#Zone Disc Golf Putter

[dynamicdiscs]

Ep 272 Disc Golf Answer Man

Peyton Wates

I have always used Innova products, but since I started listening to DGAM I have become curious about DD products. If each of you could recommend one disc to try from the DD line up which one would you suggest? (Besides the EMac Truth) Lol

Justin

Rules 805.3 Lost Disc (C): A player whose disc has been declared lost receives one penalty throw’. (E) If a drop zone has been provided for lost discs, the Director may allow players to proceed directly to the drop zone at the cost of two penalty throws.

Can you please explain why someone would proceed to the drop zone and incur two penalty strokes when they can return to the previous lie and only incur one penalty stroke? 

Daniel

Long time thrower of the Escape and still one of my favorite molds, how similar is the vandal? From the is this disc right for you video it looked like the vandal was less high speed stable but a bit more low speed stable, thoughts?

Eric T.

Hey Bobby, Eric, and Robert. I used to throw a Discraft Challenger in Jawbreaker plastic. But since last year's trilogy challenge I love the Maiden. What's a plastic I could get the Maiden in that's closest to Jawbreaker. Thanks a bunch love the show.

Tal-co’s biggest fan

Not taking in account of being employed by DD, would you rather live in emporia with amazing disc golf but no torchys, or live in Tulsa with good disc golf AND torchys. 

Tim

This is mainly for Eric, but I will accept the opinion of the other guys. If you have a course that has a hole that requires two good shots to get within the circle, and is all but impossible to get a look for a two, but is a pretty simple 3 and averages close to 3, should it be a par 3 or 4? Should par be based on if it's a "two shot hole" or what the scoring average is?

Does it make a difference if it's a small city park vs a pro tour quality course?

Austin 

Hi Cooooooool daddy SB, Robert, and Danny. I’m a photographer in north Texas and I’ve been disc golfing for about 3 years now. I spectated my first NT event back at Nick Hyde Memorial a few months ago. I followed Eric Oakley’s final round. I had my camera on me and was able to get some awesome shots of him in action. I really enjoyed the event and was wondering how to have a conversation with local TD’s about doing more photography to grow the sport and sharpen my skills. Thanks!

Dylon

I currently putt with the dagger. Previously I used P2s. I love the feel of trilogy plastic and the dagger but after using the dagger for a while now and putting daily for the last few weeks, I feel it is too deep of a rim. I am also convinced trying to grip the dagger has hurt the first knuckle on my ring finger. My question is what putter would you recommend that flies similar to the dagger but is not the dagger. Thanks and Roberts hair and I guess his commentary at GBO drew me to you guys.

Check out this episode of the Disc Golf Answer Man!

[inb4vaughn]

PGA Show Day 2: 5 Can’t-Miss Golf Products

The Orange County Convention Center opened at 8:30 a.m. sharp on Jan. 23 for the PGA of America’s annual three-day parade of equipment, apparel, gadgetry and every other kind of golf gear one can conceive of, and some even the most dedicated follower of technology, form and fashion couldn’t imagine a year ago. Golf Tips is on the vast showroom floor all week scouring booths for products we’d love to take home. Here’s Wednesday’s top five:

LYNX PROWLER DRIVER

We thought we’d seen it all in the adjustable big stick realm, then U.K.-based company Lynx Golf — as venerable a name in the biz as any company — today rolled the world’s first adjustable swappable face. That’s right: Turn a few star screws and you can change the loft of that beast the proper way with what Lynx aptly calls Switch-Face Technology (SFT). The entire hitting face of the driver is completely removable.

The ‘First Look’ launch of this revolutionary product comes with an array of detachable faces with different lofts available to choose from, the golfer can simply remove one face and replace it with another of a different loft.

Loft and face angles are among the most significant contributors to ball launch angles and spin rates and Lynx’s SFT means the golfer is always playing with true loft. The loft angle stated on each entirely separate striking face is the loft angle that is always presented at address, critically while keeping the clubhead square to the ball.

Driver face plates with 1-2 degree open and closed settings are also available for those golfers preferring a draw or fade bias in conjunction with a true loft setting where only the angle of the face plate is altered. At address, the clubhead itself remains square to the ball. And what’s more important than that?

www.Lynxgolf.co.uk/

FINN SCOOTERS BY SUN MOUNTAIN

Not long ago, Rick Reimers figured golf’s slow pace of play was just like the weather. Everyone complained about it but nobody anything about it.

Unlike the weather, however, Reimers knew he could do something about slow play could do something about – hence the FinnCycle was born. A two-wheeled cycle with an electric motor and lithium battery offering 36 holes of play on a single charge, the FinnCycle from Sun Mountain Motor Sports is making its debut here at the PGA Merchandise Show in Orlando. The FinnCycle, by the way, is named after Reimers’ dog, Finn.

“The first time I took a FinnCycle out on Missoula (MT.) Country Club, I played nine holes in 30 minutes,’’ said Reimers, founder of Sun Mountain Sports and Sun Mountain Motor Sports. “It’s not a long course, but I thought I marked the time wrong. So I played nine holes again – 30 minutes.

“The next time I played on a FinnCycle I played two people in a golf cart. I was down the fairway and they were barely off the tee. That’s when I realized the pace of play was simply too slow to hold the interest of anybody who isn’t retired and has nothing else to do.

Quiet and almost as easy to ride as a bicycle, FinnCycle has front and rear suspension.  The golf bag sits along the center-line of the cycle offering easy club access and stability. Braking is with a hydraulic disc brake. The FinnCycle will be sold to golf courses, Reimers said, through a revenue-sharing model that reduces the upfront cost to the course. Nice touches? The kickstand is shaped like a 3-metal and you can strap on a cooler and turf repair bottle.

www.finnscooters.com

TEC TEC TEC ULT-X LASER RANGEFINDER

Great performance for great value is this company’s driving philosophy, so color us not surprised, but definitely impressed, with the features built in the new Ult-X. It can dial in pins up to 350 yards away, is accurate to within three-tenths of a yard and, most importantly, has a pull-out function that brings elevation change into the equation, displaying both actual and adjusted yardage depending on how far below or above you the hole is. That’s not allowed within USGA parameters, but just push the front of the gadget back in and you’re in conform land. It’s lightweight, made of tough neoprene to stand up to any weather, and best of all, clocks in at only $250 a copy.

www.tectectec.com

PUTTOUT TRAINING MIRROR AND BALL

We were high on PuttOut’s original putting training device when we saw it at the 2018 show, and have since put it into practice many times during our all-too-rare putting sessions, whether on real grass or using PuttOut’s roll-out putting mat. But now we’re really talking: A  versatile mirror that’s built tough, adheres to any surface and comes with adjustable rubber guides that help keep the putter face on line through the strike zone. Add in a U-shaped “gate” in front of the PuttOut itself, and you’ve got an easy-to-use system that’ll have you sinking more knee-knockers in no time.

www.puttout.golf

SKYGOLF SX500 RANGEFINDER

The digital course-mapping device leader has come out with a true advancement in the GPS game. About the same size as a large iPhone, the SX500 acts much like a smartphone with landscape and portrait views of every hole in its 32,000-course database, crackling-clear graphics and color on its 5-inch touch screen — the two-finger magnification is really cool — and wi-fi connectivity to updates and course downloads. It fits snugly into the hand thanks to a sturdy outer case that’s also water resistant, and includes free setup service with special software bundles.

www.skygolf.com

The post PGA Show Day 2: 5 Can’t-Miss Golf Products appeared first on Golf Tips Magazine.

from Golf Tips Magazine http://bit.ly/2SansOp

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New Post has been published on http://www.buildercar.com/first-drive-2017-honda-civic-type-r/

First Drive: 2017 Honda Civic Type R

MIRABEL, Quebec, Canada — Accelerating toward the late, late apex of a sphincter-tightening right-hand sweeper at the 16-turn International Center of Advanced Racing (Circuit ICAR) just north of Montreal, I squeeze down on the throttle. This unleashes the full fury of 306 turbocharged horses, and I then do what I always do when cornering at max lat in a potent front-drive car: I brace for torque steer. But the new 2017 Honda Civic Type R I’m wringing out does not try to yank the steering wheel from my fingertips. It does not dart off line. It does not scream “yeeeeehaaawww!” or use its 22.8 psi of turbo boost to burn the 20-inch front tires into acrid black jelly.

Instead, with absolutely zero fuss, the Type R blasts me out of the turn and into the next corner so fiercely I have to stand on the ventilated, cross-drilled, four-piston Brembo front brakes just to keep from launching straight into the nearby village of Saint-Antoine. (It would be especially embarrassing to admit that you crashed into a city with your own name on it.)

The headline is this: The new Type R is the fastest production front-driver ever to circle the Nürburgring Nordschleife, accomplishing the feat in just 7 minutes, 43.8 seconds. That’s 7 seconds quicker than the previous, fourth-gen car I tested in Slovakia in 2015 (but which we Americans never got a chance to buy). If the new, gen-five Type R’s time doesn’t mean anything to you, join me down on Memory Lane for a moment. Back in 2005, a Pagani Zonda S lapped the same circuit in 7:44 flat. That car cost $500,000, seats just two with no cargo, and looks like a cross between a Ferrari Enzo and a Hercules missile. The Type R costs $34,775, seats four, delivers more than 46 cubic feet of cargo room with the rear seat folded down, and gets 28 mpg on the highway. It looks like a cross between a Hercules missile and a Honda.

What the headline does not reveal is how the Type R got so damn fast. The answer mirrors Ernest Hemingway’s description of going bankrupt: “Two ways. Gradually, then suddenly.”

At a glance, the new Type R doesn’t seem dramatically different from its 2015 predecessor. The Ohio-built engine is essentially unchanged: same displacement, same VTEC variable valve-timing and direct-injection hardware, same power and torque, same 7,000-rpm redline. The one and only shifter remains a six-speed manual feeding, again, a front helical limited slip differential. As before, huge 13.8-inch Brembos sit forward with 12-inch solid discs at the rear. The suspension boasts variable magnetorheological shocks and variable-ratio electronic power steering. The sport seats are worthy of a race car. The rear wing could lift a B-52.

Yet there are differences. Mostly small ones, admittedly, but in sum they produce a vastly changed automobile. The final drive ratio, for instance, is lowered by 7 percent, improving acceleration. Front track is widened by nearly half an inch, while the rear track swells by 2.5 inches. Front/rear weight distribution is improved. Torsional rigidity is up 38 percent, yet weight is down thanks to lightweight structural materials. The car’s center of gravity is almost half an inch lower. The reshaped bodywork and ducting improve engine cooling, reduce drag and lift, and add rear downforce at speed. It’s subtle stuff — you might not notice any of it right away — but it creates a more impressive vehicle.

Other revisions and upgrades stand out. The alloy wheels have grown from 19 inches to 20; they’re finished in a striking black design wearing 245/30R-20 summer performance tires. New is Honda’s first-ever rev-match system. Instead of the driver blipping the throttle while braking (heel-and-toe downshifting), simply brake with your right foot and, as you move the gear lever to a lower ratio, the system automatically does the engine blipping for you. Out back is a new three-pipe exhaust system that sports two outside main pipes with a central resonator. At lower throttle the resonator adds increased sound; all three pipes are open. At higher engine speeds, however, the resonator’s pressure goes negative, ducting the exhaust to the outside pipes to minimize booming. It’s a passive system that requires no butterfly valves to function. And it looks cool.

The cockpit remains clean and sporty, with lots of red accents (a Type R signature), faux carbon-fiber trim that doesn’t look cheap, those great front buckets, and a central display that changes depending on which driving mode you’re in or what particulars — tach, boost gauge, etc. — you’d like to see. Front and center is a terrific three-spoke leather wheel, with a handsome aluminum shift knob nicely positioned for your right hand. Above the center column is a 7-inch color touchscreen display also operable via voice commands. There’s nothing fancy here, and there shouldn’t be. Honda has put the money where it counts—not on flash, but on great seats, premium materials, and hardware you’ll really use and appreciate.

An important note: Everything on the Type R is standard. You pick your preferred color (making a dramatic return is Honda’s renowned Championship White). That’s it. But that in no way implies you’ll be left wanting. The standard-equipment sheet is long: Honda-linked navigation with digital traffic info; 540-watt, 12-speaker audio system; support for Apple CarPlay and Android Auto; keyless Smart Entry and push-button start; dual-zone climate control; LED headlights, fog lights, and daytime running lights; a multi-angle rear-view camera; and a lot more. Check out the pricing of the competition — Subaru STi, Ford Focus RS, Volkswagen Golf R — and you’ll find the Honda undercuts them all, even with its superior list of standard stuff.

Back to Circuit ICAR. The last Type R was impressively lacking in torque steer, but the gen-five model is even better. There’s almost none to speak of, even under full throttle in the tightest of turns. Credit revised dual-axis front struts—similar to the Focus RS’s RevoKnuckle setup—which reduce torque steer while also improving steering responsiveness. The new 20-inch meats and improved suspension tuning add a newfound stability to an already impressive layout. Yes, the Type R will step out, but in a calm, predictable, friendly manner. At the limit, a judicious lift of the throttle will bring just the right helpful hint of oversteer to lock you back on line. This suspension is both completely settled and remarkably grippy. Not once during my lapping sessions did the car make an unexpected move on me.

As before, the driver can choose from three driving modes: Comfort, Sport, and R+. Each adjusts chassis stiffness, steering effort, and drive-by-wire throttle response. One major criticism I raised about the 2015 Type R was its suspension harshness in R+ mode. I don’t recall the roads in Slovakia being awful, but on the street the car was nearly unbearable in R+. That’s not the case any more. Yes, R+ is still noticeably the stiffest of the three choices, but it feels far more compliant now. I had no complaints during my road drive, though Comfort did ride far better, and Sport seemed the best ride/handling compromise.

The dual-pinion, variable-ratio electronic power-steering system gets a larger motor for 2017 and needs just 2.1 turns lock to lock. It’s not great—as with other EPS systems, it lacks road feel—but it’s better than before, noticeably so. I found myself using Sport or R+ modes almost exclusively, though; in Comfort the steering takes on a power boost that’s somehow murky. In R+ the response is much more direct and satisfying.

On the track, the rev-match system worked brilliantly. Frankly, I’ve used such systems before and never liked them. After using manual transmissions for years and learning how to heel-and-toe, suddenly not blipping the throttle yourself feels counterintuitive. And most rev-match systems don’t seem to do the matching particularly well. Honda’s system is different. Within a few corners I was confidently planting my right foot on the brake and flipping the gear lever down while the engine automatically and smoothly revved up to accept the lower gear. Nicely done, and it sounds great, too.

Ah, the sound. Wish there was more of it. If I have a major criticism of this new and vastly improved Type R, it’s that I’d like a little more wickedness. The car is almost too buttoned-down, too predictable and safe and efficient. Especially given the variable exhaust, why isn’t there more scream from the engine at full throttle? Even at the redline the 2.0-liter turbo is more poised and polished than electrifying. I want a car with such laser-like race focus to feel as wild as it works. Yes, the performance is there—no doubt whatsoever. The Type R just needs a bit more sauce on the steak. (A lot of buyers, no doubt, are going to pour that sauce right on via the aftermarket.)

Honda plans to bring 2,700 Type Rs to our shores almost immediately (they’re built in the U.K.), and after that will likely settle at a rate of about 3,000 annually.

For sure, this new car is equipped to meet those lofty targets. Even without the four-wheel drive of its main rivals, the Civic Type R displays remarkable poise and an uncanny ability to put its power down. It’s utterly refined but unquestionably fast. It’s happy puttering around town but hungry to scorch any track any time and feels like it could do it all day.

The last time I reviewed a Civic Type R I had to tell you, “It’s cool all right, but it’s not coming here.” This time I’m happy to say, “This one was worth the wait.”

2017 Honda Civic Type R Specifications

ON SALE Now PRICE $34,775/` (base/as tested) ENGINE 2.0 turbocharged DOHC 16-valve I-4/306 hp @ 6,500 rpm, 295 lb-ft @ 2,500-4,000 rpm TRANSMISSION 6-speed manual LAYOUT 4-door, 4-passenger, front-engine, FWD hatchback EPA MILEAGE 22/28 mpg (city/hwy) L x W x H 179.4 x 73.9 x 56.5 in WHEELBASE 106.3 in WEIGHT 3,100 lb 0-60 MPH 5.4 sec TOP SPEED 168 mph

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