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kahztiy · 10 months

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Flash Memory: Vitrine of Consciousness --YD6~01 Lionel and Gavin injuries, in the guise of a grandfather

Cement-scorched cracked scars my purlicue’s mediate arch thumb and index finger digits, reminiscent of the bricklayer’s trowel in my grip, as I pressed the hinge pin through the button-holes, and another golden cufflink toggle clasp the sky-blue-white fine striated shirt’s doubled-fold cuff. and right hand with Jean’s engagement onyx ring, alongside her wedding band picked by the heel, the Italian-tailored shoe, to pose onto the plinth to mixed shoes underneath the lid to the cabinet. I fingered a shoehorn, slipping my foot inside, stepping onto the shaggy carpet, to slip into a horsebit loafers on to my other foot, raising my eyesight along the pants’ pleats. soft Irish dance feet around the corner from the dressing room mirror atop the three-tier tilt-out heeled-shoe storage, from a glance at my centered Windsor tie. I pricked ears across the double bed’s white Duco headboard. to the bush outside the awning window sashes against a sky’s white glow, to two birds’ wild romantic flutters and chirps.

At the pace of a day to waste, with a glimpse fleeting, crawling out of bed, linen slender edge along the flipped back bedding, I spent thinking about the widowed geologist’s site visit. discarded Jean’s bedside sleek blanket and puffed pillow niggles, a biting, soulless chill. Past the ruffled frosted porcelain lamp shade to her night table’s glass top, I lifted keys jingling at my fingers, past the gold mine dumps, shuttled in my Audi S Coupe to Springs. Near home, from the Impact of a crash, engines kissed, from which an angelic young woman dressed in an efflorescent white, stepped from her outlined lobe of a heart to mine. In the aftermath, out of the showroom, I drove a Champagne Audi, and likewise dating Jean, I loaned her a 411 Volkswagen. The angelic woman stands outside my side window, her shocked eyes reaching for my boys in the rear, after I surmised the backrests absorbed their impact. In the aftermath, I continued shuttling to the geologist, who ordered me to stop construction work because his wife had died.

Light on my feet, out of the main bedroom, I’m minded toward a new start and oblivious to history’s wake, my speculation to a real estate market fall. opening bargain hunters, leading to two mortgage repayments, until Jean had no option but to follow me to a countryside suburb — dead silent, the corridor’s doorway spilling light, ghosted the plain white walls, the cradle of little boys’ growing fire to a stampede on a level-loop carpet. Lionel shooed his little brother, fearing his mother’s wrath, until up a few stairs, their steps fell silent. From the west wing long corridor, I’m walking Jean’s domain. The yellow glow, reflected by the low tongue-and-groove pine ceiling, I sensed the embossed ceramic tiles under my feet. To veer away from the north yard’s amber bullion glass door, adjoining through a wide doorway to the upholstered turquoise lounge furniture lost in space. I head for the shining telephone press button apparatus on a stool, in the lights of the south entrance door’s trio sidelights amber columns.

In a chill reigning silence, the telephone’s scattered rings, seeking openings among fluted columns and paneling, dissimulating plain icy walls. A decor I stole from an exclusive restaurant, and reminiscing scars, hence the drum’s rotating razor-sharp blades on the benchtop wood planer fingertip senseless shaving. The ringing runs like my little boys, past matching upholstered black Duco dining chairs huddling a diamond tablecloth, the west wing kitchen, a wild circle through the adjacent family room, emerging from the lounge, persistent searching for me, until reluctant receptionist’s fingers, brought the horn to my face.

I hung up the phone to a caller’s stern male voice. “There has been an accident. . .” Alongside, I pulled the solid door to the porch. Headed for my latest Red Audi to the fleet. With a bird’s-eye located the Stock Trader client, to track back mapping the Johannesburg highway’s overpass off-ramp. I reverse out of the carport, shift into forward gear, with a hand’s heel spin the steering wheel, to drive up the pan-handle driveway to the gates. engaged in Kelvin’s street, exiting the Wendywood side, to fine-tune the man’s voice echoing in my head, “Glenhove Road.”

Ahead of the overpass hangs a dark blanket, as I’m soul-searching precognitive vibes. the asphalt splits at the grass off-ramp island. throttled to coasting to bright red traffic lenses. On hold, I’m destined to head across into Central Street. A translucent Caltex bubble steered me in the face. I’m holding my brain’s scattering imagination, peering along the concrete curb, the slender grassy median a novelty to the roadway blurring to a distant strobing blue dot. My foot pressed the throttle, pulling across the intersection, passing a canopy’s fluorescence flood a few cars on the driveway, uniformed figures attended by fuel pumps, in the changing angle found my bearings before the highway construction. Crawled into the clearing roadway with a topographic survey as a white red-striped ambulance, wails away from the stationary vehicle distancing in the prolongation through Houghton’s mansion toward The Wilds.

Across the median, I spared glances at Jean’s Toyota slewed, the tail fender impact kinked the corner lamppost. I’m driving in the tracks of the ill-fated charcoal car, to a grandfather’s shadow rising from the intersection’s asphalt. With the heel of my hand turning the steering wheel, by the abrupt-ended median, rotating the grandfather’s scene as I spared an eye on the bustling parametric around Jean seated in the bright ambulance’s tailgate. Beyond which, the grandfather steered across the oncoming lane, seeking his course through the thickets grown tight since the access inception of the inbound highway.

I pulled up a distance past Jean’s Toyota along the curb, to alight the car, stepped onto the sidewalk, backtracking along the sidewalk, questioning. ‘_Where did Jean come from?_’ driving the boys to the Wendywood elementary school._’ I surveyed her father’s Toyota Cressida, the rear fender wrapped around the lamppost. I’ll pan a near-fatal scene, save for the concrete curb absorbing the rear wheel’s major impact. I step from the corner curb, heading toward Jean in a framed glow, tranquil on a throne. elegant crossed legs, lanky blond tied back in a ponytail. In my approach, raised lonesome eyes.

Schlepped with the burden of her mornings at the computer desk desolated account department, I paused. She said. “They have taken Lionel and Gavin away to the hospital.” Her downturn eyelids, accent drooping. “_’Our children! It’s not my fault what happened,_’ An old man just cut in my way — Can you get my purse out of the car?”

I turned away from Jean without visible injury midst examining paramedics. ‘_Me, of all people, she had provided the house number to call?_’ To arouse the Hydra of my mind, outreach over the suburbs, to hover in the Cape Dutch architecture’s vicinity to the Stock Trader, I extended with a wing. Through a hole high in the shy, reckoning to sight, Jean’s mother, in her family world, placed a ceramic teapot in the middle of the table. Onto a round table conversation, overhearing Jean says. “Ivan doesn’t love me anymore...”

While Rachel abstained from meddling, William Whitehorn, Lionel and Gavin’s grandfather, soft-spoken, said. “Jean! Just do as necessary. . . I’ll help you. Don’t worry about money.” My Hydra’s sight volatilized, rolling the scene in my head, I stepped the curb, around the lamppost wrapped by the rear fender, gripped the unscathed door, ducking the door gape from the passenger seat to the dark footwell, found Jean’s handbag by the foot pedals. Free to spy. ‘_How far are you proceeding with your divorce?_’ I scrambled midst a cold chill, to fumble through Jean’s bag, to unfold a slip of paper. My mind’s Hydra to sight, the conference room. In Jean’s wake, the divorce lawyer, and son reassured his father, Barry Baskin, across the table. “This is a case. . . ‘_to reap the fruits_’ We have a blank check — Her father pays.”

The paramedics swung doors closed to a pair of translucent windows, while I handed Jean’s handbag. I turned toward my red Audi, catching glimpses as the driver rushed for the flank, disappearing by the cabin. The van pulls away, the milky windows distancing, and left among the wrecks spread on the broad asphalt branching intersection.

Amid both forearms cast in plasters, Lionel sat upright in bed, and Gavin too, but stood beside his mother by the window light, amid a nurse on her way. I reflect the boys tossed, rough, and tumbled through the rear compartment of Jean’s Toyota, to a distracted glance over my shoulder, to an animation in the angle of the doorway outside the hospital room’s glass partition. A herd of stomping boots approached with wall-banging crates from the corridor. Turns out, a cheeky little blond girl scurried through the doorway into the room’s aisle, but unbeknownst, Aetheria permeates the internet. I’m called back to the television personality, Sybel Coetzee look-alike ash-blond mother, calling out. “We’re here with a television crew, for a Christmas Children’s program by the South African Broadcast Corporation.” from a bustling television crew. The mischievous blond head sunk behind the bedstead to Lionel’s bed. The camera operator freezes in the doorway, raising Sybel’s attention to Gavin. Sybel answers. “No, he can stay too.”

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audidealersindelhi · 1 year

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Audi A6 for Sale Near Me

Searching for a showroom offering the Audi A6 on sale near you in West Delhi? If so, then Audi Delhi West is the place to be. They have the latest collection of Audi sedans available at the best price.

19, Shivaji Marg, Main Najafgarh road, Moti Nagar, 110015 New Delhi +91 8238005858

#Audi A6 for Sale Near Me

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audicarservice · 1 year

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ConContact Audi Dealers In Delhi To Get The Best Premium Cartact Audi Dealers In Delhi To Get The Best Premium Car

Have you recently purchased an Audi and your Google search goes like ‘Audi car service near me’? If yes, then you are at the right place. This blog will help you know why Audi servicing from an authorized dealer is necessary for every Audi owner.

When you reside in the capital city, you can’t ignore the tough roads and traffic. Therefore, Audi will not only help in a smooth driving experience but will also give you immense comfort in high-traffic zones. This premium automotive is for a luxury experience while driving. You can do your thorough research before reaching any decision as Audi India group has a wide range of models. You must go through each one of them to identify which one will be better for you.

Well, you can easily find the best Audi service centers in West Delhi but you must find an authorized service center for accredited consultations and maintenance. Every Audi owner doesn’t only buy the car but also expects complete accountability and credibility of the brand, which it has built up in these several years. Audi is a style statement and buying it from the authorized Audi car showroom in Delhi NCR is a must. You will receive the original model of your choice with an after-sale service description with perfect services.

Undoubtedly, buying a car adds to the expenses of maintenance and repair. Therefore, it is very much important to look for a car on which you not just spend money but invest. Buying a premium luxury car like Audi is a good option for that. What is luxury? It is a joyful, comfortable, and satisfying experience of expensive things. People who can afford luxury will think of including a luxurious automotive in their lifestyle as well. Does it define Audi? Well yes. Audi is the other name for superbly curated opulent automotive with every kind of facility.

All you need is to visit the best Audi car showroom near you or the Audi dealers in Delhi NCR and consult them with your requirement.

#Audi Service Near Me #Audi Car Service #Audi Car #Audi Delhi West

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orbemnews · 3 years

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As Car Companies Pledge To Go All-Electric In Coming Years, Designs Are Getting More Stylish by Doug Dunbar | CBS 11 NORTH TEXAS (CBSDFW.COM) – On a recent sunny Saturday, a local car show was buzzing. READ MORE: 2 People Shot Outside 7-Eleven Near Grapevine Mills Mall Nearly two dozen cars, and not a single one of them needed a drop of gas. Why? They were all driving all-electric vehicles. Just a battery-powered motor to push them down the road. We talked to quite a few people who are all-in with electric cars, and one of the elements they absolutely love, is the instant power. Lloyd McMaster has been a Tesla owner for a few years now, and for him, it’s not just the style, but the power behind the looks. He told me when you want to go, you hit that pedal and you “really go!” Hang with the EV crowd, and you’ll find an energy that is sparking perhaps the biggest transformation the auto industry has ever seen. The dashboards are often pretty dazzling, so too is the amount of money an owner might save. One owner told me he can drive a thousand miles, for what amounts to about four dollars in electricity. Buzz Smith of Fort Worth, who describes himself as the EV-angelist, is a former gas and oil man, who fell into the electric revolution nearly a decade ago. He’s also sold cars for a living, and he says that when it comes to maintenance, it’s a whole new world. In all-electric vehicles, there are no oil changes, no spark plugs, no transmission fluid. The brakes I’m told, will last basically forever. Cheaper to operate and an eye toward the environment really began in earnest with Toyota’s less than eye catching hybrid Prius in 1997. Let’s be honest, lots of people weren’t thrilled by how it looked, but it was a popular car that took us to the future. About three years after Prius though, is when Elon Musk and Tesla turned the electric market on when it comes to looks, and battery technology. That great-looking car, and those that came after for Tesla came at a sizable price, and that’s where Nissan jumped in to help round out an affordable side of all electric. They brought the Leaf to the market, and soon after, Chevy was here with the Bolt. Both still selling well today. So many wonder about charging. The basics? You can charge at home in the very same outlet you use for your cell phone. That charge will get you about four miles per hour on the batteries. Install a 220 outlet like what you’d use for your dryer, and then you can charge your vehicle at home four times faster. As for charging stations across the country, Tesla owner Lloyd McMaster told me their Tesla basically maps out places they will need to stop to fill up on electricity, on the very same map they’re using to navigate where they are going. He says there is no fear of going cross country. For manufacturers, the only fear now is getting left behind in the all-electric revolution. The list is incredible, of manufacturers who are rolling out or already on the market. READ MORE: ‘Its Hard To See It All Torn Down’: Waxahachie Tornado Victims Share Story Of Terror And Gratitude Cadillac will debut the sleek all electric Lyriq next year. Volvo has the xc 40 and a promise to be 100% electric or hybrid by 2025. Jaguar already sells the i-pace. Volkswagen has the Id4 and an ambitious goal of all electric by 2026! Kia is all electric with Niro. Hyundai, has the Kona. Audi has their E-Tron coming soon. Honda’s electric “clarity” is on the market, along with their just announced pledge to be all electric by 2040. Mercedes just revealed their first all-electric. the *EQS* hits dealerships later this year. And Ford has ponied up in the EV market, with their Mustang Mach E. If you take any electric vehicle for a test drive, no matter the price point, you’re going notice two things right off the bat. First thing, is the silence. Quietest thing you’ll ever drive in. Second, is the insane acceleration. I drove the Ford Mustang Mach E for a couple of days, and the acceleration was like nothing I’d ever been in before. Mustang Mach E (CBS 11) This was my first time ever being in an all-electric vehicle. The reason for that incredible acceleration Buzz Smith told me, is the fact that the electric motor delivers 100% torque to the wheels, instantly. There is no lag. GM has promised to go all-electric by 2035. Huge promise and commitment. Their new truck is months away from hitting the market. They will be coming out with the Hummer pick-up truck and Buzz says that truck, will accelerate zero to 60mph, in just 3 seconds! But watch out for the ever popular Ford F-150. They have an all-electric F-150 that is going to his showrooms by next year. But other trucks are competing for attention in the EV market soon as well. Rivian is aiming for this summer to push out its r1t truck. And Lordstown in Ohio plans to bring its endurance truck to market soon. The Tesla Cybertruck is on the way, as is the very tactical looking Bollinger B1 and B2. Buzz feels the tidal wave of battery-powered cars taking over the roads is building as we speak, but he feels that once EV trucks hit the market, sales of some of the most popular vehicles we drive in America, could tip the industry forever. As of this story, the federal government offers a $7,500 tax credit for the purchase of an all-electric vehicle. MORE NEWS: Debate Over Short-Term Rentals To Heat Up At Dallas City Hall Wednesday The state of Texas does have a rebate program as well, but it is currently not taking any new applications. Source link Orbem News #allelectric #car #carshow #Coming #Companies #Designs #dfwnews #electricvehicles #ev #hybrid #pledge #Stylish #Years

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arplis · 4 years

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Arplis - News: 2020 Top 10 High Tech Cars

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

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

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mobilemechanicedinburgmcall-blog · 6 years

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audiwestdelhi · 1 year

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Audi Showroom Near Me

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robin-in · 6 years

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On a train back to Munich (4 December 2018 3:33 PM)

The good thing about Munich is that it is significantly warmer than Vienna. The bad thing is that the hotel room are nowhere near as warm as the apartment was. But, they give us free breakfast, so I can not complain too much.

I met up with the class 10 minutes before we were set to leave for Ingolstadt, at 8:40 AM. I did not get to finish eating, but did pack away some food to eat later in the day.

We took a train to the Audi factory in Ingelstadt, arriving there at around 11:00 AM, so roughly half an hour before the English tour was set to go. I had opted the day prior to take the German speaking tour, with Eve and Asher, so we had an extra hour to hang out. After looking around the overpriced gift shop for a bit, we hung out in the chairs and I worked on my podcast homework.

Our tour started at 11:45 AM and began with out tour guide talking to us in a dark room and showing us a video. The room was dark and warm, so I had to actively try to keep myself awake and attentive. The tour guide started by introducing us to the factory an the film was mostly just an infomercial for Audi and their various factories, I think.

After a bus ride where we wondered if the entire tour would be us sitting on the bus and her pointing out buildings to us, we went into a showroom, of sorts, containing a chassis and other car parts. She talked for a little while, as I wandered around the room half listening and looking at the things in the room. The tour guide was explaining the interesting details that make the A3 unique. After that, we went to look at how the cars are built on the factory floor, this was when I stopped paying attention to what was being said as much. I kept on missing parts of what our tour guide was saying, the factory floor was loud, the audio on the listening devices was not great, and there was just too much cool stuff to look at. After the assembly room, we too the bus to a room where they add all of the electronics, the insides, and the windshields. This room was less cool, because ti had fewer orange arms creating sparks. The tour ended shortly after we went through the final detail room.

Asher, Eve, and I met Aidan in the entry area and we are now going back to the hotel, since we do not have time to go to dachau tonight.

In the Hotel room (4 December 2018 10:48 PM)

I am so tired, but I need to get up at 7:30 AM to go somewhere.

When Aidan and I got back to the hotel we began to work on our podcast. Most of it was written and about 1/6 was recorded by 7:00 PM, when we went down to the lobby to meet Asher and get dinner. The three of us went to Marianplatz and a Japanese restaurant to get food. It took forever to get our order and involved us moving tables once. I ordered the udon, which was rather good but had too many scallions for my taste.

After leaving the restaurant and paying, we went to a fried dough stand at the Christmas market. The dude making it asked me where I was from (not if I was from the US, as he did with Asher yesterday). We wandered around the market for a while before coming back to the hotel and finishing our podcast, which has now been sent to Tyler.

Daily Rating

Audi Factory: 6 A3 cars out of 10

Independent exploration: 5/10

Tour: 7/10

German understanding: 6/10

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ajayuikey · 4 years

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I enjoy driving the Polestar 2 more than the Tesla Model 3. The Polestar 2 is more comfortable, seemingly better built, and has a better infotainment system. In all the traditional automotive metrics, it’s a better car, and yet I find it hard to recommend over the Tesla Model 3.

The Polestar 2 often excels where the Tesla Model 3 falters. The fit and finish of the 2 are on par with anything from BMW, Mercedes, or Volvo as Polestar is a close partner to the Swedish luxury brand.

However, while the Polestar 2 is fantastic, the car lacks the appealing Tesla ecosystem. Polestar does not have a network of their EV charging stations, and it’s unknown if the company will roll out novel features through over-the-air updates. Tesla has a culture around its brand that’s exciting and enticing and deserves to be considered when shopping for a vehicle.

Review

I spent a long morning in the Polestar 2, navigating suburban traffic and racing around the dirt roads near Hell, MI. I drove the EV on the highway, took it shopping, and lived with the car. After driving the car for a few hours, there were still 120 miles left on the battery.

The EPA has yet to announce the range rating on the Polestar 2, but Polestar itself says it can go up to 275 miles on a charge. I experienced something a bit less — more like 250 miles. That said, during my short time with the vehicles, I drove it hard and fast. The winding dirt roads loved the AWD system and 49/51 weight balance.

The Polestar 2 is a lovely vehicle, and the build quality is superb. The doors close with a resounding thud, the seats are supportive and comfortable, and the dash is constructed of several recycled material that is simultaneously upscale but responsible. It feels like a car from a mature car company.

I cannot stress enough how well built the Polestar 2 feels, and that’s likely due to its close ties with Volvo.

Started just three years ago within Volvo and Geely, Polestar was quickly spun out as its own automaker though retains close ties to both parents. As such, Polestar is considered an automotive original equipment manufacturer (OEM) just like Volvo, General Motors, and BMW. Polestar is independent of Volvo and Geely with its VIN numbers, manufacturing facilities, and executive team.

Polestar 2 is the second vehicle from the young automotive startup. The company started with the Polestar 1, a $155,000 hybrid grand tourer that’s limited to 1,500 cars with only 450 coming to North America over three years. I drove a production Polestar 1 a few weeks ago and found the powertrain to be fantastic. The hybrid system is tuned in a way that makes it an excellent driver’s car on the same level as the best tourers.

Polestar says it’s designing its cars to be enjoyable to drive, and the company is two for two. The hybrid Polestar 1 is lovely to drive in a powerful, masculine way. The all-electric Polestar 2 is naturally different from the Polestar 1 and is still tuned for the driver’s enjoyment.

Like said at the top, the Polestar 2 is a better car to drive than the Tesla Model 3.

The Polestar 2’s electric motors deliver power with restrained control. Instead of being jerky or quick, the electric Polestar 2 is smooth and refined. When massing the gas pedal, the Polestar 2 gradually lays down the power, starting slowly and accelerating quickly. Don’t mistake what I’m saying. The Polestar 2 is still quick, able to hit 60 mph in less than 5 seconds, which is fast enough for any family vehicle. In my experience, the Model 3’s electric power delivery is tuned to deliver a lot of power at the moment of acceleration. The Model 3 is very quick, but it’s too fast to some, even in standard modes.

The difference between the Polestar 2 and Model 3’s acceleration is subtle but essential. The Model 3 can smoke the Polestar 2 in a drag race, and yet that’s not relevant to most drivers. To me, the slightly slower, but still quick, Polestar 2 is more enjoyable to drive.

The Polestar 2 turns in with confidence and has nary an understeer. It’s controllable like the best four-door sedans. This is due to several things. One, the car has a nearly perfect weight balance with 49% in the front and 51% in the back. And most of that weight is on the bottom of the car, where the batteries are located, reducing body sway. Second, the electric motors on each axle provide fantastic traction through an AWD system.

How is it to live with the Polestar 2 and drive it every day? I can’t say. I was only in the vehicle for a few hours. The backseat seems roomy enough for a mid-size car, and the floor area feels more substantial than a Tesla Model 3. The hatch area is large, and there’s a small storage compartment in the front.

The driving range is a downside with the Polestar 2. In comparison with the Tesla Model 3, the Polestar 2 comes up short. The Model 3 can go up to 322 miles fully charged while the Polestar 2’s is around 275 miles. Interestingly, the Polestar 2 has a larger battery pack than the Model 3. But it’s also heavier as the Polestar 2 is built on a Volvo/Geely platform also used for gasoline-powered vehicles.

There are hints of Volvo’s design language throughout the Polestar 2. To me, the design is futuristically chic, and I love it. The Polestar 2 has presence and poise. It’s angular while being fluid. Inside is more of the same with solid lines and sharp curves.

Polestar CEO Thomas Ingenlath is a long time car designer, and his influences are evident. The design seems paramount to the Polestar experience. Before Polestar, he was Volvo’s Senior Vice President of Design after holding similar positions within Volkswagen Group at Audi and Skoda.

The Polestar 2’s interior is more minimalist than most vehicles but still busier than the Model 3. There are few physical buttons: hazard lights, radio power, rear defrost, front defrost, and a knob for volume (volume should always be on a spinning knob). The two stalks on the steering column control their normal functions, and the steering wheel is sourced from Volvo’s latest cars and features media controls and cruise controls.

The large center screen is easy to read and is in a great location. I didn’t experience an offensive glare during my few hours with the Polestar 2. Please note, in the picture here, the center screen is dim because as soon as the front seats are empty, the car dims the screen to save battery.

In the end, the build quality speaks to confidence. The Polestar 2 doesn’t feel risky, like a Model 3, which has had countless design and manufacturing issues. The Polestar 2 doesn’t feel like a startup’s second vehicle.

Android Automotive (not Android Auto)

Polestar is the first company to offer Android Automotive. Different from Android Auto, Android Automotive is the primary interface for Polestar 2. It controls everything from the radio to climate to vehicle settings and maps, apps, and connected services.

Android Automotive is impressive. The interface is clean and as responsive as the best smartphone. To take advantage of all the features, users need to be signed in to a Google Account. Some users might opt to sign in to their main account or create another just for the Polestar 2. Either way, once signed in, the system connects maps, apps, and the rest of the person’s services, including devices connected to a Google Home account.

Android Automotive can still be used without signing into Google. By skipping this step, users will have access to most connected features, but some personalization options are unavailable.

Google Assistant is built into Android Automotive, and it’s the first in-car voice service I’ve used that worked well. Just say, “Okay, Google, turn on Spotify,” and it turns on Spotify. Say a location, and it pulls up the place. Ask it to change the temperature, and it will change the temperature since Android Automotive also controls the in-vehicle climate control. Some features depend on a data connection, while others, most in-car settings, work without a data connection.

Android Automotive impressed during my time in the Polestar 2. It has a logical layout and is easy to use. The system is coming to other vehicles soon. Polestar is just the first automaker to deploy the system.

Android Automotive works with iOS devices, too. The Polestar 2 will soon gain CarPlay through an over-the-air update, and iPhone users can pair their devices to Android Automotive through a Bluetooth connection, too.

Polestar or Tesla?

I walked away from the Polestar 2 impressed, yet it’s hard to issue a complete recommendation. To me, even with a shorter range, the Polestar 2 is a better vehicle than the Model 3. But the Model 3 has something missing from the Polestar 2: The Tesla factor.

For all its quirky faults, Tesla has a history of bold innovation that’s resulted in a nationwide network of chargers, constant new features delivered from over-the-air updates, and fun quirks that delight and impress. Like Pet Mode. After a suggestion on Twitter to Elon Musk, Tesla quickly rolled out a mode that lets users keep their pets safe while displaying an informative message on the center screen. It’s a small but telling detail about the Tesla experience, and it’s unclear (and unlikely) that Polestar will offer the same experience.

Polestar isn’t selling against the Model 3 but rather selling against Tesla. When a person buys a Tesla, they’re buying into an ecosystem of services that complement the vehicle. Tesla knows better than most that a car is often a lifestyle choice, and the company built an impressive culture.

Polestar executives seem to know they’re fighting an uphill battle.

On one side, the company is battling Tesla’s ecosystem, and culture and Polestar is seemingly following in Telsa’s footsteps. The car company is forgoing selling cars in dealer’s lots and is opening storefronts like Tesla’s company stores. These locations are in high profile areas like marque shopping areas alongside luxury brands. Like Tesla showrooms. However, to help get vehicles in buyer’s hands quicker, these locations will be owned by Volvo dealerships who will facilitate sales and service.

Polestar sees itself selling against luxury mid-size vehicles from European brands rather than Tesla itself. At least that’s what the company says publicly. It makes sense to a point. The build quality of a Polestar vehicle is superior than that of a Tesla and on the same level as the best from Europe.

So is the Polestar 2 better than a Tesla Model 3? Yes. But deciding which one to buy is a complicated question.

The Tesla Model 3 can drive farther on a charge and is seamlessly integrated with Tesla’s Supercharger network. That’s a significant factor that buyers should consider. Tesla’s commitment to continue rolling out new features should also be a consideration for buyers as it keeps the vehicles fresh and exciting.

The Polestar 2 carries a higher price than the Model 3, but they’re in the same range. Well equipped Polestar 2 vehicles start around $60,000 while similarly-spec’d Model 3 cars go for around $50,000. In the United States, both cars are eligible for a $7,500 tax credit.

Tesla, aside, Polestar built a fantastic vehicle in the Polestar 2, and that should be applauded. The car company is three years old, only has 800 employees worldwide, and has yet scaled to the point of making world-class vehicles. Few other car companies can make those claims. And the company has big plans for the future. Polestar says it’s on track to deliver the SUV Polestar 3 in 2022, which will feature an all-new platform and a lot longer range.

Polestar built the car, now it needs to get the word out.

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The Polestar 2 bests the Tesla Model 3 in drivability and enjoyment – TechCrunch I enjoy driving the Polestar 2 more than the Tesla Model 3. The Polestar 2 is more comfortable, seemingly better built, and has a better infotainment system.

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dizzedcom · 4 years

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Review

I cannot stress enough how well built the Polestar 2 feels, and that’s likely due to its close ties with Volvo.

Like said at the top, the Polestar 2 is a better car to drive than the Tesla Model 3.

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Polestar or Tesla?

Polestar executives seem to know they’re fighting an uphill battle.

So is the Polestar 2 better than a Tesla Model 3? Yes. But deciding which one to buy is a complicated question.

Polestar built the car, now it needs to get the word out.

The Polestar 2 bests the Tesla Model 3 in drivability and enjoyment I enjoy driving the Polestar 2 more than the Tesla Model 3. The Polestar 2 is more comfortable, seemingly better built, and has a better infotainment system.

0 notes