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itcars · 3 years

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First Look: Czinger Unveils 21C Production Vehicle

Czinger, the trailblazing company that uses an in-house invented Human-AI production system to build state-of-the-art high-performance vehicles, unveiled today its final production spec 21C hypercar. The 21C expresses the apex of Human-AI creativity.

The Czinger 21C, the first model in a series of exclusive performance vehicles – production will be limited to 80 cars – was created in part using additive manufacturing technologies. Each component manufactured using this technology is computationally engineered using AI, optimized for weight and performance, and is beautifully finished by hand. Czinger’s proprietary manufacturing technologies, in-house developed powertrain, and iconic design will guide its future family of vehicles.

This new hypercar showcases significant updates since its first public introduction in March 2020 ahead of the cancelled Geneva International Motor Show, including an updated width of 2050 mm. With 1250 hp and a dry weight under 1240 kg, the 21C achieves a true 1:1 power-to-weight ratio. It also features all-wheel drive with a strong hybrid powertrain that includes:

An in-house developed 2.88-liter, flat crank V8 with twin turbos located mid-vehicle

Two high output electric motors, each powering a front wheel with torque vectoring

An ultra-light, sequential seven-speed automated manual transmission gearbox

Total output of 1250hp redlining at 11,000 rpm (A 100hp upgrade is offered providing 1350 hp)

The 21C V8 is designed to use a range of fuels, including carbon recycled methanol and other e-fuels, so it can be run as a zero emission vehicle

The 21C’s hybrid powertrain uses the world’s most power dense production IC engine as its foundation. It is a 2.88 liter, flat-plane crank V8 with twin turbos located mid-vehicle. The V8 is coupled with an 800V electric drive and regen system. An e-motor drives each front wheel and the batteries are charged during operation both through regenerative braking and a Motor Generator Unit (MGU) using a gear drive that is attached to the IC engine. The total strong hybrid system delivers a peak output of 1250hp (1233bhp).

The hypercar has a top speed up to 281 mph in optional low drag vmax configuration. Putting the driver and passenger in the center position for ultimate weight distribution, aero and driver engagement, its quarter mile time is 8.1 seconds, and it goes 0 to 62 mph (0 to 100 kph) in 1.9 seconds; 0 to 186 mph (300 kph) to 0 in 13.8 seconds and 0 to 248 mph (400 kph) to 0 in 27.1 seconds; 0 to 186 mph (300 kph) in 8.5 seconds; and 0 to 248 mph (400 kph) in 21.3 seconds. It has a >3:1 Lift / Drag Ratio with 615 kg downforce @ 100mph and 2,500 kg @ 200mph (high downforce configuration).

The hypercar is designed, built, and manufactured in Los Angeles using cutting-edge technology tools that are integrated into a patented production system. This system includes automated AI based design and optimization software, patented additive manufacturing driven processes, high accuracy automated assembly and novel performance materials. This revolutionary technology enables Czinger’s design and engineering team to unlock performance and styling not before seen in the automotive industry.

Computationally engineered, printed and assembled, each component is at the frontier of theoretical performance. For example, the front upper control arm is hollow with internal structures allowing it to achieve significant mass savings compared to a traditional tooled variant, thereby greatly reducing un-sprung mass and further driving the 21C’s dominating performance.

The 21C is highly customizable both from a specification and individual personalization perspective. Presented in two fully homologated specifications, a lightweight high downforce configuration and a low drag configuration, both cars are powered by Czinger’s in-house powertrain and display its iconic design language and in-line seating architecture.

Czinger first unveiled its groundbreaking 21C in 2020 and confirmed that its halo hypercar is just the start of a family of exclusive performance vehicles created for the 21st century – all using the company’s in-house developed design and manufacturing technology and proprietary drivetrain.

#Czinger 21C #Czinger #21c #cars #supercars #american #hypercars #usa #200

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crazy4tank · 4 years

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Arch Motorcycle’s KRGT-1 Is Now Euro 4 Compliant

New Post has been published on https://coolcarsnews.com/arch-motorcycles-krgt-1-is-now-euro-4-compliant/

Arch Motorcycle’s KRGT-1 Is Now Euro 4 Compliant

A week ago we got note that Arch Motorbike had gained Euro 4 accreditation for its KRGT-1 cruiser . Why, you might request, is this a big deal? After all, Euro five is already in effect for new models launched as of January 2020. But the KRGT-1, released last year, counts as a coming back model so the company aimed to obtain that massive 124ci S& S/Arch V-twin engine in compliance with all the older, less stringent regulations. A positive is that the particular KRGT-1 is available on sale right now in European markets; actually an Euro-spec KRGT-1 will be displayed at the Swiss-Moto exhibition in Zurich this week.

Associated: Arch Motorcycle’s 2020 KRGT-1 Is here now

Meeting Euro four compliance for the big performance easy riding bike has been a major goal for Mid-foot, since co-founders Gard Hollinger plus Keanu Reeves were pretty apparent they wanted to keep the bike’s primary design concepts of simplicity plus elegance—things that often suffer first whenever new regulations are imposed. You could also ask why gaining certification within Europe is so important anyway? It is because there’s a huge market designed for motorcycles on the Continent, and if you may not offer bikes in Europe, occur to be missing out on a lot of worldwide sales. Even though Europeans aren't literally writing ALL OF US emission rules (for instance, the particular Yamaha VMAX is still available in The united states, but not Europe), their standards get a ripple effect around the globe irrespective.

“The focus to obtain Euro 4 certification and create Arch motorcycles available to more cyclists around the world, has taken a significant investment of your time, energy, and innovation, ” Hollinger said. “We didn’t want to simply make the existing bike meet the regulations, we all wanted to use the opportunity to make significant design updates throughout the machine. The advantage of partnerships with Bosch, Michelin, GHT Connectivity, K& N Engineering, plus S& S Cycle were enormously helpful throughout the entire process. ”

Related: The Ride On Arch Motorcycle’s Brand new 2020 KRGT-1

With the numbers, Euro 4 is much more stringent than the Euro 2 rules before it, dictating about fifty percent less CO emission and much less other chemical compounds. Euro 5 can be even more harsh, and will cut European 4 limits in half again, in addition it’ll apply to the lifetime of the car, yet another major obstacle to get over. But it sounds like Reeves has recognized that; “We took Euro four compliance as an opportunity to look at each element of the motorcycle, ” this individual said. “We didn’t just look into the parts we needed for certification; we-took on every element that we have been considering to redefine the motorbike moving forward. These design changes combined with the requirements for the legislation, have led to an even more refined Arch KRGT-1. ”

The huge 124ci S& S V-twin takes the main stage on the KRGT-1, but the bike’s furthermore carved out a good rep because of its handling and performance characteristics. The most recent model received more than 20 main changes from the last iteration, along with 150 newly designed and produced components making an appearance too. That includes redesigned bodywork, upgraded suspension system, ergonomic enhancements, updated braking components, and features like standard STOMACH MUSCLES. It’ll probably do quite well within Europe.

Distribution from the KRGT-1 within Euro 4 areas will be split between the parent business and two nominated distributors. Pertaining to Germany, Switzerland, Liechtenstein, and Luxembourg, distribution will be handled by Speedbox GmbH ( speed-box. ch/arch-2442. html ), whilst in the United Kingdom, it’s managed by Long term Moto ( futuremoto. co. uk ).

#Arch Motorcycles #cruiser #Hot Bike - Custom V-Twin Motorcycles #krgt-1

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morendituning · 4 years

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Mercedes G63 AMG ⠀ Абсолютно бескомпромиссный автомобиль, всегда в моде и всегда актуален, независимо от места и времени, особенно если речь заходит о версии 63 AMG. И когда хочется выделиться из остальной массы таких же чёрных геликов, мы всегда на готове и предлагаем различные варианты доработок вашего G-class, как технических, так и внешних. ⠀ Штатные параметры: Мощность 585 лс Крутящий момент 850Hm Разгон 0-100km/h: 4.43sec ⠀ Morendi STAGE1: Мощность 730лс Крутящий момент 1000Нм Разгон 0-100km/h: 3.80 сек ⠀ Morendi STAGE2: Мощность 760лс Крутящий момент 1000Нм Разгон 0-100km/h: 3.70 сек ⠀ Morendi STAGE3: Мощность 860+лс Крутящий момент 1000+Нм Разгон 0-100km/h: < 3.5 сек ⠀ Дооснащение: Доработка выхлопной системы, установка выхлопа Brabus/Akrapovic Доработка экстерьера, установка кенгурятника, установка карбоновых элементов, дооснащение оригинальными элементами от BRABUS, Mansory, Topcar и пр. Установка электрических выдвижных порогов для удобства посадки Дооснащение автомобиля доводчиками всех дверей ⠀ Кодировка электроники: Vmax off - снятие ограничения скорости Start-Stop OFF - отключение назойливой функции Lane assist OFF - отключение функции контроля полосы Active Brake Assist OFF - отключение автоматического торможения - Головной офис в Москве 2-я Звенигородская ул дом 13 стр 18Б Тел: +7-495-796-0096 WhatsApp: +7-903-796-0096 Email: [email protected] WeChat: rzevgeny Web: www.morendi.ru/products/mercedes-g63-amg-2018-w464-4-0-v8-bi-turbo-w464 - #morendi #mb #mercedes #g #gklass #gelandewagen #g63 #g63amg #new63 #w463 #w464 #w463a #amg #гелик #чип #чиптюнинг #thebestornothing

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wtnresearch · 5 years

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"It's essentially an automatic. Once you exit the turn, just plant your foot to the floor. Keep hold of the steering wheel. Don't twitch suddenly. Don't lift off or touch the brake or do anything suddenly that compromises the aerodynamics. And, eventually, it goes bing-bong and you're doing its top Vmax." (-James May, motoring journalist describing his day in the Bugatti Veyron SuperSport) #TBT #me with #ElBurro #AtThePark #childhoodphoto #RumAndToast https://www.instagram.com/p/B4kKt04J0-c/?igshid=1skzl3swfbsxm

#tbt #me #elburro #atthepark #childhoodphoto #rumandtoast

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vmaxbrakes123 · 1 month

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Top Brembo Brakes Kits In Australia

Brembo is synonymous with high-performance braking, and the Brembo brakes kit is no exception. At VMAX Brakes, you can find Brembo brake kits that deliver unmatched stopping power, precision, and control.

#brembo brakes kit

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perksofwifi · 5 years

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2020 Chevrolet Corvette vs. 2020 Porsche 911 Comparison: Two Icons on Equal Footing

Last corner. Hairpin, zero camber. Be patient with the throttle, or it’ll just push. Start to unwind the wheel, roll hard into the throttle. Let all that weight in back dig in and put the power down hard. Front straight, lap Vmax will be the instant before you brake. Keep your foot in it, keep your nerve. A little farther, a little farther, now maximum brake. Too far, too late. Not slowing fast enough, briefly fixate on the weeds you’re destined to meet. This isn’t going to end well.

No, knock that off. Look where you want to go, turn but don’t lift, hope ABS does its job and lets you brake and steer at the same time—or else. Like magic, it’s turning! However, new problem, the rear end is coming around, fast. Countersteer before the engine passes the driver …

What car is this?

A year ago, there’d be no doubt. It’s an ass-engined Porsche we’d be talking about. Then Chevrolet went and did the thing we’ve been saying for 60 some-odd years it could and should: It put the engine behind the driver. The mid-engine Corvette is real, and I’m driving it. Or am I driving the new 992 edition of the 911 Porsche just launched? They’re the same shade of red, and they’re nearly identical in performance. They even have similar rear weight biases. And that’s just to start. One thing that still remains entirely separate: the price.

Nearly everything about the 2020 Chevrolet Corvette Z51 and 2020 Porsche 911 Carrera S is effectively equal—on paper. The Corvette is 4 inches longer, 3 inches wider, and 2 inches lower, but you’d barely notice with the two parked next to each other. Their side profiles are nearly identical, with the roofline, front fenders, and A line (the primary character line connecting the front and rear fenders below the windows) almost carbon copies.

The Corvette is 209 pounds heavier, owing in part to its top-trim 3LT interior, and it carries 61 percent of its weight on the rear wheels to the 911’s 64 percent. The Corvette’s 6.2-liter V-8’s 52 extra horsepower offset the extra weight for a superior power to weight ratio of 7.3 pounds per hp to the 911’s 7.7.

The 911’s turbocharged flat-six is down 80 lb-ft of torque against the ’Vette, too, but you wouldn’t know it from the stopwatch. Be it 495 American ponies and 470 lb-ft from eight free-breathing cylinders fed to a Tremec eight-speed dual-clutch auto or 443 German thoroughbreds and 390 lb-ft from six pressurized pistons behind a Porsche eight-speed dual-clutch, you’re getting to 60 mph from a dead stop in less than 3.0 seconds.

With the Porsche, it takes only 2.9 seconds, but the Corvette needs just 2.8, making it the quickest factory Corvette to 60 mph in history. The advantage carries through the quarter, the Corvette trapping in 11.1 seconds at 123.2 mph and the 911 in 11.2 seconds at 124.3. And these are just the base versions of each car. What a time to be alive.

Oddly, the Porsche looks and feels quicker. Something about the midrange oomph provided by the turbochargers gives the 911 a feeling of supercar urgency, from a stop or a roll, that the ultra-smooth Corvette lacks. The ’Vette’s big V-8’s power delivery is so smooth and so consistent everywhere in the rev range that it never feels like you’ve just hit hyperdrive. The cabin is so isolated that you never feel like you’re going as fast as you are. It just goes.

Provided it has grip, of course. We found the Corvette much more sensitive to the road surface than the 911 despite equally good launch control systems, which can cost precious tenths when your pride is on the line. If you do lose by a nose, just remind everyone you have “burnout mode” by grabbing both paddles, giving it the beans, and releasing the paddles to dump the clutch for a smoke show. Porsche guys have to buy a GT3 at half again the cost to get that.

It isn’t just the rear end of the Corvette that is sensitive to grip. Even with slightly stickier Michelin Pilot Sport 4S rubber to the 911’s non-Corsa Pirelli P Zeros, the Corvette manages 1.04 average lateral g on our skidpad to the 911’s 1.09.

Get much more from MotorTrend on the new 2020 Chevrolet Corvette C8 right here.

The Corvette’s default limit-handling behavior is big, fat midcorner understeer, and it shows in the figure-eight laps. The Carrera laid down a truly blistering 22.7-second lap at 0.94 average lateral g to the Corvette’s significantly slower 23.3-second lap at only 0.90 g. That’s just barely quicker than the previous generation’s Z51, which figure-eight master Kim Reynolds always found to be an unpredictable mess in this test despite the numbers it put up. He finds this new car communicative, responsive, and easy to drive (despite said understeer).

So how did that big midcorner push get past the Corvette engineers? We don’t think it did. We think it’s intentional. The vast majority of Corvettes sold are base models, and the vast majority of customers will never have driven a mid-engine car before, much less one this quick. Understeer is safe, in that it makes it very difficult for the car to oversteer—and when this car does oversteer, it’s a very fine line between a sweet little drift and going backward off the road. Drivers who prefer exploring varying degrees of the safety net can choose from ESC Competitive mode when the car is in Sport mode (it’s plenty lenient) or one of five Performance Traction Management modes with decreasing levels of computer assistance and intervention.

The figure eight is not the real world, though. It’s not even a racetrack. We were short on notice and driving an early-build Corvette (VIN No. 10) restricted in its comings and goings per Chevy PR minders. We couldn’t get a proper racetrack, either, so we improvised and marked out a closed loop of road roughly 3.5 miles long.

Test wizard and serious hot shoe Chris Walton and I would do a few timed laps each to see if one car was consistently faster with different semi-pro drivers aboard, and one was. In Walton’s hands, the 911 was 1.1 seconds faster per lap. In mine, 0.6 second faster.

Comparing notes, we found the same advantages in the Porsche: more midcorner grip allowing us to carry higher cornering speeds and get on the throttle earlier when exiting a corner, as well as more steering feel and better brake feel at the limit.

The Corvette’s brake-by-wire pedal was a particular point of contention among the editors who had a go in both cars. Some had no issue with it. Others noted it would get into ABS before the pedal reached the end of its travel but disagreed about the difficultly in modulating braking once ABS was reached. Walton and I, crazy late brakers that we are, felt we didn’t get enough feedback from the pedal and had to learn to anticipate when ABS would kick in while also trying to slow for corners and get the best lap time.

The resistance in the pedal didn’t feel proportional to the actual braking force happening, making it feel as if the brakes were fading when they weren’t. Bumpy braking zones only made matters worse in the Corvette, as the front wheels fought with the pavement and the ABS. At minimum, it was distracting, and at worst it hurt some of our confidence in the car—despite knowing it needs only 1 foot longer to stop from 60 mph than the Porsche.

The 911 put it in starker relief. Step on the Porsche’s brake pedal, and it doesn’t feel as if you’re pushing hydraulic fluid around so much as pushing the brake pads directly into the discs with the ball of your foot. You always know exactly how much stopping power you have left by just the feel of the pedal. It’s an astonishing feat of engineering. And the 911 can do it all day, all the way to threshold.

Similarly, the 911’s steering offered more feedback midcorner; you knew exactly how much front-end grip you had. Not to diminish the Corvette’s steering, which was as accurate and precise as the 911’s. Indeed, the Corvette’s more damped steering was a virtue on faster sections of our makeshift track.

At triple-digit speeds, the Corvette feels solid and planted, but all the extra kickback in the 911’s steering makes it feel nervous and light up front the faster you go. Nervous or not, the 911 saw up to 8 mph higher maximum speed on our “track.” You can put it down to greater cornering speeds and the ability to roll hard into the throttle just after the apex—having the rear end rotate you slightly in the exit direction as it digs in and whips you off the corner harder than the Corvette could.

Add together those 911 advantages, though, and you get a car that never asks you to think about anything but your own driving. Giving you exactly the feedback you need from your inputs and predictable behavior at every turn, the 911 lets you focus on being a better driver, not driving the car better. It may be a semantic difference, but bear with me.

The Corvette is very nearly this good (and better than any Corvette that’s come before it), but having to navigate the limits of the Chevy’s ABS and understeer right at the critical moments makes you focus on the car as well as your driving—and thus costs you the precious tenths you lose to the 911. With a time delta this small, the 911 spends less than 1 percent of the lap ahead of the Corvette, and that’s where you’ll find it. The Corvette makes you feel like you’re in a supercar, the 911 makes you feel like you’re part of a supercar.

Where you won’t find time is in the Corvette’s hot new transmission. Many sports car makers have tried to match Porsche’s class-defining PDK dual-clutch gearbox. Precious few have come close. But the Corvette does—on the first try, no less.

During our figure-eight testing, Reynolds, who almost always shifts manually in this drill, found the ’Vette’s dual-clutch good enough to not bother. Walton and I thought the same on our pseudo track—though he said he had an instance or two where he might’ve gone down one more gear than the computer did. If you prefer to pull the paddles, you’ll find the Corvette immediately responsive and happy to let you pull a downshift that drops you just under redline. It’ll let you sit there, too, and stall at the fuel cutoff rather than shift for you. The shifts do get noticeably stiffer (some might say harsher) in manual mode, which we imagine is meant to make the car feel sportier to people who don’t know any better.

You won’t find time in the dampers, either. The Corvette’s fourth-generation magnetic dampers are the stuff of magic, keeping the car just as planted and confident in the corners as the 911 while providing huge advantages in ride quality.

In its default Tour driving mode, the Corvette rides like a luxury sport sedan while still handling like a mid-engine sports car. Crank it up to Sport mode, and you’re roughly where the 911’s default ride quality resides, with more vertical motion and louder impacts passed into the cabin. Go all the way to Track mode, and it’s pretty stiff, but even then it’s never harsh. Even the worst craters in the road are heard in the massive tires more than they’re felt in your spine. The Porsche may be a little quicker around a track, but there’s no question which car you’d rather drive home on a cruddy aggregate or a freeway cursed with mile after mile of expansion joints.

It’s not just impacts, either. The Corvette allows far less engine and road noise into the cabin than the 911. There’s more noise from those big tires, especially the front ones right next to your feet, but you can have a whispered conversation at 80 mph in the Corvette. You’ll have to speak up a little in the Porsche.

It’s just one of the ways in which the Corvette’s cabin is nicer than the 911’s, a sentence we feared we’d never get to write. The Corvette’s notoriously cheap materials, gaping panel gaps, and persistent smell of glue have all been banished—and this was in an early-build car, no less.

The previous Corvette generation showed us Chevrolet could afford to give the car both performance and a nice interior, but the C8 has skipped straight past nice and into proper supercar territory. The leather is the best we’ve seen and felt in a Corvette by a wide margin, there’s no cheap-looking hard plastic anywhere (well … the cupholders are a bit of a wince), and the seats (midgrade GT2s, in this case) strike a balance between comfort and lateral support that even some supercar builders don’t get right.

Granted, our Corvette was a top-shelf 3LT trim level with the best interior you can yet buy for the car, but you can do that when the as-tested price is a Silverado less than the 911—which had zero interior dress-up options, at that. Sure, Porsche will wrap the air vent blades in leather if you put enough zeroes on the check, but out of the box, it’s a stark field of dark grays and blacks all finished in varying grades of plastic and piano black. Our Carrera didn’t even have power seats.

We also found the Corvette’s controls more intuitively laid out—even that long strip of Chiclet buttons down the center console—though we did appreciate the Porsche’s programmable hot keys on the dash and steering wheel. Similarly, the Corvette’s infotainment system is less cluttered and layered, and it’s easier to read at a glance and operate while the car is in motion.

The Corvette’s highly customizable digital dash and the bits of theater provided by the transitions between screens won many points over the 911’s pair of screens—which flank the analog tachometer and are absurdly obscured by the steering wheel. The Corvette’s squircle steering wheel might take a little getting used to, but it affords a clear view of all the information on the instrument cluster.

On more practical, everyday matters, the cars are more evenly split. The Corvette’s geo-tagged nose lift feature is a must-have and works perfectly to save the chin spoiler. On the other hand, the ’Vette has massive blind spots when you look over either shoulder, and the rear window is quite small. Some of this is mitigated by the best implementation yet of a video rearview mirror, if you don’t find it too distracting. But in any direction but forward, the 911 is simply easier to see out of.

The Porsche is also better when you need to put things in it. It may not sound like a lot of extra space, but the way the Porsche’s 0.7-cubic-foot advantage is shaped means a medium-sized spinner suitcase can fit in the frunk. With its vestigial rear seats folded down, the 911 can also hold more in its rear, but you have to get it past the front seats first, which have to be folded and slid in a particular order.

The Corvette’s trunk is much easier to access but can only hold a pair of carry-on bags, not a medium or large suitcase. The Corvette team does win back some points for hiding a frunk release button under the driver-side headlight and eliminating the extra latch under the hood.

In judging these cars, we kept coming back to priority. If it’s the ultimate driving experience you’re after, the feeling of car and driver as one, the Porsche is worth those extra as-tested $34,335. If those extra tenths on a racetrack matter most, the Porsche is also worth the money. But even if this is the lens you judge sports cars through, Porsche should still be looking over its shoulder.

It’s always been easy to write off the Corvette as producing big numbers with all the grace of 12-pound sledge. No more. If you’re willing to give up a little bit of steering feel and learn to work around the brake pedal, you’ll find far more car to love in the Corvette. Performance per dollar used to be an excuse to brush away the Corvette’s shortcomings. Now, it’s a virtue. Exotic and attainable, it finally punches above its weight class in every category, not just one. When it’s this damn good, money matters. The Corvette isn’t good enough for the price. It’s unbeatable.

Second Place: Porsche 911 Carrera S

The winningest model in Best Driver’s Car history maintains its standing as the better sports car, but just barely. As a complete package, it’s found wanting.

First Place: Chevrolet Corvette Z51

No excuses, no compromises. The long-awaited mid-engine Corvette isn’t perfect, but it’s damn sure close enough.

2020 Chevrolet Corvette (3LT Z51) 2020 Porsche 911 Carrera S DRIVETRAIN LAYOUT Mid-engine, RWD Rear-engine, RWD ENGINE TYPE 90-deg V-8, alum block/heads Twin-turbo flat-6, alum block/heads VALVETRAIN OHV, 2 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 376.0 cu in/6,162 cc 181.9 cu in/2,981 cc COMPRESSION RATIO 11.5:1 10.2:1 POWER (SAE NET) 495 hp @ 6,450 rpm 443 hp @ 6,500 rpm TORQUE (SAE NET) 470 lb-ft @ 5,150 rpm 390 lb-ft @ 2,300 rpm REDLINE 6,400 rpm 7,400 rpm WEIGHT TO POWER 7.3 lb/hp 7.6 lb/hp TRANSMISSION 8-speed twin-clutch auto 8-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.55:1/1.70:1 3.39:1/2.07:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 15.7:1 12.3-14.1:1 TURNS LOCK-TO-LOCK 2.5 2.4 BRAKES, F; R 13.3-in vented disc; 13.8-in vented disc, ABS 13.8-in vented, drilled disc; 13.8-in vented, drilled disc, ABS WHEELS, F;R 8.5 x 19-in; 11.0 x 20-in, cast aluminum 8.5 x 20-in; 11.5 x 21-in, forged aluminum TIRES, F;R 245/35R19 89Y; 305/30R20 99Y Michelin Pilot Sport 4S 245/35R20 91Y; 305/30R21 100Y Pirelli P Zero NA1 DIMENSIONS WHEELBASE 107.2 in 96.5 in TRACK, F/R 64.9/62.4 in 62.5/61.2 in LENGTH x WIDTH x HEIGHT 182.3 x 76.1 x 48.6 in 178.4 x 72.9 x 50.8 in TURNING CIRCLE 36.4 ft 35.8 ft CURB WEIGHT 3,622 lb 3,369 lb WEIGHT DIST, F/R 39/61% 36/64% SEATING CAPACITY 2 4 HEADROOM, F/R 37.9/- in 37.9/32.5 in LEGROOM, F/R 42.8/- in 42.2/27.2 in SHOULDER ROOM, F/R 54.4/- in 52.6/47.9 in CARGO VOLUME 4.0 (frunk)/8.6 (trunk) cu ft 4.7 (trunk)/9.3 (rear parcel) cu ft TEST DATA ACCELERATION TO MPH 0-30 1.0 sec 1.1 sec 0-40 1.5 1.7 0-50 2.1 2.2 0-60 2.8 2.9 0-70 3.7 3.8 0-80 4.6 4.8 0-90 5.8 5.9 0-100 7.1 7.2 0-100-0 10.8 10.9 PASSING, 45-65 MPH 1.4 1.4 QUARTER MILE 11.1 sec @ 123.2 mph 11.2 sec @ 124.3 mph BRAKING, 60-0 MPH 97 ft 96 ft LATERAL ACCELERATION 1.04 g (avg) 1.09 g (avg) MT FIGURE EIGHT 23.3 sec @ 0.90 g (avg) 22.7 sec @ 0.94 g (avg) TOP-GEAR REVS @ 60 MPH 1,300 rpm 1,400 rpm CONSUMER INFO BASE PRICE $76,945 $114,650 PRICE AS TESTED $88,305 $122,640 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS 6: Dual front, front side, front side/head 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 4 yrs/50,000 miles FUEL CAPACITY 18.5 gal 16.9 gal EPA CITY/HWY/COMB ECON 16/27/20 mpg (MT est) 18/24/20 mpg ENERGY CONS, CITY/HWY 211/125 kW-hrs/100 miles 187/140 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.99 lb/mile 0.96 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium

The post 2020 Chevrolet Corvette vs. 2020 Porsche 911 Comparison: Two Icons on Equal Footing appeared first on MotorTrend.

https://www.motortrend.com/cars/chevrolet/corvette/2020/2020-chevrolet-corvette-c8-vs-2020-porsche-911-comparison-test-review/ visto antes em https://www.motortrend.com

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privateplates4u · 5 years

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2017 BMW M2 Update 2: Taking it to the Streets

Because an M-car owner might do the same, we took our bone-stock M2 with 7,655 miles on the odometer to a track to see how well it would withstand hot lapping on a hot summer day in the California high desert. In the capable hands of our tame racing driver, Randy Pobst, we ran three sets of laps around the Streets of Willow Springs. Here’s what we learned from a total of 10 laps in 95-plus degree weather. If you’re looking for the quickest way around a track, don’t bother with Sport+. We found its bespoke M Dynamic electronic stability control system to still be a too intrusive, hampering progress. What’s more is that Randy “hates” the M DCT transmission in this mode. “In brake zones, even in Sport+, it will not automatically perform matched-rev downshifts [a la Porsche or Mercedes-AMG]. The downshifts happen after going to the throttle. Too late,” Randy said. “Also, the upshifts are too aggressive, unsmooth, and can/will cause the rear tires to lose traction while cornering.” The best lap in this mode was an “angry and frustrating” 1:26.35. Disabling ESC drops the car into Sport mode, which is what Randy did next. It also provided the quickest lap of the morning at 1:24.78. Convinced he could eke out even more time by telling the transmission when and where to shift, Randy finally tried Sport / ESC off / manual-shift mode. Unfortunately, the best lap he could muster was a 1:25.14 because we found a measurable drop in engine output as it heated up. We know this from looking at the telemetry that showed the M2 wasn’t accelerating as quickly nor reaching the same Vmax as it was earlier in the day. In the end, our M2 was just 0.51 second off an M2 with a six-speed manual from our cover story, The Leftovers. Same driver, same car, but a different transmission and a different day. What Randy liked about the M2 was the “N55” engine’s utter lack of turbo-lag. This is especially interesting because it features a single, twin-scroll turbocharger compared the M3/M4’s “S55” twin-turbo. “The M2 puts the power down very well—much better than the M4,” he said. 2017 BMW M2 BASE PRICE $53,495 PRICE AS TESTED $57,795 VEHICLE LAYOUT Front-engine, RWD, 4-pass, 4-door coupe ENGINE 3.0L/365-hp/343-lb-ft* turbo DOHC 24-valve I-6 TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,506 lb (52/48%) WHEELBASE 106.0 in LENGTH x WIDTH x HEIGHT 176.2 x 73.0 x 55.5 in 0-60 MPH 4.2 sec QUARTER MILE 12.9 sec @ 107.1 mph BRAKING, 60-0 MPH 106 ft LATERAL ACCELERATION 0.99 g (avg) MT FIGURE EIGHT 23.9 sec @ 0.83 g (avg) REAL MPG, CITY/HWY/COMB 18.7/29.8/22.5 mpg EPA CITY/HWY/COMB FUEL ECON 20/26/22 mpg ENERGY CONS, CITY/HWY 169/130 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.87 lb/mile TOTAL MILEAGE 7,949 AVERAGE FUEL ECON 20.5 mpg UNRESOLVED PROBLEMS None *369 lb-ft @ 1,450 – 4,750 rpm in overboost MORE ON THE BMW M2 RIGHT HERE: Arrival Long-Term Update 1: Break-In Miles Complete The post 2017 BMW M2 Update 2: Taking it to the Streets appeared first on Motor Trend.

http://www.motortrend.com/cars/bmw/m2/2017/2017-bmw-m2-review-long-term-update-2/

#Long Term Reviews

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vmaxbrakes · 5 years

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New Full Vehicle set (4 disc rotors) of VMAX Directional Slotted Front and Rear Brake rotors to suit all Holden Commodore VT VU VY VX and VZ, V6 & V8 sedan, wagon and ute models with standard brakes. Does NOT suit VZ 6.0L SS models (these models run larger front rotors due to the extra power). It is available at our online store at best price.

#vmax brakes #vmax rotors #disc brake rotors #brake parts australia #brake parts near me

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vividracing · 5 years

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New Post has been published on https://www.vividracing.com/blog/2020-can-am-maverick-x3-turbo-rr-ecu-tune-power-is-nuts/

2020 Can-Am Maverick X3 Turbo RR ECU Tune Power is NUTS!

The new 2020 Can-Am Maverick X3 RR is absolutely insane making 195HP stock! This is 23 more horsepower than the 2018-2019 and 41 more horsepower than the first X3 in 2017. All of this in the same chassis. So if you thought it was fast then, wait till you drive one of these now! But beyond the first looks, chassis, seats, doors, exhaust, suspension, there are many upgrades to the Engine to gain this kind of stock power. The turbo is upgraded with different size wheels, it has larger injectors, a bigger intercooler and intercooler piping, and it runs 3bar MAP sensors to run a peak boost pressure of 22psi STOCK!

So how can you get more power out of your 2020 Can-Am X3 RR Turbo? Easy! (no sham wow guy sorry). The VR Tuned ECU Flash is the best thing you will every spend your money on! VR Tuned gives you an extra 30 horsepower taking you to 225HP with just one mod! No exhaust, intercooler, blow off valves, etc. Just an ECU tune so you can kick your friends butts in their highly modified 2017-2019 vehicles.

To create an ECU Flash that can deliver this type of performance, Vivid Racing’s tuning team developed this using our Mustang Dyno, internal and external data logging tools, and years of experiencing doing high performance vehicle and UTV calibrating. With a worldwide clientele, we created a tune for both 91 octane and 93+ octane users.

Our tuning takes into account changes to timing, fuel, boost, limiters, and much more. Through our data logging, we were able to fine tune this X3 Turbo RR to perfection. With our tune, we are now able to hold a consistent 22.5psi through the entire power curve. The new engine, intercooler, and turbo systems are designed to run this high of boost compared to the previous years model. Dialing in the vehicles air fuel mixture was very important to vehicle safety while delivering power. The car actually runs 14.7afr at wide open throttle which is typically lean for a turbo car. However, newer Bosch ECUs have something called “Component Protection System”. When the car sees it is at an unsafe level, it dumps fuel and can even close the throttle plate bringing the AFR down to around 11.5. Tests show this happening because of extreme heat testing here in Arizona. At the time this was written, it was 105F in the dyno room with 39% humidity. Can you imagine the power in October! We dialed in the AFR to around 12.0-12.2 which is the sweet spot for turbo cars. All of this while keeping the safety parameters in place to have confidence in going fast! With tuning taking into consideration many different parameters, reliability and driveability were top priority.

All our Can-Am ECU flashing is done with our VR Tuned iFlash software. This requires a Windows based PC tablet or laptop (see instructions here). As the video below demonstrates, connecting via the Can-Am diagnostic port allows you to flash between your stock and tuned files with ease. The flashing software gives you the convenience to easily flash your Can-Am back to stock if you need to visit the dealer or update tuned files if necessary. Our flashing takes roughly 3 minutes compared to the competition device which takes almost 20 mins!

CLICK TO ORDER YOUR 2020 CAN-AM X3 RR ECU FLASH HERE