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silverliningcollision · 11 months ago

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WHY YOU NEED TO CHECK FOR HIDDEN DAMAGE AFTER CAR ACCIDENTS

Deal With Hidden Damages Post Collision With Collision Care From Silver Lining Collision

Dallas US - July 15th 2024 / Silver Lining Collision /

After a car accident, the visible damage is often immediately addressed. However, hidden car damage can be just as critical, if not more so. These unseen issues can compromise your vehicle's safety and performance if not promptly and properly repaired. Silver Lining Collision, in Dallas, TX, provides collision repair services to detect and address hidden damages effectively.

Silver Lining Collision, a premier car collision repair shop in Dallas, TX, emphasizes the importance of addressing hidden car damage following a collision. With over 47 years of experience, Silver Lining Collision is dedicated to ensuring the safety and longevity of vehicles through expert collision care accident repair.

Types Of Hidden Damage Possible Post-Collision

Identifying the types of hidden damage possible post-collision is necessary to ensure the safety and integrity of a vehicle.

Front-End Collision: After a front-end collision, hidden damage, such as frame misalignments, alignment problems, and internal engine damage, may be present. These issues can lead to uneven tire wear, handling problems, and compromised engine performance. Immediate inspection at a professional car collision repair shop like Silver Lining Collision is recommended to ensure the integrity of safety features and the engine.

Rear-End Collision: Following a rear-end collision, potential hidden damage includes trunk and rear body damage, rear axle misalignment, electrical system damage, and transmission issues. These problems can affect the vehicle's structural integrity, handling, and overall performance. A thorough inspection by a reliable collision center is essential to address these hidden damages and maintain the vehicle's safety.

Side Impact: Side impact collisions can cause significant damage to the door and side panels, suspension components, airbags, wheels, and structural components. These hidden damages can compromise the vehicle's safety and performance. Silver Lining Collision's expert technicians can accurately assess and repair any hidden damage, ensuring the vehicle remains safe and roadworthy.

Signs Of Hidden Damage

Detecting hidden car damage after a collision is vital for ensuring vehicle safety and longevity. Prompt identification and professional inspection of these signs are vital to prevent further damage and maintain the integrity of the vehicle.

Strange Noises: Unexplained noises such as grinding, squeaking, or rattling may indicate internal damage not immediately visible. These noises could stem from misaligned components, damaged suspension, or compromised wheel bearings. Addressing these auditory warning signs promptly at a collision center can prevent further deterioration and safety hazards.

Fluid Leaks: Fluid leaks, such as oil, coolant, or brake fluid, can signify critical issues in various systems. Ignoring these leaks can have serious consequences, such as engine failure, overheating, or brake malfunctions. Silver Lining Collision recommends immediate attention to fluid leaks to maintain the vehicle's safety and performance.

Electrical Malfunctions Post-collision electrical malfunctions may manifest as flickering lights, non-responsive sensors, or central computer issues. These problems can compromise safety features like airbags and antilock brakes. A meticulous inspection by a qualified technician is important to identify and rectify any damage effectively.

Alignment Problems: Minor crashes can significantly impact a vehicle's alignment, leading to symptoms such as uneven tire wear, steering wheel vibration, or pulling to one side. Professional alignment checks are essential in identifying hidden damage and maintaining the vehicle's integrity and performance.

Why Choose Silver Lining Collision For Car Wreck Repair

Silver Lining Collision stands out as a top choice for car wreck repair in Dallas due to its unparalleled expertise and commitment to quality. Their mission is to provide the best possible accident repair with a focus on customer satisfaction.

A Dedicated Team: Their team of certified technicians undergoes detailed training to stay updated on the latest repair techniques and technologies. This ensures your car receives the best care possible. With hands-on insights from seasoned professionals, this car collision repair shop in Dallas has the skills and facilities to deliver exceptional results.

Commitment To Excellence: Silver Lining Collision is committed to excellence and aims to exceed customers' expectations. State-of-the-art facilities and equipment enable this collision center to provide high-quality repairs efficiently and reliably.

Company Philosophies: Silver Lining Collision strives to maintain cleanliness, efficiency, and organization of the highest standard and ensures a safe environment for all stakeholders. Their "Right Now" mentality empowers team members to voice their opinions and concerns, fostering collaboration and delivering quality accident repair services efficiently.

Silver Lining Collision offers a wide range of services, from auto body repairs to vehicle calibrations, ensuring that all aspects of your vehicle's damage are expertly addressed under one roof. Their timely service, transparent communication, and willingness to go the extra mile to ensure your car is restored to its pre-accident condition reflect a deep commitment to customer satisfaction.

Get Expert Collision Care and Accident Repair From The Experts In Dallas, Silver Lining Collision

Hidden car damage after a collision can pose serious risks to vehicle performance and safety if left unaddressed. Signs like strange noises, fluid leaks, and uneven tire wear should prompt immediate attention and professional inspection. Choosing a reputable collision repair center like Silver Lining Collision is essential to assess and repair any hidden damages properly, ensuring the longevity and safety of the vehicle. For more information or to schedule an inspection, contact Silver Lining Collision at (469) 300-5282 or visit their website. Their collision care and accident repair will get you back on the road safely and confidently.

Contact Information:

Silver Lining Collision

1860 W Mockingbird Ln Dallas, TX 75235 United States

Katy Sensenig Schilthuis https://www.slcollision.com/

Original Source: https://www.slcollision.com/blog/hidden-car-damage-after-a-collision-needing-collision-repair

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princesstreaclefanfic · 6 years ago

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Chapter Twenty Seven

Disclaimer - All recognisable characters belong to their original owners. I do not make a profit from writing this; I simply do it for my own amusement. No copyright infringement intended.

Chapter Twenty Seven

Bella

I woke up alone in bed. I had a vague memory of Edward leaving in the early hours of the morning. He pressed a kiss to my forehead before he left and told me he loved me - I think I mumbled it back to him and then drifted off into a dreamless sleep.

I headed downstairs and made myself a cup of tea, curling up on the couch in the living room and flicking the television on, not really paying attention to it but enjoying the background noise it provided all the same.

Not long after I had woken up, Rose stumbled through, giving me a quick wave before she prepared herself a cup of tea and came and sat next to me, her eyes barely open.

We both sat in silence until we felt awake enough to talk.

"How did your talk with Jessica go?" I asked, turning my head to watch my cousin.

She smiled and sipped her tea. "She didn't drink from me so I guess pretty well." My lips turned up in a grin. "I told her I wanted to be part of Emmett's life for as long as he'll have me…" she trailed off and I noticed her looking at the floor.

Even if that means changing me… Her words whispered into my mind and I wasn't quite sure how to react.

Do you want to be a vampire? I couldn't bring myself to say the words out loud. Edward and I had had a similar conversation but I couldn't see me becoming immortal for a long while yet.

I don't know, B. Not right now… but maybe in the future. We've not been dating long but I don't want to be without him.

I reached across and took her hand in mine, squeezing it. I can't imagine being without Edward.

You really love him, don't you?

I nodded.

Emmett might not have to change you, I told her.

Rose quirked her eyebrows up and her face scrunched up in confusion.

Edward was telling me that there's a permanent blood bond that can be done. It stops ageing. I replayed the conversation we had had in my head, showing Rose exactly what he had said.

Is it weird that that seems more daunting than being turned into a vampire? I giggled because yes, it did seem slightly weird but I understood where she was coming from. The fact I might be able to hear Edward's thoughts made me nervous. I wasn't sure why but it made my stomach flutter.

Is Emmett asleep in your bedroom?

Rose nodded and we remained silent for a few moments longer.

"Come on," I spoke out loud. "Let's get breakfast done and then we can figure out what to do today."

"And I need to get my bathroom cleaned and do some work on my truck," Rosalie informed me. "It's starting to sound… unhealthy."

I laughed at her description. "Could you check mine too?" We both stood from the couch and went to the kitchen, ready to start breakfast. "A light keeps coming up on the dash."

"Which light?" Rose asked as she placed our now empty mugs into the sink.

"…the orange one…" Rose stared at me with exasperation. "I don't speak car like you and Jake do! Something lights up or it makes a strange noise and I tell one of you then it gets fixed. I don't actually need to know anything."

Rose chuckled. "I love you, B."

"I love you too, Rose."

It was moments like this that I knew I would look back on and appreciate. Here I was making breakfast with my best friend. There was a roof over our heads, we were safe and secure and I had the most wonderful boyfriend anyone could wish for. It made up for all the shit we had been through and would no doubt make up for all the other shit we would go through in the future.

***

I was sat on a stool in the garage as Rose looked at my car. The hood was open and she was cursing me.

"I can't believe you would actually drive home with the brake warning light flashing!"

"I didn't know it was the brake warning light." It was a weak defence but I knew where Rose was going with this.

"Well, you should have pulled over and either checked the manual or called me or Jake." She lifted her head from where it was in the bonnet of the car and shot me a glare. "You do realise that you could have died if the brakes weren't working, right?"

I sighed. "But I didn't. Don't get all dramatic."

"Dramatic? Dramatic!" Rose promptly shut her mouth and let out a deep breath. "I'm not going to argue with you about this." She looked me straight in the eye "But please don't go driving your car around when you have warning lights glaring at you."

"I'll try not to." Rose huffed. That wasn't the answer she wanted.

Rose turned from the car and grabbed a jack from under a workbench, using it to pump my car up so she could get underneath.

"There's a chance that it might just be a sensor fault," Rose told me as I heard metal against metal before she cursed quietly under her breath. "In that case, I'll get Jake to order the part and I can fit it."

Rose slid out from the car and jacked the car back down, returning the open bonnet.

My phone, which was on the side, began to vibrate so I checked the caller ID and picked up when I saw it was Jake.

"Hi Jake," I said cheerfully. "Everything alright?" I quickly realised everything wasn't alright when I heard faint sirens in the background.

"Not really," he sighed. I could just imagine him running a hand through his short black hair before pressing his fingers into his eyes. "Tyler thought he saw Maria, but he was the only one who could see her." Dread filled my stomach and my mouth went dry. "And every customer appears to have contracted a stomach bug or the flu since eating our food." He paused. "I don't know what's going on but Esme is arranging for Carmen to meet us tonight and talk about what's happening." He paused again. "Can you and Rose come over and read his mind?" His voice got quieter. "I'm not saying Tyler didn't see her but I just want to make sure…"

"Of course," I told him. "We'll do anything we can to help." Rose had stopped looking at the engine and was completely focused on me. "Do you want us to come over now?"

"No," Jake breathed. "It's mayhem down here. Ambulances are taking everyone off and Tyler is freaked out. He needs some time to calm down."

"Alright, Jake - I'll see you tonight then?"

"Yeah," Jake responded, sounding weary. "It'll probably be at Edward's after sundown but I'll text you and let you know."

"Ring us if you need us," I reminded him before he ended the call.

I didn't need to tell Rose what had just transpired, she'd heard it all in my head.

"I wonder if it was like when we saw Grandpa?"

"Jake and Esme couldn't see her. Edward and Emmett both saw Grandpa - I don't think this was a friendly visit."

Rose contemplated the situation for a minute. "It's got to be linked. Tyler's a fantastic chef; there's no way he'd poison that many people. Maria's got to have something to do with it."

I had a feeling she was right but for now, neither of us would be able to get answers. It seemed like Maria was going to be a problem not only in life but in death too.

***

Emmett drove Rose's truck up the driveway to Edward's house. We'd informed him of the situation when he awoke and his face had creased and he'd been fairly quiet since. Rose had asked him if everything was alright and he nodded and kissed her forehead.

Emmett helped us both out of the truck, opening the doors for us before we all headed inside.

The guards at the front door had nodded to us in greeting but other than that, they didn't move from their positions.

"Hello?" I called into the house, looking to see where Edward might be.

I didn't have to look long as he emerged from his office, dressing in a grey shirt with short sleeves, dark jeans and a pair of sneakers. As usual, he looked wonderful.

"Hello, love," he greeted. When he got to me, his arms wrapped around my waist and he placed a gentle kiss on may lips.

"Esme's rang and filled me in on the situation. Carlisle and her are on their way with Ethan. Tyler and Austin should be here soon and Carmen has to get home from work and get something before she comes here. Jasper may or may not turn up." He leaned in and kissed me again. "And Jake's running a patrol before he comes over."

"Everyone's sorted then?"

Edward nodded. "The sooner we can get this dealt with, the better."

"What do you think is going on?"

"I'm not sure," Edward's face creased. "It could be anything." I hated the fact that we didn't know.

"Edward?" Carlisle's voice called out as he and Esme entered through the front door. Edward and I turned to greet them. Carlisle had Ethan's diaper bag over his shoulder whilst Esme was holding a tired-looking Ethan in her arms. He was dressed in an adorable green top with a monkey on and jeans and sneaker. Carlisle had one arm around her waist as they approached us.

"Hi," we both greeted, watching as Ethan looked around. It occurred to me that this was probably one of the first times he had been in Edward's home.

"Hi," Ethan chimed back, placing his head on his mother's should and clutching her top with one hand.

"He missed his nap today," Esme informed us, her eyes shining with love when she looked at Ethan. "So he's not in the best of moods. Although it's a positive for me as when he gets tired he gets snuggly." She smiled and hugged Ethan to her.

"Are you a grumpy little boy?" Edward asked teasingly, his hand reaching out to tickle Ethan's side.

Little Ethan did not look impressed though. He seemed to glare at Edward from his mother's arm which provoked another round of laughter.

The five of us headed into the living room where Rose and Emmett were already sat down.

"Hi Ethan," Rose greeted, giving him a little wave. He did give her one back and Edward chuckled.

"Looks like I'm the only one in his bad books then."

Nessie walked into the room then, her face slightly red and her hair damp. "Sorry I didn't realise you were all here, I've just got out the shower."

Not long after, Tyler and Austin arrived followed by Jasper who demanded to know 'what the fuck was going on'.

Esme explained the situation to him and Tyler just sat quietly. He didn't want to be here. He didn't want anything to do with majick. He just wanted to go home.

When there was a lull in the conversation, Tyler spoke up.

"I'm not crazy. I know what I saw." His voice was even and quiet, Maria's face clear in my mind. He was replaying the scene in his head when he turned to me. "Tell them - tell them I'm not crazy." He was staring at me with such intensity I began to feel uncomfortable. "If you really can read minds tell them what I saw."

He was forcing the images now to the front of his mind, assaulting me with them. I could see her pale skin, the rotting flesh, the maggots as they dropped onto the ground, writhing and wriggling.

I opened my mouth to tell him that was enough. I believed him. I didn't need it forced onto me.

"Stop it." It wasn't my voice but Rose's. Tyler switched his attention to her. "Stop it now."

He continued to stare at her.

"We get it, Tyler. You saw Maria and now you're angry but don't force us to see the images."

"Why not?" His arms crossed over his chest and Austin shifted uncomfortably at his side. "I've had to see her twice now."

"That's not our fault."

"I never said it was." There was an undercurrent running through the room. Tyler seemed angry that he had been thrown into this supernatural lifestyle. He was angry that he was suffering whilst the rest of couldn't see her. He was angry that he had ever been introduced to the supernatural world.

I was waiting for an argument to erupt between them, but before one could break out every vampire in the room turned their heads at the same time towards the back garden. It was like it had been timed.

"What?" I immediately asked.

"Blood," Edward responded, his eyes fixed.

Nessie shook her head. "Jacob!" She was out the room like a shot, her hair flaming behind her. Edward and I stood too, Emmett walking to Edward's side. Jasper's fangs clicked down and his body tensed.

"Carlisle!" Nessie cried loudly from outside causing the blonde vampire to stand.

"Stay here," he told Esme, striding past everyone.

Edward's eyes darted from side to side and I knew he was listening to the conversation.

"Jake's been hurt - attacked." I looked at Rose and she stood with me, both of us venturing outside, Emmett and Edward hot on our heels.

There in the middle of the lawn was Jake in human form. Nessie had his head cradled in her lap and was whispering to him. Carlisle was knelt on the floor beside them, eyes scanning over his body.

It was only because of the moon I was able to make out the blood smeared across his body.

"What happened?" I whispered.

"I think he was attacked by wolves," Edward said quietly.

"It's got to be connected," Rose said. "Everything that's been happening. It has to be."

***

I watched as Nessie hovered anxiously by Jake, waiting for him to wake up. Carlisle had assured us nothing was terribly wrong, his body had just been through a lot of trauma and needed time to heal. He mostly had bite wounds from the wolves but they were starting to heal already. His body was covered in bruises and scratches that had yet to heal, even with his supernatural healing.

His foot had been broken but Carlisle had managed to set it in position and then just use thick bandages to secure it. It would do for now until Carlisle could get him a boot.

Edward wrapped his arm around my shoulder and gently stroked my arm through my shirt, sending my comfort without saying anything. I placed my hand on his leg and squeezed. Thank you.

The doorbell rang and Jasper left his position of leaning against the wall to answer it – no surprises, it was Carmen.

She came in and we explained what had happened, Esme recounting in more detail what had occurred at the diner as Jake began to stir.

He groaned and let out a deep breath, pushing himself up from the recliner Nessie and Carlisle had placed him on. Nessie had managed to pull his shorts on when he collapsed in the back garden but she had also put a blanket over his lap.

His eyes opened and he glanced around the room at us blearily, probably wondering what the hell was going on.

"Thank God you're alright," Nessie whimpered, standing next to him and holding her hands to her chest. I had a feeling it was to stop her from touching him.

"I feel like I've been hit by a train and then run over by a lorry."

Everyone watched as Nessie fussed over him and offered to get him a drink, another blanket and something to eat before he finally told he was fine.

Nessie's strange blush covered her cheeks and Jake pulled her to sit on the side of the recliner, wrapping his arm around her waist and squeezing.

"What happened, Jake?" Edward asked.

We all listened intently as Jake recounted his run-in with the wolves. I cringed when the memories entered my mind and from across the room Rose pushed a block into place, sparing me the gruesome images and feelings.

'Thank you' I mouthed. She smiled and we turned our attention back to Jake.

"They've never done that before – they usually keep their distance. But tonight… they were riled up." He moved his arm and winced, something Nessie didn't miss.

"Did you do anything differently?" Edward asked. "Did they have pups?"

Jake shook his head. "No – I didn't go anywhere near their den. This was something else. It was more than territorial."

Carmen bit her lip before voicing her question. "Did you see Maria at all?"

Jake shook his head once more. "No – it was just the wolves."

"When everyone was being sick at the bar, was Maria there then?"

Jake glanced nervously at Tyler who had yet to say anything and was staring ahead, his eyes unseeing.

"We didn't see her but Tyler said he could," Esme inputted. She was rocking slightly with a now sleeping Ethan in her arms.

"I did see her!" Tyler shouted, wincing slightly when Ethan shifted in Esme's arms

Esme glared at Tyler as Ethan turned his face and used his little hands to rub his eyes.

"Shh," Esme soothed him. "Go back to sleep, my sweet boy." Carlisle wrapped one arm around her, much like Edward had done to me, and used the other to stroke Ethan's head.

We were all silent for a moment, watching the little family before Esme spoke up.

"Any ideas, Carmen?"

"I have one, but… I don't know if it's the answer." She rummaged around in the bag she had brought with her and pulled out a small brown paper bag.

"Majick leaves a trail and it can be traced. Anyone who uses majick can be tracked. It's like an aura; it clings to them." She placed her hand into the bag and pulled out a turquoise coloured powder. It was a vibrant shade and reminded me of the coloured sand children sometimes played with.

"May I?" she asked, gesturing to Esme. She nodded. Carmen stood from the seat she had taken and walked over to them. She threw the powder over the three of them and instead of just falling, it became suspended in the air around Ethan and Esme, floating around them like butterflies.

That got Ethan's attention and he sat up, looking around and reaching for the powder that had now formed into balls.

When he couldn't grab it, he furrowed his brow and tried again, the balls passing through his hands as if they didn't even exist. With a pout and a deep sigh, he laid his back on Esme's shoulder and closed his eyes, earning a chuckle out of us all, even Jasper.

"See?" Carmen gestured. "Esme and Ethan have majick and this shows it. Carlisle doesn't so it doesn't hang around him." It was true. There were no turquoise coloured balls around Carlisle, in fact, there was a definitive line between him and Esme and Ethan with the balls siding with the latter two. "Turquoise is the colour it's meant to be. If someone puts a spell on another person or uses any kind of majick against them, it will change colour." She turned to Tyler and Austin. "I'm going to use the powder on you to see if someone might have put a spell on you that made you see Maria."

She walked over to them and did exactly what she had done to Esme, Carlisle and Ethan, throwing the powder over them and waiting to see what happened. Just as before, the turquoise powder formed balls of the same colour and danced around the two of them. It was rather magical to see.

Carmen's brow furrowed.

"Is that not a good thing?" I asked.

"I'm not sure." She walked closer to them and inspected them. "It means that there isn't a spell on Tyler. But then that means he did see Maria… but why only him?" These questions weren't meant to be answered, she was simply talking out loud.

"I told you I saw her!" Tyler shouted.

Nobody bothered to respond to him.

"I have an idea," Emmett's deep voice said from where he was stood. Since we had come back in, he had been leaning against the wall as Rose took a place on the couch. We all turned to look at him. "I think she's a draugr."

Carlisle's eyes shot up to meet Emmett's face. "You can't be serious."

Emmett nodded and Carlisle's next words sent a chill down my spine.

"Then we're in trouble."

Thank you for reading.

Thoughts? What do we think a draugr is?

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dipulb3 · 4 years ago

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The 2022 Hyundai Tucson is the new compact crossover segment leader

New Post has been published on https://appradab.com/the-2022-hyundai-tucson-is-the-new-compact-crossover-segment-leader-2/

The 2022 Hyundai Tucson is the new compact crossover segment leader

The new Hyundai Tucson is fantastic both to drive and look at.

Daniel Golson/Roadshow

Hyundai isn’t falling into the industry-typical habit of making all its new cars look like Russian dolls. From the Sonata to the Palisade to the Elantra, every new Hyundai debut is more interesting than the last. But they’re more than just great pieces of design — these products are well-rounded, too. The 2022 Tucson crossover isn’t just Hyundai’s latest model, it’s the company’s best one yet.

Radical exterior styling

Supercomfortable ride

Impressive interior design

Loads of features and tech

Don’t Like

Tepid four-cylinder engine

Touch controls aren’t for everyone

Crossovers can be cool, too

Like the new Sonata and Elantra, the Tucson will surely be divisive, but I absolutely love it. Easily the most striking part of the design is the Tucson’s face. The wing-shaped “parametric design” front grille has angular inserts and a dark chrome-ish finish, and the LED running lights and turn signals are integrated into the grille, appearing hidden when off. Meanwhile, the main headlights and high beams are in the larger pods in the lower bumper. It’s a distinctive solution and looks awesome, especially at night.

The 2022 Hyundai Tucson is a radically styled compact SUV

See all photos

The rest of the Tucson is cool, too. It’s got squared-off wheel arches reminiscent of the Lamborghini Countach — yes, really — and lots of intense character lines and surfacing details. My Tucson’s Amazon Gray paint has tons of metal flake and looks green under direct sunlight, showing off the lines perfectly. The greenhouse is accented by a spearlike chrome strip that gets thicker at the D-pillar, but otherwise there’s not a lot of jewelry. The slash-shaped taillights have a unique signature and are connected by a full-width light bar, and the placement of the Hyundai badge in the rear glass is interesting.

Globally the 2022 Tucson is offered with two different wheelbase lengths, but we only get the longer one in the US. The 2022 model is 6.1 inches longer, 0.6 inch wider and 0.6 inch taller than the outgoing Tucson, and it’s on a 3.4-inch-longer wheelbase. Passenger volume and cargo space are up, too, besting the Toyota RAV4 in both metrics but falling a little short of the Honda CR-V. The rear is especially roomy, with reclining seat backs that easily fold flat and a fold-down armrest with cup holders and storage. The cargo area also has an adjustable load floor with two height levels.

The Tucson gives us Lamborghini Countach vibes.

Daniel Golson/Roadshow

An interior you need to touch

While more restrained than the exterior, the Tucson’s interior still stands out. It has a waterfall dashboard design with thin air vents that wrap all the way around the rectangular dash and onto the door cards, and a large center panel that houses the infotainment system and climate controls. Most trims get analog gauges with a 4.2-inch display in the center, but optional on the SEL and standard on the Limited is a nice 10.3-inch digital instrument cluster. The Limited also gets a push-button gear selector instead of the physical shifter found on the other trims.

Cloth upholstery is standard, and the base Tucson has plastic door panels, but supportive leather seats and soft-touch door cards are standard on the Limited and available on the SEL. I definitely prefer the two-tone light gray and black color scheme you see here, as the interior looks more sterile in all black. One of my favorite details is the Limited’s cool fabric inserts on the door panels and on the dash in front of the passenger; I wish that material had been used more throughout the interior.

The base Tucson uses an 8-inch touchscreen, but Limited models like my car get a 10.3-inch display running the same fantastic infotainment system that’s found in a number of other Hyundai Motor Group products like the Santa Fe and the Kia K5. Apple CarPlay and Android Auto are standard across the board, but only cars with the 8-inch screen get wireless CarPlay. The large display looks really good and is super snappy, and I like that you can swipe over to a simple display that just shows the clock and exterior temperature info. It’s also got fun features like nature soundscapes, and there’s a quiet mode for the audio that focuses the noise on the driver.

This is an extremely nice place to be.

Daniel Golson/Roadshow

While the lower-end Tucsons have a bunch of physical buttons and knobs, the Limited replaces them with an entirely touch-sensitive panel for the climate, audio and infotainment controls, and a digital display for the temperature and fan speed. I’d like a home button for the infotainment and want the buttons to have some sort of force feedback, but they’re easy to get used to. You can hold your finger on a button to quickly adjust fan speed or volume, and I love that Hyundai has multiple intensities for the automatic climate control.

Comfort over corner carving

The Tucson’s standard powertrain is a naturally aspirated 2.5-liter inline-4 paired with an eight-speed automatic transmission. It makes 187 horsepower and 178 pound-feet of torque, nearly identical to the Honda CR-V’s turbo motor and 16 hp and 6 lb-ft less than the RAV4’s four-cylinder engine. Front-wheel drive is standard, but my test car has the optional $1,400 all-wheel-drive system that has variable torque distribution. This engine is perfectly fine around town and on the highway, but it certainly doesn’t make the Tucson quick or sporty-feeling. The transmission can be sluggish to downshift, but at least the Limited comes with paddle shifters.

The Tucson’s steering is both lightly weighted and light on feedback, and there’s a good amount of body roll in the corners. But what this crossover lacks in sportiness it makes up for in comfort. Even on the Limited’s 19-inch wheels the Tucson soaks up bumps and rough surfaces, delivering a superb ride that’s smoother than any of its competitors — even the refined Mazda CX-5. It’s luxury-car quiet on the inside, too, though the noisy engine sometimes cuts through that serenity under hard acceleration.

The Tucson’s rear seat reclines and folds flat.

Daniel Golson/Roadshow

The EPA rates the Tucson at 26 mpg city, 33 mpg highway and 29 mpg combined for the front-drive model, while the AWD Tucson is rated at 24/29/26. In mostly stop-and-go city driving I average about 22 mpg, but on a long drive from Los Angeles to Bakersfield I match the Tucson’s 29-mpg highway figure — and that’s at 85 mph with elevation changes and the air conditioning on.

Every Tucson trim level is available with a new hybrid setup that pairs a turbocharged 1.6-liter four-cylinder with an electric motor for a total of 261 hp, and it’s rated at nearly 40 mpg. While I haven’t had a chance to drive the Tucson hybrid yet, with turbo response, more power and better efficiency, it might be the powertrain to get. But there’s also a plug-in hybrid on the way with 261 hp and 32 miles of electric range, and the recently revealed Santa Cruz pickup, which is based on the Tucson, has an available turbo-four engine with 281 hp and 311 lb-ft that’s paired with an eight-speed dual-clutch transmission. Tucson N, anyone?

Lots of bang for your buck

The base Tucson SE starts at $26,135 including $1,185 for destination, making it cheaper than rivals from Honda and Toyota. It comes with full-LED front lighting, automatic headlights and high beams, 17-inch wheels, keyless entry, automated emergency braking with pedestrian detection, lane-keeping assist with lane centering, a tilt and telescoping steering wheel, a pair of front-passenger USB outlets and HD radio.

Upper trims get a 10.3-inch screen and touch controls.

Daniel Golson/Roadshow

Jumping up to the $27,685 SEL nets you LED taillights, push-button start, adaptive cruise control with stop-and-go capability, two USB outlets in the rear, heated side mirrors, a powered driver’s seat, heated front seats, auto up/down front windows, satellite radio, blind-spot assist, rear cross-traffic assist and a number of aesthetic improvements. A $2,600 Convenience package adds things like a hands-free power liftgate, 19-inch wheels, a sunroof, that digital gauge cluster, a leather-wrapped shifter and steering wheel, 10-color ambient lighting, dual-zone automatic climate control and wireless charging. There’s also a $1,700 Premium package with leather seats, ventilated front seats, a Bose audio system and the dark chrome grille. Then there’s a $31,785 N Line trim that builds off the SEL and its packages with more aggressive exterior styling, unique interior trimmings and sportier tuning for the suspension and steering, though it doesn’t add any extra power.

The fully loaded $35,885 Limited model like I have includes features and tech items that would have been unheard of in an affordable compact crossover not even 10 years ago. In addition to everything from those SEL packages, it adds a panoramic sunroof, more exterior brightwork, a 360-degree camera and parking sensors, Hyundai’s Digital Key phone app, memory for the driver’s seat, a powered passenger seat, rain-sensing wipers, remote smart park, 64-color interior ambient lighting, blind-spot cameras that display in the gauge cluster, heated rear seats and a heated steering wheel, and Hyundai’s Level 2 Highway Driving Assist system. Strangely, one feature that the Tucson doesn’t have is auto up/down rear windows, which is a weird omission given how much other fancy stuff you can get.

The 2022 Hyundai Tucson’s styling won’t be for everyone, and that’s OK. I think it’s better to stand out and be memorable than to be anonymous and fade into the background, especially in such a packed and traditionally boring segment. If you’re into the angular looks — or can at least get past them — the redesigned Tucson offers the best mix of tech, features, refinement and value of any new compact crossover today.

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dante2568 · 6 years ago

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We’ve been waiting a while… Reportedly held up by legal regulatory issues, but the Tacx Neo Bike Smart is now in the wild! These are my initial thoughts after a week

Tacx NEO Bike Smart Hands-On

As we move into the 2019 trainer season Tacx has finally been able to ship their halo product. The Tacx NEO Bike Smart. Although you’d have thought in 2 years it has taken to ship they would have managed to get the name right! When the design study (non-functional) was first revealed at Eurobike in 2017 we had the Tacx Neo Smart Bike.

In 2018 Tacx had a soft launch at Eurobike, after which I popped over to the factory to have a play on the pre-production model – still called the NEO Smart Bike. Having a go on the prototype was a bit of a mindset change for me about the concept of smart bikes. In 2017-2018 there was a lot a talk about how we “needed” smart bikes. I really didn’t really see it. But the riding the Tacx Neo Bike for the first time convinced me that a smart bike could be a good idea

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A sentiment which was confirmed with the eye wateringly expensive ($14K) Elite Furoipista. I’m more than happy to accept when I make the wrong call!

Then for Tacx at least, the clock seemed to stop, with it taking until 2019 for the Tacx smart bike to be sat on shelves (well, stacked on the floor is more accurate) and currently winging it’s way to people who had placed orders over a year ago! Whilst the trainer has moved forwards, from a naming perspective things have come out slightly backwards – with the smart bike now called the Tacx Neo Bike Smart

Talking with Tacx, I think I can see why the name change as occurred, and why it may be related to the delay. A delay that seemed absolutely bonkers as the prototype was pretty much finished!!

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As I’m sure you recall, in 2019 Garmin purchased Tacx – with only a minimal brand change to “Tacx a Garmin Company”. As an apparent indication that Tacx would remain as Tacx, rather than being consumed in it’s entirety and then the trainers sold under the Garmin banner, as “Big G” has done in the past

The acquisition, from a red-tape perspective, is apparently where the delay came in. Tacx, by comparison to Garmin, had a much smaller number of distribution channels. Garmin naturally wanted to increase the availability, and thus sales, of their newly acquired smart trainers and insisted on the Tacx and by extension, the smart bike was pushed through all available Garmin distribution channels. The problem here being that Tacx had never before supplied these channels and in requesting regulatory approval for their new smart bike – ran into a snag. It’s classification.

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To cut a regulatory, and red tape story short, Tacx basically had to prove that the Tacx Neo Smart Bike was not actually a spin bike. Sounds strange, but due to the lack user-controlled brake on a spin bike, the Neo Smart Bike, (which the regulators considered a spin bike) couldn’t be sold on a trainer license. So Tacx spent the best part of a year fighting to get approval for the Tacx NEOBike smart to be sold, as is, and the recognition it is not in fact a spin bike. Thus meaning it didn’t have to comply with spin bike regulations.

My belief is that somewhere along that road, a name came about to ease some of those issues. Just so that we are all clear, for the rest of this post, I’m going to refer to the artist formally known as the Tacx Neo Smart Bike, as the Tacx NEO Bike. ‘kay?

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Tacx NEO Bike Smart Hands-On – Specification

Normally I like to delve into the product design side of things first, as that is more my bag. But given the tail of changes we’ve just been talking about, let’s get the spec straight, so we all know what the Tacx NEO bike is packing.

Communication:

Bluetooth, ANT+™, ANT+™ FE-C,

Bluetooth Smart Trainer Protocol

Both ANT and BLE can be used simultaneously

Max Slope Simulation:

25%

Built-in sensors:

Power,

Speed/Cadence,

Advanced pedal analytics,

Left/Right balance

Max Wattage:

2200w @40kph

Max Torque:

88Nm

Max brake force

260Nm

Power Accuracy:

+/- 1%#

Flywheel:

125kg

Max User Weight:

125kg

Weight:

50kg

Other Bits:

Brake levers

Button shifts – sealed

“Shimano style” shifting currently

Custom gearing ratios

Road Feel, Descent Sim

Front and “cassette” LED power indicator lights

2x USB charging ports – WHICH YOU CAN SELF POWER!!!

Price: £2500

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Anyone recognise those vital statistics? You should do – ok maybe it’s more that I should recognise them as they are basically the stats from the Tacx NEO 2T. Previously it was the Tacx NEO Bike which was derived from the Tacx NEO, but the inverse happened here. For the final releases, it was the NEO BIKE which gave rise to the NEO 2T

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Tacx NEO Bike Smart Hands-On – Setup

Let’s be clear, before my next comment. The Tacx box did its job and protected the Tacx NEO Bike whilst in transit. You can see there are several areas where the courier has given the packaging somewhat less than special attention.

Now I reiterate that the box and packaging DID protect the Tacx NEO Bike, but I ended up with a quite a bit of broken and fractured polystyrene. Note how the packaging is on it’s side. Due to the weight of things, this is how the box needs to be opened

Tacx have managed to get the box to match the dimensions of a bike box, which does help with moving the unit around when it arrives. That, however, doesn’t reduce the weight of the packaging. Be warned if you are going to be moving this box around. Get two people involved.

On which note, I’m not really one for unboxing videos. I often find the packaging some of the least interesting parts of doing a review. HOWEVER, given the size of the box, and well, events with this particular unboxing. I thought it would be worth while sharing

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I need to make this next point, I need to be crystal clear. My injury was an accident, and certainly not due to the Tacx boxing or anything such as that. I was picking the bike up, from flat, as you should. Slipped slightly when moving and lost grip on the bike. Sometimes an accident is just that!

Update: Of the initial x-rays of my big toe – two showed no fractures, however one did have a line, which we considered to be an artefact, so we’ve put the injury down to bad bruise. HOWEVER, I’ve been contacted by the hospital again about the artefact x-ray and will be having repeat films this week.

That might all seem a little OTT after all, lots of people break toes. HOWEVER, the great toe is actually an important fracture and needs more care than just neighbour strapping – which would be the treatment if it was another toe, and frankly, I’d have just done with my doctors kit. However, I’m not allowed a home x-ray kit, something to do with nuclear material, a lack of license and risk to public safety – seems a bit unfair to me, so back to the hospital I’ll be going!!

Just in case, I would ensure that you have a vacuum handy and some long thin allen keys. Whilst the polystyrene over the house really isn’t an issue, having polystyrene within the Tacx NEO Bike isn’t a good thing. You make sure you are able to give it a very thorough clean. THEN give it a short spin <1min, as that will move and blow out more of the white balls that may have dropped inside the shell.

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Ok the tribulations of dropping a 42kg of an unassembled trainer on your foot notwithstanding, here is what you get in the box:

We’ve got the core of the Tacx Neo Bike. Acutely angled front legs, shallow back legs with wheels. Front fans. Saddle. Handle bars and shifters. Plus two Tacx boxes.

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Box number 1 has all the of gubbins that you need to bolt the Tacx Neo Bike together. Literally, there are four large bolts in the box. We’ve got the two, manuals, both manuals contain different languages, which makes sense. What seems a little odd, is that both have an English language section at the front! The tablet holder if you don’t for some reason want the fans. All the needed tools. Power pack. Quick setup if the manual looks like too much og a read. Crank length adapters, and finally the Tacx TDA trial.

OK, Engineering geek out. The Tacx smart bike comes with two options for the set up when it comes to bar and stem height, reach, and saddle position. You can either use the installed Hex headed bolts if you confident of your position, and don’t expect anyone to use the smart bike other than you. The other option is the adjustable handles. To be honest, given the benefits associated with being able to make on the fly micro adjustments to get the perfect fit, I’d suggest swapping these hands in right away

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Box Number 2 is more of a goodies box. You’ve a Tacx towel, bottle cage, bike sweat band, and Tacx NEO bike branded bottle. Nice little add on for a £2500 bike. Although, I’m a little surprised not to see included pedals as you get with the Wahoo KICKR Bike. The cynic in me does wonder how long the goodie box will last, as Tacx, under Garmin, is divesting from making the broad range of products that they used to, and will concentrate on trainers and bottles. So no more bottle cages, jockey wheels and tools

Inclusion of the sweat protector is great. Until you realise that it robs you of one of the best parts of the Tacx smart bike. The design means that there isn’t a typic cross bar. Now on the face of it, who cares…

Now think back to the last insane 60-90 min race you did on Zwift. Last time I did an event like that, I lifted my leg over the crossbar and had some of the worlds worst cramp. Perhaps this is a personal problem which the physio needs to look at, but getting off a bike IRL post-race is much easier than dismounting your same bike when on a trainer.

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By having the crossbar too low on the Tacx NEO getting on and off is much easier. It’s very easy to dismiss this as a small design that doesn’t really matter much. But if you think beyond the normal fit cyclists, having the smart bike easier to get on and off means that the market opens up to other people in the household, who might have never even considered jumping on a bike. My mother is in her late 60’s. The chance of getting her to sit on any bike on the trainer is an emphatic zero. After showing how easy it is to get onto the NEO smart bike, I think she’s actually considering giving it a go. If nothing else, that’s a huge change from “Get lost!! I’ve not been on a bike in years!”

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Which is probably an effective time to shift over to looking putting the bike together. In some ways, I think the Tacx instructions miss a vital step – putting the front legs on.

These are the most difficult part of the construction. Not terribly so, but once they are on, everything else is plan sailing.

Personally, I found having the bike upside down the easiest way to do this. But I would strongly suggest it is done on a trainer mat. No so much because you’ll damage the NEO bike, but that the metal runners onto which you’ll be putting the seat and the handlebars are more likely to scratch the floor

You can then steady the bike and install the back legs. Which are much wider and have the small wheels on the back

Just before you flip the trainer over, it is worth while making sure that the front wheels are loosened slightly so you can easily adjust them if needed. You DONT want to have to flip this thing up again!

With the bike standing on its own, you can slide the saddle rail (saddle comes installed) on the the bike rail. At the rear of the rail is a metal puck which when tightened from underneath presses up on the saddle rail to keep it in place

Under the bike rail section, you can see the screw which you’ll turn in order release the saddle rail

If you are confident in your bike fit measurements, or don’t want to have anyone else using the bike, you can leave the bolts in. If however there will be someone else using the bike you can swap out to the screw handles for easier adjustments.

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Whilst the Tacx Neo Smart Bike looks smoother and I’ve suggest better without the handles in place. Even if you are confident with your bike fit I’d still run them for a month or so, as you may find that there are aspects you could improve on. When once happy, swap back to the simple bolts.

An identical setup is used for the front handlebar rails, and their height.

The finishing kit is Fizik bar tap, and Sella Royal saddle which is a nice touch

I think the Sella Royal Saddle is okay. Certainly for rides of an hour, it’s adequate, but personally, I’ve swapped back to my Specialized Body Form saddle. As I’ve mentioned in the past you really shouldn’t listen to other peoples opinions on saddles, as all our butts are wildly different

The handlebars come without the fans or the on board computer plugged in. You need to put the back plate on first, before the screen is plugged in.

Now that might seem a little odd. But Tacx also include a tablet mound which doesn’t include the fans. Now the fans are the loudest piece of the whole Tacx NEO bike, but even so, I’d be very surprised if many people didn’t install them

The fans are attached with four screws leaving the head unit and the fan cable ports exposed

The fans plug in with 35mm cables and as with the whole of the Tacx Neo bike setup is exceptionally simple

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The fans themselves can be adjusted closer and further away from you on their arms. The slider on the back also allows for pitch to be adjusted

Personally I’ve found that I’ve left the fans slightly unscrewed so that I can move then around when riding. Whilst I like the fans, both when connected the heart rate or the internal speed sensor. They are really nice to have directed to the face, BUT I feel I’d be straining the word to breaking point to describe them as barely adequate for cooling purposes.

I wouldn’t describe them as noisy. Not be a long stretch, but I may have been more accepting of their airflow if they were silent to match the bike. As it is some people will probably want an additional fan too

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The next piece of cockpit setup is attaching the rubber strap for the tablet holder. I was really surprised to see such a flimsy bit of rubber as the tablet hold on a £2500 smart bike

However perceptions can be misleading, and the strap seems to work very well. It is easy to get the tablet into and out of the strap, and as the bike has so little movement to is, there is no risk of loosing it

What I do find bizarre and rather an oversight is that the channel for the tablet isn’t wide enough to accommodate the tablet and a relatively thin case. The channel is only 10mm wide.

Although I don’t tend to ride with a tablet, whilst my iPhone X in the standard Apple case does fit. It is rather snug

The whole of the cockpit here has several little “huh?” parts to it. Yes I appreciate that there is slack needed in the cables to allow for the handlebars to move forwards and back. Would it not have been possible to have this wiring internal. Or a hooked channel into which is could be tidied up? Similarly a back plate to hide the wires from the fans when installed. This might sound like needless nit picking, but let’s not forget this is a £2500 device, and is marketed to be one of the most complete cycle training devices available.

Which brings me to another nit whilst we are doing the install. The handles. WHY ON EARTH ship with handles that are not able to clear the bike frame?? I’m sure there is going to be a sensible answer about lever strength and appropriate tightness of the seat height adjustor. But I’d have much preferred just to have to turn with a little more force.

I’m going to reiterate, that I prefer and like the handles. But this is again £2500 it should look slick. The handles have a spring within them, so you can turn them independly of the bolt in order to have them align. In order to have everything aligned, it means that the bottom handle has to point up. Maybe it’s my OCD playing here, but this shouldn’t be something I’d discussing!

The final part of the cockpit is adding the rubber insert into the tray. Now here is the thinking which is missing on other parts of the cockpit. Getting gels, sweat and stuff all over the bike is quite normal in a race. So having an insert you can pull out and easily clean. Very sensible move

The final bit of the setup is the pedals. Stages and Wahoo have opted for “hammerhead” designs on their cranks. Now those bikes have an edge in utility, allowing you to opt for five different crank lengths

With the Tacx NEO Bike we have two inserts which go into the normal crank arm giving three different crank lengths 170, 172.5 and 175

Tacx understands that people don’t read instructions, so the crucial parts about installing the pedal inserts are also written on tags, attached to BOTH sides of the crank

Whilst I prefer the Tacx approach visually, I would have liked to have seen a bigger range here.

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For the install the pedal insert goes in the inside of the crank – don’t forget to oil this part first – I don’t mean the thread, I mean the outer part. Just after doing the photos, I had a mild struggle removing the insert in order to flip it over

There a washing, which goes on the outside between the pedal and the crank

Then stick the crank on as normal. Now I normally use SpeedPlay anyway, but given that the GF is also interesting in having a go, they have the added advantage of selling a simple slide-on cover. I can see these potentially being quite useful for smart bike household

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Tacx NEO Bike Smart Hands-On – Design

Having set up the Tacx Neo Bike, let’s take a look at some of the features. Starting off with the cockpit, we have an excellent little display. I think it deserves to be highlighted than the display can be powered, and illuminated by the rider, without plugging into the mains, using the same tech as the Tacx NEO

The display basically shows everything you need when riding: Heart rate, speed, 3s power, cadence, gradient and gearing when you are riding just on the bike in ERG mode

Until you connect the bike to any form of an external app – whether BLE or ANT – you get a reduced display, as the external app then takes the data. I understand why this is, in order to prevent the “My Garmin is displaying different speed to Zwift” issues. So then all the data from the Tacx NEO bike is displayed on the app.

There is still a benefit to running an additional cycling computer however so then you can get access to the Cycling Dynamics which Tacx enabled with the NEO 2T

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If you look UNDER the screen you’ll see one of my favourite parts of the Tacx NEO Bike. TWO USB ports. OK great, but why are you getting so wound up about two USB ports? You can charge your phone and tablet… so ??

Firstly both ports will give 2.4 Amps of charge, meaning that your tablet will actually charge. But more importantly that you can charge whilst riding you bike and NOT plugged into the mains!! Oh yes!! Now that’s what I call a great features. Sure I might not really be having a great ecological benefit as I spin the NEO Bike, certainly not enough to off set running Zwift on a flat screen TV. But still, it’s something, and great to see my watts actually going somewhere!

Moving down from the screen to the handlebars and shifters, the electronic shifters allow you to control both the gearing, and ALSO act as brakes.

Currently braking isn’t supported in Zwift, but it will be interesting to see if it, or other apps develop a protocol which is widely used. It’s certainly good that the Tacx Neo Bike feels like it has an element of future proofing built in. As these are “fly by wire” I’ll do wonder if the brakes will be open to remapping?

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On the inside of the shifters are two blue buttons which control the incline/resistance. Again remapping here for when in Zwift, would be very cool. I mention remapping, as whilst it is not available in the Tacx App yet, with a future firmware update you will be able to reconfigure the shifters to mimic SRAM and Campag. Current setup out of the box is Shimano style

Staying with the shifters for the moment, I’m not actually the worlds biggest fan of the Tacx shifters. I have found myself missing the down shift button several times. Whether this is a problem with me, or the sensitivity of the buttons, I haven’t had enough saddle time yet to find out. But by comparison the Wahoo KICKR Bike shifters will feel immediately familiar to most cyclists, which potentially going to be a major decision driver for many

As there is no cassette or front gear setup now. Just an enclosed casing mimicking a classic bike cover guarding

Along with the removal of the cassette, the classic bike chain has also been jettisoned, instead replaced by an enclosed belt drive. The Tacx NEO has always been the quietest direct drive unit on the market, to the degree that actually the bike drive chain was a greater source of noise, and hence with their smart bike Tacx have swapped to a drive belt. The belt will also reduce the need to service the unit, as a standard chain needs maintenance after 5000km or approx 200 hours. Tacx is estimating that the Tacx NEO Smart Bike will need the drive train servicing every 50,000km or 2000 hours… although giving the size of the unit, what that will mean I don’t know. This is going to be a universal issue in the future. What is needed when it comes to smart bike servicing and how and who will do it?

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As with all previous generations of Tacx Neo, the Tacx Smart Bike has a from LED which shines out on the floor giving a visual idea of your power. Previously I’d always considered it a nicety, but never really bothered about it

Whilst Tacx has increased the side of the light output due to the lens changes, it is nice. But still not going to get in a tizzy over it. HOWEVERTacx have now illuminated the rest of the drive train too and it looks sooooo cool. Yes, I admit, as the rider, I never see it, but if you see someone else riding a Tacx NEO bike, and they drop hammer, turning the LED, the rear of the unit red, it looks really cool. As esports are now being championed by the UCI with Zwift leading that charge, I think this external visual flare is going to play very well for Tacx when it comes to live streams etc

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Staying at the rear, where you would normally find the gear casette, there is nothing. Tacx has intentionally simulated the feeling of gear changes coming through the drive train with a slight… I don’t have the words.. a slight change in resistance as you press the shift buttons. You know it has changed, there is no doubt, and the change is as swift as I’ve seen on my Di2 setup. When riding the KICKR bike the changes there are… sharper, as in the mechanically simulated feedback. This is not to say either is better, just that they differ slightly.

When you do change the gear, the screen highlights the changes moving down the cogs, whilst also telling you the gear and having an arrow telling you which way you are going.

I’m set up running an 11 speed, 28 – 11 cassette set up to mimic my Di2 – those choices are made within the Tacx App But if you look closely on the screen, there is an unused cog at the bottom. That’s because the NEO bike is able to run a 12 cassette sim on the rear. After all the hardware doesn’t have the change on the bike for that!

When you do drop to either the bottom or top of your gear range, and try to change further up or down. The bike gives a brief rumble of vibration to say you’ve run out of gears. Feeling very much like the Tacx Road Feel Simulation – which is obviously active within the bike as well. Similarly, the existing power curve on the NEO 2T of 20% slope and max of 2200 watts will also carry over unchained.

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Tacx did originally have a smooth change, but swapped the system we have here, as they found that simply having imperceptible changes in gearing didn’t sit right with test riders. Although I’ll be honest I would have like to have seen what that felt like.

Tacx NEO Bike Smart Hands-On – First Rides and Conclusions

What with the “Great Toe Incident”, I have been able to ride the Tacx NEO bike, but at the moment I’m keeping at relatively gentle wattage. As a result, I’m doing this hands-on and will update later with a sound test, and power meter testing. In both of those, I try (and occasionally succeed) in breaking 800watts. I’ve certainly not going to risk doing that, not at least until my repeat Xray. So here is a collection of my first thoughts riding the Tacx NEO Bike Smart

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Even with the wheels in place, moving the thing, well at least turning it 180 in order to photograph the other side is a challenge! But in moving the bike around you get a feeling of exactly how solid the construction is.

Previously we’ve talked about the stability of trainers in terms of whether they move, or how you feel standing out of the saddle. Due to the weight of the Tacx NEO bike it is stable unlike anything else I’ve ridden. Which caused me to pause. How can I SHOW the stability of something doesn’t move?? Then I had an idea… I’ll let the video do the rest for me:

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What about the ride on something that stiff? I think it will benefit all rides to ensure there fit is absolutely perfect, as we’ve lost the small amount of flex we had with the NEO trainers. But in terms of spinning around on Zwift etc, if you like how smoothly everything is simulated with the Tacx NEO 2T you are going to love the Tacx NEO bike. As that’s because they are essentially the same core units, but that the Tacx Smart Bike has a lot more bike shaped plastic around it.

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We’ve still got the road feel and descent control. Frankly, if you were in the market for a Tacx NEO 2 and felt that some of the reviews suggested it was more of a mild update than anything significant, if you have got the pockets to afford one, I’d certainly look a the NEO Bike. Especially if noise is an issue where you Zwift

If you ever thought the Tacx NEO was quiet… this thing is something else. Genuinely the Tacx Neo Bike is whisper-quiet, and that ISN’T hyperbole! I’m looking forward to winter when I’ll be able to cycle with the window open, and the fan off and be certain that I won’t disturb my housemate!

That’s all I can say on the Tacx NEO Smart bike from a week of riding, but suffice to say this appears to be a very good machine, but we’ll have to wait for a power meter test before I give my final verdict. But for now, I see no reason this shouldn’t be considered a great piece of kit!

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Tacx NEO Bike Smart Hands-On – Worth the Wait? We've been waiting a while... Reportedly held up by legal regulatory issues, but the Tacx Neo Bike Smart is now in the wild!

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numberplates4u-blog · 6 years ago

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2018 Honda Accord Pros and Cons

[See image gallery at www.autoguide.com] The 2018 Honda Accord is finally here is it’s sure to be a popular seller in the family sedan segment. The Accord is all-new and has been rebuilt from the ground up, improving on a car that was already pretty stellar. Make sure to check out our full review of the new Accord, but here is a quick overview of the pros and cons for this fresh family sedan. 2018 Honda Accord Pros and Cons Pros Great Engines: Two engines will be available with the new Honda Accord. The base 1.5-liter turbocharged four-cylinder engine outputs 192 horsepower and 192 pound-feet of torque, which is more than the previous model. The upgraded 2.0-liter turbocharged four-cylinder engine (the same one in the Honda Civic Type R) outputs 252 hp and 273 lb-ft of torque. “Equipped with the 2.0-liter engine and 10-speed automatic, the new Accord is fast!” wrote Craig Cole, AutoGuide.com‘s Detroit Bureau Editor, in his review. “It’ll squawk the tires from a standstill if you bury the accelerator, yet, amazingly, these juvenile antics do not result in any torque steer. Power comes on strong starting at about 3,000 rpm and sticks around to redline when the transmission grabs the next gear.” Tons of Tech: All Honda Accords now come standard with the Honda Sensing suite of safety and driver assistance features, which includes like collision mitigation braking, lane departure warning, road departure mitigation, adaptive cruise control with low-speed follow, and traffic sign recognition. Standard features include multi-angle rearview camera, LED daytime running lights, auto high-beams, dual-zone automatic climate control, capless fuel filler, active noise cancellation, and more. Other available features include blind spot monitoring, front and rear parking sensors, cross traffic monitoring, driver awareness monitor, Apple CarPlay and Android Auto, adaptive damping, automatic tilt-down side mirrors for reversing, ventilated front seats, mobile hotspot capability, wireless phone charging, NFC communication, a head-up display, and more. Luxurious Interior: “Standing out from rivals, the new Accord’s cabin is exceptionally rich for this vehicle segment,” Cole says. Besides outstanding build quality, higher-end materials are used and there aren’t too many hard plastics to be found. The design is also clean and the trim pieces give it a luxurious look. The back seat is also extremely roomy and the trunk is also huge with 16.7 cubic feet of storage, a bit more than the Camry’s 15.1 cu-ft. Premium Style: The new Accord has a higher-end style with a sportback design, similar to the Audi A7. Honda tried to go with a sportier look with a longer, wider and lower stance. Honda says the Accord’s more premium look is “highlighted by shorter overhangs, a bold front fascia, a long and low hood, and a visual center of gravity moved closer to the rear wheels.” ALSO SEE: 2018 Honda Accord Review and Pricing and Fuel Economy Cons No More Coupe or V6: Honda obviously looked at the data and determined that not enough people were buying the coupe model or the V6 to justify including them in this generation of Accord. People seem to be pretty upset that the Accord doesn’t come with a V6 any longer, which is made even worse by the fact that the new Toyota Camry still offers a six-cylinder option. Honda, however, is trying to appease enthusiasts by still offering a manual transmission, and we can’t fault them for that. Camry Drives a Bit Better: In a strange role reversal, the new 2018 Toyota Camry seems to have slightly better driving dynamics than the Accord. That’s not to say the Accord has poor performance, but Toyota really seems to be getting serious about performance and driving. The Accord’s new 10-speed transmission seems to be less refined than the Camry’s eight-speed unit and the V6 Camry also has the benefit of having more power than Honda’s top trim 2.0L turbo four-cylinder. Pricing Has Gone Up: Pricing has gone up a bit from last year, but Honda packs the new Accord with more standard features, which helps justify the increase. Pricing for the 2018 Honda Accord starts at $24,445 and tops out at$36,675 (including destination fees). Find full pricing and trim line info here. Get the Flash Player to see this player. The post 2018 Honda Accord Pros and Cons appeared first on AutoGuide.com News.

http://www.autoguide.com/auto-news/2017/10/2018-honda-accord-pros-and-cons.html

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man-reading · 8 years ago

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Lost in Ferrari

Written by Chris Campanioni

Learning to drive the 2017 Ferrari GTC4 Lusso

Ferrari GTC4Lusso in white. Photo courtesy Ferrari

I learned to drive the 2017 Ferrari GTC4Lusso by driving my 2011 Kia Forte on the NJ Turnpike, and imagining I was behind the wheel of Ferrari’s front-mid mounted 6.3-litre V12 engine shooting-brake 7-speed dual-clutch hatchback.

I don’t know what any of these numbers mean; I’m just reading from the e-mail Ferrari’s travel agent had sent an hour ago. When I was still moving with my own legs. As a rule, all writers do this, all the time, so it didn’t feel so strange, to drive through Staten Island, toward the Goethals Bridge, the NJ Turnpike, the rust and metal and the hot-trash stink of Elizabeth, and to picture I was rounding the foothills of the Apuan Alps instead, wind curving up my shirt and through my hair, squinting so you can see I really feel it.

The hatchback on my Kia Forte is probably the only similarity, besides the exterior’s cerulean hue. Ferrari’s three-door grand touring goes 0 to 62 in 3.4 seconds. The cost to own one, according to the spec sheet attached to the e-mail, is $300 thousand. The cost to drive one, for an afternoon, over the foothills of the Apuan Alps, and very likely, along the stretch of Marina di Pietrasanta’s gold-sand coast, is free, at least if you’ve been entrusted with the responsibility to write about it for the GTC4Lusso media launch.

But we’re not there yet. I’m still on the NJ Turnpike, somewhere across Elizabeth, revving my 2.0 4-cylinder engine under one, two, three white-silver specks which are embarking on their own journey, Newark Liberty International receding in the rearview. I’ll be on that jet tomorrow.

“You’d need to look up to understand how blurred your line of sight is, in the passenger seat or otherwise, when you’re going 208 miles per hour”

“So how fast does this machine go?” I ask, turning to the man in the passenger side who’d just switched seats, glancing up from the spec sheet which says 208 miles per hour. Spec sheets, like cell phones, are useless. They only give answers. What I want is to only ever ask questions; to know what you could never know; really, I’m not interested in how fast we’re going, or how fast we’re going to go. I want to know how it feels. I want to tell you how it feels.

You can’t ever get that from a spec sheet or a Google search. You’d need to look up to understand how blurred your line of sight is, in the passenger seat or otherwise, when you’re going 208 miles per hour.

Which we’re not.

Chris Campanioni driving the 2017 Ferrari GTC4 Lusso in the Apuan Alps. Photo courtesy Ferrari

The winding roads of the Apuan Alps are nearly one-lane in the Ferrari; Fiats and Lancias pull over at the sound of the approaching growl, except for the rare moments you turn a curving bend and slide by a commercial van or utility truck ambling in the opposite direction. The Aerautodromo di Modena this is not, but the GTC4Lusso is better for it, nimbly handling every literal bump of the road with the type of ease and immediacy I’d only ever witnessed in the movies. The thing about wish fulfillment is, Ferrari makes these aspirations of grandeur possible for the everyday driver, and this, more than anything else, is what sets the GTC4Lusso apart from its predecessors, and its competition, or at least the cars that trail behind, or pull over at the sound of that growl, the sort of operatic treble that distinguishes a Ferrari from any other car, my driving companion tells me, as much a part of the brand as the spirit of artistic innovation and adventure. And today we are having both.

It’s no surprise that Ferrari, which picks a different location for each of its media drives, chose Pietrasanta in Versilia to unveil the GTC4Lusso. Tuscany’s city of art has twenty-eight laboratories of marble and nine foundries of bronze, and its streets flourish with actual art objects, including a massive window without a frame that opens up to a long stretch of stone sidewalk into Piazza del Duomo, where we meet in the morning to pick up our keys and find our Ferraris, a dozen parked alongside a majestic monument of Leopoldo the II and the white-marbled gothic spires of La Collegiata, as the village’s red-bricked bell tower chimes, reminding us that time is money but adventure is always priceless.

The night before, after a media presentation and dinner in the Museum of Sculpture and Architecture, a maestro regaled us under the half moon with a Stradivarius from 1728, a machine that creates a distinct acoustic because of its soundboard, itself a type of engine; the varnish, the wood, even the width producing a tonal accent that is inimitable. In that way, it sounded a lot like Ferrari, a company driven by luxury and sport but also by the desire to create something beautiful.

“Decades ago, Ferrari re-defined adventure. Now the automobile company is re-defining how we have adventures”

In Tuscany, at least on this balmy afternoon, all roads seem to lead to Lucca. Despite Ferrari’s pre-programmed GPS-guided route; 146 kilometers through six strategically-placed waypoints toward our eventual return to the Piazza del Duomo, we are circling Lucca, twisting around those mountain turns and idyllic villages as young boys and old men raise their arms up and cheer us on, hoping we’ll give them another growl in our wake. We’d lost the pack of other journalists sometime after Waypoint 1 and Waypoint 2, spotting the Mayor of Pietrasanta in a café’s parking lot, and pulling in to join him for a macchiato, what he referred to as “the unofficial checkpoint”—the first, it turns out, of many.

Decades ago, Ferrari re-defined adventure. Now the automobile company is re-defining how we have adventures. And it has attracted a new generation of drivers. Today, Ferrari drivers are ten years younger, and they are taking sixty percent of their trips with at least four passengers. So Ferrari responded with improved efficiency for CO2 and fuel consumption, and almost-instant responsiveness even at low revs, thanks to the GTC4Lusso’s new thrust vectoring control and its SSC4 Side Slip Control System, the closest thing to a car having its own sentience, with a brain that receives information from onboard sensors and grip estimation, intervening when necessary and adapting the car’s behavior to suit road surfaces and grip conditions of all types.

“This is the Ferrari you can use daily because customers want an everyday Ferrari,” the GT product manager explained to a room full of writers, the night before at the MuSA. In doing so, Ferrari has designed the GTC4Lusso with more storage space, more luggage space, more rear leg space; more space to create more adventures. Smiling toddlers in infant seats, skis and snow boots secured in the trunk, brown bags filled with apples, and carrots, and organic cream in the back seat.

A photo montage from the presentation flashes in my mind as we speed under another sign indicating LUCCA; the Fortezza delle Verrucole and five other points of interest shown in the 10.25-inch high-def touchscreen, all of these places we are supposed to be. Now we’re waiting for a call from Ferrari, from other journalists, from the Mayor, maybe, to tell us where to go, or how to get there.

“It could be worse,” my co-pilot admitted, navigating our ride in Ferrari’s new dual-cockpit passenger display; click anywhere on the map and it automatically becomes selected as a new point of interest on our ongoing route.

I ask him how much worse and he tells me about the time, in Spain, when a wave of writers were detained by Spanish police for speeding past their unmarked cars over the Pyrenees.

And in fact, in the GTC4Lusso, it only gets better, circling Lucca instead of following the rest of the pack toward Barga and the Verrucole Fortress, replacing a guided tour with our self-made journey, the way I think Ferrari always intended.

“Turn left,” the guidance instructs, in its best lady-like British voice. “Then go straight ahead.”

“You know what they call that in Virginia?” my co-pilot asks, turning to me, not really expecting an answer. “They say, ‘Drive straight on, and then keep on getting it.”

We keep getting it. Then we get some more. “I say, ‘Taste everything,’” I return, glancing back at him, the road a stretch of black-grey blur. “‘Then go back for seconds.’”

Eventually, we make it to lunch, as everyone else is preparing to depart. Rolling green hills, brick-walled ruins, more mountains studded with more enchanting villages. A view of the castle that everyone else has already visited, taking the same photos everyone else has. Espresso arrives at the table. Mounds of golden pillows called pasta fritta in a bowl to my left. Cured meats and cheeses from the region to my right. A hulking slice of beef still forthcoming. Unofficial Checkpoint 2, I think, as I take my first sip, glancing at the Mayor who’s now sitting at another table, speaking in Italian, probably relating the incident about the two American journalists who got lost moments in and joined him for a macchiato.

Ferrari GTC4Lusso in blue. Photo courtesy Ferrari

We pull in to the Piazza del Duomo next to only two other Ferrari. Unsurprisingly, we’ve arrived ahead of schedule. The idea of schedules was thrown out the window, or the panoramic low-e glass roof, several hours earlier.

“Don’t worry,” a Ferrari rep tells us, sitting on the stone steps that lead to the cathedral, hands on her knees, keeping time without a watch. “There’s two more right behind you.”

I stand silent for a moment, scanning for the potent purr that heralds a Ferrari, the V12 engine that customers say is their favorite part of the experience. I bend down, reach for a step, take a seat beside her as I think of titles to this story. All Roads Lead To Lucca, Unofficial Checkpoint, Points Of Interest, Lost In Ferrari.

Ferrari creates adventures. The point is to lose yourself.

#Chris Campanioni #Ferrari #cars #driving

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adrenalineguide · 5 years ago

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Subaru Outback Outdoor XT: Four thumbs up, one down

Text and Photos By Michael Hozjan

My girlfriend told me it was payback. She’s like that, believes in the universe coming back and giving you your dues. This time it was the gods of electronic automotive gadgets; more specifically my Outback’s 11.6” infotainment screen had mysteriously locked up on me. Payback for what I had written about it in the Legacy piece (See below). The buttons seized up on me one night. Thankfully when I started up the Outback the next day everything was back to almost normal (it took longer to register my touches than the Legacy’s unit) and I was able to warm up my derriere and listen to my favorite tunes during the day’s outings.

Happily the rest of the Outback’s stay in my hands was pleasant, in fact very pleasant. It was the one time I had the Legacy and Outback back to back and the differences were obvious from the get go and not so subtle at that.

A welcoming interior invites you in.

To begin with, the Outback came with a soft-touch, water repellent seats made from vegan recycled materials. I don’t know if it’s psychological or not but as comfortable as the Legacy’s seats were during my run to T.O. and back, they paled by comparison to the soft-touch faux leather units. In fact the whole interior took on a posher aura.

Second, the Outback came with the mightier 2.4L turbocharged boxer 4-cylinder engine that dishes out a very respectable 260 horses. Yes the difference is obvious and very much desirable, especially if you’re towing, as the capacity has now been bumped 800 lbs. to 3500. The normally aspirated four can tow up to 2700 pounds. Regardless of engine choice, a continuously variable automatic transmission (CVT) is the only one available.

Needless to say, all Outbacks are all-wheel drive, a Subaru staple and with 8.7 inches of ground clearance this wagon is able to navigate everything most drivers will come across.

Seven inches of ground clearance make the outback at home off the pavement.

Like the Legacy, the Outback rides on the new global platform that’s been stiffened and refined to improve composure and ride quality.

The roof rack is one of the bulkiest in the segment unlike some of its competitors’ racks is obviously built to carry your gear. There are holes in the front and back for tie down straps and the crossbars fold away inside the rack while rubber bottoms assure the paint won't get scratched.

The Outback is available in seven trim levels starting with the Convenience at a bargain basement price of $30,695. Think about it, an all-wheel-drive, real-size suv that can actually carry five adults for a shade over 30 grand!

For the entry price, the Convenience gives you the 2.5L, 182 horsepower engine, Subaru’s EyeSight technology and lane centering assist that thankfully can be turned off. (I did find it fighting me more than I cared for.) Heated front seats and dual 7-inch infotainment screens (my choice) with sat radio and Apple CarPlay/Android Auto.

Sorry Subaru, as much as you love your screen. Here’s another reason why I don’t.

The $34,795 Touring package adds reverse automatic braking, power rear tailgate with hands free sensor, Subaru’s StarLink connectivity, rear and side vehicle detection and the 11.6 inch screen.

The Premier at $40,995 adds a front view camera, Nappa leather with ventilated front seats, a driver distraction mitigation system and 18” wheels.

The XT designation implies the aforementioned turbocharged engine.

My autumn green metallic Outdoor XT at $38,695 had X-Mode; an advanced AWD program to aide you in getting out of the sticky stuff and features hill descent control, also included was the all weather soft-touch seating, front view camera and 11.6 screen. Driver assist features of the Eye Sight system for my loaner included Pre-collision Braking, Pre-collision Brake Assist, Pre-collision Throttle Management, Adaptive Cruise Control, Lane Centering Assist, Lane Departure Warning, Lane Sway Warning, Lead Vehicle Start Alert and lane Keep.

Oddly missing from the equation was a heated steering wheel. With heated steering wheels making their way into econoboxes I find it surprisingly strange that Subaru would not have it in their off-roader. Which would you rather have in our climate a large screen or warm fingers?

For that you have to step up to the $41,795 Limited XT which also adds leather seating, heated rear seats, seat cushion extender, body colored mirrors, and aluminum alloy wheels.

The top tier Outback, the Premier XT starts to get pricey at $43,795, but if have the coin it’ll get you seated in Nappa leather and ventilated front seats along with chrome trim on the mirrors and roof rails.

Ironically the Limited is the one with the most color pallets available.

On the road

Unlike the slew of SUVs on the market the Outback has its own signature look and you won’t have trouble spotting it at the mall parking lot. While its length has grown slightly to better accommodate rear seat passengers and some additional cargo, the wheelbase has been left the same. The added composure over the previous model comes from the new stiffer chassis. As I mentioned earlier my Outback had an air of luxury that the Legacy didn’t. Did that go to improve my ride quality? Maybe.

Above: 12V outlets, smart fold away eyelets, netted cubby holes make full use of the trunk space

The cabin is quieter over the outgoing model, the only kink in the armor were the Toyo Observe G3 Ice winters which proved to be exceedingly loud to the point that at highway speeds phone conversations were difficult.

Like the omission of a heated steering wheel in a vehicle that is clearly designed for winter I was surprised not to find a remote starter. After a particularly cold movie night, we exited the theatre to find all the other SUVs with their engines running, warming up their interiors for their owners. Not us.

There’s a price to pay at the pumps for the stronger mill. I averaged 9.2l/100 kms or about two liters per hundred clicks more than the sedan.

So which engine? If you don’t have a heavy right foot, the Convenience is an absolute bargain. Dishing out nearly eight grand more to get you into the base turbo model is a bitter pill to swallow, but I must admit I love the power of the turbo unit, the interior materials on my tester were top grade. The looker of the pack is undoubtedly the Outdoor trim with its gunmetal badging, blacked out trim and wheels.

As SUVs go the Outback has a lot going for it, its low center of gravity means better handling that the high riding counterparts will never match, and while the Outback is not perfect, few vehicles are I do wish Subaru would drop the video game screens and give us more of what we want…and need.

Price as tested: $40,495*

*Includes dealer prep and destination charges. Thankfully Subaru does not have premium pricing for different color options.

#subaru #outback #legacy #outdoor #suv #crossover

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robertkstone · 6 years ago

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2019 Lincoln Nautilus 2.7T AWD First Test: MKX Dresses Up

If there was a luxury brand in need of an image transformation, it would be Lincoln. Fortunately for Lincoln, the fourth-generation Navigator, which went on sale in late 2017, breathed new life into the brand. The SUV adopted a standout exterior design, a quiet ride, and interior appointments that rival the best from luxury automakers without the rental-car stigma. You could argue the changes helped make it more appealing than its archrival, the Cadillac Escalade. Next on Lincoln’s transformation plan is the Nautilus, which despite the new name is a refreshed version of the MKX. But how significant is this refresh?

In addition to the name change, the 2019 Lincoln Nautilus receives an exterior that closely resembles big brothers Aviator and Navigator. Replacing the 3.7-liter V-6, the new base engine is a 2.0-liter turbo-four good for up to 250 hp and 280 lb-ft of torque. The previous 2.7-liter twin-turbo V-6 remains in the lineup, making the same 335 hp and 380 lb-ft of torque. In either case, power is routed through an eight-speed automatic instead of the old six-speed.

We recently drove the Nautilus with the more powerful engine, an upgrade costing $2,070. In our instrumented tests, it hit 60 mph in 6 seconds flat, making it a hair quicker than an old MKX we tested with the same engine at 6.2 seconds. It’s also quicker than a comparable Cadillac XT5, which took 6.5 seconds to reach the mark. The sales king of luxury SUVs, the Lexus RX, required 6.8 seconds in F Sport guise.

Although we enjoyed the Nautilus’ ample power available through the midrange, the transmission lags at low speeds. This results in some clunky parking maneuvers. We also experienced abruptness after hitting the accelerator when getting up to speed quickly.

The Nautilus performed pretty well in our figure-eight test. Road test editor Chris Walton praised the SUV for its “quick steering, good turn-in, and more grip that most would expect from an SUV.” It completed the course in 26.9 seconds at an average of 0.66 g, hinting it’s slightly less nimble than the MKX (26.5 seconds at 0.68 g). But it beat the aforementioned Cadillac and Lexus, which clocked 27.1 seconds at 0.65 g and 27.1 seconds at 0.63 g, respectively. Despite the solid numbers, we would categorize the Nautilus’ steering as more comfortable than sporty. Making three-point turns reveals the size of this vehicle.

Erick Ayapana, our associate road test editor, noted some dive in the front end during the braking test. Nevertheless, the Lincoln came to a complete stop from 60 mph in a respectable 117 feet. That’s on par with the old MKX (119 feet). Cadillac has Lincoln beat with a stopping distance of 111 feet, but the Lexus took 123 feet. Ayapana praised the Nautilus’ crisp brake feel and body control.

That said, the Nautilus exhibits some body roll driving over uneven surfaces. Meanwhile, wind noise and minor creaking noises disturb the overall quiet cabin. We noticed creaking from the back as well as closer up near the driver. Strangely, we’ve experienced creaking issues with other Lincolns, including the MKZ Hybrid we drove in 2017. Spooky, but turning on the radio is a quick fix.

Now on to our favorite part of the Nautilus: the interior. Because our tester was a Black Label, we benefited from a particularly plush cabin with comfortable heated leather seats, a 19-speaker sound system, ambient lighting, a panoramic roof, an Alcantara headliner, a hands-free liftgate, and wireless charging. Our tester came with the Gala design theme, bringing a maroon color into the cabin. Our model had the optional 22-way power driver seat and a variety of other safety and convenience features, including parking sensors, lane keeping, active cruise control with traffic jam assist, and adaptive steering. All in all, our model rang out to $67,630.

Despite the quality materials and amenities, and the reasonably roomy rear seat, we can’t help but lament the outdated cabin layout. The touchscreen works well but looks a bit old compared to Cadillac’s CUE. The screen is surrounded by lots of buttons and knobs that take up space, and the center console area offers few places to store small items. Nevertheless, we like the big buttons to the left of the touchscreen that make up the electronic shifter. This system is responsive and easy to use. Forward visibility is acceptable, but pillars up front impede the view slightly.

We’ll have to test the four-cylinder version to make a final conclusion, but it’s clear the Nautilus hasn’t undergone anything near a Navigator-like transformation. Along with the new exterior design, one of the few significant updates is fuel economy. Our Nautilus tester came in at 19/26/21 mpg, according to EPA figures; a comparable all-wheel-drive MKX delivers 17/24/19 mpg. For more changes under the skin, we’ll have to wait a few more years for a full redesign.

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#IFTTT #PerformanceJunk WP Feed 3

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itsworn · 7 years ago

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ModNationals 2018 event Forecasted Full Speed For The MMC

There was a time when a Modular-based drag event didn’t have staying power. Whether it was a lack of aftermarket support, not enough competitors, or just the wrong time of year, we remember the Modular-based events from years gone by. Thankfully, as evidenced by the turnout at ModNationals 2018, things have changed. New ideas, new venues, new dates, and more importantly, the support of the performance aftermarket has changed the Modular Mustang landscape for the better.

Perhaps the biggest change is that Mustang performance enthusiasts have embraced the Coyote engine, which has caused a trickle down/competitive effect on the Modular engine community. If you don’t have a Coyote-powered Mustang, it seems you want to beat a Coyote-powered Mustang. The Coyote engine has created more competition between Mustangs, which is good for making sure someone is in the other lane at the dragstrip.

At ModNationals 2018, there were plenty of competitors in the other lane at South Georgia Motorsports Park. What’s more, mix a sticky racing surface with cool, fall temps, and personal records didn’t have a prayer. Several racers recorded personal bests at ModNationals 2018 in just about every class. The good thing about ModNationals is that there’s a variety of classes for just about every Modular- or Coyote-powered Mustang or Ford. There was a Modular Outlaw, King of the 4V (Cobra vs. Coyote), a 6R80/10R80 class, and even an Underdog class for Two- and Three-Valve cars.

For the full-skinny on the 2018 ModNationals, peep the captions. Hopefully this will keep you going until the 2019 version, which is scheduled to take place November 13 -17 at South Georgia Motorsports Park.

Bart Tobener has never met a race he didn’t like. The Race Parts Solution front man competed in Mod Outlaw at ModNationals, but a little too much grip caused his car to wheelie against eventual winner Eric Leeper. “I didn’t have anything for him…car has only been 4.50s in that trim, but I was trying,” Tobener said. He had to short-shift, causing a loss of boost, allowing Leeper to get the win. Tobener uses an MPR-built 305-inch Coyote with a Holley Sniper intake, an 88mm single turbo, a Holley Dominator EFI and 160 lb/hr injectors and JGS wastegates. Behind the Coyote is a Proformance Racing Transmissions Powerglide with a ProTorque GenX converter. The car’s 25.3 chassis was built by Scott Black at Chassis Pro, and features a Cobra Jet rear suspension.

One of our favorite race cars from ModNationals was Keith Ciborowski’s Dark Shadow gray 2003 Cobra. Competing in King of the 4V class, which is designed to pit 2003-2004 Cobras against Coyote-powered Mustangs, Ciborowski ran in the 7.50s at the ModNationals, and that was good enough to get him to the semi-final round, but not past Jake Conant. Ciborowski’s Cobra boasts a sleeved Coyote engine from Rich Groh Racing Engines/JPC complete with Oliver rods, Diamond pistons, a stock crank, ported heads, and JPC turbo cams. His power adder of choice is a Precision ProMod 85mm single turbo, while tuning is done via a Holley Dominator ECU. Sticking with the JPC theme, Ciborowski tunes the car with help from Eric Holliday and Kevin MacDonald. A TSI/JPC Powerglide is in the tunnel with a ProTorque GenX Converter.

Donnie Gilder had a great weekend in the Unicorn. His S550 features a Fast Forward Race Engines powerplant, a Hellion Power Systems twin turbo system, a Brett LaSala built 6R80, a Steeda Autosports suspension, and a Sai Li tune. At ModNationals, Gilder busted out a 1.24 60-foot time, on the way to an 8.63 at 165 mph. The car is just at home on the street, as well, and weighs in at 3,880 pounds. Racing in Heavy Street, Gilder bowed out at the hands of eventual class winner, Thomas Benavidez, in round 3.

Marty Balintfy brought his 2004 Mystichrome Cobra to ModNationals to compete in Driver Mod and True Street. His Cobra had been stuck in the 10.0s, but he was finally able to break into the 9s with a 9.98 at 142 mph. In True Street, Marty ran a 10.05, a 10.001, and a 10.33 for a 10.129 average. In Driver Mod, Balintfy did very well before running up against Yandro Ulloa’s Minion in the semi-final round. Balintfy’s Cobra features its stock engine with Comp cams, a supercharger pushing 22 pounds of boost, Metco pulleys, a Fore fuel system, Kooks 1 ¾-inch long-tube headers and 3-inch X-pipe, and a Bassani 3-inch after-cat. The stock T56 is beefed up with a 26-spline input shaft and a McLeod RXT clutch, while the chassis benefits from a Racecraft K-member. The IRS has GForce Performance half-shafts, Viking shocks, and 3.73 gears.

Eric Leeper arguably has one of the nicest Mustang drag cars in existence. What started out life as a 1966 Coupe was turned into a more aerodynamic fastback by AC Carcraft in Coral Springs, Florida. The body was transformed around the chassis, while a MPR-built Ford GT 5.4 is nestled under the hood and filled with Diamond pistons, GRP billet aluminum rods, a billet crank, and Bullet Racing cams atop Navigator heads. Boost comes from a Garrett GTX Gen2 88mm turbo plumbed with Race Part Solutions tubing and fittings, along with a Chiseled Performance intercooler and ice tank. Leeper does the tuning with a Fueltech FT600 and the combo gets its fire from an FTSpark CDI ignition. A ProTorque Revolution converter is coupled to a Proformance Racing Transmissions-built Turbo 400, while Santhuff struts reside up front with Precision Racing suspension-tuned Penske’s in the rear. Those shocks and struts do the job of taming the Weld V-series wheels custom-coated by Mr. Speed on Mickey Thompson ET Street Radial Pros, and The Brake Man’s best brings the fun to a stop. Speaking of which, no one was able to stop Leeper and his fastback in Mod Outlaw, and he was able to take the win over JPC’s Justin Burcham in the final.

For Justin Jordan, it’s been a race to the 6s, no matter the venue, event, or track. At the ModNationals, every pass it seemed everyone was waiting for a 6.9-something to light up the scoreboard. Unfortunately, that didn’t happen, but one thing that did happen was that Jordan got the win in the King of 4Vclass. Jordan uses an MPR-built engine with a Hellion twin turbocharger system featuring Precision 6466 units, a TSI Powerglide with a ProTorque converter, a BMR rear suspension, a Pro Fab Performance anti-roll bar, and a Racecraft front suspension with Santuff struts. Watch for a full feature on Jordan’s car in a future issue.

Tom Benavidez won Heavy Street in a car built by Small Blower winner Oscar Morin, who says the car was built in five weeks. The car wasn’t even ready when they left for ModNationals before arriving at Triangle Speed Shop to finish it up. The team used the qualifying runs to dial in the 2013 California Special, which boasts an MPR-built engine, a ProFormance Racing Transmissions Turbo 400, a BMR suspension, Viking shocks and struts, a TigVision 10-point cage, and a custom twin turbocharger system consisting of Precision 67/66 units. Oscar says the high 7-second car has more in it, and can’t wait until ModNationals 2019.

Like Justin Jordan, Yandro Ulloa was also trying to eclipse an elapsed time hurdle by getting his car into the 7s at ModNationals. With every pass, everyone was looking for the scoreboard to light up a 7-second pass. Fortunately, our dreams, and Ulloa’s, came true when he ran a 7.99 at 178 mph, and then backed it up with a 7.92 at 180 mph. The Minion features a Levin Motorsports-built and tuned Four-Valve with a pair of Precision 6870 turbochargers, an AEM Management system, and a Tremec T56 Magnum tricked out by RPM Transmissions. The car is looking good thanks to Truline Collision in Tampa, Florida. Ulloa won the Driver Mod class after beating Ben Stoner in the Fathouse Fabrications 2011 Mustang GT.

Taylor Baker wasn’t necessarily happy about being in the Driver Mod 2nd chance race, but sometimes you have to keep moving. Baker was busy tracking down a bad sensor, and an exhaust leak that became worse as the event went along. The sensor failure is what knocked him out of the main race. However, he had enough to take the win in the Driver Mod 2nd chance race. Baker’s ride is a 2004 Cobra, featuring a stock bottom-end, MHS-ported heads, PAC valve springs, KMS custom cams, Accufab and Shelby Mike Racing timing components, twin Precision 6466 turbochargers, a face-plated T56, a 9-inch rear, a ProEFI Engine Management System, Mickey Thompson ET Street Radial Pro 275s, and E85 in the tank. Baker says the car is still a full-weight car, as it has a full interior, A/C, power steering, and power brakes. “It was saying 3,610-3,660 the past few times I crossed the scales,” Baker says. He adds that he is just now starting the figure out the tune at its current power level. He keeps it safe since it sees a lot of street action. “It went 8.30’s at WCF and then 8.20’s at ModNats on pretty much the same tune-up aside some fueling changes,” Baker says.

If we were just going off the elimination sheets from ModNats, we would be talking about Jim Brown, but thankfully, the winner was actually Jim Braun in his 2012 Mustang GT. Braun relies on Fast Forward Racing Engines for machine work, but the engine, along with the car’s turbo system and 10-point roll cage, is self-built. The 6R80 in Braun’s car has a lot of Brett LaSala’s billet parts in it, along with a Circle D converter, and the rear has Strange Engineering 35-spline axles in it. Braun’s GT is usually in the 8.0-range at around 178 mph, and he plans on doing a lot of racing in 2019. For 2018, Braun closed out the year with a ModNationals win in the 6R80/10R80 class.

Oscar Morin was a busy man leading up to ModNationals 2018. His shop Shrek Motorsports specializes in Coyote builds, and this 2016 Mustang GT (far lane) is owned by Ariel Salinas. Morin drove the car, nicknamed “The Toro,” and it has an MPR sleeved Coyote, a Gen 3 supercharger ported by Jason Teixeira, a Triangle Speed Shop tune, a BMR suspension, Viking shocks and struts, and a Double AA Performance K-member. Morin made it look easy by running consistent 8.60s at over 157 mph to get the win. “Shout out to Daniel and Craig Pachar from Triangle Speed Shop for their support,” Morin says.

We’re not going to get into the timing issue that plagued the Outlaw All Motor class, which provided a home for Coyote Stock regulars. It seemed if a competitor went deep, the timing system would automatically disqualify that racer. In the end, the win light came on in Darin Hendricks’ lane.

In the Battle of the Underdogs, which is a Two-Valve vs. Three-Valve class, Andrew Lavender was the last man standing with his 2003 Mustang GT. Under the hood is a garage-built Two-Valve with PI heads, custom Todd Warren cams, and a single BorgWarner 76mm turbocharger. Lavender uses a Holley EFI system, a Turbo 400 transmission, and Mickey Thompson ET Drag Radial Pro 275s. This combination is good for 8.50s and a Battle of the Underdogs win at the 2018 ModNationals.

Joe Hutchins is no stranger to Open Comp racing. He put his expertise to work at the ModNationals, taking his 10-second 1985 Mustang to the winner’s circle, beating other regulars like Charlie McCulloch and Steven Daniels along the way.

A champion many times over, Randy Conway proved he hasn’t forgotten how to win. On a 10.22 index, he ran a 10.29 each round, except for his semi-final round bye run. Conway beat Joe Cascio in the final to get the ModNationals win.

The post ModNationals 2018 event Forecasted Full Speed For The MMC appeared first on Hot Rod Network.

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dipulb3 · 4 years ago

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2021 Mini Countryman Oxford Edition is an OK value, but at what cost?

New Post has been published on https://appradab.com/2021-mini-countryman-oxford-edition-is-an-ok-value-but-at-what-cost-2/

2021 Mini Countryman Oxford Edition is an OK value, but at what cost?

You’ll never confuse this car for anything else, except another Mini, maybe.

Andrew Krok/Roadshow

Mini’s Oxford trims are meant to provide great value for new car shoppers without breaking the bank. New for 2021, the Mini Countryman Oxford Edition wraps those efforts in a compact SUV shell, giving buyers extra space without a significant footprint. Trouble is, when you strip away the fripperies that Mini shoehorns into its more expensive variants and start comparing it to the competition, what remains doesn’t exactly feel like a great value.

Unique aesthetics

Decently roomy

Don’t Like

Incorrigible nickel and diming

Asthmatic inline-3

Uncomfortable ride

The 2021 Mini Countryman is a quirky little thing. In a world of ever-sharpening creases and aggressive styling, the Mini’s Hardtop-but-stung-by-a-bee curvature offers a friendlier aesthetic alternative. The headlights are anime-character big and the Union Jack design in the taillights is fun. The Oxford Edition rides on 18-inch wheels (the base model gets 17s), making the whole shebang look a little less entry-level than it is.

Inside, the Countryman’s aesthetics again separate it from the pack, but at the same time, it feels a little meh for a car carrying a $30,000 price tag. None of the softer plastics feel particularly premium, but they do a great job at picking up and holding onto more dust than harder materials generally would. The massive swath of trim across the middle layer of the dashboard looks cool on more expensive variants, but the Oxford’s shiny gray piece looks kind of dull and cheap. It’s better than piano black, though, because this one at least hides fingerprints better. Then there’s the aviation-style switchgear, which will forever remain the most rewarding toggles to flip in the auto industry.

2021 Mini Countryman Oxford Edition has a fresh, friendly face

See all photos

Despite its small form factor, the Countryman is decently functional. The tray ahead of the cup holders is good for stashing a phone or a mask, while an exposed tray under the armrest is sizable enough for a small purse. Visibility is solid, too, thanks to tall glass and styling that doesn’t sacrifice much for an attractive roofline. The Countryman’s shape also means there’s ample interior space for adults across both rows.

The 2021 Mini Countryman is not without its drawbacks, though. The cargo area has a low load floor, which is nice, but its overall capacity of 17.6 cubic feet behind the second row lags behind nearly every feasible competitor, from premium offerings like the Volvo XC40 (20.7 cu. ft.) to mass-market subcompacts like the Kia Soul (24.2) and Hyundai Kona (19.2). The single USB-A port up front smashes your cable against whatever’s in the cup holders. The interior door handles are the opposite of ergonomic, a feature I have disliked from the beginning. Perhaps most galling, though, is the second-row center armrest, which doesn’t exist without a $850 Convenience Package that isn’t even available on the base trim.

BMW’s determination to squeeze every milliliter of blood from the stones that are its customers’ wallets extends to the Mini Countryman’s in-car tech. As a young, strapping new-car buyer, perhaps you’ve heard of these little things called Apple CarPlay and Android Auto. Perhaps you’ve noticed that they’re now standard equipment in a staggering number of new cars across the socioeconomic spectrum. While the Oxford Edition does offer an 8.8-inch touchscreen display that’s larger than the standard 6.5-inch getup, you can’t get it with Apple CarPlay, Android Auto or navigation. It’ll still play music from your app of choice via USB or Bluetooth, but if you’re driving somewhere unfamiliar, you’re stuck trying to stare at a tiny Google Maps screen down in the cup holder. Considering you get CarPlay standard in a Chevrolet Spark, Mini’s decision to lock value-seeking buyers out of a generally vital technological inclusion is, frankly, stupid and pointless; sure, it’s available on other trims, which makes the omission here feel entirely unnecessary. The massive, LED-bedecked circular bezel around the screen makes it hard to press the tiny icons along the touchscreen’s edges, but generally, this iteration of BMW’s iDrive software is fine.

Since the Oxford Edition is meant as a no-haggle, what-you-see-is-what-you-get sort of trim, safety systems are limited to the most notable ones. This Countryman comes standard with forward-collision warning, automatic emergency braking and rear parking sensors. If you want access to adaptive cruise control, a head-up display or self-parking assist, you’ll have to move to a more expensive trim and throw a $1,250 package into the mix. If you’re looking for lane-departure warning, lane-keeping assist or blind-spot monitoring, you’ll have to look at a different car entirely.

The Mini’s interior hasn’t changed too much over the years.

Andrew Krok/Roadshow

That leaves us with the driving experience. Guess what? That’s underwhelming, too. The Countryman Oxford’s sole engine offering is the base 1.5-liter inline-3 that produces 134 horsepower and 162 pound-feet of torque. It’ll generate enough oomph to dart through urban traffic with ease, but it feels dead below the belt in wider-open suburban and exurban settings. Constantly sounding as if it’s performing under duress, this three-banger does not like the highway, and even something as simple as accelerating from 70 to 80 mph requires planning. The situation is dire even on paper, with my all-wheel-drive tester set to reach 60 mph in a leisurely 9.6 seconds.

The seven-speed dual-clutch transmission is at its best when it doesn’t need to change gears; pushing off from a stoplight feels clunky, deceleration incurs low-speed driveline vibrations and the stop-start system is so annoyingly obvious that I’m willing to pay the extra gas money to keep it off permanently. It’s not very efficient, either, offering just 23 miles per gallon city and 32 mpg highway as it tries to shove around 3,300-plus pounds with four driven wheels. Oh, and it requires premium fuel.

Maybe the ride is OK? Nah, fam. In its own website copy, Mini refers to the Oxford Edition’s fixed suspension as “super-tight,” which is accurate to the benefit of nobody. The Countryman is perennially stiff, transferring all manner of bumps and humps directly to the occupants’ skeletons, and in urban areas where the inline-3 thrives, that means the ride will almost always be uncomfortable. Sure, its handling is flat as a pancake, which could make for some exciting times on curvy roads, but not when an engine this weak has to move this much mass with a transmission that is loath to act with any degree of haste.

Mini’s little three-cylinder engine may be fine in purely urban environments, but once the roads open up, it’s hard for this little guy to maintain pace.

Andrew Krok/Roadshow

I could forgive a lot of this if the 2021 Countryman Oxford actually presented a solid value, but BMW’s influence bleeds into the price, too. Including $850 in destination charges, my all-wheel-drive tester rings in at $29,350, which I feel is about $4,000 too high given what you can’t get. Yes, there is some value inherent in some of the standard equipment, which includes automatic climate control, heated front seats and the larger touchscreen, but when you line this wannabe-premium offering up against mass-market subcompact competitors like the Hyundai Kona or Mazda CX-30, it’s hard to recommend the Mini when its rivals offer so much more. Slightly more expensive base-trim variants of the Mercedes-Benz GLA-Class and Volvo XC40 feel far more fully baked, too, even if the window sticker asks a bit more from your paycheck.

That’s the trouble with the 2021 Mini Countryman. Even in its Oxford Edition trim, trying to stand out from the crowd isn’t enough to outweigh an undermotivated powertrain and strange feature packaging with some very notable omissions. If you simply must worm your way into the BMW lifestyle before possessing the financial means to put a Roundel in your garage, the Countryman will serve its mission, but when you take a variety of other factors (and cars) into account, its luster fades quickly.

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

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yammineyammine · 7 years ago

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Yammine: FIRST DRIVE: 2019 BMW M850i Coupe

We went to Portugal to test drive the all-new 2019 BMW M850i Coupe, both on the track (Estoril) and on tight, curvy roads.

When BMW announced the revival of the 8 Series nameplate most BMW fans who caught the original back in the 1990s were excited upon hearing the prospect of seeing it make a return. However, the news was bittersweet since we then learned that the arrival of the 8er will also mean the departure of the 6 Series. While most of us expected the 8 Series to be the biggest Coupe BMW made and the 6 Series to become a smaller, lighter, possible Porsche challenger, the Germans had different plans.

The idea behind the new 8 Series was to offer the highest level of luxury possible in a Gran Tourer without sacrificing performance nor comfort. In the end, this a segment with a more mature clientele that tends to balance out things in life. I would venture to call the new 8 Series the “Swiss Knife” of the BMW family, a car that doesn’t aim to excel at one thing, but rather be more than good at everything.

BMW also calls it the “gentleman’s car”, a form of respect, regardless how you’d like to approach the description.

Having seen the new 8 Series several times in the last few months, I was by now quite excited to see how it drives. So when BMW reached out to me to fly to Portugal, to the familiar Estoril race track and the Sintra region, I was already half way packed before I hit reply on that email. Not only because I was finally driving the top model of the 8 Series – M850i Coupe – but also because the track is perfect for a car that screams “power.”

The new BMW M850i with its xDrive configuration is the fastest non-M car ever made by the Bavarians (some would argue that the M760i is the other one), with an impressive 0 to 62 mph (100 km/h) spring in just 3.7 seconds, and an equally impressive low center of gravity which is godsend on any race track.

The 8 Series segment is also a strange one. There aren’t many cars that fall under that Gran Tourer / Gran Turismo / Large Coupe type of design, so it’s hard to find a direct competitor. BMW says that their goal was to position the new 8 Series in between the Mercedes-Benz S-Class Coupe (a model they believe is geared toward more luxury than sportiness) and the Porsche 911 (clearly a true sportscar). So in that category, the closest you’d get as far as competition is the Aston Martin DB11.

Its wheelbase is 123mm shorter than the S-Class Coupe’s, but 17mm longer than the DB11’s, while the BMW M850i sits low, it’s sleek, relatively short and wide, like a proper sport GT car. It’s also almost as pretty as the Aston Martin DB11, maybe even prettier in some respects. It’s less gracious, but more raw and aggressive, thanks to those wide hips and large air vents.

It’s fair to say that large cars don’t seem much track action these days, yet, BMW felt comfortable to let us spin – literarily – the new M850i Coupe on the track in Estoril. In our interview with Bernd Limmer, Project Manager BMW 8 Series, we’ve learned that BMW wanted their luxurious Gran Tourer to be a capable track conquerer without much effort from its driver.

“The key was to build the 8 Series like an M car,” says Limmer. “With anti-roll bars, we raised the sportiness, while keeping a good level of comfort also,” added Limmer. “You can drive very easy and fast with the 8 Series.”

So with that in mind, the 8 Series was equipped with a suspension featuring a mix of double wishbones up front and multiple links at the rear, along with a four-wheel steering system paired with an active variable steering ration for the front axle. The Adaptive M Sport Suspension is optional, but as always, great to have, same as the active anti-roll bars. But let’s pause for a moment to learn what all those terms mean.

The electronic damper system and the Adaptive M Sport Suspension in the 8 Series offer a wide range of driving dynamics, from comfort to sport, while delivering plenty of stiffness in the chassis of the 8 Series, something that BMW believes is important to their target customer. The four-wheel steering system is not only useful in city driving and parking, but also on tight bends where it helps disguises the heft. The active roll stabilization uses an electric swivel motors on the front and rear axles which essentially has one goal – to deliver sporty handling.

And then, of course, we have the award winning xDrive system which gets a rear-wheel drive character.

Track Driving On Wet Surface

It’s now past noon and surprisingly for Portugal, we get hit with a lot of rain, pouring down rain which makes life even more complicated on the track. Yet, BMW assured me that the M850i Coupe, even with its performance tires, will be just fine. Philipp Eng, the BMW Motorsport Factory Driver, is leading the way of with one goal in mind – to guide me through the fast and wet track in Estoril. I’ve said it before, the former Formula 1 track favors cars with a lot of power and immediate torque, it’s adorned with lots of fast corners and long straightaways where you can really put all that power down and take the car to its top speeds.

First lap, as always, it’s a guided one where I get to re-learn the proper racing line and braking points, and also a chance to familiarize myself with the car. At fairly low speeds, I get to test the M850i’s cornering capabilities, trying to slide it a bit in order to see how the xDrive system reacts. DSC is still on, especially since a few minutes into my laps, the visibility in front of me was less than 10 meters, which can be challenging for a professional racing driver, let alone for an amateur racer. Eng encourages me to pick up the pace and trust the driving assistance systems, considering that all of the nanny-aids were still on.

Despite the extremely slippery surface, the traction of the M850i xDrive is simply impressive. In some of those fast corners, I pushed the car quite hard hoping for a big slide, but the DSC kicks in at the right time, delivering a controlled drift. On corner exit, with the full power down, the all-wheel drive system and four-wheel steering help pull out the car in an elegant and fast manner, simply making the driver feel quicker than he really is. The standard eDifferential for the rear axle balances out the car at high speeds while letting you have some fun when needed. It’s non-intrusive and doesn’t have a big impact on stability and grip under full power. It’s just there to help you have some fun while making sure you get home safely.

As Eng picks up the pace, I find myself pushing the car at speeds over 130mph which on a wet surface can be nerve wrecking. But this is when the M850i’s brake-by-wire system starts to shine. The new braking system cuts the physical link between the pedal and the brake system itself. The brake pedal becomes just an interface through which the driver informs the car how much they want to slow the car down, the car then interprets that input, and activates the brakes. Sensors and actuators read the amount of pressure a driver inputs, and this force is transferred to all the brakes from the master cylinder using hydraulic fluid.

Therefore, even when the brakes get heated, the driver will experience the same behavior as before – same brake point, same travel, same characteristics. Nothing more I could ask on this wet Estoril.

A major factor for the M850i’s straight-line performance is the revised ZF eight-speed automatic transmission. The new gearbox in the M850i is in its latest generation which brings extremely fast and smooth shifting. The refined ZF box has a wider band in the first to third gear (for CO2 reasons), while the maximum torque of 750Nm (553 lb-ft) is delivered between 1800-4600 RPM.

Keep in mind, the BMW M850i xDrive weighs a whooping 1,965kg (4,332 lbs), which by any standards, it’s quite heavy, so even being so competitive on the track proves the amount of engineering that went into the car.

Now, let’s talk about the steering input, the popular topic among journalists. As I’ve gotten used to by now, it starts off fairly soft when not in Sport or Sport Plus. It doesn’t have a lot of direct response when cruising, but luckily, the Adaptive M Suspension changes all of that. Once in the sportier modes, the steering wheel firms up, along with the suspension, it becomes heavier and you can start to feel the contact patch. Especially on the track, the input becomes more precise providing that much needed feedback when cornering and adjusting to the racing line. Not much of a surprise here, it’s pretty much the same formula BMW is using in other M Performance Automobiles, but maybe a bit more impressive in the case of the M850i Coupe considering its size and weight.

If you were to summarize the track experience, in those rain conditions, I would agree with the BMW engineers – that the M850i has a “linear characteristic, easy to drive and handle, without feeling too much intervention from the driving assistance systems.”

In my own words – It’s fun!

Road Driving

After some thrilling track laps, it’s now time to head out on some familiar surfaces. BMW is known to use the Sintra – Cascais areas north of Lisbon for their test drives, considering the great driving roads available, and beautiful scenery. In the end, this is a Gran Tourer for the luxurious customer who enjoys taking long drives in exquisite places. Now with the Atlantic Ocean on one side and the mountains surrounding Sintra on the other, it’s time to see how this big tourer handles the tight hairpins.

Ignition – on, Sport Plus mode – checked, sunglasses – on, chill music – selected. The growling sound with loud pops of the M-tuned exhaust system is starting to get heard, and they’re even more obvious to everyone when in Sport Plus. While some may call those “pops” a gimmick, I think it’s refreshing for the driver to be reminded that he or she is in a sportscar. It’s also a way to immerse the driver into a fun state of mind to inspire some spirited driving.

The long and heavy luxury cruiser now adventures into those tight corners, with its agility being kept intact by the electrically controlled dampers and four-wheel steering. The stiffer suspension and great tire grip keeps the car balanced in those corners, with some body roll as expected. Defying the Netwon laws has always been an engineering challenge, so it’s fun to see those “matches” with each new BMW model. The eDifferential works even harder on those roads with one single goal – enhancing the sporty nature of the M850i Coupe. The xDrive system is as superb as always, so when the weight transfer going into the nose and moving you away from the perfect corner line, the all-wheel drive will kick in to point you in the right direction.

The TwinTurbo V8 successfully performs its duties reminding us that this is one of the best engines ever made by the Bavarians. But unfortunately even the hard pulls and fast sprints can’t hide the weight and size of the 8 Series which is more obvious on narrow and curvy roads than on the track.

The wider spread of gear ratios (from first to third) matches perfectly the character of the Gran Tourer so, just like on the track, the shifting is smooth, precise and intuitive.

Just for testing purposes, I put the car back into the Comfort mode, which surprisingly, sounds better than in other BMWs, thanks to the sometimes opened exhaust valves. Of course, everything gets cozy now in the M850i, the ride is calm, soft and uninspiring, but that’s something that many of the 8 Series customers appreciate.

One last thing about the ride comfort. Even though is labeled as a four-seat Gran Tourer, the M850i can realistically only sit two people. At 1.89 meters tall (about 6″2-6″3) I’m on the taller side of things, but even someone slightly shorter than me would have a hard time sitting in the back seat for prolonged amount of times. The knee space is limited, same as head and shoulder room, so it’s not the most comfortable space to place yourself in.

Conclusion

BMW markets the 8 Series as ‘The Gentleman’s Racer” so they’re not far off in their claims. It’s a great well rounded automobile that does many things right, covering a wide range of customers and driving scenarios, while leaving room at the top for the almighty M8. Its design is appealing, the technology and craftsmanship is the best BMW can offer today, and the car’s character can be highly customized and adjusted to your needs.

I’m also happy that BMW has not given up on the “driver focused luxury coupe” segment, considering that the 6 Series (and especially the Gran Coupe model) has been one of my favorite BMWs to drive in the last decade. There are still customers who value the sound of a proper gasoline engine, along with extensive luxury and great driving dynamics on request, so for those reasons, the new BMW M850i Coupe is a great addition to the BMW portfolio paving the road for the other models in the family and especially for the M8s.

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eddiejpoplar · 7 years ago

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FIRST DRIVE: 2019 BMW M850i Coupe

We went to Portugal to test drive the all-new 2019 BMW M850i Coupe, both on the track (Estoril) and on tight, curvy roads.

BMW also calls it the “gentleman’s car”, a form of respect, regardless how you’d like to approach the description.

And then, of course, we have the award winning xDrive system which gets a rear-wheel drive character.

Track Driving On Wet Surface

In my own words – It’s fun!

IFTTT

#IFTTT #Performance Junk Blogger 6

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