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dipulb3 · 3 years

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The 2021 BMW M4 is always down to clown

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The 2021 BMW M4 is always down to clown

First impressions matter, so, let’s look at the nose a little later.

Andrew Krok/Roadshow

Don’t throw the baby out with the bathwater. Yes, the 2021 BMW M4 carries some unique styling notes that generate buzz on both sides of the aisle. But by laser-focusing on something so trivial, you might gloss over an important point: The M4 is really, really, really good. Better than BMW‘s bread-and-butter sports coupe has been in years, in fact, no matter what they call it.

Punchy inline-6 power

Brilliant handling

Excellent manual transmission

Don’t Like

Tire noise

Weird optional bucket seats

Acquired-taste styling

Driving is the point

The 2021 BMW M4 is an absolute hoot to drive, full stop. It’s an aperitif that washes away the mediocre taste left in my mouth by its predecessor, which featured a frustrating ride quality and an engine note that wouldn’t have cleared the first round of American Idol. That’s all been ironed over and replaced with a car that only ever left me wanting to drive it more.

Under the hood, the base M4’s 3.0-liter turbocharged inline-6 delivers 473 horsepower and 406 pound-feet of torque, routed to the rear wheels through a six-speed manual transmission. While there’s a little bit of acoustic electro-trickery piped through the speakers, the straight-six sounds great, especially at higher revs. And there’ll be plenty of opportunity to take in that noise, because with peak torque arriving (and staying put) between 2,650 and 6,130 rpm, it’s easy to become addicted to plunging my right foot into the firewall. The M4 just goes and goes and goes, and it’ll keep going well beyond the upper bounds of the speed limit, signs passing by in a blur. Need to stop? Drop $8,150 on BMW’s carbon ceramic brakes and you’ll get predictable, strong stops on the regular.

BMW has one of, if not the best manual transmission on the market inside the M4. This slick six-speed evokes the feelings of the Bimmer manuals of yore, its slightly rubbery movement between well-placed gates feeling not much different than it did way back when in the E46 M3. The clutch has a well-defined pickup point, making footwork a breeze, and its standard rev-matching system generates pitch-perfect downshifts if you’re not the king of heel-toe.

Like other modern BMWs, the 2021 M4 has a litany of vehicle settings that can be adjusted individually or bundled together by way of the two bright red M buttons atop the steering wheel. Hit the Setup button on the center console and the screen fills with customizable options, letting me tailor the throttle, steering, suspension and braking. The standard mode for each is still plenty engaging, but if you’re a sucker for tight throttle or brake response, the options are available. Throwing everything into Sport eliminates whatever smidge of body roll ever existed in the first place, although I’d recommend leaving Sport Plus for the track or only the most perfect pieces of asphalt. Drop $900 on the M Drive Professional upgrade, and you are given multiple traction control modes that can let you get a little drifty before reining things in.

For as sharp as the M4 is when the going gets twisty, it’s impressively compliant in daily use. Southeast Michigan’s roads are… not ideal for sports cars, let’s say, yet the M4 is never shaken out of sorts. Bumps are dispatched with just a bit of jostling to the cabin, and even the harsher divots never result in a suspension thunk. With the M4 in its softest settings, it’s a perfectly adequate vehicle for commuting, errands and all the little daily-life stuff in-between — so long as you don’t mind the noise from its wide Michelin Pilot 4S summer tires.

Is it efficient? Not really. The EPA slaps the 2021 M4 with a rating of 16 mpg city and 23 mpg highway. In my experience, city mileage is about there, but staying out of the boost and keeping the overall speed appropriate (since there’s only six forward gears) can push the highway economy closer to 25 or 26, if not a smidge above that.

BMW’s interior design language isn’t my favorite at the moment, but everything is sufficiently sensibly laid out, and build quality is top-notch.

Andrew Krok/Roadshow

Shut up about the sun! Shut up about the sun!

Most conversations about the latest iteration of M4 will always go back to one thing: That cursed nose. Frankly, I don’t mind it all that much. Maybe that has to do with how it looks on my Portimao Blue tester, the dark grille devoid of chrome feeling way less flashy than on other 4 Series variants. Maybe it’s because, once you see the bumper bar crossing the divide, your eyes can visually separate the grilles into upper and lower components. Maybe I just don’t care that much. Is it my preferred design? Goodness, no. But is it some affront before man and God? Hardly.

The rest of the M4, inside and out, looks pretty solid. Its long, low silhouette is basically a miniaturized 8 Series at this point, with most of the aggressive bits reserved for the front and rear bumpers. The tailpipes may look proportional to the rest of the body in pictures, but in real life, I can assure you that they look like cannons hanging out of a galleon.

Yep.

Andrew Krok/Roadshow

Inside, the general layout is pretty much bone standard 4 Series, with an inoffensive dashboard layout that, in M4 guise, is wrapped in some seriously smooth leather. For $950, you can shellack about half the surfaces with carbon fiber, but I feel like that trend is pretty played out already. What isn’t overdone, though, is the absolutely batshit blue-and-yellow color combination playing out across the seats and door panels. While it wouldn’t be my first choice, I appreciate the ability to rock some expressive colors that aren’t derivatives of the usual blacks, whites and tans.

And then there’s the seats themselves. These $3,800 M carbon bucket seats are immensely supportive, with high bolstering for torsos and thighs. That said, they’ll be a tough sell for folks who aren’t skinny minis, since they are tight. There’s also the manner of the large protrusion toward the front of the seat cushion; I’m sure there’s some reason for that in motorsport, but in daily use, it feels unnatural and largely just annoying.

These optional bucket seats are supportive as heck, but that little bump on the bottom gets weird after a while.

Andrew Krok/Roadshow

iDrive still good, maybe not great

BMW’s iDrive hasn’t undergone any major revisions recently, so what’s here in the 2021 M4 is the same ol’ bit of telematics that we Roadshow editors have been using for the last couple years. I wouldn’t take it over Mercedes’ MBUX, but in a vacuum it’s more than sufficient, with plenty of responsiveness and a home screen that does a great job of delivering all the right info with minimal distraction. Don’t want to use the touchscreen? No worries, friend, because there’s a dial on the center console. USB charging comes by way of a USB-A port by the cup holders and a USB-C port under the armrest. Wireless Apple CarPlay, Android Auto and embedded navigation are all standard. The M4 also has a digital gauge display that is basically the same one you get on nearly every other BMW these days, and it’s fine.

Unlike many other dedicated performance cars, BMW still equips the M4 with plenty of active and passive standard safety features. No matter the spec, your M4 will roll off the factory line with parking sensors, forward-collision warning, automatic emergency braking, blind-spot monitoring, lane-departure warning and automatic high beams. None of the systems are very intrusive, and the settings menu lets me dial them back a little further if needed, so most of the time I can’t even tell they’re there. Best of all, you don’t need to shell out additional simoleons for any of it; it’s all standard from the get-go.

iDrive is fine, so long as you never bother to fiddle with gesture control.

Andrew Krok/Roadshow

Down to brass tacks

It should come as no surprise that the 2021 BMW M4 is expensive, but man, this expensive? The starting price of $72,795 (including $995 for destination) is innocuous enough, but my tester gloms on the options. The paint is $550, the wild interior is another $2,550, the wheels are $1,300 and the bucket seats ask for another $3,800. The upgraded brakes yeet another $8,150 out of your wallet, and if you’re feeling particularly spendy, you can drop $2,500 on the M Driver’s Package that does nothing but bump the speed limiter and offer a one-day class at a local BMW Performance Center. In case your eyes have glossed over at the sight of all these addons, I’ll do the final math for you: This BMW costs $93,795. Lord have mercy. And this isn’t even the freaking Competition variant!

Yet, at the same time, the BMW M4 possesses so much character for a performance coupe that it’s hard to even look at anything else. Competitors like the Mercedes-AMG C63 and Audi RS5 are a little long in the tooth and due for replacements, while the Alfa Romeo Giulia QV is only available as a sedan, and it’s a little harsh for daily use. That puts the M4 in quite the sweet spot, offering incredible performance without forgetting that day-to-day life shouldn’t be a punishment. You’ll get used to the front end, I promise.

Climb in the driver’s seat for the latest car news and reviews, delivered to your inbox twice weekly.

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fastmusclecar123 · 4 years

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New Post has been published on http://fastmusclecar.com/mercedes-amg-muscle-car/best-muscle-cars/

Mercedes AMG Muscle Car

During the second quarter of 2019, Mercedes AMG finally returned to its roots and launched sports car-daily driver hybrid – the Mercedes AMG 4-Door Muscle Car.

Although intended to replace the Mercedes CLS class, the sports sedan is more similar to the Mercedes E-Class in appearance, as it features a slick shell, a rear-wheel drive platform and a vintage-style front-mounted engine and transmission.

As Mercedes Benz’ newest addition to the famed full-strength AMG model, the Mercedes-AMG GT 4-Door muscle car is a strong upgrade from the brand’s regular premium-billed muscle cars. With a stylish exterior and an added element of practicality, the Mercedes AMG 4-Door Coupe has the firepower and car upgrades to compete with even the newest models in the market today.

Powering the Mercedes AMG GT 4-Door 63 S is the AMG’s colossal 4.0-litre twin-turbo engine, winding up to a mad 470kW (at 5500 to 6500rpm) and 900Nm of torque from a mere 2500rpm.

As part of the AMG GT prestige, the car is also sizeable (over 5 meters long) with modern and stylish design cues on both the front and rear, including a special racer-style grille as well as ultra-thin LED tail-lights.

Buyers can also tailor the Mercedes-AMF 4-Door GT 4-Door Coupe to best suit their needs with its two variants. Accompanying the super V8 powered GT 63 S model is the AMG GT 53, which houses a 3.0-litre twin-turbo inline-six alongside a 48V hybrid system.

Like its counterpart, the GT 53 also guarantees enhanced performance by sporting impressive outputs of 320kW and 520Nm, with a 0-100km/h sprint time of 4.5 seconds, as well as a maximum speed of 285km/h. The 4-Door is also the latest Mercedes AMG to include rear-axle steering, making for the perfect speed management when driving up to 100km per hour.

Despite its advanced specs and sports-car inspired design, the Mercedes AMG 4-Door Muscle Car can also substitute as a family car. Unlike other renown sports cars around the $250,000 price point (such as the Ferrari 812 Superfast and BMW M6 Gran Coupe), the AMG 4-Door Muscle Car series presents the added option of a daily driver with its convenient seven-speed dual-clutch transmission feature. This is also upgradeable to the versatile nine-speed MCT gearbox, providing complete control over all four wheels.

Both Mercedes AMG 4-Door Muscle Car models sport an aesthetic and athletic shell, alongside customizable vehicle interiors. Available in a wide range of colors and metallic hues, Benz’ 4-Door Muscle Car series involves buyers in its design process by including steering wheel options as well as cockpit and AMG performance seat choices.

If customizing your vehicle from scratch isn’t your thing, Mercedes also offers a number of pre-planned packages suitable for different purchasing wants and needs. These include the AMG Aerodynamics Package, the AMG Exterior Chrome Package, the AMG Exterior Carbon-Fibre Packages (I and II) and the AMG Exterior Night Package.

However, the Mercedes AMG 4-Door Muscle is not without its downsides. The sports sedan has a relatively heavy weight of 2045kg and also fails to include the latest MBUX infotainment system.

To ensure safety and compensate for its extra weight, the AMG GT 4-Door Coupe is protected by several bracing measures that are fit to deal with its increased load, whether in design or any riding baggage. Such bracing measures include a full-length wall made of carbon fiber behind the rear seats, as well as heavy-duty struts which support the trunk space as well as the car’s underfloor.

Across the entire bottom of the car’s engine compartment is also a rock-solid and rigid aluminate plate which acts as a protectant for the engine. There are also more cross-bracing struts running across the rear of the car to its middle, as well as on the transmission tunnel.

With its impressive specs, timelessly stylish exterior, comfortable and convenient interior, and quality protective measures, the Mercedes AMG-4-Door Muscle Car has become one of today’s most popular Mercedes car models and will certainly be on the list to stay.

Comparable to reputable cars already established in the scene such as the Porsche Panemera and Audi RS7, Mercedes’ first entirely in-house developed four-door car is a luxurious daily-driver option worth considering.

Daniel is an avid car enthusiast, with a growing passion for track racing. Since he was young he has been around performance vehicles and his supercharged love for sports cars has led him to writing for a number of Automotive blogs. He is now sharing his auto knowledge by writing for Euromotorsport blog

#AMG #cars #engine #vehicles

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toekneetv · 5 years

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2020 Mercedes-AMG GLC43 SUV and Coupe Get More Power, Better Looks

The Mercedes-AMG GLC43 SUV and coupe models are being updated following their more powerful GLC63-badged siblings' upgrades for 2020. Both the GLC43 SUV and GLC43 Coupe models gain 23 more horsepower, as well as visual enhancements and a new infotainment setup.The 2020 GLC43s will go on sale by the end of 2019. With Mercedes-AMG's introduction of the updated GLC43 SUV and coupe models, the Mercedes GLC-class lineup is officially fully worked over for 2020. The four-cylinder GLC300s were freshened earlier this year, as were the eight-cylinder GLC63s. And now the middleweight six-cylinder GLC43s have joined the party. The 2020 GLC43 SUV and coupe models inherit the same freshened headlight and taillight designs and infotainment upgrades as their GLC300 and GLC63 counterparts, plus a few 43-specific extras including more horsepower and a new grille with grinning vertical strakes in place of last year's tamer horizontal slats. On the rear of both GLC43s, Mercedes-AMG also rounded off the previously angular exhaust outlets. Whereas the GLC300 received an all-new engine, the GLC43 carries on with the same twin-turbocharged 3.0-liter V-6 it used before. AMG swapped the turbos for larger units and mounted them closer to the engine. Besides adding 23 horsepower, bringing the GLC43's total to 385 ponies, the new forced-induction arrangement should reduce lag between the driver stepping on the gas and the turbos spooling up and boosting power. This wasn't an issue we noted in the previous GLC43s, however. Peak torque is unaffected by the engine changes. It's the same substantial 384 lb-ft, and it lands at the same 2500 rpm as before. The GLC43 SUV and coupe twins don't get all-new engines, as did the GLC300s for 2020. Instead, they share the same twin-turbocharged 3.0-liter V-6 as before, albeit massaged for 23 extra horsepower. Total output now stands at a healthy 385 ponies; peak torque stays the same at 384 lb-ft, starting at the same low 25o0 rpm as before. Those figures are safely below the 469 and 503 horsepower available in the GLC63 models, yet better than the 255 coughed out by the GLC300s.

AMG says the 43s' additional horsepower comes thanks to new turbochargers mounted closer to the engine, a location change that should help mitigate the lag between the driver stepping on the gas and the turbos spooling up and boosting power. The engine upgrades are joined by a new AMG Dynamics drive-mode selector, which offers Slippery, Comfort, Sport, Sport+, and customizable Individual settings. A nifty new mode controller with its own little display sprouts from the right spoke of the new flat-bottom AMG steering wheel. Speaking of buttons, there is a rash of new ones on the steering wheel and center console for interacting with the GLC43's latest MBUX infotainment system. A 10.25-inch touchscreen replaces last year's smaller, non-touch, click-knob-controlled display, and can also be manipulated via a touchpad on the console, a touch-sensitive pad on the steering wheel, and voice controls. (You can address the system by saying "Hey Mercedes" and asking it something; in other Benzes with this system, we've found the setup's responses need work.) Ahead of the driver sits a new 12.3-inch digital gauge cluster with a reconfigurable appearance, which is manipulated via a different touch-sensitive pad on the steering wheel.We have yet to drive the new GLC43 SUV and coupe, but we predict a few things will remain the same: First, that the 43s will represent the ideal, just-right option in the GLC range (more powerful and fun to drive than the GLC300s but not goofy expensive like the 63s); and second, that the hunchbacked coupe version is an acquired taste, no matter which engine or badge it has. Pricing begins at $60,495 for the GLC43 SUV and $63,995 for the GLC43 coupe, and both go on sale before the end of 2019.

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haload701 · 3 years

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Gta 5 Immersion Mods

AUTHOR'S NOTE: Immersive Pickups is a total overhaul of Grand Theft Auto V's pickups system for, as the name implies, immersion. Did you miss GTA IV's Pickups System? Or simply looking for a different, more immersive experience than what the game offers by default? Look no more, because this mod is tailored for you. SUMMARY OF FEATURES: Organized all pickups.meta files and documented the main. The goal of this mod is to bring about more action oriented events and eventually callouts that are more in the spirit of Grand Theft Auto. This initial release features 5 calls: Active Shooter Ambulance Hijacking - Chase down a hijacked ambulance.

Gta 5 Immersion Mods 2

Gta 5 Immersion Mods Mod

Gta 5 Immersion Mods Free

Cars are basically the core and soul of GTA V.

Grand Theft Auto V ditched this top-tier wanted level, but this mod puts it back in place. Get five-star notoriety and you’ll be pursued by the nation’s finest. Get five-star notoriety and you.

But now it's time to get serious, and talk about the mods which take elevate GTA V to a new level of immersion and realism. Sure, there's plenty of fun to be had in firing vehicles from a cannon.

But there just seems to be something missing whenever you look at the car roster that the game has to offer. There are some fantastic cars in the game, no doubt about it. But some of the world’s best and most famous car models can make a massive difference when cruising in the streets of San Andreas.

I’ve compiled a list of mods that fully changes the way you’ll see cars in Grand Theft Auto V.

Most of these mods are cars that you can add to the game, but I’ve also threw in a few mods that change certain car mechanics and visuals to make driving more realistic.

Download one, two, or all – it’s up to you how much you wanna ball out!

30. Real Wheels Pack

This fantastic mod adds plenty of new wheels to the game, mainly using the assets of the Forza Horizon games.

It introduces plenty of new rims as well as aesthetical modifications to some of the vanilla wheels in GTA.

The mod also introduces custom tires and even real-life brands to the game, which fits in perfectly with basically everything else listed below.

Combine this mod with any of the cars here and you’ll have quite a customizable selection of rides to pick from in your GTA playthrough.

29. Porsche Gauges

As its name suggests, the Porsche Gauges mod simply changes the way gauges look in the game to make them look like they belong on a sports car.

And let’s be honest, in a game like GTA we all want that look.

This is a fantastic mod if you want to get some fancy sportsy whips in your game. And even more so if you’re a fan of Porsche rides.

It’s a very simple mod, but just the thought of having these gauges makes it earn a spot on my list.

28. 2016 Honda NSX

Honda has some beautiful sports cars on the market. And the NSX 2016 has managed to make its way to the GTA universe with this fully customizable mod.

You can take this baby to any garage that you want and have it recolored to your taste. And those of you who like to play in first person will also be able to enjoy the interior of the car, which is also custom made and dope as hell.

This is the same model used in Forza Horizon 3 which is why it looks so great.

You’ll find that many of the car mods in this list are conversions from Forza games, as they fit perfectly into GTA5.

27. Maserati Ghibli S

The Ghibli S is the first Maserati in my list(yes, there will be more than one).

And even though the modder hasn’t managed to make it fully breakable, the beauty of the car and the perfection added to the model makes it a quality addition.

The Ghibli S with custom interior shows the manual transmission stick, and truly makes you feel like a millionaire while you drive.

The windows of the car are fully breakable, though. And even though the paintjob damage is not as good as it is in other mods, it’s still a brilliant car worth testing out.

26. Hummer H1

Take a trip down memory lane with the Hummer H1 in GTA V.

Remember a few years ago when everyone wanted one of these bad boys?

Well I might be a few years too late with this one, but this H1 mod will allow you to ride this beastly truck in ways you’ve always dreamed of!

The interior is fully customized and I absolutely love the way the engine looks. I’m sure you’ll love it as well if you’re a Hummer fan.

Overall it’s a very well-made car that it fits right into the GTA universe.

25. Mercedes Benz CLS 6.3

A fully customizable Mercedes Benz in GTA is the stuff dreams are made of.

This might not be one of the fanciest sports cars on the list.

But this car can be tuned to your taste at any auto shop in the game.

The Benz drives as you’d expect and with no bugs thanks to the constant work and updates from the mod creator.

The CLS is a beautiful car and you’ll be able to see its interior in excruciating virtual detail.

24. 1967 Chevrolet Camaro

No GTA V car mod list can be complete without including one or two classics.

And the ‘67 Camaro mod is surely one that should be in a spot here.

This traditional car looks absolutely beautiful in GTA V given its history in America. And I have to say, it does seem like the type of car that Franklin would love to drive. He looks pretty slick in the driver’s seat.

A Camaro never really gets old. And with this mod it’s finally time for you to give it a try!

I know you’ll love it once you hear that engine purr. It’s hard not to love this thing with how detailed this mod is.

23. 2013 Lamborghini Veneno

If you’re into these types of sports cars then you definitely need to give the Veneno a try.

What a fantastic model from any Lambo(and there are plenty!)

Not to mention how well it was implemented into GTA.

All of the car doors (including the trunk) work just like they do in the real-life model, which makes the immersion of the Veneno far greater than what you get in other cars.

The reflections of the car are truly realistic as well. The creator did an amazing job with this mod and it’s worth a gander even if you test it and uninstall afterwards.

22. 1967 Shelby Mustang

Fans of old cars rejoice.

The classic Mustang makes its way to GTA in one of the best car mods ever created.

The maker of the mod has made sure to fully map the interior or this Mustang and make it look as close to reality as possible.

Many similar colors have been used to create the most natural feeling for the car from all angles. And the ride itself feels much like any other car in GTA.

This bad boy allows you to install plenty of car parts on it as well – including some that are often seen in traditional cars such as hydraulics and even audio systems.

21. Ferrari 458 Italia

I could never finish this list without a Ferrari.

And the 458 Italia is by far one of the best models from this manufacturer.

It resembles some of the vanilla sports cars, but this one just looks fantastic. The interior is identical to the one of the real car and you can see the Ferrari logo in the center of the steering wheel.

The car looks and handles like a custom ride since the design was fully imported from Forza.

Gta 5 Immersion Mods 2

The creator of the mod did a lot of work with the retextures, though. And it shows in the way the car looks – both on the inside as well as the outside.

20. 2017 Rolls Royce Dawn

Even though there’s already one car in the game that looks like a Rolls Royce, there’s nothing better than seeing the actual brand in the game.

Sometimes we get picky, you know?

This fantastic car mod is fully customizable and comes with a 3D engine which breathes life into this classic ride.

The different paint jobs that you can do also make it quite interesting to customize, including one of the pre-designed paint jobs which gives off a wooden feeling like no other car in the game.

19. Mercedes Benz G65

I know that many of you are here mainly because of the sports cars. I’m kinda here for that too.

But let’s face it: plenty of us love Mercedes.

The G65 allows you to have an in-depth experience thanks to the realism of the collisions of its parts, and the way the car interacts with mud(very well mapped).

It might not be the car to take you from 0 to 220 mph in 10 seconds. But it’s still a beautiful car that seems to fit Michael more than any other character.

18. Range Rover Evoque

These SUVs are fantastic, and people from all over the world who can afford them seem to be getting them now more than ever.

The popularity of these SUVs is helped by the fact that they’re developed by Land Rover, and the quality of the vehicle and the beauty of its design are undeniable.

As such, adding it to GTA V seems like a no-brainer. And this mod practically requires no brains to get it installed, too!

This mod adds the Range Rover Evoque to the game with a fully custom interior, and fully HD interactions between the glass windows and the lighting outside.

17. Mercedes-Benz AMG GT R 2017

This two-seater is one of the latest beauties created by Mercedes.

And if you’re still playing GTA V you’ll absolutely want to see how it looks in your game.

The vehicle is textured using HQ images which makes it look insanely realistic in every part of the game.

This is one of those cars that you’ll want to have a custom lighting mod to try out, as it makes the ride look even better the way it reflects its surroundings.

16. 2017 Nissan GTR

Now here’s another one of the car mods on this list that was originally converted from Forza, which means you can expect a high-quality interior as well as fine textures all around.

The creator of the mod has made sure to make the Nissan 2017 fully capable to be tuned, as well as compatible with first-person driving thanks to the details on the wheel and the inside of the car.

Worth trying if you’re a GTR fan but totally one you could skip as well. But it’s also a more “conservative choice” for rides, which I think deserves a higher spot. We don’t all want Ferraris!

15. 2015 Koenigsegg Agera

This fantastic model is made to have some of the most realistic collisions that any car of this list is able to present.

Sure, Koenigsegg might not be as popular as Ferrari or Porsche. But this luxury sports car is by far one of the most beautiful designs that made their way to GTA(with modding, of course).

There’s been a lot of care placed into the development of this mod. You can see this in how you drive with your hands on the wheel, and everything seems to be well-made to scale.

Scale is often the most difficult part of modding any car for a game, so the creator of this mod hit the nail on its head with this one.

14. Porsche Cayman GT4 2016

A Porsche with dirt effects, breakable glass, a high-quality model, and a custom interior that allows you to play in first person?

Sign me up.

The Cayman GT4 2016 brings the traditional Porsche look to the universe of GTA V with a fantastic car mod that uses HD textures.

The scale of the car is perfect, and the mod has been updated to work with the latest GTA patch too!

13. 1970 Dodge Challenger RT 440

Being the highest-rated classic model in my list, the 1970 Dodge Challenger meets expectations with a fantastic car design.

This really does take you back to the good old days of the 70s.

The model passed the test of time and remains a fantastic vehicle to be used in today’s modern world, as well as one that looks good in the hands of a tough guy like Trevor.

12. 2015 Porsche 918 Spyder

The exterior of this car is just beautiful, but the interior is just so well done that you’ll struggle to find another car with one as fantastic as the 918 Spyder.

Some modders really take a step beyond to make sure that their creations are superior to the rest.

And the 918 is close to making one of the top 10 spots on my list because of this exact reason.

11. 2015 Lamborghini Aventador LP700-4

Worry not friend: there are still a couple of Lamborghinis left.

And the 2015 Aventador could never be missing from this collection.

The car is completely destroyable for those of you that need that car damage to feel realistic in GTA. And the model of the car itself is of a fantastic quality.

Lambos are particularly difficult to map, but they’ve done a fantastic job with the Aventador on this mod.

10. 2015 Ford Mustang GT

What, you thought I wasn’t going to mention a Mustang GT on this list?

Being one of those cars that everyone seems to have wanted at some point in their lives, the Mustang GT comes to GTA and you can try out how it feels to drive it in the virtual world Rockstar has created for us.

This is another one of those cars with a fantastic interior too, so first-person players rejoice!

9. 2015 BMW i8

Probably not as aerodynamic as the rest of the cars listed here, the 2015 BMW i8 brings something unique and modern to the table.

Gta 5 Immersion Mods Mod

This car is not as destroyable as I’d like them to be, but the design is fantastic and seems to fit right into the taste of most GTA fans. The textures are extra HD as well so that’s a nice touch.

Gta 5 Immersion Mods Free

But if you’re looking for an even cooler BMW then check the next mod link.

8. 2015 BMW F82 M4

Custom spoilers, tires, and add-ons.

The BMW F82 seems to have it all in the world of car mods in GTA.

It’s a fantastic model with HD textures, which can look even better if you download one of the GTA graphic enhancement mods that we’ve covered.

I may never get a BMW in the real world but I can still ball out with this GTA alternative.

7. Bugatti Veyron

The Adder is clearly a copy of the Bugatti Veyron in GTA V. But if you’re tired of seeing it instead of the original car in the game then give this mod a try.

The Bugatti Veyron mod is fully customizable and allows you to incorporate one of the world’s most expensive cars into the game: fully functional, crushable, and destroyable!

6. 2013 Lamborghini Aventador

Another one of the Aventador models makes far up in this list, this time with the 2013 version of the car.

The rear window of the car can be lifted and the vehicle itself is fully tunable, as the modders have made sure to add many custom parts in the game to be compatible with the Aventador.

If you’re a fan of Lambos then give this one a try. It’s sure to please!

I also love the details of this car, too. It comes with an interior like the ones you see in modern racing games, which does make everything feel right in place if you like to do your GTA first person style.

5. 2014 McLaren P1

Much like the Adder is clearly the Bugatti Veyron, the T20 is basically a version of a McLaren sports car in GTA V.

Progen, the manufacturer of these cars in the game, is basically McLaren in the world of GTA.

However if you wish to try out a real McLaren in the game, then the 2014 P1 might be the first mod you’ll want to download.

It allows you to put carbon and chrome textures on it, and the engine of the vehicle is fantastically detailed to boot.

It’s an overall amazing car with an amazing modder and I fully recommend it to any McLaren lover reading this.

4. 2015 Ferrari LaFerrari

As far as single-car mods go, this 2015 Ferrari is the highest rated in our list.

This fantastic adaptation of the classic Ferrari look fits right into the game, and does a much better job at fulfilling the needs of many players who just want a clear sports car feeling.

The flaps on this ride are fully functional, the car is fantastically well mapped, and the details that it has make the immersion great. This is true of both first person and third person alike so it’s really just a brilliant car to add into your next playthrough.

3. Vanillaworks Extended Pack

Sure, it’s nice to have a ton of real vehicles added to the game.

But not everyone likes to break the vanilla feel of GTA vehicles or to push the lore too far.

In fact, to many players the brands of the GTA universe are part of what makes the experience such a unique one.

But the variety of models still leaves a lot to be desired – even with the many vehicles that come in the vanilla game. Hence this fantastic add-on to GTA 5.

The Vanillaworks mod adds countless new vehicles to the game, all of which are “manufactured” by the same companies that appear in GTA V.

It adds dozens of new cars to the game while keeping in line with the story too. This provides some much-needed variety that is sure to make even the oldest veteran GTA player feel like the game is brand new again.

2. GTA IV Vehicles in GTA V

Are you missing those classic rides from GTA IV and wondering why no one seems to have imported them to San Andreas?

Well, this mod basically does that. For free, I might add!

Imagine that a shipping container with the best GTA IV rides came to San Andreas and the cars from the previous game started being sold around the city. Then you can jack ‘em and ride them around yourself.

With this mod installed you’ll be able to drive some of your favorite classic GTA IV rides in the newest installment of the game.

1. Realistic Driving Mod

Now this mod was in development for over three years, and the quality definitely shows in the final product.

Realistic Driving is a rework of every single part of the driving mechanics in the game.

It makes cars move far better, handling is easier, and every car also feels unique. The creator of the mod really made sure to spend time developing driving mechanics for each car individually.

Now you can probably see why this took years to finish.

Even the roads and surfaces where you can drive all feel more realistic.

Basically if you want to completely overhaul the driving experience in GTA 5, you’ll want this mod in your stack.

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jonathanbelloblog · 6 years

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The Mercedes-AMG GT 4-Door Is a Special Breed of Beast

ABERDEEN, Scotland—Drive long enough through the wilds of the Scottish Highlands, where a low sun hovers over snow-splashed hummocks more closely resembling the landscape of Hoth than anywhere you’ve been on Earth, and you might be convinced you’ve been transported to another solar system. Reality here looks so twisted, you might also start believing Mercedes-Benz’s party line that the four-door 2020 AMG GT is a “coupe.” Semantics aside, a grand tour through the remotest stretches of Scotland offers a truer test of a GT than, say, hot laps at COTA. The truth is out there, man.

The new AMG GT 4-Door posits itself as sweet relief for speed fiends saddled with responsibilities like family, friends, and cargo. The $137,495 GT 63 plucks the 577-hp twin-turbo 4.0-liter V-8 from the phenomenal GT R coupe (an actual two-door), and that’s not even the top of the food chain. The $159,995 GT 63 S goes thermonuclear with a 630-hp powerplant that churns up 664 lb-ft, a 74-lb-ft improvement over the non-S, or about a superbike’s worth of additional twist. A saner option also exists with the entry level GT 53 (price TBD), which swaps the hot-rod V-8s for an inline-six that gets some electric assistance to make 429 horsepower. But in keeping with the theme of going to extremes, M-B omitted that last model from our two-day excursion through Middle Earth.

We opt to drive the top-shelf AMG GT 63 S first in the sub-freezing temperatures, our route winding with tight, windy stretches that put the sedan’s skillset into sharp focus. (That the cars were right-hand drive put a finer point on it, as well.) Rather than go full tilt and launch control the beast before Brexiting apexes in drift mode, we adopt for sensibility and explore this fleet four-door’s more discreet, less life-threatening side—at least at first.

Though we usually eschew any Wet/Rain chassis modes in favor of heading toward more slide-y settings, sampling that program seemed prudent in these conditions. The AMG GT 4-Door’s mildest mode serves up reassuringly gentle throttle response; a stability-control philosophy so conservative it makes Ann Coulter jealous; and a progressive, supple suspension tune. There’s enough controlled power to make the sensation emboldening: Despite the ludicrous reserves lurking beneath the bulged hood—the car is officially claimed to travel from zero to 60 mph in as little as 3.1 seconds, which is likely understated—there’s nothing spooky about piloting the all-wheel-drive GT on these wet roads. Even better, the four-wheel steering system engages transparently at higher velocities, switching from counterphase (which helps maneuverability at low speeds) to in-phase to enhance agility with none of the jarring, tail-swinging tendencies exhibited by some sports cars with four-wheel steering.

Once at ease with the wet roads and high horsepower, the GT’s cabin proves a luxurious and pleasant space for long-distance driving. There’s refreshing modernity in the space, with artful curves to the leather and hide-lined dashboard, new color display buttons on the center stack and steering wheel, and a decidedly distinct feeling throughout. From the turbine-look air vents to the bare aluminum and open-pore wood trim, this is not your grandpa’s E-class, even though you can add more mature touches like quilted leather and massaging seats. But there are also some ergonomic oddities for this 21st-century steed, including a touchpad that invites accidental taps and acres of display screens—two customizable 12.3-inch screens Benz dubs “Widescreen Cockpit”—that aren’t touch-sensitive.

The available seats range from soft and multi-adjustable to über-supportive with fixed headrests, and the rear accommodations can also be ordered in two dramatically different forms: fixed carbon-fiber-shell buckets, or a so-called executive rear-seat package that brings a large, touchpad-equipped center console and reclining backrests. Either way, the rear quarters only accommodate two. The sloped roofline, the inspiration behind the “coupe” misnomer, makes the space feel snug and intimate, but not overly constrictive.

Driving enthusiasts willing and able to shell out for rare, high-horsepower alternatives to conventional sedans like the AMG GT 4-Door will savor the stiffer chassis and razor responsiveness. There’s a prevailing feeling of directness from behind the wheel, a connectedness that matches the deeply stylish interior and exterior. The cabin is more alluring than the exterior, though; while it isn’t as airy as that of an E-class or as plush as that of an S-Class, the GT is its own animal, coming across as new and fresh as the CLS did when it bowed some 15 years ago.

Despite our noblest intentions, we finally couldn’t resist tapping into the big, beautiful geyser of power on a particularly barren stretch of road outside of the Glenfiddich distillery. Bury the throttle, and GT lurches ahead with disarming, eye-widening muscle. Our test car’s winter tires didn’t diminish the experience, and they combined with the latest 4Matic all-wheel drive system to keep us feeling secure. The latter can bias as much as 100 percent of power to the rear wheels via an electromechanical clutch. Shotgun shifts from the wet-clutch-equipped nine-speed automatic keep torque flowing with seemingly no interruption, the chassis ready for almost anything that comes its way. The sensation is both odd and euphoric, a mixture of big-sedan stability and sports-car spunk. It’s almost enough to make you think you’re driving a coupe.

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eddiejpoplar · 6 years

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The Mercedes-AMG GT 4-Door Is a Special Breed of Beast

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jesusvasser · 6 years

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The Mercedes-AMG GT 4-Door Is a Special Breed of Beast

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goarticletec-blog · 6 years

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2020 Mercedes-Benz GLE-Class first drive review: The next chapter in SUV luxury

New Post has been published on https://www.articletec.com/2020-mercedes-benz-gle-class-first-drive-review-the-next-chapter-in-suv-luxury/

2020 Mercedes-Benz GLE-Class first drive review: The next chapter in SUV luxury

The year 2020 used to seem like it was way far off in the future, but sure enough, the Mercedes-Benz GLE-Class I’m driving will have a 2020 model year when it goes on sale in the spring. Fittingly, though, it’s seriously futuristic. With a mild-hybrid powertrain, a flashy touchscreen interface and semiactive suspension, the 2020 Mercedes GLE-Class modernizes the luxury crossover in a big way.

Handsome design

As is the trend of nearly all new vehicles, the 2020 Mercedes GLE is longer and wider than its predecessor, and rides on a longer wheelbase, too. Visually, the new GLE doesn’t depart too far from its predecessor. It’s more of a nip-tuck than a redesign. Most notable are the reshaped front fascia, with big grille and swept-back LED headlights, the slightly more sloped rear window and the somewhat “pinched” look to the liftgate that leaves the model-designation badges sitting at an angle. It’s a rather handsome SUV. It can be further dressed up with options like wheels ranging from 19 to 22 inches in diameter and silly touches like illuminated running boards.

The new design, along with tricks like a fully covered underbody, help lower the GLE’s drag coefficient to a slippery (for an SUV) 0.29, versus 0.32 for the outgoing model. That plays a significant role in improving highway fuel economy and reducing cabin wind noise. There are also retractable shutters ahead of the radiator that can close to reduce drag, and the outside-lower vents on the front fascia are closed off for the same reason. (Though forthcoming AMG models will have real vents there to cool and feed their engines.)

Two 12.3-inch screens dominate the dashboard design.

Mercedes-Benz

Flashy interior

If you’ve seen the inside of other new Mercedes-Benz models, the GLE-Class won’t look unfamiliar, with its very horizontal dash design, stylish drilled-metal Burmester speaker vents and minimalist center-stack physical controls. The inside of this luxury SUV is impeccably assembled, with everything you could conceivably touch feeling delightful. The leather is plush, the controls operate with a satisfying click-click and the various optional wood veneers all look wonderful.

Back-seat room is generous enough that, with the front seat adjusted to how I normally drive, I can still lounge out. Because the new GLE has a 3.1-inch longer wheelbase, there’s an extra 2.5 inches of second-row legroom. Power-reclining second-row seats are available as an option — an incredibly luxurious option that will undoubtedly spoil your children. The available panoramic sunroof has a larger glass area than before, helping keep the cabin bright and airy. Cargo space is plentiful, too, with a power liftgate making for easier access.

Another new option for the interior of the GLE-Class is a third row of seats. Mercedes promises the way-back can comfortably fit an adult up to 5 feet, 10 inches tall, and I’m looking forward to seeing at a later date how easily I fit back there. The BMW X5 — the GLE’s key rival — also offers an optional third row.

The second row has ample room and easily folds down for extra storage space.

Mercedes-Benz

Two giant screens

Two 12.3-inch screens are standard, one for the instrument cluster and the other for the infotainment system. The former is, as in other Mercedes models, infinitely customizable to show myriad graphic arrangements and pieces of information. It’s all easily accessed and configured via a thumb controller on the left-hand side of the steering wheel. But there is so much info displayed at all times, all in different colors and graphics, that it can often be a little overwhelming. Fortunately the big, color head-up display provides a simple, legible look at key data like speed, navigation info and so on.

The infotainment system is the same MBUX — that’s pronounced em-bee-you-ex — touchscreen from the new A-Class sedan. Of course, in addition to touching the screen you can operate the menus with a touchpad controller on the center console, a thumb controller on the right-hand side of the steering wheel or by saying, “Hey, Mercedes” to activate the voice-recognition tech.

The good news is that the system will detect you saying “Hey, Mercedes” or even just “Mercedes” flawlessly, though the bad news is it’s so oversensitive that’s basically impossible to discuss the car brand without hearing, “How may I help you?” (Filming a subsequent in-depth review video in this car will likely be a challenge for us…) Still, it is incredibly smart in its responses. You can ask the system to turn down the climate-control fan, change the ambient light color, swap radio stations, turn on the seat massagers and many other commands.

Still more internet-connected functions are available, as well. When I asked, “What’s the weather forecast?” the system read me meteorological info and displayed a forecast on the screen. When I asked, because we were driving in Texas on election day, “Who is Ted Cruz?” MBUX obediently read out a brief summary about the senator.

MBUX’s home screen is bright and has easy shortcuts to key functions.

Mercedes-Benz

Aside from the voice-recognition features, MBUX works incredibly well. Its displays are gorgeously rendered and bright, its responses to any input near-instantaneous. The navigation even offers a cool augmented-reality display that overlays street signs, direction arrows and even house numbers over a view ahead of the car — eliminating that, “Is it this junction or the next?” conversation when using the nav in unfamiliar areas.

Perhaps the only demerit to MBUX is that there are so many menus, buttons and settings that one could spend hours sitting in the driveway simply configuring (and finding) the many functions. Technophobes, take note during your test drive whether you’ll like the system or find it overwhelming.

Driving the GLE350

The base engine in the US market, under the GLE350 badge, is a 2.0-liter turbocharged inline-four rated for 255 horsepower and 273 pound-feet of torque, the latter available from 1,800 through 4,000 rpm. With a nine-speed automatic dishing up that power to the wheels, the GLE350 accelerates strongly without much fuss at all. Mercedes predicts a 0-to-60-mph sprint of 7.0 seconds with rear-wheel drive and 7.1 seconds with the optional 4Matic all-wheel drive. The engine can sound a little gruff at times, and it’s possible to catch the powertrain off-guard when it needs a downshift before delivering full power, but overall this is a hugely satisfying engine and transmission combination.

The GLE-Class drives extremely well with either of its two powertrains.

Mercedes-Benz

My tester features optional adaptive air suspension, which is sublimely comfortable in the default Comfort mode. However, it floats and wallows a little too much for my tastes on fast-flowing back roads and highways. Opting for the Sport suspension setup is much better: still plenty pliable over rough patches but far more composed through bends. As the entry-level and thus more affordable GLE-Class model, the 350 is without vice from behind the wheel.

The GLE450 mild-hybrid

Even more interesting, however, is the GLE450, which uses a new EQ Boost inline-six engine found in other new Mercedes models like the CLS-Class. A turbocharged 3.0-liter unit, it’s rated for 362 horsepower and 369 pound-feet, but can receive a 21-horsepower boost thanks to an electric motor-generator.

Mercedes’ claimed 5.5-second sprint to 60 mph feels perfectly realistic. The GLE450 digs in with effortless torque and pulls strongly. Moreover, it pulls smoothly, thanks to the trademark balance of straight-six engines, and offers up a surprisingly snarly sound under power. This is, without question, the GLE I’d want simply for its right-now passing performance.

The 3.0-liter, inline-six engine is augmented by a turbocharger and an electric motor-generator.

Mercedes-Benz

The EQ Boost system is not, however, only about adding more oomph. As a mild hybrid, it regenerates electricity under braking to help bolster acceleration. Select the Eco driving mode and the gas engine can even shut off at speed in a coasting mode. It’s fantastic to see the tachometer at 0 rpm as the big GLE-Class motors along at 40 or 50 mph, or even faster still. And when the engine does restart, it does so with such smoothness you really need to pay attention to notice. It remains to be seen what kind of EPA fuel-economy ratings this powertrain will deliver — but subjectively, it’s wonderful for its smoothness, power and efficiency.

Clever suspension

GLE450 models can be equipped with a new semiactive suspension system called E-Active Body Control. It uses 48-volt pumps (one at each wheel) to provide hydraulic fluid pressure to actively move the suspension up and down individually, by up to 4.7 inches upward or 3.1 inches down from standard ride height. Mercedes has offered semiactive suspension like this before, but those systems used belt-driven pumps that were less effective and couldn’t work on hybrid engines.

Like other active antiroll systems, E-ABC is intended to keep the GLE as flat as possible at all times for improved handling, while also absorbing bumps more easily. For party tricks, it can “bounce” the suspension up and down to help free a GLE stuck in sand or even “dance.” And a menu in the off-road settings allows for you to individually adjust the ride height at each corner. It’s meant for navigating rough terrain — or, you know, posing the GLE at weird angles because you’re a tad immature.

You can independently adjust the ride height at each corner.

Jake Holmes/Roadshow

Anyway, suspension comfort is the primary aim, with engineers at my press event saying that E-ABC can detect and react to pavement imperfections as small as 2 millimeters when driving at 75 mph. While it is extremely comfortable, smoothing out much of the rough stuff on roads through Texas Hill Country, I don’t find E-ABC to be otherworldly comfortable — railroad tracks, expansion joints and the like are still readily noticeable through my rump. That said, my tester wore optional, upsized AMG wheels with low-profile tires, hardly representative of the car’s normal ride comfort. As ever, we’d like to try this suspension setup on our local roads to see how well it absorbs potholes and speed bumps with which we’re more familiar.

Plenty of other technology

There are five USB ports throughout the cabin, though they’re all the new Type C standard — in other words, many people won’t be able to plug in their phone or tablet without an adapter cable. Mercedes officials say that when they were developing the GLE-Class, they figured Type C would have become prevalent by the time the car launched. They were wrong, though it’s becoming more prevalent on most new Android phones and some new Apple devices, so every GLE includes a Type A-to-Type C adapter. A wireless phone charging pad is also offered as an option.

Otherwise, the GLE’s tech complement is exhaustive and, ultimately, familiar from other new Mercedes models. Standard equipment includes LED head- and taillights, blind-spot monitoring, Apple CarPlay and Android Auto support, precollision braking and navigation. Optional extras include an enhanced Driver Assistance Package with adaptive cruise control, highway steering assist and a traffic jam assist feature that can help drive the car in stop-and-go situations; a Burmester sound system; an in-cabin fragrance system; heated, cooled and massaging front seats; the color head-up display and four-zone climate control. In other words, if there’s a luxury feature you can think of, the GLE probably has it.

Augmented-reality navigation is one of many features that makes driving the GLE even simpler.

Mercedes-Benz

It’ll be worth the wait

The 2020 Mercedes-Benz GLE450 4Matic and 350 4Matic go on sale in spring 2019, with the rear-wheel-drive GLE350 following in the summer. While we won’t have pricing or fuel economy figures for some time, it’s safe to say the GLE-Class will be quite tempting no matter what it costs. It’s a real delight to drive, offering up equal parts futuristic connectivity, plush luxury and engaging driving dynamics. Sure, we don’t have flying cars yet, but the 2020 GLE-Class is still a modern marvel of technology.

Editors’ note: Travel costs related to this feature were covered by the manufacturer. This is common in the auto industry, as it’s far more economical to ship journalists to cars than to ship cars to journalists. While Roadshow accepts multiday vehicle loans from manufacturers in order to provide scored editorial reviews, all scored vehicle reviews are completed on our turf and on our terms.

The judgments and opinions of Roadshow’s editorial team are our own and we do not accept paid editorial content.

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carbay · 6 years

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2019 Honda Pilot Elite: Refining the SUV Formula with Rugged Looks, More Tech The first generation Honda Pilot bowed in 2002 as a 2003 model, and is now in its third generation as of 2015. It joins the smaller CR-V and HR-V models as the brand’s flagship among its SUV models. While it comes from a Japanese brand, Honda designed and developed the Pilot right here in the United States. Honda manufactures the Pilot in Lincoln, Alabama. Over the past twelve years, Honda has sold more than 1.4 million examples. OVERVIEW The 2019 Honda Pilot hits showroom floors with new front and rear styling cues, powertrain refinements and a host of technology upgrades. The new Pilot is available in five basic levels of trim. There’s LX at the low end, EX, EX-L, Touring and the flagship Elite. Nearly all trims are available in either a FWD or AWD configuration, except the Elite, which only comes in AWD. The 2019 Honda Pilot EX-L is available with or without Navigation and Rear Entertainment system, and the Touring models are available with or without Rear Captain’s chairs. Pricing ranges from $31,450 for a 2WD LX to $49,015 for a fully-loaded Elite, including the $995 Destination charge. The Honda Sensing suite of advanced driver assistance and safety technology is now standard fare for all trim levels. Up front, integrated into the new front bumper are enlarged fog light housings, now available as LEDs. There’s also a redesigned grille which is a reinterpretation of Honda’s “flying wing” design with its chrome trim band extending above the headlights. Out back, are new taillights as well as LED backup lights. In profile, a chrome trim strip runs along the vehicle’s side, wrapping around the rear bumper. Wheels benefit from a more rugged appearance, with 18-inch designs for LX, EX and EX-L, and a new 20-inch design on Touring and Elite trim models. New features in addition to the revised styling include an available hands-free power tailgate and a new Display Audio touchscreen system with Apple CarPlay and Android Auto support. COMFORT AND CONVENIENCE Entering the Pilot’s cabin, updates include new vent surround trim, available 3-way heated front seats and wider fold-down driver and front passenger armrests. Second-row retractable sunshades find their way into EX-L, Touring and Elite trim levels. A redesigned instrument cluster serves up a larger thin-film transistor (TFT) screen with a variety of user-selectable displays with driver-selectable customizable features, such as audio system information, a detailed trip computer, phone information, and turn-by-turn route guidance on navigation-equipped models. Drivers negotiate the new TFT menu via a new steering wheel with enhanced controls, redesigned for more intuitive operation. Rear seat occupants benefit from an available updated Rear Entertainment System) with a larger screen and new capabilities. Pilot is now also available with a 4G LTE-based Wi-Fi hotspot.The Rear Entertainment System includes a fun, kid friendly, puppet-themed “How Much Farther?” app. with a colorful on-screen animated marionette play that counts down time and distance to the destination that has been set into the navigation system. Now standard on the 2019 Pilot, the Honda Sensing suite includes Collision Mitigation Braking, Road Departure Mitigation, Lane Keep Assist and Adaptive Cruise Control. Honda’s Blind Spot Information System and Rear Cross Traffic Monitor also helps the driver stay keenly aware of their surroundings.,etc Share this video: https://youtu.be/5S9DixQIyiM Enjoy watching & SUBSCRIBE HERE https://www.youtube.com/channel/UCMhOketEmykEIO36tdSMBmw?sub_confirmation=1 ⚠ Don’t miss next videos: Press the little bell 🔔 to get notifications.Thank you for your visit. You are welcome sharing and embed links for all our videos Watch more videos in the Playlists: Test Drive: https://www.youtube.com/playlist?list=PLakF4S-xdl20KTZbeRfH9Zyl0WF__ea3j&disable_polymer=true Reviews: https://www.youtube.com/playlist?list=PLakF4S-xdl22_qF8rrXrhuLyQK9nnfe1t&disable_polymer=true Interior & Exterior: https://www.youtube.com/playlist?list=PLakF4S-xdl201OmXkiES8W2NiC5oBaw-n&disable_polymer=true Any questions? We’re always happy to help. Leave your comment bellow We collect videos of famous brands: Audi, Bmw, Lamborghini, Volkswagen, Toyota, Honda, Nissan, Hyundai, Lexus, Mercedes Benz, Rolls Royce, Ferrari, McLaren, Aston Martin, Amg, Porsche, Opel, Bentley. Lotus, Landrover, Jaguar, Renault, Citroen, Peugeot, Mazda, Subaru, Acura, Infiniti, Ford, Chevrolet, Cadillac, Buick, Jeep, Dodge, Lincoln, Bugatti, Kia, Genesis, Maybach, Mini... Like us on Facebook: https://ift.tt/2tk9ESQ Tweet to us on Twitter: https://twitter.com/CarBay6?lang=en Follow us Pinterest https://ift.tt/2t9Iy1C Join our Tumblr: https://ift.tt/2tlafnp We are always happy to hear from you! Please share your feedback on our video in the comments or through our social media!

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verymerynice · 7 years

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New Post has been published on Top Auto Blog

New Post has been published on http://topauto.site/up-to-200-kmh-in-six-s/

Up to 200 km/h in six seconds: presents Mercedes-AMG Project One

“The car is built on technologies of formula 1”: this pretentious phrase long ago became a sought after stamp in the world of sports cars. But in the case of the new coupe Mercedes-AMG Project One first needs to understand literally! This supercar really is a adapted for public roads the car Royal races. Such a development of the Daimler decided to celebrate the 50th anniversary of its AMG division.

Mid-engine coupe equipped with a hybrid power plant, the main component of which is a Turbo V6 engine volume of 1.6 l car from Mercedes W06 Hybrid 2015. He saved even pneumatic actuator valves, though improvements with an eye on the everyday use of a lot: a new crankshaft and pistons, revised electronics, and fill the car can be a conventional gasoline AI-98. Cut-off shifted with formula 15 thousand to 11 thousand rpm, although it is a huge amount for road cars. All of these “indulgences” allowed to increase the engine: not 4,000 km, as in formula 1, and 50 thousand km.

Like F1, a gasoline engine mounted two electric motors. The first develops 122 HP and “curls” the impeller of the turbocharger. And the second is mounted on the engine crankshaft and outputs 163 HP under braking it works as a heat exchanger and generates electricity, and acceleration assists the gasoline engine. Transmission — the original eight-step “robot” with one clutch and hydraulic shifting. Peak power on the rear wheels — more than 680 HP.

However, unlike Formula 1 cars, a couple of electric motors mounted on the front axle. Each develops 163 HP and drives the wheel by implementing a thrust vector control. Two battery pack installed in the floor behind the front axle provide all-electric range of about 25 km to Charge the batteries you can and from the outlet and the entire electrical hypercar works with a voltage of 800 volts!

The peak power of the hybrid power plant is greater than 1,000 HP, although it is achieved only with fully charged batteries. The developers promise that the response of the power unit on the accelerator pedal even sharper than the atmospheric V8 engine! Claimed acceleration to 200 km/h takes less than six seconds: confounded even Chiron Bugatti W16 motor (1500 HP), which accelerates for 6.5 s. the Time dial the first “hundred” in the AMG was not disclosed, but it is easy to estimate that there was about 2.5 s. the Maximum speed of “over 350 km/h” vs 420 km/h in the Bugatti.

The car itself is built around a carbon fiber monocoque, and the carrier function is execute petrol motor with manual transmission: as the Formula 1 cars, the rear suspension wishbone arms are mounted on their housings. The suspension itself is based on the classical for everyone “formula” cars scheme: the shock absorbers are secured to the housing and connected to the suspension arms push rods. But with the structures of Formula 1 to equate it is, of course, not worth it. The levers themselves are aluminum, not carbon fiber, and the elastic element is a conventional cylindrical coil spring, whereas in the “Royal formula” now used torsion bars. The brakes are carbon-ceramic. There is a switched system stabilization.

Coupe design Project One is designed for the most efficient aerodynamics and low mass. Even the emblem on the back — drawing. There are moving parts: high speed extends the front splitter and open the flap in the front wheel arches. According to unofficial data, the weight of the coupe — about 1300 kg.

Cockpit — the Kingdom of carbon: made of it even fixed the cradle the driver and passenger (of course, with a suede lining). To find the optimal fit by using the adjustable steering column and pedals. The wheel — almost like a formula, but in addition light tachometer and buttons settings driving electronics it is equipped with an airbag, and touch panels to control the media system. In front of the driver two ten-inch customizable display and another screen is located under the ceiling in place of conventional mirrors on it is a picture with the rear camera, but you can bring and other information. Of comfort and convenience features, electric Windows and air conditioning.

Prepared for the motor show in Frankfurt Mercedes-AMG Project One — ready car and changes in the technical part will not, however, there is still a year and a half honing tests and fine tuning. The production of machinery for sales in Germany will begin only in 2019. Will be built only 275 copies for the price of 2.7 million euros: for comparison, the Bugatti Chiron is cheaper by 300 thousand and will be released in an edition of 500 copies. But if at the time of the debut of Chiron was prepaid only a third of the cars, Daimler last spring took orders for the whole edition hypercar.

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privateplates4u · 7 years

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2017 Audi R8 V10 Spyder First Test: Look and Listen

In an automotive age of downsized engines, Audi went big with the R8. Even the base-engine R8 gets a naturally aspirated V-10 engine that’s essential to the mid-engined supercar’s character, not to mention mine-is-different-from-yours bragging rights. The Audi is a 10-cylinder turboless rebel of a supercar, yet the second-generation R8 also manages to be very mature. That combination, as well as gorgeous convertible looks, makes the 2017 Audi R8 V10 Spyder an appealing way to fill another spot in a large garage—but only for the right type of buyer. We’ve lauded R8s for being everyday usable, so we drove the car on the track, in traffic, on clear highways, on winding roads, and through tunnels once or twice (OK, more than twice) to determine what the drop-top variant is really like to live with. Buyers aren’t really going to daily drive the R8, but unless you host car shows at your country club’s golf course down the street, you’ll have to drive back from every show and head home from every weekend getaway. And the R8 is aurally entertaining no matter where you are up to the car’s 8,500 rpm redline. After maybe apologizing to your neighbors, set the exhaust sound to Dynamic in the customizable Individual drive mode, and the exhaust will remind you of the muscular 10-cylinder powertrain even at moderate throttle. The R8’s 5.2-liter V-10 produces 540 hp at 7,800 rpm and 398 lb-ft of torque at 6,500 rpm, compared to the V10 Plus model’s 610 hp and 413 lb-ft. Our tester weighed in at 3,918 pounds, or just 11 pounds more than a previous-generation 2014 R8 Spyder with the car’s then-standard 430-hp engine. With more power and a curb weight kept in check, the R8 Spyder has made significant Motor-Trend-tested acceleration improvements from one generation to the next. The eight-cylinder 2014 R8 hit 60 mph in a respectable 4.0 seconds on to a quarter-mile time of 12.5 seconds at 110.6 mph. Our 2017 R8 V10 Spyder tester made it to 60 mph in only 3.3 seconds and shaved off a full second in the quarter mile, clocking in at 11.5 seconds at 122.7 mph. A 2017 R8 V10 Plus coupe we’ve tested improves these numbers to 2.6 seconds to 60 mph and 10.6 seconds at 130.3 mph through the quarter mile. At the track, road test editor Chris Walton said that the R8 V10 Spyder’s launch control isn’t as violent as a more powerful R8 V10 Plus coupe we’ve tested, and he noted that the car was consistent across multiple runs using different launch methods. With quarter-mile trap speeds remaining steady throughout, Walton explained that meant the engine is getting plenty of cooling and the seven-speed twin-clutch transmission is happy to make the same launches/shifts, run after run. Off the track, the transmission shifts smoothly enough except in its Sport mode that’s noticeably rougher. The car’s power is accessible even to those who don’t have the high-performance track experience Walton does. The car’s all-wheel-drive system sends most of the torque to the rear wheels but can transfer all of it to the front axle if necessary, and the R8 feels secure as you rocket toward the other end of a tunnel, listening to the engine sound echo off the walls. Those who want more of a performance edge than the R8 V10 provides should consider the R8 V10 Plus (or another car). The 610-hp V10 Plus in coupe and recently revealed convertible form offers a different kind of thrill. “If the R8 V10 Plus is a proper sports car, the regular R8 V10 is more a gran turismo,” wrote international bureau chief Angus MacKenzie after driving both cars. “Still fast, still with that charismatic V-10 growl, and still a delight to hustle through the twisties but just a slightly more relaxed take on the whole concept.” You’ll still have fun on a winding road in the R8 V10, a car with capabilities that are—like every supercar—far beyond the speed most drivers are willing to travel on a public street. There is some steering feel (though the steering might not be as quick as you’d expect), and the brakes feel fine on the road. On the track, however, it was a different story. “I rather like the brake effectiveness and pedal feel in every circumstance but limit braking,” Walton said about the R8 on the track. “For each and every ABS stop, the brake pedal felt extremely hard, dead, even ‘wooden.’” Braking from 60 to 0 mph came in a respectable but not class-leading 111 feet. As with acceleration, that’s very consistent over multiple iterations of the same test. Despite the brakes’ performance at the track, if you’re considering a base-engine convertible version of the R8 instead of the slightly more performance-focused coupe or a V10 Plus variant, the $9,900 ceramic brake upgrade might not make much sense. On Motor Trend’s figure-eight course, which evaluates a number of different driving characteristics including acceleration, braking, and cornering (and the transitions between them), the 2017 R8 V10 Spyder performed well. Aside from another complaint about the on-track, limit performance of the brakes, testing director Kim Reynolds said the R8 had “almost unnoticeable body movements.” The car’s figure-eight performance was 23.7 seconds at 0.87 average g, or not far off from a more powerful R8 V10 Plus coupe that completed the course in 23.5 seconds at 0.90 average g. Reynolds said he could easily rotate the tail out when exiting corners, while maintaining control. The car’s first go at the figure-eight course, before understeer became a factor, was the best. No matter where you drive the R8, you’ll turn heads. Just like our red long-term Chevrolet Camaro SS, the R8 inspires bizarre behavior that in my case included a midsize sedan driver trying to impress me by demonstrating how quick the family car could go. Audi has sharply refined the R8’s styling from the first to the second generation, and I’d recommend upgrading to the 20-inch wheels from the standard 19s to maximize curb appeal even if it does lead to what might be a slightly rougher but still tolerable ride (those 20-inch wheels are shown in dark, European-spec form in this review). The interior looks special, too. As with the TT, the R8 lacks a center-stack screen, relying instead on Audi’s completely digital Virtual Cockpit display. The configurable display looks great with Google Earth satellite imagery, but it is cool even when you don’t have open the full-size map view. Taller drivers should spend some time in an R8’s driver’s seat before ordering, unless you’re OK with tilting your head to the side every time you close the convertible’s top, which can open and close in 20 seconds at speeds of up to 31 mph (I’m just under 6’5”, a little taller than most drivers). One suggestion for Audi, perhaps just for convertibles, is to make the driver’s left knee rest/pad a little softer. Among all the ways to spend $191,550, not many automotive options are as sexy as the 2017 Audi R8 V10 Spyder. Some exotics are quicker and others have more of an edge to them such as the 540-hp 2017 Porsche 911 Turbo Cabriolet we tested that carried an as-tested price of $179,965. That car manages a 0-60-mph time of only 2.9 seconds with far greater efficiency and no gas-guzzler tax. But no matter how special the 911 is, it’s still a variant of a car with a sub-$100,000 base price. The R8 is far more exclusive and plays a much different soundtrack. Cars in the $150,000-$250,000 range have wildly different personalities, whether you’re talking about the Ferrari California T, Porsche 911 Turbo, and Nissan GT-R NISMO or the Mercedes-AMG SL63 and GT C, BMW i8, Audi R8, and Bentley Continental GT. When you want more of a wild look than a wild, watch-out-for-that-tree driving experience, the 10-cylinder Audi R8 V10 Spyder could be the way to go. 2017 Audi R8 V10 Spyder BASE PRICE $177,650 PRICE AS TESTED $191,550 VEHICLE LAYOUT Mid-engine, AWD, 2-pass, 2-door convertible ENGINE 5.2L/540-hp/398-lb-ft DOHC 40-valve V-10 TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,918 lb (42/58%) WHEELBASE 104.3 in LENGTH x WIDTH x HEIGHT 174.3 x 76.4 x 49.0 in 0-60 MPH 3.3 sec QUARTER MILE 11.5 sec @ 122.7 mph BRAKING, 60-0 MPH 111 ft LATERAL ACCELERATION 0.97 g (avg) MT FIGURE EIGHT 23.7 sec @ 0.87 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/22/17 mpg ENERGY CONS, CITY/HWY 225/153 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.11 lb/mile The post 2017 Audi R8 V10 Spyder First Test: Look and Listen appeared first on Motor Trend.

http://www.motortrend.com/cars/audi/r8/2017/2017-audi-r8-v10-spyder-first-test-review/

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modfia-blog · 5 years

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Accessible in perforated leather and carbon fiber, the highly Customizable AMG Steering Wheel offered by us caters to your individualized needs well. There are so many options for material colors, stitching colors, clock ring, and shift lights so as make your vehicle look highly classy, fashionable and distinct. Steering wheels for most Mercedes-Benz models are readily available.

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jonathanbelloblog · 6 years

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First Drive: 2019 Mercedes-AMG C 63 S Coupe

BAD DRIBURG, Germany – As I emerge from a modestly sized cloud of Michelin smoke, the AMG Academy instructor who is leading me in an AMG GT-R chirps over the radio “Maybe turn the traction control back on!”. But it’s not easy when you have 503 German horses daring you to drive in a manor anything other than clean and tidy. After all, I’m in a 2019 Mercedes-AMG C 63 S Coupe, which comes from a lineage of fun to drive, tail-happy automobiles.

Just before I headed out on track, the Mercedes-AMG team presented the car to the gathered group of journalists, stating that the chassis dynamics team has gone to great lengths to add more refinement to the C 63. This made my assignment on the international launch of this car all about trying to find out if that refining of the C 63 has come at a cost of losing some of the fun and sideways antics that are so loved about the existing chassis. It’s a tough job, but I will do my upmost to test this hypothesis in its entirety.

The location that AMG chose to host the launch is the Bilster Berg Drive Resort in Northwestern Germany. Once an abandoned arms dump for the British Army stationed in Germany, the track was carved out of the hilly landscape. Designed by Hermann Tilke with help from famed rally driver Walter Röhrl, this was one of the scariest tracks that I have ever driven on. The tarmack ebbs and flows with an overall differential between highest and lowest points of 236 feet, with many crests and dips coming mid-corner. That morning, AMG’s Product Manager Roland Kreutzer nonchalantly stated over breakfast “You will like it, it’s like a mini-Nürburgring.” Thanks Mr. Kreutzer, but that doesn’t help with the nerves.

We are first sent out behind an AMG Driving Academy instructor, who also happens to be a factory AMG GT3 driver in an AMG GT R. Talk about an intimidating way to pop your Bilster Berg cherry.

The first thing that strikes you when sat behind the wheel of the new 2019 C 63 is its new steering wheel, which comes with a DINAMICA microfiber trim on C 63 S variants. The material closely emulates Alcantara and offers a comfortable and grippy surface that’s perfect for hands that are sweating as a result of elevated adrenaline levels. The wheel rim is thick and sits well in your hands, and the control electronics are all in ergonomically satisfying locations. The swipe sensor allows for easy transitions between display modes on the fully digital dash, and the metal gear selector paddles give a tactile click upon activation.

I use the first few laps of the day to acclimatize myself with the track and the car, as well as to familiarize myself with the changes made to the car. For starters, the engine has been left completely untouched, with the engineering team at AMG using the “if it ain’t broke don’t fix it” philosophy. And rightly so.

The 4.0-liter twin-turbo V-8 is so good that it is used in AMG’s GT cars. Aston Martin has also started to use the architecture in their sports cars. In C 63 S form, the engine outputs 503 hp and 516 lb-ft of torque thanks to 18.8 psi of boost from the two turbines nestled in the ‘hot vee’ of the V8. The non-S variant has to make do with 469 hp and 479 lb-ft of torque thanks to a reduced boost of around 17.4 psi and a varied wastegate opening strategy.

What was broken with the previous C 63 however, was the transmission. The seven-speed torque converter automatic was slow to respond and changed when it wanted to rather than upon your demand. To solve this issue, AMG changed it out for its in-house nine-speed multi-clutch automatic. This allows for faster shifts and more control over the shifting strategies, giving more immediate shifts when you pull the wheel-mounted shifter paddles. Although not quite as abrupt as a dual-clutch transmission, the AMG nine-speed offers a middle ground between slow torque converter autos, and heavier, more expensive DCTs.

An e-diff (with torque vectoring) now comes as standard on all C 63 variants. It locks the rear wheels together in cornering, minimizing inside wheel slip and providing optimal traction on corner exit. It also completes the perfect recipe for sideways antics, but we will come to that later.

One of the most impressive changes to the 2019 C 63 comes from the daddy of the AMG line up that is the GT R. The nine-step variable traction control system first seen on the GT R is now available on the C 63. The control knob has migrated from an ad-hoc looking central dash position on the GT R to a very smart looking digital dial on the bottom right side of the all-new AMG steering wheel. Termed the ‘AMG DRIVE UNIT,’ the dial is also used for changing drive modes on the fly, but changes to traction control management when you press and hold the ESP button long enough to turn off the stability control.

You operate the controls by spinning the bezel left and right to change the level of traction control intervention from one (pretty much fully on) to eight (almost completely off). The system is not the same as the SSC2 system on Ferrari cars, which uses yaw angle and steering angle sensors to determine the level of intervention. The AMG system is actually quite rudimentary but it works incredibly well. With stability control completely off, the system limits the amount of wheel slip that is allowed from the rear wheels by cutting back on engine power. Although the system’s operation is quite simple, it thoroughly transforms the car. With ESP on, the traction and stability control systems work together to keep you straight and true. So when you mash the loud pedal mid-corner for a fast get away, the system limits power and applies brakes to individual wheels to stop you getting out of control. This is ultimately safe, but slows you down, stifling the potential of the car.

With the multi-stage traction control however, you can chose your amount of rear slip. This allows you to floor the gas and unleash more of the engine’s power, meaning you get out of the corner with a customizable amount of crossed hands and carry more speed. I did some back-to-back comparisons of laps with the system on and off and can adamantly state that the car feels and drives much better with the ESP off and traction control in a limited slip setting.

For the track day enthusiasts who like to chase tenths here and there, the C 63 now comes with a track day data logger called ‘AMG TRACK PACE,’ which logs up to 80 separate vehicle parameters for the driver to download at a later stage to analyze. The standard 7.0-inch media console (or optional 10.25-inch console) can display current information such as G-force, engine power and boost, with this information also available as part of the HUD.

On the road the C 63 has presence, but doesn’t go too far. In a comfort setting, with the engine burbling away at low RPM, the C 63 trundles around towns with ease. However, when you reach your favorite set of winding roads, a flick of a switch transforms the C 63 into a fire breather.

A new drive mode called SLIPPERY backs off the throttle map and other key vehicle parameters to tame the beast on wet or ice-laden roads. COMFORT mode is great for day-to-day use. After comfort come SPORT, SPORT+, and RACE. Finally, INDIVIDUAL mode allows you to change a plethora of settings to make your ideal drive mode.

After getting to know the 2019 C 63 S, it’s abundantly clear that this AMG is the sporting all-rounder. What other cars are more than capable of daily drive duties with practicality boxes ticked, but can also shred like a purebred sportscar?

I couldn’t have asked for a better car for my baptism of fire into one of the scariest tracks on the planet. The 2019 Mercedes-AMG C 63 retains its character with its segment-leading twin-turbo V-8, which is now mated to a fast shifting transmission and limited slip differential. And you can now pull more performance out of the chassis with a variable traction control system that lets you have sideways fun, but stops you short of any dangerous situations. I relied heavily on the control system at Bilster Berg. If I were lucky enough to run a C 63 as my own car, I’m sure it would get used daily.

2019 Mercedes-AMG C 63 S Coupe Specifications

ON SALE Early 2019 PRICE $77,000 (base, est) ENGINE 4.0L twin-turbo DOHC 32-valve V-8/503 hp @ 5,500-6,250 rpm, 376 lb-ft @ 1,300-4,500 rpm TRANSMISSION 9-speed multi-clutch automatic LAYOUT 2-door, 5-passenger, front-engine, RWD coupe EPA MILEAGE N/A L x W x H 187.1 x 73.9 x 55.2 in WHEELBASE 111.8 in WEIGHT N/A 0-60 MPH 3.7 sec TOP SPEED N/A

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eddiejpoplar · 6 years

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First Drive: 2019 Mercedes-AMG C 63 S Coupe

We are first sent out behind an AMG Driving Academy instructor, who also happens to be a factory AMG GT3 driver in an AMG GT R. Talk about an intimidating way to pop your Bilster Berg cherry.

2019 Mercedes-AMG C 63 S Coupe Specifications

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jesusvasser · 6 years

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First Drive: 2019 Mercedes-AMG C 63 S Coupe

We are first sent out behind an AMG Driving Academy instructor, who also happens to be a factory AMG GT3 driver in an AMG GT R. Talk about an intimidating way to pop your Bilster Berg cherry.

2019 Mercedes-AMG C 63 S Coupe Specifications

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