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jagatdigital21 · 1 year

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Toyota Yaris Is Economical, Budget-oriented

jazz vs yaris irit mana

Posisi duduk Toyota Yaris rendah layaknya sedanSementara untuk Toyota Yaris TRS Sportivo MT 2019 ditawarkan dengan harga Rp 211 juta. Sementara untuk Toyota Yaris TRS Sportivo MT 2019 ditawarkan dengan harga Rp 211 juta. Seperti dijelaskan di atas, mode berkendara yang disematkan di Toyota New Yaris TRD Sportivo CVT membuat mesin 2NR-FE jadi lebih adaptif menanggapi input sang pengemudi, termasuk saat memakai mode Eco yang dikenal lebih bahan bakar. ”Sudah jelas kami optimistis menantang rival dan dengan fitur yang baru serta harga kompetitif, kami siap terus menjadi leader di segmen hatchback,” tegas Jonfis menanggapi pertanyaan wartawan soal rivalitas dengan Yaris. Perbandingan varian, fitur, jaminan, penghematan bahan bakar, harga, dan ruang penumpang, Anda pasti akan memiliki ide tentang mobil impian Anda dengan laporan perbandingan kami yang jelas dan informatif antara Toyota C-HR vs Toyota Yaris. In normal driving conditions, 2007 Honda Civic should accelerate faster than 2012 Toyota Yaris. In terms of performance, 2007 Toyota Yaris (86 HP @ 6000 RPM) has 62 more horse power than 1973 Honda Z. (24 HP @ 7000 RPM) In normal driving conditions, 2007 Toyota Yaris should accelerate faster than 1973 Honda Z. With that said, vehicle weight also plays an important factor in acceleration.

toyota yaris Bagaimana dengan fitur keselamatan Toyota Yaris 2023 sendiri? Komparasi Jazz vs Yaris vs Swift vs Kia Rio1.All New Honda JazzAll NewHonda Jazz sendiri menurut kami memiliki tampilan yang lebih sporty dan elgant di bandingkan mobil hatcback lainnya, karena mobil ini memiliki tampilan yang keren dan interior yang nyaman, namun sayang material dalam mobil ini banyak yang bilang kurang begitu bagus. Kia Rio sendiri terkenal dengan tampilannya yang elegant di tambah kapasitas kabin mobil ini cukup luas menurut kami, namun untuk masalah penjualan mobil ini masih kalah dengan Honda Jazz, Toyota Yaris, dan Suzuki Swift. Menurut Zeekr, lampu depan ini menggunakan 41 titik lampu LED. Bagian depan Honda Jazz mengusung desain ciamik dengan perubahan mulai dari desain lampu LED Headlight dengan Auto Leveling, LED Position Lamp, Front Grill dengan Dark Chrome Plating, Emblem RS pada Front Grill, Side Sill Garnish, Rear Combination Lamp & LED Stop Lamp dan Tailgate Spoiler yang lebih sporty, Rear Defogger, Dark Chrome Rear License Garnish dan desain baru Velg 16 inchi yang semakin memperkuat tampilan All New Honda Jazz sebagai sebuah hatchback yang superior dan sporty.

honda jazz hybrid vs toyota yaris hybrid 2022 Bahkan ditambah Electric Parking Brake with Auto Hold, Emergency Stop Signal, Hill Start Assist (HSA) Vehicle Stability Control (VSC), Rear Cross Traffic Alert (RCTA), Blind Spot Monitor (BSM), sampai keberadaan Toyota Safety Sense (TSS). SALIM Komparasi Mazda2 vs Honda Jazz vs Toyota Yaris, Fitur dan Tampang Dilihat dari data penjualan, selama ini Jazz berhasil menasbihkan diri sebagai pemenang. Dalam hal ini pengendara dengan All New Mazda2. Salah satu faktor yang sering kali diangkat menjadi bahan komparasi adalah dari kepraktisan yang memudahkan pengemudi dalam mengendarai kendaraan beroda empat ini dengan nyaman. Jika Honda Prospect Motor (HPM) meluncurkan Honda Jazz Cross Style di Indonesia, bisa dipastikan varian ini menjadi penantang seimbang Toyota Yaris Heykers. Only the Hybrid misses out on a leather steering wheel Only the Hybrid misses out on a leather steering wheel Not only does the Yaris offer you a quieter environment, the Toyota also has a more submersed experience in terms of the entertainment in the car. This makes it ideal for city dwellers who need to maneuver in and out of tight parking spots.

It’s strong enough around town, but quickly runs out of puff as speeds increase, with motorway overtakes requiring one or even two downchanges through the six-speed manual gearbox. The menus are easy enough to get your head around, but the screen isn’t that quick to respond - especially when you’re programming a destination. Tetapi ada satu fitur yang dapat dibanggakan, yakni pengoperasian Advanced Information & Entertainment System yang sudah menggunakan teknologi touch screen dan memiliki sensor air gesture. Di sisi lain, pada bagian pengemudi, terdapat setir kemudi yang dibalut dengan bahan kulit dan sudah dilengkapi dengan tombol Audio & TFT khusus tipe TRD. Khusus Yaris terbaru tipe TRD, bagian depannya telah disematkan lampu utama berdesain New Striking LED yang diklaim dapat memberikan pencahayaan sangat terang. Komparasi Spek Toyota Yaris VS Honda Jazz 2020 Meski keduanya belum juga masuk ke pasar Indonesia, namun sebagai hatchback yang namanya telah mendunia, tentu pembaruan dari Honda Jazz dan Toyota Yaris perlu kita ketahui. Yaris Cross dibangun dari basis Yaris hatchback terbaru, yang telah mengusung sasis Toyota New Global Architecture (TNGA-B). Di sisi lain, mesin yang dibenamkan pada Toyota Yaris terbaru ini sudah dilengkapi dengan fitur tambahan ‘Fun to Drive’. JAKARTA -- Bicara segmen hatchback, boleh dibilang saat ini menyisakan pertarungan dua nama; Toyota dan Honda.

Honda Jazz vs Toyota Yaris. Mesin Toyota Yaris dan Honda Jazz 2013Pada sisi mesinnya perbandingan Toyota yaris vs Honda jazz 2013 ini adalah pada mesin Toyota yaris mempunyai dapur pacu bermesin DOHC VVT-I 1.5 liter yang mampu menghantarkan energy hingga 109 hp atau 6000 rpm dan torsi maksimal yang mampu digapai 141 NM atau 4200 rpm. Ketika berhenti dan hendak melaju kembali, posisi mobil tak merosot turun karena ditahan fitur ini. Yaris tipe G dan S TRD menggunakan pelek 16 inci dengan ban ukuran 195/50. Sedangkan untuk tipe E, ukuran bannya 185/60 dengan velg 15 inch. Namun bila membeli mobil baru, Toyota Yaris masih ada pilihannya yakni tipe G 1.5 MT dan CVT dengan pilihan 3 atau 7 Airbags. Jika melihat review spesifikasi di atas, tidak heran jika Toyota Yaris terbaru memiliki harga jual yang terbilang cukup tinggi. Dengan menggunakan mesin tersebut, mobil Toyota Yaris 2020 diklaim bisa mengeluarkan tenaga mencapai 113 dk yang lebih tinggi daripada Yaris sebelumnya yang hanya 99 dk. Dengan adanya pelek tersebut, Toyota mengklaim dapat memperkuat kesan sporty Yaris terbaru.

Khusus Yaris terbaru varian TRD Sportivo, kesan sporty semakin menonjol dengan adanya Rear-roof Spoiler dan diffuser yang bernuansa racing. Honda Jazz A Alfi Ariefudin Bashary 20 Mar, 2022 untuk Honda Jazz (2014-2018) Saya suka sekali honda jazz Rs modelnya yg sporty Saya suka sekali honda jazz Rs modelnya yg sporty. Harga mobil Honda Jazz berkisar dari Rp 253 juta hingga Rp 295 jutaan. Sedangkan untuk harga Toyota Yaris baru naik dibandingkan sebelumnya. If you are searching for a Toyota Yaris 2020 for sale, CAR FROM JAPAN is the right place. Any commission received from lenders, will not affect the amounts paid by you under your finance/hire agreement. Let me just say that “fun” and “stylish” need not be expensive. Let nothing hold you back! Clever back seatings fold flat making loading big objects simple, and there's a low loading sill. 2. Seat back angle adjusting lever. 1. Seat position adjusting lever. 3. Vertical seat height adjusting lever (on some models).

Speedometer: 8. Clock adjusting buttons. Unlike many modern cars, all three have proper physical buttons and knobs for their air conditioning systems, so there’s no need to faff around with touch-sensitive pads or delve into menus on the touchscreen when you want to tweak the interior temperature. With many years of exporting Japanese used cars, CAR FROM JAPAN provides the most satisfying experience for vehicle buyers. Driving Performances Breakdown 2019 Toyota Yaris 1.5G 2018 Honda Jazz 1.5L V 2020 Mazda 2 1.5 Hatchback Engine Acceleration 3 / 5 3.5 / 5 4 / 5 In-gear Acceleration 3 / 5 3.5 / 5 4 / 5 Throttle Response 3.5 / 5 3.5 / 5 4 / 5 Transmission Shift Logic 2 / 3 2 / 3 2 / 3 Smoothness 4 / 5 4 / 5 4 / 5 Sport/Manual Mode 2 / 3 0 / 3 3 / 3 Steering Accuracy 2 / 3 2 / 3 2 / 3 Response 1.5 / 3 1.5 / 3 2.5 / 3 Weight & Feel 2 / 3 1.5 / 3 2 / 3 Braking Distance 1.5 / 3 2 / 3 2 / 3 Feel 2 / 3 2 / 3 2.5 / 3 Handling Chassis Balance 2 / 3 2 / 3 2 / 3 Grip 2 / 3 2 / 3 2 / 3 Load Reaction 1.5 / 3 1.5 / 3 2 / 3 Total 32 / 50 pts 31 / 50 pts 38 / 50 ptsRide Comfort - Toyota Yaris is the most comfortableNoise Level Travelling speed 2019 Toyota Yaris 1.5G 2018 Honda Jazz 1.5L V 2020 Mazda 2 1.5 Hatchback 60 km/h 54 dB 64 dB 60 dB 90 km/h 62 dB 69 dB 66 dB 110 km/h 68 dB 71 dB 70 dBThe quiet cabin, comfortable seats and supple suspension make the Toyota Yaris the most comfortable hatchback in its segment.

Baca juga: Intip Spesifikasi Toyota Yaris Cross 2023, Buat Nyali Honda HR-V Menciut! Baca juga SPESIFIKASI DAN KELEBIHAN SUBARU WRX STI dan KELEBIHAN HONDA JAZZ DAN KEKURANGAN HONDA JAZZ 2013. . Hal ini karena Indonesia mengambil basis dari Yaris Thailand, yang pertama kali ditunjukkan di Shanghai Auto Show 2013 untuk pasar Cina. Bahkan pelipatan bangku belakang mobil ini juga bisa menghasilkan bagasi dengan lantai yang rata. Hanya saja saat jok belakang dilipat, menyisakan jok yang sangat menonjol. Untuk keluarga sangat cocok dikendarai di kota2 dan luar kota Baca SelengkapnyaT Trisulo Winowo 24 Feb, 2022 untuk Honda Jazz (2014-2018) Jazz Gk5 Is The Best type Jazz Gk5 Enak buat JJS dan Stylish, mudah di body, model jazz paling bagus mudah di daoat spare partnya. Sekedar impian saja, berharap punya pun saya tak berani ,maklum lah saya dari kalangan menengah ke Baca SelengkapnyaToyota Yaris E Erwin Shariff Harahap 20 Des, 2021 untuk Toyota Yaris (2006-2009) Yaris JDM lebih bagus Yaris JDM atau disebut Yaris Bakpao di Indonesia lebih bagus, Yaris yang sekarang dijual cuma mobil "LCGC" di Thailand, saya heran kenapa Toyota di Indonesia tidak bawa masuk Yaris versi Baca SelengkapnyaY Yudi Sudi Hartono 18 Apr, 2021 untuk Toyota Yaris (2006-2009) Toyota Yaris favoritku Toyota Yaris bagiku mobil tahan lama dan nyaman dikendarai, mobilku tahun 2006 walau umurnya hampir 20 tahun tapi performa mesinnya masih bisa diandalkan dan tampilannya masih keliatan seperti mobil mewah Baca SelengkapnyaR Rinjani 15 Mar, 2021 untuk Toyota Yaris Cuma kalah sama innova Performa Kencang, dalam kabin senyap, kaki kaki empuk, handling lincah, fitur keselamatan memadai, AC dingin, desain cakep, bahan bakar irit, after sales terjamin, fitur kekinian.

Dengan ukuran bodi paling kecil, bantingannya tidak begitu keras ataupun empuk, tetapi terasa mantap layaknya kelas premium. Meski dibuat lebih empuk, tetapi kestabilan saat manuver khas Jazz tetap dipertahankan, sehingga kini melahap jalanan rusak maupun tol terasa lebih menyenangkan.Sayangnya, hal tersebut tidak diikuti oleh kontur jok yang suportif. Sisi baiknya, jok Yaris tetap dibuat empuk dan mempunyai kontur yang cukup mengikat layaknya sebuah semi-bucket. Pembaruan yang cukup terlihat terdapat pada bagian fitur. Bagian fitur pada Toyota Yaris terbaru menjadi bagian menarik untuk dibahas. On our website, customers can select the desired second hand Toyota Yaris 2020 for sale. Each and every automobile in our great inventory is purchased after careful appraisal and inspection in Japan, Middle East or South Africa by our discerning and experienced buyers, so any automobile that we have can be your best choice. BTZ AUTO is one of the leading automobile trading companies in southern Africa. You can also sort and meet your ideal automobile thanks to our well-arranged car lists. We also provide various high quality models in our stock that fit your budget and ship them internationally.

The Yaris Cross even offers a belt system to secure the goods in place and prevent them from flying all over the boot. Each wheel size has bespoke suspension settings attached to them. In terms of performance, 2005 Honda Stream (157 HP @ 6500 RPM) has 88 more horse power than 2007 Toyota Yaris. This means 2005 Honda Stream will have an easier job in driving up hills or pulling heavy equipment than 2007 Toyota Yaris. Let's talk about torque, 2007 Toyota Yaris (170 Nm @ 2000 RPM) has 17 more torque (in Nm) than 2001 Honda Civic. Itulah yang dapat kami sampaikan mengenai Komparasi Honda Jazz vs Toyota Yaris 2018, semoga bisa dijadikan sebagai bahan pertimbangan ketika ingin membeli kedua mobil tersebut. Fitur menjadi salah satu pembanding antara kedua mobil tersebut saat ingin membeli mobil. Semoga bandingkan tersebut menjadi tips & trik yang berharga dan menghilangkan kebingungan saat ingin memilih mobil antara Toyota Yaris Vs Jazz. Komparasi Toyota Yaris 2020 vs Mazda2, Antara Rupa dan Fitur Toyota meremajakan hatchback andalannya, Yaris. Jika memakai mode eco, mobil ini dapat mencatat konsumsi BBM sebesar 13,4 km per liter untuk dalam kota dan 19,6 km per liter di luar kota.

Tidak hanya itu saja, sistem pengeraman di semua tipe Yaris terbaru sudah didukung dengan teknologi ABS (Anti-Lock Braking System), Electronic Braking Distribution (EBD), dan Brake Assist (BA), sehingga semakin menjamin keselamatan dan keamanan pengguna mobil ini. Kemudi keduanya sudah dibungkus material kulit dan dilengkapi tombol pengatur audio pada palang kemudi. Prinsip ini menjelaskan mengenai satu kesatuan antara orang dan kendaraannya. Maka dalam pembahasan kali ini Toyota Yaris kami gunakan sebagai perbandingan untuk menilai kelebihan dan kekurangan Honda Jazz. In terms of performance, 2009 Honda Stream (123 HP @ 6300 RPM) has 37 more horse power than 2007 Toyota Yaris. In terms of performance, 2007 Honda Civic (197 HP @ 7800 RPM) has 91 more horse power than 2012 Toyota Yaris. Sekarang pembaca harus melihat perbandingan Toyota yaris dengan Honda jazz untuk mengetahui lebih dalam perbedaan kedua jenis mobil hatchback tersebut. Tapi tenang saja karena dalam artikel ini kami akan membahas komparasi dari Honda Jazz, Toyota Yaris, Suzuki Swift dan Kia Rio, maka dari itu silah kan simak artikel Komparasi Jazz vs Yaris vs Swift vs Kia Rio pada pembahasan di bawah ini. Dan ternyata di servis kedua ini ongkos servis All New Jazz 2020 lebih murah sedikit dibanding mobil Yaris.

Honda Jazz VS Toyota Yaris? Ada dua pilihan transmisi yang ditawarkan Toyota New Yaris, yaitu Manual dan CVT (Matic). Perbedaan yang terasa dari kedua transmisi tersebut. Dari data di atas, kita bisa berasumsi bahwa Yaris menawarkan ruang kabin yang lebih lega meski head roomnya mungkin masih kalah dibanding Jazz. Hatchback: Toyota Yaris vs Honda JazzIngin mendapatkan model hatchback yang lebih besar dan lebih lega dibandingkan Brio maupun Agya, Anda bisa memilih antara dua model hatchback menengah ini; Toyota Yaris dan Honda Jazz. Sangat lega untuk ukuran compact hatchback karena pendekatan MPV. Biasanya, sangat membantu saat sedang menikung dalam kondisi jalan licin, atau menjaga posisi mobil bila harus melakukan banting setir. Ternyata Honda Jazz VS Toyota Yaris sangat berbeda dalam harga beli. General Review of Toyota Yaris vs. Review of the Suzuki Swift 26 May, 2015 . Hybrid transmission With the power on, move the shift lever with the brake depressed, when shifting from “P” or “R” to another position. Aside from a fairly typical case of thick-pillar blind-spot, visibility is good. The leatherette front seats of our Yaris XLE tester are actually just fine, providing ample comfort and good cushion support.

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hcr-works · 3 years

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@downchangeblog with the photos..

#civic #kanjo #kswap #ekhatch #hcr #ek9 #k20 #downchange #hcr works #kanjozuku #kanjoracer #ssrtypec #brideseats #ek4 #ej9

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downchange · 8 years

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The first vlog in my Kswap EG series is up on YouTube. Bit boring for now but should hopefully get way better as more progress gets made! https://youtu.be/Ds3t1rf8sZQ

#Honda #civic #eg #hatch #kswap #k20 #vtec #ksb #kswapbaby #kswapeg #downchange #kanjo #YouTube #vlog #blog #garage #project

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jesusvasser · 6 years

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Dreamscape: Running Supercars Up Switzerland’s Gotthard Pass

The rain has stopped, but headlights still glimmer on the road’s slick surface, and fog swirls over the mountainside like lace curtains whipping in the breeze. Immediately ahead, there’s a Ferrari 812 Superfast and a Dodge Viper ACR. Beyond them, Mercedes-Benz CLK GTR and Porsche 911 GT1 road cars queue side by side, homologation specials from 25-unit production runs. In the rearview mirror, a Ferrari FZ93 and Aston Martin Zagato Shooting Brake stand out in the line of exotics that coils down the Tarmac, coach-built rarities normally found in museums. Soon we’ll run with this incredible pack up the Gotthard Pass in Switzerland, closed specially for the occasion. No oncoming traffic, no speed limit.

The event’s organizers claim that the Gotthard Pass has never before been closed for fun, nor has any other street in Switzerland. The road climbs to 6,909 feet over the Saint-Gotthard Massif in the Alps, tying German-speaking Andermatt in the north to Italian-speaking Airolo in the south, a vital link that just so happens to be awesome to drive.

In fact, there are three ways of making it from Andermatt to Airolo. You can drive the original cobblestone route or take the Gotthard Strassentunnel, constructed in 1980 to bypass the altitude and the wiggly bits in an arrow-straight line. The third option is the newer mountain road, built alongside the original cobblestones. What this road lacks in history, it makes up for in driver appeal, geography you’d normally require a parachute to appreciate, and the majestic engineering of its vast tunnels and precipice-spanning bridges. Guess which road we’re taking?

For $3,400, two guests get a night at the Chedi hotel, an evening meal, and the chance to run up the Pass as fast as they like before letting loose on a nearby airfield.

Florian Lemberger, a lawyer specializing in finance, regularly organizes driving events with the Supercar Owners Circle, and he somehow convinced the Swiss authorities to close the Gotthard Pass. In total, 72 supercars are here, the rules dictating that only one example of each may attend, though there’s been some inevitable flex—it’s hard to begrudge a trio of McLaren P1s. There’s definitely only one Maro Engel driving a race car, though. “It’s a chance to drive the SLS but also a once-in-a-lifetime opportunity to drive the Gotthard Pass,” the DTM driver says. “I couldn’t miss that.”

For a pretty reasonable €2,800 (approximately $3,400), two guests get a night at the high-end Chedi hotel in Andermatt (Lemberger’s real estate fund bought the place), an evening meal and presentation, and the chance to run up the Pass as fast as they like before letting loose on a nearby airfield.

Our ride is somewhat modest in this company, but it holds its own: the latest Porsche 911 GT3 with 4.0 liters, 500 horsepower, and a six-speed manual transmission. You’ll pay $144,650, if you can get one. That’s the same as a PDK model, but you get a mechanical—not electronically controlled—locking rear differential and lose 37 pounds, and the 3.8-second 0-60 time is 0.6 second slower.

A day earlier, we collected the car from Stuttgart and were soon driving in pouring rain in one stretch through Germany, touching 160 mph once it dried and traffic thinned on unrestricted autobahns, slowing over the border into Switzerland with its colossal speeding fines, then skirting past Zurich on toward the Alps.

There are detail changes throughout this 991.2-generation GT3: revisions to springs and dampers, a new operating logic for the rear-wheel steering, and a new engine cover and rear wing that sits three-quarters of an inch higher. The latter sounds insignificant, but you notice how much more it impedes rear vision than before. Together with a revised rear diffuser, though, the payback is 20 percent more downforce, Porsche says.

Supercar spotters mobbed the event (left), presumably really hoping we didn’t crash. Or perhaps hoping we would.

Most crucial of all, a new 4.0-liter naturally aspirated flat-six, the one shared with the GT3 Cup, RSR, and GT3 R race cars, replaces the 3.8. Along with that 500 horsepower, it produces 339 lb-ft of torque, increases of 25 hp and 15 lb-ft over the 3.8. And you of course also get to choose manual or dual-clutch auto.

The 4.0-liter in the previous GT3 RS and R is mind-blowing, but there’s even more energy to how this new GT3 revs, an extra kick to a power delivery that feels entirely free of inertia. Push past 5,000 rpm, and the howl gets even wilder, and when you’re screaming to an outrageous 9,000 rpm, it consumes the cabin. This is easily the best-sounding 911 of the present lineup, a hair-raising soundtrack rivaled by few modern performance cars.

As we arrive in Andermatt, teenagers with $3,000 cameras spill into the road like some hybrid of Hollywood paparazzi and 1980s Group B rally fans. They move in zombielike packs, stirred by the growl of an approaching V-8 or V-12. They know the GT3 is worthy of a picture, but it’s understandable when the hotel valet asks us to park around the back.

A young guy, Johan Jakobsson, seeks us out. He runs what must be an inordinately successful wholesale coffee business (“and a few other companies”) and will drive his Ferrari 458 Speciale over the Gotthard Pass. “The manual?” he asks, eyeing the GT3. “May I sit inside?” He sets the perfect driving position, grips the wheel, and slices the gear lever back and forth with a satisfied grin. “I’ve ordered one,” he says. “I know someone at Porsche. They got me on the list.”

Beneath the hotel, the parking lot is filled with the most remarkable cars you’ll ever see. There’s a Ferrari FXX K, the track-only version of Maranello’s already insane LaFerrari hypercar. The owner fires up the V-12, the almost painful yelp of every throttle stab intensified by the concrete walls.

The car park of the Chedi hotel in Andermatt, Switzerland, (right) had never seen anything like it. No valet parking today.

Nearby there’s a Ferrari F12 TRS (one of two), its body inspired by the 1957 250 Testa Rossa and its silvery gold paint apparently inspired by C-3PO. The hood leaves the V-12 partly visible, its blood-red plenum covers exposed like a beating heart, and its chopped wraparound glasshouse is more speedboat than supercar. The driver turns out to be a minder because the real owner can’t be here. He also owns the red one.

There’s an Aston Martin One-77, one of the new-old Jaguar E-type Lightweights, a Maserati MC12, a beautiful Ferrari 250 SWB that’ll be voted car of the meet, and a lovely Porsche 930 Turbo with a RUF CTR conversion.

That evening, I attempt to mingle convincingly with the super-rich. There’s the guy who loaned his McLaren P1 to Ferrari for benchmarking ahead of LaFerrari’s launch; an Italian property developer, he would’ve been in his late 20s back then. Elliot Ross looks even younger, and he owns the 911 GT1. He’s from Scotland, says the GT1’s clutch is heavy; you can’t see out of the cockpit, but he loves it. Oh, he’s also got a Ferrari Enzo and an F50.

The Ferrari FXX K made much noise in the underground car park, but it didn’t run up the Gotthard Pass because of the FXXing weather.

Eugenio Amos, 32, owns the CLK GTR, a V-12-powered homologation special made so Mercedes could contest the FIA GT championship of the late 1990s. He says he made money in real estate, has raced in the Blancpain endurance series, and is enjoying the car. “There’s plenty of traction, and even on cold tires or if you drift it, it’s not so bad,” he says. Gah.

More than ever it seems like everyone is building a low-volume sports car. Paolo Garella is here in a Glickenhaus SCG 003 mule; Ameerh Naran runs a private-jet business and has secured an engine deal with BMW for his sports car; the CLK GTR owner plans a “kind of Singer version of a Lancia Delta Integrale” and has created a full-size clay model of the project. There’s even a presentation for the Aston Martin AM37 powerboat.

The next morning, this most extraordinary gathering of supercars fires to life outside the hotel, the constant volleys of revs sounding as though a SWAT team is storming the lobby. With the poor weather, some cars, like the FXX K and TRS, are heading straight to the airfield. The rest roll through Andermatt’s narrow main street, ready to run the Gotthard Pass in small packs at timed intervals. I can hear the first cars leaving, our group edging closer all the time, nerves jangling, the road still disappearing into fog above.

As a flag waves, a Ferrari 360 Challenge Stradale leads us away. There’s the gruff growl of its flat-plane-crank V-8, the yell of the 812 Superfast’s V-12 immediately in front, and the induction suck from the GT3’s flat-six as I release the clutch and get back on the gas after each gear change; that’s a markedly different signature from a GT3 with a PDK. As the rock faces close in to our right, the rush of mechanical noise combines into one swirling din, soaring on the straights, rumbling through the corners.

The GT3 feels sensational. There’s no doubt the PDK shifts faster, but the physicality of the manual definitely adds another dimension of interactivity: The short little shift lever demands you work a bit to pull it home, and the clutch is delectable with its midweighted heft and oily consistency. Some might find the brake is higher than ideal for heel-and-toe downshifts; you might have to roll your foot over excessively to blip the throttle during downchanges. At least the blips come automatically in Sport mode.

The new Gotthard Pass isn’t as twisty as the old cobblestone, but it’s faster, smoother, and a better drive

But the precision of the GT3’s steering—there’s more definition at its top-dead-center, perhaps a side effect of the chassis tweaks—the violent stopping power of its carbon-ceramic brakes, the car’s perfect balance, and the way its feral speed never feels like it’ll overload the chassis unless you demand it are unreal. It is difficult to imagine feeling more at ease in anything else here.

“What an unbelievable event,” he says as we pull to a stop. “I’ve never experienced anything like it.”

The road flows so smoothly as it rises from the valley that there’s little need to brake hard initially, but the wet, high-speed kinks get me wobbling at the wheel, praying the Porsche’s cold front tires bite. They always do. We climb quickly, and the route becomes more technical, ascending aggressively through hairpins, those kids stepping out into the road again, digging for YouTube gold and—you’ve got to assume—desperate for us to crash.

Someone tries. As we approach the summit, the road enters a tunnel that hugs the mountainside, protecting the road from rock falls and avalanches. I hear the 812 accelerate, presumably the better to hear its raucous V-12 melody. We’re doing probably 80 mph, and as the revs flick up, I watch the Ferrari’s back end snap out of line, the wiggle quickly slapped down by electronics. It’s probably no bad thing that the fog becomes much thicker as we reach the top of the Pass, forcing the pack to slow ahead of the checkered flag.

I park, unable to see more than the road around me, and wait for photographer Richard Pardon to get a ride to meet me as one extraordinary car after another punches like a phantom from the gloom. No one, it seems, balled themselves up.

Writer and photographer reunited, we run with a Lamborghini Aventador S Roadster with Monaco plates toward Airolo, and as the fog lifts, its V-12 battle cry rises, slamming gear changes giving a throaty punctuation to the soundtrack. The GT3 never loses touch.

At the airfield, suddenly it’s a summer day, and we watch as McLaren P1s duel against Porsche 918 Spyders in hypercar drag races. They accelerate off the line like marbles fired from stretched elastic bands, a sonic blur of screeching tires and hybrid-powered fury, the crowd peering into the distance, unable to see whether England or Germany actually won, just two hypercars on fast-forward vanishing in the haze.

#IFTTT #Performance Junk WP Feed 4

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jonathanbelloblog · 6 years

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Dreamscape: Running Supercars Up Switzerland’s Gotthard Pass

For $3,400, two guests get a night at the Chedi hotel, an evening meal, and the chance to run up the Pass as fast as they like before letting loose on a nearby airfield.

Supercar spotters mobbed the event (left), presumably really hoping we didn’t crash. Or perhaps hoping we would.

The car park of the Chedi hotel in Andermatt, Switzerland, (right) had never seen anything like it. No valet parking today.

The Ferrari FXX K made much noise in the underground car park, but it didn’t run up the Gotthard Pass because of the FXXing weather.

The new Gotthard Pass isn’t as twisty as the old cobblestone, but it’s faster, smoother, and a better drive

“What an unbelievable event,” he says as we pull to a stop. “I’ve never experienced anything like it.”

#IFTTT #Performance Junk Blogger Feed 4

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tendance-news · 7 years

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Rugged but contemporary compact SUV joins the Jeep range

It’s taken a while, but Jeep is finally taking on the likes of the Nissan Qashqai, Renault Kadjar, Seat Ateca and Volkswagen Tiguan with its new Compass compact SUV.

The old Compass was pretty nasty and went well beyond its sell-by date to 2015, but a still-growing SUV segment plus growing Jeep sales worldwide indicate that the American company could yet make hay by filling this gap in its portfolio.

Jeep makes much of its ability to deliver ‘authentic off-road capability’ at this end of the product range, but the demands of marketing mean that can’t be at the expense of showroom snazz. So, while the Compass has a type of rear suspension designed to provide greater up-and-down wheel movement and, thereby, better off-road skills than the norm, it also has style-heavy 19-inch alloys that look potentially vulnerable to attack by the countryside. Likewise, the two-tone black and light grey interior might not be ideal for a day’s mud-plugging.

Jeep Compass 2.0 Multijet II 170 4WD Limited Auto

Price: £34,294

Engine: 2.0-litre, four-cylinder, turbocharged diesel

Power: 168bhp

Torque: 280lb ft

Gearbox: 9-spd automatic

Kerbweight: 1540kg

Top speed: 122mph

0-62mph: 9.5sec

Fuel economy: 49.6mpg

CO2/BIK: 148g/km, 28%

Nevertheless, the Compass can be ordered with a £650 Towing Pack, and it has useful driver assistance features like hill descent control alongside its provision of four-wheel drive across most of the model range (some front-wheel-drive variants are available). The four-wheel-drive setup that was also seen on the Renegade and Fiat 500X restricts power to the front wheels when grip is normal and only brings in the back axle as necessary. There’s push-button lock for four-wheel-drive and a ‘Selec-Terrain’ dial with four custom driving modes: Auto, Sand, Snow and Mud. Our exploits in a range-topping Limited spec car on dry roads were almost all in Auto mode.

This is no restyle of the funky Renegade. Visually, the Compass is quite restrained, not to say a bit Evoque-y, butched up by square wheel arches and a burly stance. The wide C-pillars only serve to cut rear visibility, but you’ll look good enough on the run to school or Centre Parcs.

In terms of interior space the Compass is determinedly mid-pack, with good headroom, a good driving position and an all-seats-up luggage capacity of 438 litres.

On high-spec cars like the Limited the latest iteration of Jeep’s Uconnect infotainment system includes an 8.4-inch touchscreen. It’s a responsive unit, and pleasingly simple both in its rendering of maps. We like Jeep’s retention of old-fashioned but user-friendly physical buttons elsewhere in the cabin, although the scattery layout of the centre console switchgear leaves plenty to be desired. A space for your mobile phone near to the USB connectivity port would have been handy to make the most of the Uconnect’s Apple CarPlay or Android Auto functionality, but there isn’t one.

The 170 is the most powerful diesel Compass, but even with a nine-speed automatic transmission, this 1,540kg car doesn’t seem as sprightly as the claimed 9.5-second 0-62mph time might suggest. The engine isn’t hugely refined and that gearbox isn’t the smoothest on fast downchanges. It occasionally gets confused on steady throttle settings.

Cornering is decent enough, the solid feel of the five-star Euro NCAP performing Compass being enhanced by the sort of meaty steering weight that’s not common in this segment. Our test vehicle had 19-inch wheels, a £700 extra, but there was reasonable suppleness in the A-roads ride. Country lanes revealed an amount of pattering and road noise that we think might still be present even with the standard 18in wheels.

This Limited diesel car is dearer, less powerful and less efficient than the equivalent top diesel-powered 4WD Seat Ateca, but a brief go in a livelier four-wheel drive 168bhp petrol Compass made us think that this might be where the real Compass value lies, especially for UK buyers who are mainly using it on the road. For those demanding more serious off-road skills, a Compass Trailhawk equipped with low-range transmission will be along in summer 2018.

#IFTTT #Blogger

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carandreviews-blog · 8 years

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Volvo S90 R-design

Volvo's greatest, most rich cantina, the S90, has been dealt with to a harder, more athletic look with the presentation of the R-Design trim to the range.

But instead than a complete reengineering program the new trim level is truly only a light tidying of energy. The S90 gets another guard and grille, dark outside highlights, cowhide trimmed games seats, dark featuring, a punctured calfskin guiding haggle metal pedals.

Volvo has remained commonly Scandinavian and controlled with its R-Design trim and the progressions are unpretentious and elegant. Honorably it has fought the temptation to cover each accessible inside surface with carbonfibre and add red highlights to the edge of each surface. The drawback to such nuance is that, regardless of it being an exceptionally wonderful inside, it doesn't generally look all that lively.

It's not frequently you can incorporate the expression 'leaf spring' in an area about specialized highlights, however the S90's back suspension makes such an open door as its composite transverse leaf spring merits specifying.

Instead of the outdated multi-layered leaf springs of old, the S90 utilizes a composite spring that extends over the width of the back hub. Each end is associated with the lower suspension arm and the middle is then mounted to the body. The S90's front suspension is a more customary twofold wishbone and loop spring course of action.

The back leaf spring is produced using a polyurethane sap that is strengthened with strands to make it solid and lighter than a steel leaf spring or two loop springs. Furthermore, on the grounds that the spring is level and mounted low, it takes into consideration more prominent boot space.

It's basically a similar back suspension that you'll discover on Volvo's present XC90, yet it's a long way from another thought for Volvo. Back in the late 90s Volvo utilized a composite transverse leaf spring on the 960.

Should you pick the discretionary air suspension, the back leaf spring is supplanted with two air sacks.

This is the place the R-Design's thin finish of liveliness begins to disintegrate, as it's just accessible with a 2-liter turbocharged four-barrel diesel motor. There are two conditions of tune with the minimum effective choice, called the D4, putting out 187bhp and 295lb ft of torque. The all the more intense D5 form, the one tried here, has 232bhp, 354lb ft of torque and accompanies four-wheel drive. Independent of the power yield, drive is sent through an eight-speed programmed gearbox.

The amazing torque figure of the all the more capable S90 implies that, in spite of measuring a heavy 1798kg, 0-60mph is managed in 6.7sec and it goes onto a top speed of 145mph.

Four-chamber diesels are not the most suggestive sounding motors. The S90's is the same, beginning with a bang, and including revs scarcely enhances its acoustics. Gratefully however, the motor is pleasingly tranquil and exceptionally all around detached from the lodge; it sounds significantly promote away than it is and none of the boorish vibrations you may anticipate from such a motor advance toward the tenants inside.

The motor's respectable torque and increasing speed figures make guarantees that the S90, apparently, can't satisfy; it is not a snappy auto. Out of corners it feels worked and drowsy. It's not by any means the motor's blame and part of the frustrating execution can be faulted for the gearbox. With the motor revving more than 3000rpm there's a noteworthy deferral before the following rigging is chosen; up changes are faster at low revs yet they are never sharp and fresh.

It's the downchanges that cause the most issues. The gearbox doesn't suspect when the driver may require a lower apparatus and it doesn't change down until you start to quicken out of a corner. Waiting for the fitting rigging everytime you quicken truly misrepresents the motor's absence of oomph.

You can change adapts physically, yet there are no oars on the guiding wheel, only the rigging stick. To aggravate matters, to change down you pull the lever towards you; the inverse approach to most execution autos so it feels unnatural, best case scenario and even under the least favorable conditions makes you switch up instead of down.

The S90's Dynamic mode doesn't generally help, making the gearbox clutch revs marginally yet it doesn't suspect when you may require a lower apparatus any better. The mode likewise adds more weight to the guiding, however it gives the impression of an exceptionally forceful self-focusing activity as opposed to any extra physicality. There's never any genuine feel from controlling, thus the S90's solace mode feels fitting more often than not.

It's reasonable the S90 R-Design hasn't been made to excite, yet what it needs in energy it compensates for in extravagance. Most striking is the way agreeable it is.

#volvo #s90 #r-design #review #2017

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