind the wheel, and the X7 thankfully remembers which mode you were in when it was last turned off. We didn’t have a chance to push the 50i hard enough on our wending desert route to truly feel the M Sport differential in action, but our experience in other BMWs says the hardware will do what it’s supposed to, namely mitigate understeer and help the big SUV turn into corners with more alacrity.

While the size of BMW’s traditional kidney grilles has caused some consternation among the internet commentariat, they’re fine in person—more overly renal than overwrought. (The M Sport body kit’s huge, Cybertronic mouth is more problematic to our eye.) And really, the X7 is in general more handsome than it might seem in photographs, the upright greenhouse counterbalancing the SUV’s acres of sheetmetal and providing a sense of brightness inside, even in the back row of seats.

Accessing the way back is accomplished by moving the power-operated second row forward, which can be done by the driver or via switches inside the C-pillar or cargo area. Prepare to be patient, though, as the electric motors are much slower than a nonmotorized mechanism. (Or just get the second-row captain’s chairs; you’ll reduce capacity by one but gain an aisle.) Once back there, passengers have access to a glass roof panel with its own power shade, a reasonable amount of room for an average adult, and two USB-C ports. There are also two USB-C ports in the second row, and single USB-C and regular USB ports up front.

BMW may be a vehicle generation behind Mercedes and its GLS-class to the full-size luxury SUV table, but the X7 accomplishes what it set out to do, namely be hugely comfortable, hugely capable, and hugely luxurious. Prepare yourself to see a lot of them—they’ll certainly be hard to miss.

2019 BMW X7 Specifications

ON SALE Now PRICE xDrive40i, $74,895; xDrive50i, $93,595 ENGINE 3.0L turbocharged DOHC 24-valve inline-6, 335 hp, 330 lb-ft; 4.0L twin-turbocharged DOHC 32-valve V-8, 456 hp, 479 lb-ft TRANSMISSION 8-speed automatic LAYOUT 4-door, 6- or 7-passenger, front-engine, AWD hatchback EPA MILEAGE 15–20/21–25 mpg (city/hwy) L x W x H 203.3 x 87.3 x 71.1 in WHEELBASE 122.2 in WEIGHT 5,370–5,617 lb (mfr) 0–60 MPH 5.2–5.8 sec (mfr) TOP SPEED 130 mph (mfr)

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eddiejpoplar · 6 years ago

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The 2019 BMW X7 Is the 7 Series of Huge-UVs

2019 BMW X7 Specifications

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adrenalineguide · 6 years ago

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XT4: Cadillac’s most affordable crossover

Text and photos by Michael Hozjan

With the rising growth of compact luxury sport utilities like the Audi Q5, BMW X3 and Lincoln MKC, it should come as no surprise that Cadillac has entered the lucrative niche. The XT4 is Cadillac’s smallest, most affordable and newest ride. Unlike the jelly-bean designs of its competitors, the Caddy clearly stands out whether at mall parking lot or on Crescent St. and, unlike Caddys of old, the XT4 isn’t a rebadged Chevy with added chrome trim, but an all new vehicle from the ground up.

On the outside the XT4 is unmistakably Cadillac with its signature hockey stick lamps fore and aft. LED lighting is standard all around and depending on your trim level choice you get either blacked out grill and body colored door handles or chrome units.

But it’s what’s under the body that counts, and indeed Cadillac engineers have been busy. In order to meet new fuel requirement standards, they’ve developed an all-new twin scroll turbocharged 2.0 litre 4-cylinder engine with cylinder de-activation, a sliding camshaft, and stop/start technology that according to Cadillac achieves 12% better fuel efficiency than the old 2.0L. And yes you read that right, cylinder de-activation on a four cylinder! And yes that means it can run on TWO cylinders, shutting off the power to the two inside cylinders when a minimal amount of power is required. The camshaft slides to operate the 2.0 liter’s valves at different heights for either maximum power or maximum fuel efficiency.

The engineers have addressed past mistakes with cylinder de-activation technology by adding an electric water pump and valves that divert coolant to heat or cool different areas of the engine as needed. The start/stop feature now has a deactivation button that allows the driver to keep the engine running at all times.

The little four doles out 237 horses with an impressive 258 lb-ft of torque at a low 1500 rpm, good for a whopping 3500 lb towing capacity. It’s mated to a smooth operating nine-speed automatic transmission that powers either the front wheels or a twin clutch all-wheel-drive system.

With the new 2.0L engine sitting on an all-new chassis fitted with the XT5’s multi-link coil rear suspension, and 9-speed transmission the XT4 is clearly poised to take Cadillac into the future. A future that will see fewer and fewer sedans offered in the corporation’s line up.

The Caddy’s cabin is inviting with a surprising amount of legroom for its size. Rear bench headroom however is tight for six footers. On the plus side, the rear outboard seats are heated. Behind the back seat there’s 22.5 cu.ft of cargo space that expands to 48.9 cu.ft. when the rear seatback is folded. Unlike some of its competitors, Cadillac has provided a space saver spare in lieu of Mickey Mouse repair kits. Thank you.

You get a choice of wood, metallic or carbon fibre interior trim. There’s plenty of niceties including the NFC or near field communication that allows you to hook up your Android phone with the XT4 by just tapping the NFC logo on the dash. That simple. The 8” CUE entertainment screen has been greatly improved from the previous iteration. The extendable sun visors were a hit with my girlfriend. On the downside, there’s no reclining seat backs for rear seat passengers, a surprise considering the niche. There’s a rear view camera that is integrated into the inside rear view mirror...nice. Why you ask? Well if your cargo area is loaded to the ceiling with Christmas presents you can still see what’s going on directly behind you. There’s also the regular camera giving you a 360-degree view through the infotainment screen.

In the “ someone was on vacation department “ is the redundancy of the center console mounted dial that duplicates the functions of the screen’s icons. In a strange move the volume dial is also moved to the console.

Prices start at $36,850 for the entry-level front-wheel-drive Luxury model. My tester, the AWD Sport’s base price came in at a reasonable $42,795. The options list included the $1,795 power dual pane sunroof, $1,595 Technology Package (8” infotainment screen, head-up display, ionizer, adjustable steering column, wireless charging) the Active Sport Suspension a t $1,395, navigation and stereo ($1,895), another $900 for the twilight blue metallic paint, $1,295 for the 20-inch wheels, towing package ($655), the $2,795 Comfort and Convenience package (leather, heated/vented/massage front buckets, hands free lift gate), the $800 for Driver Awareness Package (or as I like to call it the unaware driver package that includes lane keep assist, forward collision alert), the $1,295 Driver Assist Package (forward & reverse auto braking, adaptive cruise) and the $1,795 Enhanced Visibility Package (rear camera mirror washer, body coloured mirrors, auto parking assist, HD surround vision) brought the tally up to a hair over fifty-nine grand. That’s not counting destination charges, a/c tax …

On the road

Balancing luxury ride qualities with sporty nimble handling is a must in this segment, and the XT4 comes close. While the XT4 corners smoothly and its suspension flattens long swooping curves, on winding roads it lacks steering feel. Likewise, the all-new technology of electro-hydraulic brakes, whose drive by wire technology needs refinement with the modulation to instill the confidence of the more traditional brakes. The nine-speed trans, though not perfect, works far better than other nine speeds from the competitors with less hunting for the right gear.

Personally I’d opt for the standard 18” wheels to get a smoother ride and quicker acceleration and save the $1,295.

The all-wheel-drive can be disengaged by changing driving modes to Touring, reverting to the front axle to put the power to the ground and save a few bucks at the pumps.

The verdict

Is the XT4 the next big leap in luxury compact crossovers? Sadly no. But it is baby steps. Cadillac has come a long way from the gas guzzling Escalade and is on the right track, so yes the inaugural year of the XT4 shows it has a lot of potential to take on the competition, and I look forward to seeing the refinements come along. As it is there’s a lot of new engineering that’s gone into this wagon and I’d wait for the final tuning to be cleared up before I’d plunk by hard earned cash down. But I wouldn’t discount the XT4…by far.

I suspect most buyers will be cruising up and down the turnpike to the golf course and less so on twisty backcountry roads, and that’s where the Caddy shines. Cadillac is banking on luring young new buyers to the XT4, time will only tell.

If you’re in the market for a nimble crossover that won’t eat up your fuel bill, stand out in a crowd and attract a lot of attention wherever you go, stop by your local dealer and take a spin. You won’t be disappointed.

Price as tested: $61,205*

*Includes destination charges and A/C excise tax

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jonathanbelloblog · 6 years ago

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The 2019 BMW X7 Is the 7 Series of Huge-UVs

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eddiejpoplar · 7 years ago

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2018 Automobile All-Stars: The Winners

So good was the assembly of machines at our 2018 All-Stars competition that our editors at one point stood atop Mount Charleston, soaked in the introspection-inspiring views, and mumbled something about naming every car present an official All-Star, and it wasn’t the thin mountain air talking. We can’t be more clear about this: To receive an invitation to our annual shootout, culled from an initial list of dozens more, always means a car is massively impressive and already a winner worthy of recognition. This year more than ever, there are absolutely no losers in this group.

As always, our formula is simple: no price caps, no categories, and no convoluted point-scoring rules. We pride ourselves on being this industry’s most straightforward awards shootout: The vehicles that spark the most passion, inspire the biggest grins, and deliver an experience as true to their original intent as possible inevitably walk away with an All-Stars trophy.

Is it raw speed that matters most? Physics-defying handling? World-class interior appointments? Those things all count, but this isn’t just a numbers game. It’s a soul-searching quest to identify cars that stir emotions, achievable only by driving them and, more critically, feeling them, hearing them, even smelling them. Because oftentimes the most important elements to dedicated car enthusiasts aren’t apparent on a stopwatch, a dyno, or a score sheet but only through the heart.

This year was among the most difficult evaluations in the history of our event. Compelling arguments were made for far more than the eight vehicles we ultimately chose as the 2018 All-Stars, but when the votes came in, this group stood just high enough above the rest to make the top step of the podium.

2018 McLaren 720

After Every Drive You’ll Expect a Checkered Flag

“A single-seat race car for the road.” That’s the takeaway a lot of us shared after exiting this sizzling McLaren’s form-fitting driver’s seat—once we were able to catch our collective breath, that is. More than any other car in this year’s formidable All-Stars field, the 720S left everyone who drove it gobsmacked, speed-struck, and, frankly, in need of a little quiet time.

“From 100 to 160 mph, it made the Lambo and the Ford GT feel positively wheezy,” gushed our resident hot shoe, Andy Pilgrim, after lapping the Speedvegas circuit. Contributor Marc Noordeloos agreed: “I can’t remember the last time I drove a car this fast. Wow.” Let it be noted that both of those guys spend a lot of time in seriously quick machinery. Then again, such is the giddiness that erupts when you drive a vehicle that can sprint to 60 mph in just 2.5 seconds and blitz to a top end of 212 mph. (Fittingly, this track-day predator wears bodywork inspired by the beautifully menacing shape of the great white shark.)

One of the most successful Formula 1 teams of all time, McLaren has notched 12 world drivers’ championships and eight constructors’ titles since its first F1 race in 1966. The company knows a thing or three about speed. That’s evident the moment you slide behind the wheel of the 720S: That same race-bred character is evident in its every molecule, integral to its visceral, purebred purpose. The tub, the windshield surround, and much of the greenhouse are crafted in lightweight, super-rigid carbon fiber. (McLaren claims the new structure—dubbed Monocage II—cuts 40 pounds off the outgoing 650S’ monocoque.) The cockpit is a pilot-focused workspace of premium leather, deep racing buckets, and minimal controls. The view to the front, enhanced by notably thin A-pillars, is nothing short of breathtaking—like riding in the nose turret of a B-17 or, yes, in the open cockpit of a Grand Prix car.

The engine lies right behind you, and what a monumental piece of work it is. Twin turbos and 32 valves feeding 4.0 liters of V-8 displacement, all tweaked and tuned to produce 710 horsepower at a screaming 7,500 rpm. Mind you, that’s 79 horsepower more than the already volcanic Lamborghini Huracán Performante. Add such muscle to the 720S’ light touch on the scales—it weighs less than 3,200 pounds—and you have performance that leaves even veteran auto journalists laughing in disbelief.

The McLaren’s suspension redefines handling brilliance. Outfitted with Proactive Chassis Control II—which continuously monitors driving conditions and automatically adjusts chassis dynamics—plus driver-adjustable modes (including a new Comfort setting) and huge, sticky Pirelli P Zero tires, the 720S delivers both blistering responsiveness on the race circuit and supreme civility on the road. “Precise, linear electrohydraulic steering tells you exactly what the car is doing,” Noordeloos said. “Amazing and rewarding on both the track and the road.” Design editor Robert Cumberford concurred. “Suspension is superb, for handling and for comfort,” he said. The 720S is one of those exceedingly rare sporting machines that truly becomes one with its driver. You wear the car like a wet suit, and through that fine skin you feel every tickle of the road, easily sense the grip of the tires, instinctively grasp the approaching limit. The 720S is better than you are—and in turn wrings the best out of you. Few cars of such extreme capability are so reassuring to push hard.

Quibbles? Nothing significant in a car like this. “You need to be a contortionist to get in and skilled at sleight of hand to buckle the safety belts,” Cumberford grumbled. Noordeloos complained about the touchscreen, noting that many often-needed functions—normally operated by cockpit switches or buttons—are buried deep in the system. Also, the McLaren’s standard carbon-ceramic brakes are touchy and take some time to adjust to, though there’s no doubt about their staggering stopping power.

Those are trifles compared with the incomparable driving experience the 720S delivers. Social media editor Billy Rehbock summed up the McLaren’s All-Stars win best: “It’s almost unbelievable how many boxes the 720S ticks. Supercar styling, power, handling, drivability. One of the wildest cars I’ve ever driven. I wanted more the minute I got out.”

—Arthur St. Antoine

2018 McLaren 720S Specifications

PRICE $288,845/$378,215 (base/as tested) ENGIN 4.0L DOHC 32-valve twin-turbo V-8/710 hp @ 7,500 rpm, 568 lb-ft @ 5,500 TRANSMISSION 7-speed dual-clutch automatic LAYOUT 2-door, 2-passenger, mid-engine, RWD coupe EPA MILEAGE 15/22 mpg (city/hwy) L x W x H 178.9 x 76.0 x 47.1 in WHEELBASE 105.1 in WEIGHT 3,150 lb 0-60 MPH 2.5 sec TOP SPEED 212 mph

2017 Ford GT

Who Says Racing Doesn’t Matter?

Road racing’s popularity in the United States is a long way removed from its all-time high decades ago, and that’s a real shame in our collective opinion. It’s also a bit bizarre when you consider how many sports cars and supercars this country’s affluent purchasers snap up annually—cars that produce their astounding performance thanks to technologies and engineering lessons learned on racetracks around the globe. Regardless of whether you’re a race fan, the good news for enthusiasts is that manufacturers continue to push the motorsports envelope, leading to ever more impressive offerings for the street.

Make no mistake, Ford’s latest GT is a modern homologation special created first and foremost to win the 24 Hours of Le Mans, a feat it accomplished in 2016. Its competition-bred roots are apparent immediately in the road-going version—but not everyone appreciates them right away. Some of our staff even initially declared the car a bit of a disappointment, relatively speaking, on the street, as the dual-clutch gearbox isn’t as slick and smooth as some others on the market. And although the twin-turbo EcoBoost’s 647 horsepower and 550 lb-ft of torque are nothing to mock, neither do they make the GT as brain-bendingly quick as something like the McLaren 720S. Of course, that really says more about the amazing state of the performance car world when a machine capable of running from 0 to 60 mph in a tick less than three seconds is no longer automatically considered mind-blowing in the acceleration department.

The car’s carbon-fiber monocoque construction is a piece of race-proven hardware, but simultaneously the no-frills cockpit’s motorsports-influenced design and trim give you a bit of that old kit-car feeling. But we knew from our experience driving the GT last year that initial impressions don’t tell anywhere close to the full story. As Noordeloos noted while making it clear the GT didn’t blow him away on the street, “It feels like it’s dying to go to the track.”

Some of us smiled knowingly, as once the GT hit the Speedvegas road course, any lingering doubts about it disintegrated within the first lap or two. Suddenly the engine that sounded a bit agricultural at low rpms on the street began to spit and hiss all manner of turbo and induction sounds, snorting, popping, and screaming its way through corners faster than anything else on site as its monster midrange torque proved massively impressive. Previous grumbles from taller drivers about a lack of headroom disappeared as they suddenly and happily found a way to shoehorn their helmet-clad skulls into the left seat, grinning the entire time. The GT’s steering, braking, and suspension setup are all phenomenal, allowing you to attack apex curbs with an aggressive I-will-own-you style that seemingly rewards drivers more the harder they push.

On top of all the mechanical goodness, the more experienced and skilled drivers among us repeatedly mentioned the GT’s aerodynamic performance. “Without doubt it has the most downforce and generates the most lateral g’s on the track, especially when using the suspension in the ultra-low Track mode,” Pilgrim said. “It’s definitely the best-handling car in the field.” Indeed, where other cars required a throttle lift to make it through certain sections of the circuit, the GT dug in and rocketed itself off of corners with no issues. The chassis balance and grip it provided in Speedvegas’s quicker turns—none of which qualify as truly high-speed—and the corresponding confidence it inspired had several of us dreaming about running the car somewhere more wide open, like Road America or Road Atlanta or Spa-Francorchamps.

So then, the 2017 Ford GT proved itself as one of the best, most track-capable production cars of all time, which led to our stable of drivers rethinking its character on the road as well. It won’t feel familiar to drivers of Porsches and Ferraris and Lamborghinis, as its overall design philosophy is far more results-based than comfort- and luxury-oriented. In other words, exactly what Ford Performance intended from the outset. As a group, we were wholly unprepared for this car’s capabilities. It’s a zero-compromises speed master, and if you drive it, you don’t have to give two cents of a care about road racing—but you’ll understand instantly why it still matters. This is easily one of the most intriguing cars of the past decade and then some. After all, almost no one builds them like this anymore.

—Mac Morrison

2017 Ford GT Specifications

PRICE $450,000 (base) ENGINE 3.5L twin-turbo DOHC 24-valve V-6/647 hp @ 6,250 rpm, 550 lb-ft @ 5,900 rpm TRANSMISSION 7-speed dual-clutch automatic LAYOUT 2-door, 2-passenger, mid-engine, RWD coupe EPA MILEAGE 11/18 mpg (city/hwy) L x W x H 187.5 x 78.9 x 43.7 in (41.7 in low mode) WHEELBASE 106.7 in WEIGHT 3,354 lb 0-60 MPH 2.9 sec (est) TOP SPEED 216 mph

2017 Porsche 911 Carrera GTS

From Out of Nowhere

The amusing thing is, we didn’t plan to invite the 2017 Porsche 911 Carrera GTS to this year’s edition of All-Stars. We wanted the latest GT3 and believed we had it locked in. But a ripple in Porsche’s test-vehicle pool meant the car originally earmarked for our evaluation was sent packing back to the mother ship in Germany, leaving us empty-handed.

“But wait,” Porsche Cars North America inquired. “Would you like us to send the new GTS?” We looked at each other for a brief moment, huddled together, and reviewed this 911’s case for attending. We remembered how we laughed last year when we realized this 450-horsepower, turbocharged, rear-drive Carrera is much faster than the turb from Performance Junk Blogger 6 http://ift.tt/2FzLgRS via IFTTT

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itsworn · 8 years ago

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Build a Sleeper L72: When 425 Horsepower Is not Enough for Your Restored Chevy

No other engine in muscle car history lost 25 hp simply by switching air cleaner labels, but that’s the story of Chevrolet’s 1966 427ci L72 big-block. When introduced for duty aboard the Sting Ray, the iconic, semicircular label affixed to the open-element air cleaner read “Turbo-Jet 450 HP.” But then mysteriously, after several weeks of production, a new sticker reading “425 HP” replaced it. Minds boggled, gossip and speculation flowed.

Looking back, we now know the sticker switch was an effort to elude government safety zealots. No mechanical changes were made to the L72 427, and despite the “sticker shock,” 5,258 Sting Rays were equipped with the snarling, solid-lifter rat motor in 1966, plus 1,856 installations in fullsize Chevys.

Vette owners weren’t the only lucky ones. The L72 would find its way into a handful of 1967 Camaros built by Bill Thomas and others, kicking off a whole new wave of supertuned supercars. Let’s watch as Donnie Wood and the guys at R.A.D. Auto Machine take an L72 all the way out to 489 cubes, stuff in a hydraulic roller cam, and wind up with 589 hp and 641 lb-ft of torque. We are going to need a new air cleaner label!

1 The pen points to the external oil cooler attachment points seen on all solid-lifter 427 blocks. Ours was cast on February 14, 1966, and bears suffix code IP, telling us it was born to an L72 Sting Ray. L72s destined for Impala, Bel Air, and Biscayne applications bear suffix codes ID (manual transmission) or IO (automatic).

2 The pen indicates where the crankcase needs grinding to make room for the Eagle stroker assembly. The stock L72 bore and stroke are 4.251 by 3.760 inches. With a 0.030-inch overbore an enhanced stroke to 4.250 inches, final displacement grows to 489 cubes.

3 R.A.D. honcho Donnie Wood sets the forged steel Eagle stroker crank (PN 445442526385) in place. Bearings are fully grooved TRW items (PN MS 2976P). The oil clearance is 0.0025 on mains and rods.

4 Forged Eagle H-beam rods (PN CRS 63853D) measure 6.385 inches center-to-center and team with 0.030 oversize flattop J&E forged pistons (PN 142979). Full-floating pins are secured with Spiral-Locks. Ring end gap is set at 0.018/0.020 inch (top/second).

5 Corvette chief engineer Zora Arkus-Duntov made sure there was plenty of engine setback in the 1963 Sting Ray chassis and frame. This delivered nearly 50/50 front/rear static weight distribution even with the hefty big-block. The black pan (bottom) is a reproduction L72 Corvette unit. The extended leading edge of the Sting Ray sump interferes with Nova, Camaro, Chevelle, and Impala chassis crossmembers without surgery.

6 With the L72-specific four-bolt main caps, windage tray, and new Melling pickup screen (PN 77S9) in place, Wood installs the pan. Note the Corvette pan’s antisurge panel and spring-loaded trap door inside the sump. To preclude air leaks, Wood welds the suction tube to the pump body.

7 A Comp XR288HR hydraulic roller cam (PN 11-433-8) with 0.521/0.540-inch lift and 288/294 degrees of duration replaces the L72-spec 0.519/0.519-inch lift, solid flat-tappet cam. The pen points to the oil feed groove added by R.A.D. to the No. 5 cam journal. It works with a fully grooved Durabond No. 5 cam bearing (PN CH-9A) to ensure plenty of oil flow to the lifter galley, a critical detail with hydraulic roller lifters. Thanks to its cast steel core, the Comp roller cam is compatible with standard distributor drive gears. No bronze, plastic, or exotic distributor drive gear material is needed.

8 A double-row true roller timing set from Liberty Performance Components (PN LT98110T-9) has a narrow Torrington bearing between the top gear and block. The camshaft is installed 4 degrees advanced. The locking tabs secure the trio of cam bolts.

9 Details, details. The 1965-1966 high-performance front cover (top) is unique for its integral (spot welded) timing tab. It is also set farther outboard to clear the larger, 8-inch damper used on high-performance L78 (396)/L72 (427) engines. All pre-1967 big-block timing covers (and blocks) are also unique for their lack of alignment-dowel pin holes (nearest pen). Also specific to all pre-1967 timing covers, the farthest pen points to a “chin mounted” oil pan bolt. National Corvette Restorers Society (NCRS) judges reach down behind the damper to make sure this bolt is present on restored pre-1967 big-blocks.

10 Surprise! At 68.2 pounds, each cast iron square-port cylinder head is 10 pounds heavier than a Mopar 426 Street Hemi casting. But they flow like mad, and that’s what counts. Comp moly retainers and dual valve springs deliver 165/430 pounds (closed/at 0.550 lift).

11 The pen points out minor chamber unshrouding work. The stock diameter 2.19-inch intake valves remain, but L88-sized 1.840-inch exhaust valves (up from 1.720) help feed the extra 62 cubes. Like the block, the heads are legitimate L72 items with casting number 3873858. When done, it is headed for a restored 1966 Sting Ray.

12 With the Fel-Pro gaskets’ (PN 818OPT2) 0.042-inch crushed thickness, 0.015-inch block/0.010-inch head shave, 96cc chamber volume, and “zero” piston deck height, compression calculates to exactly 10.0:1. Despite the iron heads and 92-octane unleaded dyno gas, no preignition, detonation, or abnormal combustion was noted during our dyno tests.

13 Morel hydraulic roller lifters (PN 4603) and Comp pushrods (PN 7815-16) actuate the valves. Wood dunks the roller in oil during assembly, but not the multipiece lifter body. He says, “The oil inside the lifter can give you false readings when you’re feeling for zero lash.” Preload is a half-turn beyond the point of observed zero lash.

14 By most accounts, the factory-issued dual-plane L72 intake manifold is a very capable unit. Thanks to its aluminum composition, it only weighs 19.6 pounds. Observed markings include integrally cast part number “3855069” and a casting date of “9-26-65.” The 1.7:1 roller rocker arms (PN 0845403) are from PRW Industries.

15 The PRW roller rockers fit inside the stock Corvette valve covers without contact. The “spires” direct streams of oil toward pivot points during operation. Big-block Corvettes didn’t get chrome valve covers until the 1968 model year. Duntov’s team elected to paint the covers orange to make the engine really fill the engine bay.

16 Lacking the original 855-cfm Holley 4150 carburetor, we tested with an 850-cfm Q-850 unit from Quick Fuel Technologies. The only major difference is its double accelerator pumps. The only Corvette with a factory-issued double-pumper Holley was the 1967-1969 L88. The rest were single pumpers. Ignition is handled by a Street Fire HEI (PN 8362) set at 36 degrees BTDC.

17 More streamlined than any Chevy small-block “ram’s horn” exhaust manifold, the iron L72 castings weigh 18.8/17.0 pounds (driver/passenger) and were used on big-block Vettes with only minor variations from 1965 through 1974. Note the plumbing for the optional K19 Air Injection Reactor antismog system. The round pod is a one-way check valve that lets air in but blocks outward exhaust gas flow.

18 Ever run a marathon with a thermometer under your tongue? Typically found on California cars, the K19 system cost $44.75 and was installed on 2,380 of the 27,720 Corvettes built in 1966. The stainless tubes are fed by a belt-driven air pump. The air excites the superhot unburned hydrocarbons for one last shot at combustion before exiting the dual tail, or side, pipes.

19 The best of several baseline runs on R.A.D.’s Land and Sea dyno delivered a stout 508.2 hp at 5,700 rpm and 562.6 lb-ft at 3,500 rpm. Compared to a stock L72’s 425 (or is that 450?) horses at 5,600 rpm and 460 lb-ft at 4,000 rpm, the stroke and big cam more than make up for the one-point drop in compression ratio. To recap, we have now got an extra 83.2 hp (or 58.2, depending on the air cleaner label) and 102.6 lb-ft.

20 Like so many L72 owners who added headers on day two of ownership, R.A.D.’s Bob Petersen swaps the iron manifolds for a set of 2-inch Hooker Chevelle tubes. Everything else is left alone.

21 Holy smokes! The free-breathing headers unlocked an extra 81 hp and 79.2 lb-ft of torque! Totals are 589.2 hp at 5,800 rpm and 641.8 lb-ft of torque at 3,400 rpm over the stroked L72 exhaling through iron manifolds. Compared to a bone-stock 450-horse L72, we are 139.2 hp and 181.8 lb-ft ahead! It’s nice to see how well the Quick Fuel Q-850 carburetor adapted on its own with no adjustments needed or made.

22 To keep up with the high-revving solid cam, all L72s came standard with the Delco-Remy K66 transistorized ignition system. Instead of bounce-prone mechanical breaker points, the K66 distributor (left) uses a magnetic pickup to trigger the spark. With the iron manifolds back in place, the retro ignition delivered 504.6 hp at 5,700 rpm and 560 lb-ft of torque at 3,600 rpm, a mere 3.6 hp and 2.6 lb-ft behind the HEI unit (right).

23 Just unpacked, this N.O.S. K66 transistorized ignition system was the go-to sparker for hot rats in the pre-H.E.I. days. Note the Corvette-specific tach-drive distributor body. The finned black box is the amplifier unit. Failed boxes can be remedied with repair kits from Lectric Limited.

24 A quick way to measure the compression ratio of any assembled engine, the Katech Whistler taps into the number-one cylinder and calculates the squeeze as you slowly rotate the engine by hand. R.A.D.’s Steve Chmura quickly and easily verifies the mathematical calculation of 10.0:1 on this stroked L72 427. These machines are popular with busy engine shops and race organizations with compression ratio limits.

The post Build a Sleeper L72: When 425 Horsepower Is not Enough for Your Restored Chevy appeared first on Hot Rod Network.

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eddiejpoplar · 8 years ago

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One Week With: 2017 Mazda CX-9 Signature

When the Mazda CX-9 was introduced over a decade ago in 2006, it was one of the earliest entries into what has become one of the market’s booming segments. While no Miata or RX-8, the first-generation CX-9 still delivered on Mazda’s premise of “zoom-zoom.”

Because of its success, the first iteration of the CX-9 lasted almost a decade, phasing out in 2015 to make way for the second-generation model. Introduced just last year, the latest and greatest CX-9 took the winning recipe of the previous model and improved upon it, scoring a chance to compete for a winning spot on our 2017 All-Star list.

Automobile contributor Scott Burgess wrote for our First Drive impressions, “While Mazda will have a tough job ahead of it turning the heads of customers shopping for luxury vehicles in the three-row crossover segment, it’s now not out of the realm for them to seriously consider the CX-9 as a viable option.” Favoring the CX-9’s attractive, aggressive, and clean sheet metal, I couldn’t help but agree that its aesthetics lead the crossover’s move upmarket.

Out of all the three-row mainstream crossovers currently available, short of the premium segment, the CX-9 takes the award as the most stylish of them all. Mazda’s Kodo design language appears more aggressively and better proportioned on the CX-9’s larger body, and looks more elegant than it does on smaller offerings like the CX-5. However, in order to keep things “sophisticated,” the range-topping Signature trim can only be had in four less-than-exciting shades: black, dark gray, silver, and white. Our tester came in the picturesque Machine Gray Metallic (the dark gray) that you’ve probably seen in advertisements and on Mazda’s own landing page for the CX-9. Although it would be nice to see some variation in the exterior color palette, the Machine Gray is probably the best and most elegant choice offered that doesn’t make the large crossover look look too much like an Uber.

Inside, Mazda avoids a crowded center console and keeps it simple. But none of it is stupid, as physical buttons and knobs actuate the most pertinent functions. Most of all, the interior design leans on the side of luxury thanks to this simplicity and our tester’s Auburn Nappa Leather and real Rosewood trim bits, both exclusive to the range-topping Signature trim. All of the surfaces have a soft-solid touch to them and any hard, budget plastic is thoughtfully kept out of reach or sight, though there were some signs of odd premature wear, such as plastic support piping protruding from the driver’s seat trim.

All options boxes are ticked in this range-topper, providing the fully-loaded experience. If you’ve had the pleasure of experiencing a top-spec Mazda6 sedan, the CX-9 elevates this experience—literally. Inside, you get as much kit and caboodle as you’d expect to get in a premium offering, but in a Mazda. The list includes blind-spot monitoring, rear cross traffic sensory for reversing, active and adaptive front lighting that swivels with the steering, rain sensing wipers, a lovely Bose Centerpoint 12-speaker sound system, sat-nav, three-zone auto climate control—the works.

In addition to more elegant aesthetics both inside and out, another shining moment for the CX-9 is its all-new SKYACTIV-G 2.5-liter turbo-four, the sole motor available. That means cylinder count is down by two, as is power when compared to the outgoing Ford-sourced Cyclone V-6 and its 273 horsepower and 270 pound-feet of twist. Despite this, the new CX-9’s four-cylinder, which offers 250 horsepower and 310 pound-feet of torque, does a really good job of substituting boost for the reduced displacement and cylinder count. Helping its case is a properly tuned and slick-shifting six-speed automatic, which doesn’t feel like its short any cogs. Some power and the previous Ford V-6’s throaty engine note might no longer be, but the CX-9’s new force-fed four offers the right level of refinement. It’s also proof that automakers are making technological strides with this latest trend of motor downsizing. For instance, the CX-9’s SKYACTIV mill utilizes a new Dynamic Pressure Turbo, featuring a special valve that basically “primes” the turbocharger for boost at low engine speed, eliminating turbo lag. As the 2.5-liter mill revs through its range, the Dynamic Pressure Turbo allows for a smooth and imperceptible transition into the turbo’s boost pressure.

The hits keep zooming in once one cranks the sporty three-spoke wheel. The new CX-9 ditches its heavy and cumbersome Ford CD3 platform in favor of Mazda’s own, developed completely from the ground up, starting with the Mazda6’s basic structure. As a result, some weight gets lost, making the new model perceivably lighter, handling with greater deftness then the car it replaces. The last CX-9 was already impressive on its rubber for its size, invoking handling and driving dynamics that are akin to imagining a raised Mazda6 wagon with a V-6. The same sentiments exist for the new car, but with the hot new looks of the latest Mazdas, a new turbo four, less weight to lug around, and a finely-tuned suspension setup to round it out.

I found myself oddly grinning at how quickly I shook off tailgaters in the twisty bits or highway onramps in a vehicle meant to haul families. The faster you went into a corner, the more the CX-9 seemed to progressively shrink into a CX-5, but with more power and excellent brakes to match. That said, the new car delivers on its “zoom-zoom” premise in spades while maintaining a lovable balance between excellent handling and a fuss-free, quiet ride. It absorbs pothole impacts as well as any of its competitors. More importantly, the efforts to reduce noise, vibration, and harshness (NVH) level were instantly noticeable when compared to the outgoing model I tested years ago, once again making the CX-9 feel like a much more expensive vehicle. Even if you’re not into tire-scorching fun and aren’t looking to push the CX-9 to the limits, it offers very confident and controlled handling that makes drivers feel safe in any condition.

Once hooked in by the looks and reeled in by the behind-the-wheel experience, prospective buyers of the 2017 Mazda CX-9 will find themselves impressed. Its not only great to stare at, but it has the substance to match its aesthetic pleasure with an excellent, sportier, driving experience that you can’t quite get with any of the competition. And with a whole range of standard and option kit that competes with just about every class-leading three-row crossover, there shouldn’t be much issue for the CX-9 to find its way onto many people’s shortlists, or better yet, in people’s driveways.

2017 Mazda CX-9 Specifications

ON SALE Now PRICE $45,755 (as tested) ENGINE 2.5L turbocharged 16-valve DOHC I-4/250 hp @ 5,000 rpm, 310 lb-ft @ 5,000 rpm TRANSMISSION Six-speed automatic LAYOUT 4-door, 7-passenger, front-engine, AWD SUV EPA MILEAGE 20/26/23 mpg (city/hwy/combined) L x W x H 199.4 x 77.5 x 67.6 in WHEELBASE 115.3 in WEIGHT 4,301 lb 0-60 MPH 7.2 sec (est) TOP SPEED 128 MPH (est)

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