#Axl has been doing all that for me for like 500 hours | Explore Tumblr Posts and Blogs

mwelxn · 5 years

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THE MAN WHO QUIT GUNS N' ROSES When IZZY STRADLIN' left the The World's Most Dangerous Band, he quit the wrangling, quit the drugs, and quit LA. In Copenhagen recently to complete his first solo album, 'Ju Ju Hounds', Izzy spoke candidly and for the first time about his shock departure to PAUL ELLIOTT... By Paul Elliott Kerrang! Magazine - Sept. 1992 The boy crossing the street outside Copenhagen's Webers Hotel, a Guns N' Roses patch on the back of his jacket, would barely recognize Izzy Stradlin' today. Stradlin' sits on a low sofa in one of the hotel's simply furnished rooms. His hair, lighter and browner, is knotted into dreadlocks, his skin is lightly tanned. Stradlin' looks healthy, happy and relaxed; happy to be out of Guns N' Roses. So what was it that finally made Izzy quit the biggest rock 'n' roll band in the world? "I was sick of it," he sighs heavily, his voice lazy and dry, "just completely fed up with it. It didn't feel like it used to, something wasn't happening that used to happen for me. "I took some time off after the Wembley Stadium gig in August 1991. All through October and the first half of November I was riding motorcycles back in Indiana (Izzy grew up in Lafayette, and has since returned to live there). I ride trials bikes, where you go over rocks and logs, obstacles. I did that for almost two months straight. "In November I went back to LA, and there were some conditions and terms put to me which pretty much made the decision to quit the band real easy for me. I just thought, this is not acceptable - so that was it. "Since then, I've talked to Slash once, about a week ago in New York, and, uh, the last time I saw Axl there were a lotta harsh words - from him - so I kinda left it alone. I called him once after that, we talked for about a half hour, so I'm kinda waiting for him to call me back to discuss the things that we haven't really resolved. "There was so much going on, so much happening, and when you step out of something like that it still keeps moving, like a tornado. When I stepped back out of it I felt really relieved." Axl Rose's image suddenly appears on the TV screen that flickers silently in a corner of the room. Izzy rises, a wry smile on his face, and switches the TV off. "Wherever you go in the world, you're gonna see the band's videos or pictures," he shrugs, "so it's not like it's ever completely out of my mind. There was a point where I missed it for a while, so I just started writing again around December, putting this new thing together." - Izzy's new thing is a solo record titled 'Ju Ju Hounds', released in October, preceded by an EP, 'Pressure Drop', that's out in two weeks. He's also planning a European club tour with the band which cut most of the album and EP: guitarist Rick Richards (ex-Georgia Satellites), bassist Jimmy Ashhurst (ex-Broken Homes) and drummer Charlie Quintana. Izzy talks in depth about those records and his new band in next week's Kerrang!, but first there are questions to be answered about the old band. For example: do you feel you were pushed? "Yeah," he nods, "somewhat. I don't want to get into it too deep; a lot of it's personal stuff. I don't wanna say anything that's already been said about me, you know what I mean? There's been a little shit talked from their side, but I just gotta plow it off and say, 'That's how it is with them, it's nothing new'. "When I was told how the future was gonna be in the band, I thought about it for a long time that night, and when I woke up the next morning, I knew what I was gonna do that day. I decided to leave. "I never really thought about leaving the band till the last tour we did. I didn't feel it was fair to a lot of the people coming to the gigs to go onstage two or three hours late. That's just not right. That's the way Axl is and the way he works, but it's not right for me, and I don't think it was right for the fans either. Stuff like that kinda got to me after four months on tour. There's a lotta pressure, I suppose, but the bottom line is, if you gotta be somewhere and there's something you gotta do, you do it. That's how I see it. "When we were playing the gigs, a lotta times it was a case of, how long's it gonna be before Axl comes back onstage? It's a pretty big stage, and you're going, 'Anybody see which way he went?'. Then you see a bunch of roadies running... And the old filling-in with a blues jam and a drum solo shit get sold when it's on a nightly basis. It wasn't every night, but y'know... "I don't wanna talk down on these guys because a lot of the stuff that we did as a band was great, some great music, and God knows we had a lot of fucking crazy times, good times. I'm really proud of some of the stuff we did. Now it's 1992, and who knows where it goes from here. I just had to say, 'I'm stepping aside at this point'." - Before quitting the band, Stradlin' expressed dissatisfaction with Guns N' Roses' much-delayed 'Use Your Illusion' albums. He even admitted that he couldn't remember how to play Slash's song 'Coma' because it had too many chord changes! "It was crazy," the guitarist shakes his head. "The last record we did was too many songs for me to remember really. I had a hard time with 'Coma', it wasn't so much my style. Those albums I found very frustrating. I think there's some good songs on there, but the process was extremely, extremely slow. Again, that's the way Axl wants to do things. "I like to get the stuff done and carry on. If you start picking everything apart, analyzing, it's pointless, a downward spiral - and next thing you know, months have gone by, or a year. It took us a long time to get those records out, I don't even remember how long." The days began even before the recording of the 'Use Your Illusion' albums, when drummer Steven Adler was kicked out of the band. "I took it pretty hard when Stevie was out of the band," Izzy's face tenses. "It was pretty upsetting, cos I was watching Stevie trying to get himself together, and it was kinda hard seeing somebody trying when they're not really ready for it. Weeks and months were going by, we were in that old dilemma; it had been two or three years and we didn't have a fucking album out, we gotta move. "I actually spoke to Steve probably a month ago - against the advice of the legal system, the attorneys, all that fucking bullshit. That part of the business, that part of the band, is such a load of shit - it seems it fucks up so many good things. But I talked to Stevie; I'd heard he wasn't doing so well, and it was a trip talking to the guy, cos I hadn't talked to him for what must've been a year. - "He was a good-natured guy; I hope he can get it together. He was never malicious, he never tried to fuck people around, he was just happy playing his drums. In some ways he's a little naive, I guess. "I just tried to offer a little support, y'know? I just talked to him for a little bit. He was a good drummer. He wasn't a virtuoso, a Neil Peart from Rush or something, but he's a fucking damn good rock drummer, he's a good guy, and he's funnier than shit on the road. "I was always laughing when I was hanging out with Stevie. Some of the shit he'd pull, you'd just go, 'No fucking way'! One time we were in New York: I was rooming with Stevie and due to overbooking, we got a huge $500-a-night suite. We had this big room so we had a big party... and two days later we're still up! "Stevie's a hairy guy, he's naked, his fucking eyes are red and swollen like goggles, and he's walking around when the maid comes in. The look on this lady's face, man - it just freaked the shit out of her, this fucking red-eyed ape guy! "He was funny. I hope he gets it together. I told him to get a real job, clean himself up and start doing studio work or something. "He was saying that he just really missed playing. All these lawsuits," Izzy groans, "it's just so fucking ugly, y'know? I guess it's inevitable..." - Izzy can empathize with Adler, having struggled to kick drug habits of his own. "We left Hollywood as dirtbags," Izzy recalls, "the band that everyone was betting would crash 'n' burn the first week out. We were gone almost two years, and suddenly we were so popular in LA, everybody loved us, everybody had something they wanted to sell us. The drugs came easier, everything. Fuck, one day I was sitting in my apartment, fucked out of my head, and I go, 'Man, I gotta step back to some reality'. "I think going back to Indiana woke me up from my haze, point blank. I was still drinking a lot, still getting twisted, but it helped me get away from the drugs and that sorta bullshit lifestyle; every night the clubs and the parties and the drugs, just pointless stuff. That shit got old. "I managed to stop drinking and using drugs for a month or two, and you get all this anxiety, this energy, which you don't know what to do with. I put some of the energy into bikes, skateboarding..." - Izzy roots through a pile of magazines on the floor to pick up a stack of photographs of himself and his Swedish girlfriend Anneka on 'boards at a nearby skate ramp in Copenhagen, talking all the while as he leafs through the pictures. "From January, the only thing I've really been doing is playing guitar. I put the bikes away because I found myself getting into music probably more than I ever have. I go through phases of playing guitar and riding motorcycles, like I went through phases of just snorting and smoking. "The hardest thing about kicking coke is the fucking anxiety. It lasted for what seemed like an eternity. I remember two weeks when I didn't really sleep, and it takes months for your body to begin functioning naturally again. I had a harder time with coke than smack. I kicked smack but would keep starting up again, and the times I'd go cold turkey with no sort of medication; that's bad, but you can get through it. The coke I found to be more evil, a real fucker." He chuckles: "I'll be getting strip-searched at Heathrow if you print this! "Coke is more socially accepted than smack, but I haven't been around it for a long time. I haven't even been around any people using it, cos as soon as you stop using that stuff, you suddenly start looking differently at the people you hang out with. "For years, I never knew any other way to live. I suppose when you're a kid you do, but as you start fucking around with that stuff, it seems normal. I feel better not using it; it fucks me up. "There was a point in LA where I wouldn't go outside without a gun. I was carrying a pistol all the time, and eventually I think that works on you too. It's fucked, it's no way to live, and when I realized, I said, 'I gotta get out of here before it gets too fuckin' crazy'." - Guns N' Roses came close to breaking up in October of 1990. From the stage of the LA Coliseum, where the band were supporting the Rolling Stones, Axl announced that GN'R were finished, prefacing 'Mr. Brownstone' with the suggestion that "certain people in the Guns N' Roses organization should get their shit together and quit dancing with this man". 'Mr. Brownstone' was Axl's piece on heroin addiction. For Izzy, this was a time of mixed emotions. "I got a call from Axl on the morning of the first Stones show. He said, 'I'm sorry, these gigs aren't gonna go, I quit!'. But we managed to get through 'em. That was a weird time for me. Playing to 50,000 people with the Stones is as good as it gets, but the Monday after the last show I had to be up at 8am to meet my new probation officer. That was after I got arrested on a plane. "It's a federal offense if you fuck up on an airplane. I was outta my mind, there was a queue to the bathroom, and I was going, 'Well, I'm either gonna piss in my pants or piss on the fucking rug'! Everything was real quiet on the plane after that. "I was happy I'd pissed, I was completely numb, drunk, and of course when we landed, the police were there. I was also carrying a nine-millimeter pistol, but when my bag finally got to LA it was gone. "That probation officer was an okay guy, they're pretty fair people, but it made me realize that it doesn't matter how fucking big your band is, when it comes down to the legal system, you're just the same as anyone else." Izzy Stradlin' got pretty fucked up in Guns N' Roses, but he's doing fine now.

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smoothshift · 5 years

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Been tinkering with my alignment after hours, my god what a difference! via /r/cars

Been tinkering with my alignment after hours, my god what a difference!

So I work as apprentice mechanic and have full access to the shop after hours. I'm trying not to spend to much money on mods after wheels, tires, and clutch so instead I've been fiddling with the alignment.

Suspension is all factory track pack and the alignment is all factory. Tires are 285/35R19 Firestone Firehawk Indy 500 on all 4 (fantastic tire for the price) First I set my toe to 0.00 (factory is 0.1 toe in). It darted around the road a bit but the steering response and turn in was absolutely fantastic from just such a simple adjustment.

I did a custom alignment on my buddies Mustang and set his camber to -2.0 and he's been raving about it since. I decided to spend $40 on some camber bolts and aimed for -1.5, I hit -1.7 so close enough. The high speed steering stability has improved drastically but I lost the quick turn in and the car no longer darted around. But I could take corners significantly faster than normal. I could take corners where the recommended speed is 35mph at around 80mph but I noticed I was getting a touch of understeer around there (but no tire squeal).

Today I set my toe to 0.15 Toe out. Camber is the same at -1.7 and caster (not adjustable) is at the factory +7.0. Rear axle is not adjustable. I've regained my quick steering and gained some more steering response. Its not as quick as when I had 0.00 toe and factory -0.5 Camber but still fantastic. It also doesn't dart around very much despite the 285 tires. Now those same corners I'm taking at nearly 100mph (well exiting at those speeds, entry speed is around 65 and I build up speed mid corner to try and find the limit).

Also before anyone says "driving to fast on public roads" this is an empty road that leads no where, locals call it "The Racetrack". Cops know about and don't care, no businesses or houses there. It's not great for a spirited drive IMO as it's way to short (like a mile or so) but fantastic for testing.

I highly suggest after doing tires, really look into custom alignment instead of dropping thousands on suspension mods. I know I'm in a better position as I can fiddle with it multiple times a day and fine tune how I want it to drive vs having to pay $100 every time you want another tweak or having to rely on shops that don't specialize in custom work (my shop doesn't, it's just me fiddling around).

#reddit #autonews #auto #cars

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jiushi18 · 3 years

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mcccleaningomaha-blog · 4 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

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queerbookscoolmugs · 7 years

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Help me fix my car

Hey guys so I drive a 1998 GMC Jimmy and I love this car. It was my great grandad’s and when he passed away, my great grandma, who didn’t drive, gave it to me. They’re gone now, so the car holds a lot of sentimental value, but it’s also taken me all over the country. I know it isn’t going to last for ever but I’ve been really lucky that some pretty standard maintenance has kept it in really great shape. Which is good, because I’m not really in the place financially where I can afford a car payment.

So I recently found out I’ve got a few things going on with my car that, while not a crisis right this moment, need to be fixed before they become major (and very expensive) repairs. The guys at my shop gave me an estimate of the costs and I’m turning to the internet for help. The first one is less of a major crisis, but it sucks, and that’s that my AC doesn’t work. Not like it doesn’t get cool but it’s blowing hot air off the engine. Which in July heat in St Louis really blows. That repair is fairly doable, at about $100 for freeon and a new hose. I also need new shocks, which are going to be about $200 for four shocks and the labor to put them on. The big repair is that I have a leak in my front axl. It apparently could damage the small motor in that axl and if that happens, not only would my car be undrivable, it would be close to a couple grand to fix. They have to do a dye test with my next oil change, which will cost about $50 all together. They think to fix the leak itself, it’s going to cost about $500 for all the parts and labor. That brings the grand total of my repairs to be about $850, which is expensive but a lot cheaper than a new car.

I need my car. Not only to get to work, but because many of the people who keep me sane are not in driving distance. My family lives 2 states away. My girlfriend lives an hour away. Many of my friends live in other states. And like I said, while I know this care won’t last forever, it’s the lost thing my grandpa george gave me. We were close and it’s important to me.

That being said I here is the link to

my paypal- [email protected]

my cash me

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awesomecolorfulcollectorwombat · 6 years

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Porsche's 919 Hybrid Evo Wallops F1's Fastest Cars

New Post has been published on http://delphi4arab.com/porsches-919-hybrid-evo-wallops-f1s-fastest-cars/

Porsche's 919 Hybrid Evo Wallops F1's Fastest Cars

In most motorsports, the engineer’s cruelest foe isn’t the rules of physics or the driver’s inability to wring every crumb of power from their vehicle. It’s the rules. Rules laid down by overbearing governing bodies, imposing limits on weight, dimensions, power output, tire choices, aerodynamics, braking, and whatever else they can think to control. Usually the point is to keep the drivers safe or make racing more entertaining with evenly matched machines, but that doesn’t mean the engineers like it.

So when Porsche gave its people the chance to break free and show what their machines can do, they overdelivered. They started with the 919 Hybrid, the car Porsche used to win the 24 Hours of Le Mans the past three years. Then they did everything that could make the car faster, the things that would break the rules for the rest of the time. They call the result the 919 Evo.

And then they took it to Belgium’s Spa Francorchamps, the legendary Formula 1 track that’s home to what may be the toughest corner in motorsports. The Evo lapped the course in 1:41.77 minutes, 12 seconds faster than the race-legal 919. In a sport measured by the millisecond, that’s a stupendous improvement. It even beat the all-time track record, set by Formula 1 champion Lewis Hamilton, by 0.783 seconds.

“The 919 Evo is brutally impressive,” says Neel Jani, the driver who lapped Spa. “It is definitely the fastest car I ever drove, the grip level is at a fully new dimension for me, I couldn’t imagine this amount beforehand.”

The Evo carries the same two-liter, turbocharged V4 engine as the Le Mans-winning car, minus the fuel flow meter that limits how much gasoline goes kaboom.

Porsche

Turns out, when you get to ignore the rules that govern the World Endurance Championship (which includes Le Mans), there’s a lot you can do to go faster. Porsche’s engineers cut the weight of the carbon fiber and aluminum car by 86 pounds, to 1872 pounds, by dropping useless frills like the windshield wipers, lights, air conditioner, electronic race controls, and the pneumatic jack. They also tweaked the exterior aerodynamics, generating 53 percent more downforce, the all-important stuff that keeps the car stuck to the pavement when it’s clocking jumbo jet takeoff speeds. They upgraded the suspension and tires to deal with the extra loads.

The Evo carries the same two-liter, turbocharged V4 engine as the Le Mans-winning car, minus the fuel flow meter that limits how much gasoline goes kaboom. Combined with a software tweak, that upped its output from 500 horsepower to 720 horsepower. The car uses two energy recovery systems, generating electricity from braking and the exhaust. That’s stored in a liquid-cooled lithium ion battery, and then used to drive an electric motor on the front axle while the engine drives the rear, for maximum all-wheel-drive acceleration. Without imposed limits, that motor now adds another 440 horsepower (as much as the total power of a BMW M3), up 10 percent.

This record setting lap is part of a farewell tour for the Le Mans winning car. Porsche is pulling out of the World Endurance Championship so it can focus on all-electric Formula E racing. Next stop for the 919 Evo is what Porsche is calling a “demo lap” at the legendary Nurburgring in Germany. Porsche previously set a race car record there in 1983 with its 956, which still stands. Then it’s on to the Goodwood Festival of Speed, and the Festival of Porsche at Brands Hatch, in the UK, before coming to California’s Laguna Seca in California.

Like so many retired folks, the 919 is finally ready to ignore the rules and have some fun, on its terms.

Mastering Motorsports

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porfirioenserafinakg73insur-blog · 5 years

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Porsche boxster as first car?

one more thing, i went to work 6:30 am qnd went home with 300-750 at 7-8 or till it gets dark. just imagine getting that much from the first week of april till the last week of november. also, i had to commute to the really rich part of nw illinois to get this much. i stuck with it and was deticated so i ended up being the top of my class.

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motorcyclecave · 5 years

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Riding Yamaha’s All-New Wabash Gravel eBike

You should be forewarned that I am a diehard motohead—not necessarily a mountain biker. However, I do like a challenge, and one of those life challenges for me has always been slinging a leg over a mountain bike frame and seeing how fast I can go up (not very…) and down (I’m pretty good at this…) the hills by my house. However, when I’m out riding a mountain bike, I’ve always asked myself, “Why don’t I have a motor in between my legs right now?” usually when the lactic acid buildup in my legs sets them afire.

Happily, there is a solution! Until now, an eBike (electric-assisted bicycle) has not been on my radar, mainly because I’ve been so focused on the fossil fuel-burning side of two wheels that I haven’t paid much attention to them. However, with Yamaha’s push to bring more eBikes into the US market, I have become aware of its offerings and even had the opportunity to ride its latest model in the San Marcos Mountains in Southern California. I’ve always known this region as a “cool place by the beach,” but now I have an even greater appreciation for the area after experiencing the plethora of mountain bike trails that dot the mountains. The trails are endless, with so much variety of terrain that you’d be exhausted trying to experience them all in one day. Although must less so on Yamaha’s Wabash.

In 2018, Yamaha officially released to the US market four eBikes aimed at satisfying a wide range of cycling needs. From mountain biking with the YDX Torc to traversing city streets with the Urban Rush, there is a solid assortment of battery-assisted options for many riders. They feature Yamaha’s integrated, battery-assisted drive unit that delivers power when you need it without much added weight. However, out of the quartet launched last year, cycling aficionados found one type of bike missing from the lineup—a gravel bike. Enter 2019 and here we have the all-new gravel- and adventure-ready Wabash.

RELATED: Harley-Davidson’s 2 Electric Concept Bikes Are Ready And Riding

If the name sounds funky—and it does—there is good reason behind it. Those of you from Nebraska will be keenly aware that “wabash” is a type of gravelly dirt that is only found in the Cornhusker State and China (no, I’m not kidding). The name suits this bike well; it’s a bit of an adventure bike made for multiple terrains. You can wabash it around city streets with its skinnier tires and you can also wabash it on gravel- or rock-strewn dirt trails with some serious intensity, especially with the electric motor as an assistant to your pedaling.

The Yamaha Wabash feels familiar in the saddle thanks to a very neutral seating position with a highly adjustable ergonomic setup. Yamaha gave the Wabash flared handlebars at the bottom to offer more stability in a variety of terrains. Plus, the stock frame is set up for dropper seat post compatibility right from the factory. With my 6-foot-3 frame and long arms and legs, I found the cockpit to be plenty roomy for me. Furthermore, riders of all different sizes in our group found the three different Wabash rider configurations suited our needs well, proof that Yamaha went the extra steps to try and make this bike fit any body type and gender of rider. After setting up the seat post, handlebars, and regular pedal (I didn’t have clips on my ride), I was ready to take on the hills!

Other standout features on the Wabash include: Yamaha’s award-winning PW series SE drive unit; SRAM Apex 1×11 drivetrain with SRAM X-Sync chain ring configuration for shifting; Maxxis Speed Terrane 700 x 33c TR EXO tires front and rear; SRAM Apex hydraulic disc brakes; 12mm through axle on both the front and rear hubs; built-in LED headlight; rack mounts for both the Yamaha rack system and optional fender kit; Yamaha’s own aluminum frame and fork with cables that are mounted inside the chassis; 500-watt-hour, 36-volt lithium-ion battery pack to power rides all the way to about 80 miles depending on many factors (provides speed support up to 20 mph or 110 rpm); an oh-so-handy multifunction computer display on the handlebars with speedometer, tripmeter, battery range, cadence, and odometer; and, last but not least, a full three-year warranty on the drive unit, battery, and frame. All this for a fairly reasonable MSRP of $3,499.

Our ride around the San Marcos mountains was filled with a good amount of up-and-down street terrain, along with quite a great mix of off-road riding, everything from gravel fire roads to single-track uphill and downhill terrain that tested every rider in our group. I was surprised at the amount of rocky and sandy terrain that we tackled with these bikes. At the end of the day, all of the different terrains proved to be perfect testing grounds to experience the wide range of capabilities of the Wabash.

After my time on the Wabash, I came to the conclusion that the tire and wheel setup and battery and motor configuration are the most significant features of this E-bike. This personal revelation comes from the fact that I am truly amazed at how much terrain you can tackle with this bike; it’s a go-getter for adventures. While the Maxxis Speed Terrane tires had me looking twice at the sandy and rocky sections, they somehow have enough traction and floatation with their flattop profile to get through any of the slippery sections you encounter. Even mud was no match as I could easily point the bike straight and keep a steady pedal stroke to get through the muck. I was also amazed at how this bike transitioned between the ruts on the trail—not only did it keep its line especially well with these tires, but it does so with minimal effort from the rider. And this is where the electric motor really comes into play.

To give you some perspective, picture yourself riding a 450 dirt bike coming up to a low-speed, 2-foot step-up rock climb in too high of a gear. Instead of downshifting, you feather the clutch and use the low-end torque of the 450 to bounce yourself up and over the obstacle—easy peasy. While you can’t use suspension on the Wabash to emulate the bunny hop effect, you can take advantage of the four power assist modes of the PW series SE electric motor to quickly adjust for upcoming obstacles to get you up and over them. Instead of trying to quickly fiddle with downshifting the bike, which we all know doesn’t happen as fast as you want it to happen, and no one wants to stop when you have momentum, just push the up arrow on your handlebar switch and you instantly have more torque going through the motor, giving you enough power to get up and over the obstacle in front of you. I employed this tactic many times during the ride and found it to be one of the biggest revelations in my mountain biking experience. No longer was I struggling to get up and over obstacles by wringing down gears; I had all of the extra power I needed right at my fingertips! It allows you to not only conserve energy on the trails, but it encourages you to be a better rider because of this seamless technology, even if you’re like me and a newbie on a gravel bike.

Again, Yamaha has something special here with the way that the electric motor seamlessly assists the rider. You don’t even notice that it kicks in because it’s so natural feeling. Out of the four assistance modes to choose from, I found myself using the regular Eco mode most of the time, and I think most people will do the same. Not only will this give riders a good amount of assistance while also keeping the overall battery range high, this setting also gave me just enough assistance for most of the trails we were on so that my legs weren’t aching at the top of the hill. I can tell you there were more than a few times when I saw steep uphills that I pushed the up arrow to the highest assistance level. Thankfully, using this setting didn’t drop my range drastically, and it allowed me to easily pedal up the largest hills in front of me without hesitation.

The Wabash does great on the off-road sections, no doubt. But what about the street? On the first part of our journey, we did a bit of street riding through the city, which allowed us to test out the four assist modes and the tires on the grippy stuff. The Wabash continues to impress in this terrain with the comfort level and confidence in the saddle, plus the electric assist is very welcome on hilly terrain, especially with the easy push of a button to increase and decrease the power assistance. With rain the night before our ride, we had plenty of wet roads to fly down and the Wabash never once felt out of sorts. The saddle was actually more comfortable for me on the road than off of it. I could utilize the different handlebar positions on the road. In the off-road sections, the top section of the handlebars work the best, and the road opens up your hand placement possibilities a bit more.

The 500-watt-hour lithium battery pack slides out the side of the bike, making it easy to take off the bike to charge if needed (it charges while attached too). An integrated LED headlight is ready for night duty. I really like how you can ride at night with the integrated LED light right off the showroom floor, and you can also use the battery to charge electronic devices.

Overall the Wabash is a satisfying eBike, but there are a few nits to be picked.

For me, the handlebar setup wasn’t ideal, and this is partially because I’m not used to road bike style of handlebars. I don’t think they have enough support when you are charging through off-road trails, which is something this bike can and will do well. On more than one occasion on downhill sections of our ride, I found my hands slipping forward on the top section of the bars, quite an unnerving feeling. A quick rotation of the bars upward helped with this feeling but didn’t completely remedy the situation. While I like the fact that the shift lever is on the inside of the rear brake lever, I couldn’t have my outside three fingers positioned on the handlebars inside the lever because the shifter would hit my fingers, preventing me from fully activating the rear brake. Yes, the rear brake could be adjusted to be more taut, but overall I didn’t like the whole setup for this reason. These two things can be fixed with a custom or aftermarket setup that is better tailored to individual riders. Overall, I learned how to adjust to the stock bike, while still having a blast in stock form.

It’s amazing how polished Yamaha eBikes are, but it should be no surprise as the company has been producing electric pedal drive systems since 1993. With more than four million drive units sold worldwide, Yamaha knows a thing or two about the eBike business, and now it really has some solid models of its own available at your local dealer. The Wabash has successfully converted this motohead to an eBike rider from this point forward. I’ll see you on the gravel!

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from Motorcyclecave https://motorcyclecave.org/riding-yamahas-all-new-wabash-gravel-ebike/

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itsworn · 6 years

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Bill Tower’s Amazingly Advanced 1956 SR-2 Corvette: Decades Ahead of Its Time!

There were exciting things were underway inside of Chevrolet in 1956. The Corvette received its first body refresh, there was an optional dual-quad, 225-horsepower 265 engine (RPO 469, $172.20) and a Special High-Lift Camshaft option (RPO 449, $188.30) that bumped the power of the dual-quad 265 to 240 horsepower, plus fuel injection was in the works.

Corvettes set records at Daytona Beach and took a class win at the 12 Hours at Sebring; memorialized with the now classic “Real McCoy” print ad. Things were looking up for Corvette.

Meanwhile, an unlikely series of events happened in Corvette creator, Harley Earl’s house; that could have become the Z06 of its day. Earl’s son Jerry bought a Ferrari with the intention of going racing. When Harley learned of his son’s plans, he hit the roof! “No son of mine is going out there with an Eye-talian car!” he allegedly bellowed. As GM’s VP of the Art and Color Division, Earl could do anything he wanted, so he charged top designer, Bob Cumberford, with the task of designing a race car for Jerry. The completed car was called “SR-2.”

Cumberford and his team took the all-new 1956 Corvette body and extended and lowered the nose, created a vented hood, short twin wind screens, side air scoops on the doors and a low vertical stabilizer fin on the trunk lid. Decked out with Halibrand knock-off wheels and metallic blue paint, the SR-2 was a great-looking Corvette. Jerry picked up his customized, basically stock Corvette on May 24, 1956, and raced the car at Elkhart Lake, Wisconsin, through the summer months. The car was a hit, thanks to its unique looks, but at 2,900 pounds, it was heavy and quickly ate up its brakes. The SR-2 was not competitive.

Earl’s successor, Bill Mitchell, was two years away from taking over as VP of Design had enough clout to order an SR-2 built for him. The Jerry Earl SR-2 was more of a styling study, Mitchell directed his SR-2 to be an all-out lightweight racer.

The body was so thin that the fiberglass matting can be seen at certain angles. While the nose of Mitchell’s SR-2 was similar to Earl’s car, Mitchell’s SR-2 had a tall vertical stabilizer fin that was integrated into the driver’s headrest. Hidden inside the headrest were a rollbar and a racing fuel filler cap for the 48-gallon fuel tank. The side scoops were ducted through the rear of the door and doorjamb, directly to the rear brakes. Yes, functional external rear brake scoops, just like a modern Z06. The interior had lightweight fiberglass racing bucket seats with racing seatbelts; a full instrument cluster; a custom-designed teakwood steering wheel with a column-mounted 8,000-rpm tachometer; stainless steel gas, brake and clutch pedals; lightweight door panels with tuck ’n’ roll door panels and a single door-close strap.

Under the hood of Mitchell’s SR-2 is a tricked-out, Smokey Yunick-built, fuelie 283 small-block Chevy engine. Keep in mind that the SBC had just come out. Advanced parts included Packard Electric solid-core stainless steel high-tension ignition wires and a higher-voltage ignition coil. The generator was mounted on the left side to give the tension-side of the belt better grip on the water pump pulley. Inside the engine was the Special High-Lift (Duntov) Cam. Most unique was the fiberglass ram-air box that connected to the driver-side inner fenderwell and was ducted to the front grille opening. The engine dynoed to 310 horsepower, a lot for 1956.

The suspension was straight out of the RPO Racer Kit parts catalog and included heavier front springs, five-leaf rear springs, larger 13/16-inch front sway bar, larger diameter 1-3/8-inch stiffer shocks, quick-ratio 16.3:1 steering and rear torque rods (traction bars). The rear axle was the new Multi-Disc Limited-Slip Positraction unit. Brakes were aluminum-finned drums with cast-in steel liners and Bendix Cerametalix brake shoes.

The SR-2 used every aerodynamic trick of the day. “Streamlining” was the buzzword of the day, just like today’s “downforce.” The SR-2 had headlight cones, short windscreens and a faired in headrest with an aircraft-style vertical stabilizer fin for high-speed stability. We see the same concept on the modern prototype road racing cars.

Although aerodynamicist Wunibald Kamm invented what we call today the “Kammback” design that is very aerodynamically efficient, automotive designers and stylists favored the tapered teardrop-style for high-speed cars. While not as extreme as the long tapered speed record cars from Europe, the design of the 1953-’60 Corvette’s rear section tapers down.

Because of the rear vertical stabilizer fin, the large trunk section was hinged at the back and opens to the back. Both the front and back of the SR-2 were void of bumpers and are very clean-looking.

The SR-2’s Smokey Yunick-built engine was special inside and out. Production 1956 Corvettes had 265-cid small-block engines, but the SR-2 had the 283-cid engine. The unreleased Rochester fuel-injection system was part of the SR-2’s engine setup and was part of the fuelie’s development program. Deep inside the 283, the bumpstick was a pre-production high-lift “Duntov” cam. Steel-tube headers were a novel item in 1956. Yunick’s engine dynoed to 310 horsepower.

The airbox was a trick setup in 1956 and showed how serious the SR-2’s designers were about looking for as much horsepower as they could get. The concept is alive and well and is today a popular and easy add-on for C5, C6 and C7 Corvettes. And there it was, back in 1956!

What’s most amazing about Mitchell’s 2,200-pound SR-2 is that it was built by fabricators at Chevrolet that were not race car builders, but were damn good builders. Later, they built Duntov’s Corvette SS. But the SR-2 met the same fate as the Corvette SS; the 1957 AMA Racing Ban. In December 1956, Mitchell campaigned the car in the Nassau 70-mile Governor’s Trophy Race finishing 10th overall. In February 1957, Mitchell took his SR-2 to the Daytona Beach Speed Week, outfitted with an enclosed canopy, full Moon disc wheel covers and semi-enclosed rear wheels, a red and white stripped rear fin and Zoomy headers! Buck Baker drove the SR-2 to a Modified Class win with an average standing-mile speed of 93.047 mph, and was first in the Flying Mile at 152.866 mph. Then in March 1957, Mitchell’s SR-2 competed at the 12 Hours of Sebring, coming in 16th place overall.

After the AMA Ban, the SR-2 was sold and bought, and was eventually owned by Don Yenko’s private plane pilot, Cookie Knuth, who didn’t do much with the car. In 1980, Chevrolet development engineer Bill Tower bought the car from Knuth and set it aside, as he was very busy working for Chevrolet. After some consideration, since the SR-2 was only missing a few parts, Tower chose to simply put it back together.

Tower had an interesting encounter with retired Bill Mitchell in a meeting that was supposed to last 15 minutes that turned into 3 hours. The first thing Mitchell said was, “You got my damn car and I want it back! That one got away from me. I got in a lot of trouble with those cars.” The two men benched raced about all kinds of things, with Mitchell telling Tower that he’d help him get a set of fiberglass buckets for the SR-2. When the two parted, Mitchell said, “You take care of that car and don’t wreck it! That car is very special to me!”

Tower’s SR-2 is driveable, but he hasn’t taken it out on the streets take after a near T-bone incident. Now he only drives the SR-2 after it has been transported to special events. In 1982, Tower was invited to bring the SR-2 to the Daytona 500 to the Chevrolet tent along with the new IROC Camaros. Bill Mitchell and Bill France, Sr. were there as well. After “a few,” Mitchell and France wanted to take the SR-2 out for a few laps, to which Tower said, “Like hell you will!” At the 1986 Indy 500, Tower and Pace Car driver General Chuck Yeager took a few laps in the SR-2. Later in 1986, Tower was invited to display the SR-2 at a special Chevrolet event on Mackinac Island in Michigan. Chevrolet luminaries such as Clare MacKichan, Vince Piggins, Bill Mitchell and other GM executives were there along with Linda Vaughn and singer Neil Diamond.

Since then, Tower doesn’t show the car very often and it is mostly seen via visits to his private museum. In 2016, retired VP of Global Design Ed Wellburn visited Tower and was totally blown away with the SR-2. He couldn’t get over how many key design elements on the C7 were also on the SR-2. Tower says, “Of all of my cars, the SR-2 is most special to me. Look at everything that’s in the car. And it was built in 1956!” Vette

Although on the surface the SR-2 was a toy for Bill Mitchell to go racing with, the SR-2 was an official Development car. Tower says that the numbers on the stamped metal plate attached to the top of the radiator indicate the different projects that were done to the SR-2. The overall SR-2 project didn’t have an “X” or “EX” number indicating that it was an experimental car.

The Halibrand 15×6 wheels were cast in magnesium. Take note of the five slots in the wheel’s design. That style was used when Kelsey-Hays developed the 1967 steel Rally Wheels. Knock-off wheels helped speed up pit stops, but many knockoff wheels came off of cars because the spinners weren’t properly tightened.

The SR-2 was a serious lightweight race car, but the spartan interior was nicely finished. The teakwood and stainless steel steering wheel went through over a dozen different diameter and offset variations until Mitchell got what he liked.

Even the dash was made of thin fiberglass. Note that the dash is unique, as the production Corvette’s dash had a mirrored hump on the passenger side. Serious racing instruments mounted to brushed-metal plate replaced the stock instruments.

When Tower bought the car, the original SR-2 seats were long gone. During his 3-hour meeting with retired VP of Design, Bill Mitchell, the design legend told Tower, “I’m going to help you with your SR-2 project.” A few weeks later a set of fiberglass seats arrived at Tower’s home. The seats had RPO number molded into the fiberglass, indicating that at some point, Chevrolet was considering offering racing seats as part of the Corvette’s RPO program.

The doors were gutted of their window mechanisms to make room for the side scoop vents that lead back to cool the rear brakes. The interior door panel was tuck ’n’ roll aluminum with vertical ribs and a door closure pull.

The finish and attention to detail on the SR-2 is extraordinary. While the SR-2 race car was built by fabricators that were not race car builders, they were the same people that built the Motorama cars, so they were highly qualified craftsmen. The instrument panel looks like a component from a Ferrari. Note the metal pedals that didn’t come on Corvettes until 1997.

The one single element on the SR-2 that did not belong on the car is the big toothy grille. But, you have to consider that the build of the SR-2 was being directed by Harley Earl and Bill Mitchell. Both men had an acute sense of how things presented and looked. Even the 1957 Corvette SS racer had a big grille up front.

The functional rear brake scoops was one of many design elements that blew away retired GM Global Design Chief, Ed Welburn, when he visited Tower’s museum. Welburn said, “We didn’t put this on the Corvette until the 2001 Z06!”

In our time, we don’t associate Corvettes with NASCAR. But from 1936-1958 Daytona Beach was where speed records and Stock Car racing happened. Tower’s SR-2 and his Betty Skelton 1956 Corvette both set speed records on the nearly 2-mile-long beach straightaway part of the Daytona Beach and Road Course in 1957.

“What’s with the big fin?” you ask. Speed records provided street cred for performance cars back in the day. Logic of the day said; since vertical stabilizers are essential for airplanes and jets, a tall, long fin could only help a speed record seeking race car.

For many years road racing cars had to carry a spare tire. In case of a blowout the driver was required to change his own tire off on the side of the track. Because of the headrest and rear fin, the trunk lid had to be hinged from the rear. Tower has a unique lead mallet designed by Proto for knock-off Indy car wheels. The slightly loose handle gave a second hit on the knock-off spinner.

The twin windscreens were beautifully handcrafted by the Chevrolet master fabricators.

Bill Mitchell hated hood pins that stuck up and had to have their pin retainer and attachment cord in the wind. He insisted on flush-mounted, aircraft-style latches for the hood and trunk.

The vented hood was another detail that rocked Ed Welburn. This functional design element didn’t make it into production until 2014. Venting the hood helps the engine keep cooler, plus reduces frontend lift. This concept would have helped the 1963-’67 Sting Rays a lot.

The fuel filler door is located just behind the headrest. Note the rollbar tubes. NASCAR didn’t like exposed rollbars back then. The filler cap indicates that Mitchell and his team intended to race the car the following June at Le Mans. See the ring tab that’s close to the fill cap latch? A special seal was put on the fuel cap at the beginning of the race. The seal could not be broken before a car’s first pit stop for fuel.

The SR-2 sure makes Marilyn look good, doesn’t it? Marilyn Monroe was on her way to Miami for a screening of her new movie Bus Stop. At the Sebring Airport she got a ride to the racetrack on the Thursday practice session. She posed with several cars, including the SR-2. Attendees and drivers couldn’t believe it was her. Photo: SportsCarDigest.com

Here is Bill Tower at the inaugural Amelia Island Concours d’Elegance receiving the Earl B. Hadlow Award for his 1956 SR-2. From left-to-right is; Sting Ray and Daytona Cobra designer Peter Brock; National Director for Hospice; seated in the SR-2 is Betty and Bill Tower; standing next to Tower is Sir Stirling Moss; representative from Barnette Bank; and stylist Larry Shinoda. Photo: Bill Tower Photo Collection

The “Jet Age” began in the late 1940s and by the mid-’50s car designers were adding jet aircraft styling elements to their car designs. This photo was taken at the GM Tech Center before being transported to Daytona Beach. The SR-2 was decked out with an enclosed canopy, full Moon discs, semi-enclosed rear wheels and Zoomie headers. Tower pointed out that because of the small 283-cubic-inch engine, the dragster-style headers didn’t provide enough scavenger effect and didn’t help the car’s performance. Photo: GM Archives

Here’s the tricked out “Jet Age” SR-2 on at the Daytona Beach Speed Week event. The SR-2 took a Modified Class win with an average standing-mile speed of 93.047 mph and was first in the Flying Mile with a speed of 152.866 mph. Impressive for a 310-horsepower car 283 car. Photo: Bill Tower Photo Collection

The SR-2 raced at Sebring in 1957 with Paul O’Shea and Pete Lovely doing the driving. Race car suspensions have come a long way since 1957. Photo: Bill Tower Photo Collection

Posing in a relaxed moment, perhaps after Marilyn’s visit, the SR-2’s pit crew and drivers Paul O’Shea (with the sunglasses) and Pete Lovely. Sebring is hallowed ground for Corvette racing history. All of the greats of Corvette lore—past and present—have been there. Photo: Bentley Publishing

The post Bill Tower’s Amazingly Advanced 1956 SR-2 Corvette: Decades Ahead of Its Time! appeared first on Hot Rod Network.

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kawaiifunhologram-blog · 6 years

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