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mylatesttrending-blog · 5 years

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2020 BMW M5 Competition First Drive Review | It's a mad mad mad mad sedan

MONTICELLO, New York –– The M5 Competition needs a better name. The “Hammer” has been done. C’mon, Dodge has its colorful Hellcats and Demons. Yes, BMW is a sober German luxury brand, but appending “Competition” to the name and decklid of the standard M5 is too subtle for a midsize sedan that can nip a 647-hp Ford GT supercar to 60 mph (BMW says it’ll do the deed in 3.1 seconds, but Car and Driver timed a regular M5 at 2.8 seconds, so it’s almost assured that it’ll beat the GT’s 3 second time. – Ed.), and its claimed 10.9-second quarter-mile is just 0.1 seconds behind the Ford, or the 797-hp Dodge Challenger Hellcat Redeye. That’s madness, or in German, Der Wahnsinn. (Hey, maybe that’s the name!) The M5 Competition’s 617 horsepower (17 more than the M5) and 553 pound-feet of torque is equally Wahnsinn, as I discover during laps at my local stomping grounds, the Monticello Motor Club in New York’s Catskills. To the untrained eye, this M5 might be any other 5 Series, that longtime upholder of the luxury sedan status quo. Trained eyes will spot that Competition badging – optional on front fenders, in case you’d prefer to stay stealthy – with higher-volume air intakes and gloss black applied to the kidney grille, mirror caps, fender gills, rear Gurney lip and apron diffuser. There are also 20-inch lightweight forged alloys and four black-tipped exhaust outlets. After multiple stairsteps in power and price from your basic 530i – from $54,395 and a 248-hp turbo four, to $110,995 and a 4.4-liter, twin-turbo V8 – the M5 Competition helps advance the (somewhat pointless) arms race in sport sedans, provoking both the 603-hp Mercedes-AMG E 63 S, and the 605-hp Audi RS7 Performance.

The last time I drove the standard M5, I was staging an Escape from New York when a wheel was mangled by an evil pothole on Manhattan’s West Side Highway. Day trip, spoiled. This time, I was determined to make it to Monticello in one piece, because this baby is even stiffer: Springs and hydraulic dampers are 10 percent firmer than the regular M5’s, the rear anti-roll bar is stiffened, and it’s 0.28 inches lower. For better wheel guidance at the rear, the toe link’s rubber mounts are exchanged for ball joints. BMW says the tauter core can be felt even in the car’s Comfort mode, and the morning’s jouncy run on the ancient, hand-cut Belgian blocks of my Brooklyn street seems to confirm it. The M5 makes its entrance through Monticello’s artistically wrought metal gates, flashing an equally classy paint called Donington Grey Metallic. I sign the clipboard sheet proffered by the guard, peering through the BMW’s generous windshield at the rain-dampened 4.1-mile circuit. I’ve enjoyed the adjustable embrace of the BMW’s sport seats, clad in handsome saddle-colored “Aragon” Merino hides. Here, evidence of the M division’s handiwork is subtle, including red-and-blue striped M seatbelts. Round digital gauges flash concentric rings of animation as you approach the 7,000 RPM redline. This more driver-centric M5 sports digital gauges that are an homage to classic, analog BMW dials, which I prefer to the wraparound displays of the “Live Cockpit Professional” that makes its 5 Series debut on the 2020 M5 35 Years Edition. I ease into the paddock and clubhouse garage, where track-suited club members are futzing with roll-caged, race-prepped exotics. One or two seem to cast side-eye at the BMW and its pilot, perhaps wondering why anyone would take this 4,370-pound, all-wheel-drive barge onto the track. Some will soon pay for their insolence, when the BMW applies its unfair horsepower advantage to leave peashooter Porsches in its 617-hp wake. Like the M5, the Competition’s other secret weapon is an M-tuned AWD system and active rear differential, which together banish old-school wheelspin, seemingly no matter how hard you try to break things loose.

The track is still drying when I’m first waved out of the pits, with scary-looking lagoons lurking in places. For all its fierceness and technology, the BMW feels a bit squishy and vague at first, especially in the wet. But AWD is the new secret sauce of any new M5. For max performance in any situation, just set-and-forget the 4WD Sport mode, which sends more torque rearward and applies a freer algorithm to stability systems. After years of testing M cars, I’ve made peace with their somewhat fussy controls that here include individual settings for the steering, suspension, exhaust and eight-speed, dual-clutch transmission. Twiddling has become easier since BMW added two ruby-colored steering wheel switches – labeled M1 and M2 – to store a pair of your preferred combinations of settings. For the suspension, I select the Sport mode that BMW perfected for Nürburgring’s pockmarked Nordschleife circuit. The company recommends Sport Plus for creamier, Grand Prix-style surfaces. Compared to the M5, the Competition also gets a firmer link to the aluminum-and-carbon structure through engine mounts with increased spring rates, which BMW says creates faster engine response and sharper corner turn-in. Um, if you say so. Increased camber for the front axle does help this big barge absorb lateral forces through its Pirelli P Zero PZ4 tires. That’s a good thing in tight sections like the esses that zig uphill just after MMC’s longest straight. As for that mildly kinked, mile-long gauntlet – which I’ve long used as a no-excuses benchmark for accelerative might – the M5’s bombastic power rockets it to around 159 mph, only about 11 or 12 mph less than my apogee in supercars like the McLaren 675LT or Ferrari 488. So yeah, it’s fast. Peak torque is served anywhere between 1,800 and 5,800 rpm, a 200-rpm wider band than the M5. The BMW’s gold-caliper, carbon ceramic brakes, an $8,500 option, help keep fade at bay, even at these Autobahn speeds – though they do begin to smell (but not smoke) after seven or eight consecutive laps.

Chris Duplessis, the former pro rally champion and all-purpose nutjob who’s MMC’s track director, has coincidentally been driving an M5 as a safety car. I let Duplessis take one of his usual half-sideways excursions around the circuit, and he concurs: The Competition perhaps feels a skosh tauter than the basic M5, and turns with more alertness, but it would take a back-to-back drive to tease out tangible differences. Aside from this Competition’s stony ride on poor pavement, and the Sturm und Drang as it boomed over freeway expansion strips, my only everyday gripe was a climate system that was stingy about dialing up the fan speed, even when I set the A/C to extremely low temperatures. Some drivers have groused that the standard M5 sounds too demure, and the Competition does amp up the soundtrack through its twin-pipe, flap-controlled exhaust. Hit the console’s exhaust switch, and the BMW speaks softly without dropping its big stick. Press it again, and this M5 sounds like a pissed-off bear that’s been woken from hibernation, including belching exhaust backfires. This M5 still doesn’t match the psychotic bellow of the Mercedes-AMG E 63, but it’s plenty aggressive for all but the most attention-seeking owner. So is the BMW fun on track? Yes, in a mildly silly, tiger-shark-out-of-water fashion. But it’s twice as fun on the street, where the M5 Competition underscores its Autobahn-style ferocity and magisterial handling. Mopar fans may howl, but in most street situations, the M5 Competition will easily smoke even a Dodge Challenger Hellcat from a stoplight – minus the smoke. Where even skilled drivers can struggle to launch the rear-driven Hellcat without the tires lighting up like Cheech and Chong, the BMW sends every molecule of rubber and scrap of torque to the pavement.

So, what’s it gonna cost? At $110,995, the Competition is an extra $7,300 over the base M5. Options, including the pricey carbon-ceramic stoppers, boosted my test car’s freight to a heady $132,095. Departing Monticello, I briefly switch into the car’s notorious, tire-abusing 2WD mode, the one that seems designed to stem the kvetching of BMW fans over the brand’s Good Old Days. For a minute or three, it is fun to drive the BMW like it’s a Dodge, only with exponentially more agility and control, exiting corners with smoke flaring from those poor Pirellis. The only dumb part is that you have to switch off stability control entirely to send all 617 horses to the back – with only modestly wide 285/35 R20 tires – which will at least make one appreciate the stability control's safety net even more. But catapulted along Cold Spring Road near the track, a ribbony dream that twists through tall stands of pine and spruce, the M5 Competition is just an embarrassment of riches: Drive it harder, then harder still. The BMW’s sick thrust and limitless confidence finally sucks the air from my lungs. Der Wahnsinn, indeed. Sedan madness, German-style. Read the full article

#bmw #car #carnews #cars #news #racing #racingcar #sports #sportscar

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car-loanz · 6 years

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Should you buy a car with a rebuilt title?

Cars with rebuilt titles can be worth thousands of dollars less than those with clean titles, and offer buyers attractive potential savings. But on the down side, there are also risks to taking this option, mainly involving safety.

A vehicle typically ends up with a rebuilt title following a significant accident or flood that meant it was deemed a total loss by the insurance company, after which it was sold for repair or parts with a salvage title, rebuilt, and given its new certificate.

Buying up these cars for repair and resale is common, but that’s not necessarily reassuring. Some rebuilders may try to cut costs to maximize a profit. And even if their intention is to do the best job possible, it’s hard to know whether the vehicle is now mechanically sound, says Consumer Reports.

Here’s something else to bear in mind when buying a used car: its title status may not be clear and could even be concealed. State laws differ on how a consumer should be informed about the title, so some in the business of rebuilding cars may move vehicles between states in order to resell them without titles that are branded.

20 telltale signs a car has been rebuilt

Look out for these telltale signs, provided by Consumer Reports, to help identify a rebuilt vehicle:

Paint that chips off or doesn’t match indicates damage repair and poor blending.

Paint overspray on chrome, trim, or rubber seals around body openings reveals that the adjacent panel was repaired.

Misaligned fenders suggest a poor repair job or use of non-original equipment manufacturer (non-OEM) parts.

CAPA (Certified Automotive Parts Association) sticker on any part may indicate collision repair.

Uneven tread wear reveals wheel misalignment, possibly because of frame damage.

Mold or air freshener cover-up suggests water damage from a leak or flood.

Silt in trunk may mean flood damage.

Fresh undercoating on wheel wells, chassis, or engine strongly suggests recent structural repairs covered up.

Door that doesn’t close correctly could point to a door-frame deformation and poor repair.

Hood or trunk that doesn’t close squarely may indicate twisting from side impact.

Dashboard lights, power windows, and other electronics with intermittent problems could be a sign of flood damage.

Dashboard airbag indicator that doesn’t light up could mean the airbag was replaced improperly – or wasn’t replaced at all – after an accident.

Big dents, kinks in structural components, or crimped or crunched fuel lines and pipes underneath are the easiest problems to find because rebuilders assume you won’t be looking there.

Uneven surfaces on frame components could be filler, seam sealer, or welding beads.

Damaged/gouged nuts and metal on top surface of strut tower (which connects the front wheels to the frame) in engine compartment may mean the frame was realigned.

New metal on only one part of the hood apron shows section repair rather than replacement of the entire apron piece.

Welding bead anywhere on heavy frame members underneath the engine suggests frame-rail sectioning or sloppy repair of a cutout made in the rail to perform repair work.

Inconsistent welds around hood apron, door, door frame, or trunk exemplify a non-factory weld.

Frayed safety belts or belt fibers that have melted together because of friction indicate a previous frontal impact above 15 mph.

Missing car emblem or name on trunk may mean a non-OEM part was used.

3 more important things to check

There are a few important things that will help you make a good decision when shopping for a used vehicle in general. Getting a vehicle history report of the car you’re interested will enable you to see any previous accidents and repairs, title status and more. Look for the buyer’s guide, too, which used-car dealers are obliged to display on a vehicle, including its warranty details. You may also want to get a vehicle inspection by a trained mechanic, especially if the car has no warranty.

Buy a high-quality car with confidence

If you need a reliable used vehicle without spending a fortune, apply for financing with RoadLoans, the online lending platform of Santander Consumer USA. We offer approved applicants auto loans from $5,000* upwards, and work with 14,000 trusted dealerships across the country.

If approved, our dealerships will be able to show you select, high-quality models with clean and clear titles, and that meet our standards for age, mileage and financing. It’s quick and easy to apply and we accept applications from consumers with all types of credit.

Apply for a car loan in minutes and get an instant decision.

* Minimum loan amount is $5,000 ($10,000 in Arizona, $6,000 in California, $6001 in Massachusetts). Maximum loan amount in $75,000.

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itsworn · 6 years

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Hollywood Hot Rods’ Builds a 1931 Ford Roadster

Highs and lows. Love and hate. As car buffs, we have all experienced the Yin and Yang associated with owning a hot rod or custom. Ask Pascal “Bugs” Jarrion; he will relate. His high was receiving Goodguys’ Kustom of the Year award in 2010 with his 1935 Ford. His low was having that same car stolen shortly after, though it quickly reemerged thankfully unscathed. You might remember the vehicle, a gorgeously penned custom known as Ruby Deluxe, reworked by the skilled crew at Hollywood Hot Rods in Burbank, California. Based on a 1935 humpback sedan, it morphed into an elegant three-window coupe, thanks to a chopped top, altered Plymouth front fenders, handmade rear fenders and skirts, et al. In a way, the short and stressful disappearance of the handsome automobile soured Bugs on the experience of owning one of the top-notch custom cars in the world. He thereby decided to sell it; his ride ultimately found a new owner in 2013 through Auctions America’s highly publicized event in Burbank.

Yet, Bugs soon got the urge to get involved with another project. People who know the Southern California resident were not surprised, being a creative individual who happens to be a talented artist. While successfully playing with painting and sculpture, he mostly made a name for himself as a world-renowned tattoo artist. Bugs was born and raised in France, before moving to London, England, in 1984 where he lived for two decades. In 2005, he settled in Los Angeles with his American wife and continued refining his skills, inspired by the Art Deco movement, cubism, Picasso …

His interest in hot rods and customs eventually led to the creation of Ruby Deluxe, followed by the subject of our article, a 1931 roadster. Among both vehicles’ constant features, the most noticeable remain the Art Deco theme and the name of the shop involved in their making … Hollywood Hot Rods (HHR). Bugs concedes not having the mechanical knowledge to build a high-caliber project car, though he remained heavily involved in the design and fabrication of specific components for the coupe and the roadster.

He found the ideal ally at HHR with Troy Ladd, who knows a thing or two about crafting award-winning rods and customs. Yet, for his second major customized vehicle, Bugs took a different approach: “I wanted a car that would be more practical and easier to drive than Ruby Deluxe. Thankfully, Troy had a partially completed 1931 roadster based on a Brookville body in his shop, his customer having lost interest. I could therefore buy a bare-metal hot rod, which allowed me to save some time during the construction.”

Bugs had a clear image of what he set out to achieve: “The design mixes Art Deco and industrial elements, in direct relation with the ’20s machine age. I purposely used a variety of materials with patina: copper, brass, steel, aluminum, and bronze.” Bugs was indeed involved in making specific Art Deco–inspired components. “I typically start with a cardboard 3-D model; I then use simple tools, such as a drill, saw, and files. It’s a long process, each piece requiring days sitting in front of my garage’s bench.” We owe to him the rearview mirror (behind the repro Hallock windshield), the base, and the knob for the shifter (which activates the Chevy TH350), the knobs on the dash, and so on … “Troy was amazed by my commitment to the task, especially when he saw the intricate trunk handle; such a piece would have been much easier to make with a CNC machine,” he adds.

More goodies designed and crafted by the owner sprinkle the cockpit, such as the steering wheel and dash insert that integrates a beautiful 1951 Oldsmobile cluster, whilst Troy made the brass half-dome at each end of the dash. Bugs also drew the center column, as well as the bench and caramel-colored leather upholstery, stitched by Julio Valdez, who integrated ’30s school satchels (found by Bugs during a trip to France) in the door panels.

When it came to the exterior, he insisted on using a 1932 Ford grille, a hot rodder’s favorite; however, he customized it with fine mesh screens and lightening holes at the bottom of the shell—the top of the latter supports an owner-made brass ornament. Other interesting details include the headlights from a 1928 Buick truck, the fuel filler base conceived by Bugs, together with 1932 Electroline taillights; notice the Halibrand-style quick-change from Speedway Engineering under the apron.

Motivation comes courtesy of a Chevy 350, topped with an Edelbrock manifold and a trio of Rochester carbs. We dig the overall finish, with its Cal Custom valve covers, beehive oil filter, and Crafty-B air filters with fins added by Bugs, who incidentally designed the polished headers with Troy. Pascal also shaped the two bars connecting the grille shell to the apron, which houses a pair of Apco gauges.

The V-8 sits on top of HHR’s own 1932 Ford ’rails, with the same shop supplying the dropped I-beam guided via split wishbones. Era-correct Ford shocks at all corners ensure decent comfort, while stopping power relies on 1938 Lincoln Zephyr drums with Wilson Welding backing plates. Curious about the rims? Measuring 17×4.5, they came from a 1935 Studebaker and received Excelsior rubber measuring 5.50-17 and 7.00/7.50-17. The pilot keeps the front wheels in the right direction, thanks to a Sprint Car–style steering box, which connects to a one-off drag link set on a Bugs-designed stanchion mixing aluminum and brass.

Dubbed “The Grudge,” the car has been quite the talk since its completion, with one gentleman insisting on buying it from Bugs, but he isn’t interested in letting it go. The two enthusiasts therefore decided to collaborate on another Art Deco–inspired Model A roadster. Can’t wait to see the result of their teamwork.

The post Hollywood Hot Rods’ Builds a 1931 Ford Roadster appeared first on Hot Rod Network.

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arthuricry161carvaleting-blog · 7 years

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Indicators On Car Wash Dublin You Should Know

The "scientific research" of detailing includes such concrete elements as chemicals, equipment, expertise of vehicle surface areas, sector criteria, and client requirements. The "art" of describing is the task of incorporating these components into procedures that function for each particular situation. In our quest to attain high quality service, we educate ourselves in the "scientific research" aspects of specificing by attending workshops, conventions, and workshops; maintaining subscriptions in specialist detailing companies, and combing with market profession publications. And, of course, we regularly explore brand-new items and tools in an effort to tweak our procedures in such a way regarding optimize performance and performance. "Efficiency" is a step of the speed of the procedure whereas "performance" is an action of exactly how well the procedure in fact works. Undoubtedly, anything that enhances either of these measures is of terrific benefit to us and our clients. Remarkably, nonetheless, I have actually located that some of the very best concepts and tips have originated from informal chats with other detailers, both at workshops and during brows through to their stores. The rest of this write-up is dedicated to some of the tips and time-saving suggestions that have functioned well for me for many years. Several of this things could be standard procedure for you. Several of it might seem unwise or foolish initially look. I prompt you to attempt the new ideas and pointers-- you could simply locate that, after you have actually gone beyond the "freshness" of the treatment, you save yourself some time or return remarkable results in the very same quantity of time. In either case, your bottom line will certainly increase! Interior When cleaning carpetings and furniture, begin with the motorist's area initially. When the customer takes property of the vehicle, it is then much more most likely that this location will be completely dry. Clean windows after cleaning everything else inside, therefore stopping messing of the windows while doing the grunt work of cleaning door panels and headliners, et cetera. Do your indoor dressing and conditioning after home window cleaning so regarding prevent monitoring clothing onto the home windows while cleaning them. When cleaning windows, first lower the windows a little and clean the top side of the window pane. Clean and completely close the rest of the home window. Beware not to get any one of your preferred indoor cleaner on the clear plastic panel that cover the control panel. These cleaners could identify or fog the plastic. In heavy rug dirtying scenarios or if there has been a spill in between the seats, it is usually easier to eliminate the seat completely from the vehicle, allowing superb accessibility to the soiled location for more comprehensive cleaning. I have actually discovered that, specifically in neglected interiors, the time it takes to remove the motorist and traveler seats is quickly comprised by the simplicity of accessibility to the inside of the vehicle throughout the hefty cleaning that is needed in these circumstances. Be careful to check for cable harnesses under the seat. These usually appeared of the carpeting directly under the seat and just unplug. Certainly, make certain to re-plug the harnesses and safely re-tighten the seat upon re-installation. Always rinse floor coverings, carpeting, and furniture after cleaning them to remove any kind of cleaner residue. This residue will just draw in more dust if left in the product. That is, the material will certainly stay cleaner longer if rinsed. Engine Bay Tidy the engine bay before cleaning the vehicle to make sure that any oil and dust that lands on the vehicle during engine bay cleaning will simply be washed off throughout the wash action. When making use of solid cleaners and degreasers, curtain wet towels over the front fenders to protect the paint from the finding and streaking that could take place. This also secures against scraping while you lean over the fenders to function the engine bay. Put on safety and security goggles and an apron to keep yourself protected and clean. Particularly in international cars, the computer system and electronic modules are typically situated in a different area in the upper left- or right-. hand corners of the engine bay. Maintain water from this area to decrease the possibility of damages http://edition.cnn.com/search/?text=Car valeting tips to these components. Rather, clean them with a wet towel to wipe any type of dirt or dust. A dressed engine obviously looks amazing, yet additionally brings in dust quickly. To reduce this, rub out the excess clothing with a tidy towel. Exterior. Wash the lower areas first-- wheels, wheel wells, kick panels, et cetera-- before washing the rest of the car. In normal washing scenarios, especially with darker tinted cars, this has actually been very helpful: lightly spray your favored "quick" fluid wax straight onto the trickling damp coloured surfaces after the final rinse. Completely dry as typical with a chamois. Complete by gently rubbing the paintinged surface areas with your finest "wax-off" towel. This will certainly eliminate any type of continuing to be water spots, add some depth to the paint, and leave a great luster. Always clay at the very least the horizontal panels (hood, roof covering, trunk) prior to sealing or waxing, also in express specificing scenarios. The influence of this task is massive-- have the client really feel the resulting smoothness-- and it only takes a few added mins. Some clay bars can be utilized throughout the wash step, using the car wash option as the lubricating substance. Because the build-up of fallout between waxings is marginal, this is especially reliable for vehicles that are detailed regularly. For heavy results or over spray removal, it is best to dry out the vehicle and wash and then use the clay bar with the recommended lube (generally a "fast" fluid spray wax); this permits you to check your job much more thoroughly. Gown the trim (all plastic, plastic, or rubber items that adjoin painted surface areas) and tires prior to securing or waxing. This has 2 benefits:. ï It is much less likely that these surface areas will certainly soak up the wax item, thus significantly lowering the quantity of last wax removal in these areas. ï It takes much less time to use the clothing to these areas since there is less bother with obtaining dressing on the paint-- any sloppiness will just be taken up during the waxing process. Do not forget to dress the wheel wells by splashing cost-effective or watered down dressing into them. The majority of wheel wells are lined with black plastic panels or black anti-rust finishings. Both of these materials respond well to even the most low-cost dressings. Does this appear silly? Next time you are driving at evening and your headlights struck a clean car, take a look at the wheel wells; are they dark and clean black or dirty and light tan? Which one looks better? There are several methods to compare clearcoat and standard paint systems. A specifically simple method is to take a percentage of your preferred polishing substance on a white cloth and rub a little and low-profile painted location of the vehicle. The paint is traditional if the color of the vehicle comes off on the rag. Otherwise, it is probably clearcoat. I hope you discover these ideas handy. This write-up will certainly have been a success if even one of them conserves you some time or helps you attain remarkable results. Most notably, share your suggestions with other detailers and ask about theirs. If we cultivate a spirit of "friendly" competitors, we will all revenue; and definitely, there are a lot of vehicles available that need the focus of the relatively few really specialist detailers that exist. The "scientific research" of detailing consists of such concrete aspects as chemicals, tools, knowledge of vehicle surfaces, industry standards, and client requirements. For heavy after effects or over spray removal, it is best to wash and dry out the vehicle and then use the clay bar with the recommended lubricating substance (usually a "quick" liquid spray wax); this allows you to check your job extra very carefully. A particularly easy method is to take a little quantity of your favored polishing compound on a white rag and massage a inconspicuous and small colored area of the vehicle. If the shade of the vehicle comes off on the cloth, the paint is standard. If we promote a spirit of "pleasant" Car Valeting Dublin competitors, we will certainly all earnings; and definitely, there are plenty of vehicles out there that require the focus of the fairly few truly professional detailers that exist.

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5hit-i-l00k-at · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

2019 Mercedes-Benz GLS-Class Review – They have only been two design several years because the next-generation Mercedes-Benz GL-Class continued to purchase, but as well as a new title, the entire sizing SUV is becoming an up to date appearance inside and out. The actual 2019 Mercedes-Benz GLS, because it is named commencing 2018, has become renamed to create a much more coherent naming composition all over the collection (right after the GLA, GLC and even GLE), and because the brand implies, this GLS can stand up as being the S-Course of Sports utility vehicles. No tiny shoes or boots to fill up there.

Even though it will strike car dealerships with a brand new label, the GLS is not a brand name-new SUV, but a revised model of your second-era GL-Course. Just like a lot of Mercedes-Benz facelifts, changes aren’t massive, although the GSL acquired sufficient capabilities to maintain it refreshing for several much more many years. Apart from the modified exterior features, the total dimensions hauled also obtained an overhauled interior and enhanced drivetrains.

Exterior

Right after exposing the particular 2019 Mercedes-Benz GLE previously this year, Stuttgart almost offered away just what the new GLS may be like. Because it was released in 2007, the GL offers stood as being the stretched, 3-row version in the M-Class (now the GLE) having almost the same design. These official pictures validate that the very same contains accurate to the GLE plus GLS, as being the changes are nearly the same, especially in the front.

Particularly, this SUV right now sporting activities a far more competitive fender with bigger air intakes on the sides. Depending on the cut, also, it receives the same wavy place viewed about the GLE. The actual grille’s upper edges have been enhanced for a sharper seem, even though the headlamps characteristic newer clusters and Guided pieces.

The actual facelifted SUV constantly benefits from Mercedes’ many personalizing features and bundles. The Sports exterior, on the GLS550, provides far more muscle front and rear aprons, entire body-tinted area flaps, and even 21-inch AMG tires. By selecting the Evening Bundle, buyers will get an AMG-type grille and a multitude of black color-decorated components, such as the mirror hats and the window trim.

Interior

More changes are noticeable in the cabin, exactly where Mercedes added a fresh three-spoke steering wheel in Nappa leather-based, a musical instrument board with Mass Media Show, and a center console with touchpad control. The ambient lights will come in a handful of shade tones and Mercedes today offers an offered air ionization process.

Online connectivity and even infotainment are provided by the company’s newest generation of Comand Online, including an 8-inches shade exhibit and an instinctive touchpad. The non-obligatory “Mercedes connect me” assistance provides the typical Services package with automated emergency get in touch with, Incident Healing and malfunction assistance, and right after-sales service. There is even the Distant On the web providers, that allow the use of vehicle information from anyplace all the time, including the standing of doors and windows, miles, and tire pressure.

Read Also: 2019 Mercedes-Benz CLS For Sale

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Those seeking a bit of exclusivity can decide in between trim factors in Black Keyboard Lacquer or various forests, along with five leather material covers color combos in Black, Ginger Beige/Coffee Light brown, Seat Light Brown/Black, Crystal Grey/Dark, or Ginger herb Beige/Black color. There’s also a Design Distinctive package deal with heated up front car seats, Nappa natural leather, and diamond quilting. For the first time, the actual GLS receives an AMG Series interior together with athletics seats in Exclusive Nappa natural leather; a sporting activity controls in black colored Special Nappa leather material, device dials within a Checkered flag look, plus brushed steel sporting activities pedals are having rubberized studs.

Drivetrain

Several drivetrains will likely be supplied within the U.S., starting with the particular turbo, 3.-liter V-6 inside the GLS450 4Matic. The unit creates 362 hp and 369 pound-ft of torque from 1,800 rpm and even comes with a start-stop operate.

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Eventually, the range-topping gas variation is the Mercedes-AMG GLS63 determined from a V-8 creating 577 hp and 561 lb-feet coming from simply 1,750 rpm. The particular up-to-date system cranks out 27 extra horses in comparison to the previous version.

From the diesel section, Mercedes offers the GSL350d 4Matic, powered with the company’s common turbocharged, 3.-liter V-6. The oil burner provides 255 hp and 455 pound-ft . of torque, a 15 hp enhancement over the GL350 BlueTEC it replaces.

All non-AMG models are equipped with a nine-rate auto transmitting, 4Matic all-tire generates, and a current atmosphere suspension with improved damping. This AMG GLS63, on the flip side, has a 7-rate, two-clutch system gearbox, and a Sports activity environment instead of the Away-Streets method.

Prices

Charges shouldn’t fluctuate a lot of from the 2018 GL-Class, which ranges coming from $63,600 for your GL350 BlueTec approximately $119,450 to the GL63 AMG. Obviously, a possible GLS63 AMG S could raise the price more, and when and if this Mercedes-Maybach GLS is delivered, such a products would likely be listed much even closer the $200,000 mark.

#2019 Mercedes-Benz GLS-Class #2019 Mercedes-Benz GLS-Class Engine #2019 Mercedes-Benz GLS-Class Interior #2019 Mercedes-Benz GLS-Class Price #2019 Mercedes-Benz GLS-Class Review #2019 Mercedes-Benz GLS-Class Specs #Latest Car Price #New Cars

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levaduraa · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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mariokolaric · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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levantine-chant · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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candello · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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iratefate · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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lettingwordsmeetheartbeats-blog · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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levalongorianakedq · 7 years

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2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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itsworn · 6 years

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This Custom-Built Twin Turbo Pantera is a Ford Lover’s Dream

Like every red-blooded lad coming of age in the 1960s, Joe Curley was obsessed with all things automotive. “I grew up in Chicago’s South Side, and by the time I secured a driver’s license, I was already bitten by the hot rod bug,” he remembers. “I was tinkering with engines and helping anyone who would let me hang around, as I didn’t have my own car, and I got an on-the-job, school-of-hard-knocks learning experience.”

Curley’s love of fast cars eventually led a spot on a racing team run out of Chicago’s Clements Speed Shop. “I had the great experience to pit on the team’s short-track and long-track cars and actually got to drive the dragstrip car when we were not out of town on the racing circuit. My racing experience lasted several years, but then I realized I needed to get a real job.”

The De Tomaso Pantera’s body shape came out of Italian design house Ghia, but was actually penned by American Tom Tjaarda.

Curley found his way into the public relations and communications field, and over a span of years, built up a very successful agency. Though Curley had to step away from cool cars as he invested a great deal of time, energy, and focus into growing the business, his deep-rooted passion for the hobby never diminished. As a child, he gravitated toward Ford, and that hasn’t changed over time.

“I was always particularly attracted to Fords, which is ironic because my best friend growing up, Jim McCulloch, loved cars as much as I did, but he was a Chevy guy!” Curley says. Sometimes they raced against one another at their local Chicago-area dragstrips, but the friendly competition only served to strengthen their friendship. When Curley left the Windy City in 1971 for warmer waters in Florida, their friendship endured, with each frequently visiting the other over the years. In 1980, undoubtedly influenced by his pal’s predilection for Fords, McCulloch bought a 1974 De Tomaso Pantera GTS with the goal of turning it into a wickedly fast, twin-turbo showstopper.

Two-piece modular wheels from Hall Panera are retained with a central knock-off spinner.

The project began with a complete teardown and chemical dipping of the body shell. Then the body, suspension components, and virtually everything else that attaches to it was painted, polished, or plated to the highest standards. Moderate but effective fender flares were added at all four corners to provide added tire clearance. Critical areas of the chassis were reinforced or re-welded, and the sheetmetal surfaces and panel gaps were massaged well beyond original factory specifications. Everything was then coated in not-so-subtle Pantera Yellow. Additional body modifications include European tailights and front parking lights, custom air scoops in place of the stock side-quarter windows, and a fiberglass front bumper with an integral radio antenna. One particularly clever addition is a pneumatic setup in the front that allows the driver to lower the front air dam for high-speed runs and then raise it up 2 inches to give needed clearance when navigating speed bumps and steep driveway aprons.

Five years later, with the project about 80-percent finished, McCulloch sold the Pantera to Curley, and by the end of 1986, he completed all of the work. “Of course, as any car guy knows, a vehicle like this one is never really finished, and I continued to make changes to it over the years. It underwent a complete refresh in the summer of 2011.”

Fender flares on all four corners effectively envelope the car’s wide rubber.

Propulsion comes from a 351 Cleveland fitted with twin side-mounted AiResearch turbos, ported open-chamber heads, and a Gilmer beltdrive system for the water pump, A/C compressor, and alternator. The engine’s internals were all selected for durability, including TRW pistons, a Comp camshaft, Rhoads lifters, and a Melling oil pump. The stock crankshaft was dynamically balanced and received a Tuftriding treatment. The intake manifold was hand-fabricated, and a Carter 7.5-pound fuel pump feeds the engine’s modified Holley 780-cfm carburetor, which has vacuum secondaries custom-tailored to work with the turbo-boost curve to diminish lag. Boost can be controlled by the Turbonetics Delta adjustable wastegates with a controller mounted within easy reach on the shifter console, allowing the driver to adjust the boost from a low of a couple of pounds to a high of 14 pounds; the console also has a knob to adjust the ignition timing. The engine’s waste gases are channeled to custom 3-inch pipes via hand-fabricated exhaust manifolds, and the entire exhaust system is silver ceramic-coated.

Panteras are somewhat notorious for running hot, even in the best of circumstances, so Curley knew he’d have to go to the extreme to keep his twin-turbo beast cool. The 3-inch Phoenix aluminum radiator incorporates one pusher fan and two puller fans on either side. That, plus sizeable louvers in the sheetmetal behind the transaxle, all work together to keep the engine temperature reasonable, even on the hottest Florida summer days.

The Pantera Yellow paint is nicely balanced by the body’s black hood, rear deck, front bumper, and rocker stripe.

On a dyno, the engine produced 680 hp with 12 pounds of boost, which is more than enough brute force to propel this car to a terminal velocity approaching 200 mph with the 4.09:1 gearing in its ZF five-speed transaxle. A Centerforce dual-disc hydraulic clutch system and aluminum flywheel get the engine’s power to the gearbox. Heavy-duty U-joints and axleshafts complete the drivetrain. Heavy-duty JFZ brakes, with 12-inch front and 10-inch rear rotors and polished calipers, replace the stock system.

The car rides on custom-made, two-piece modular knock-off wheels from Hall Pantera. They measure 15×10 inches for the rear and 15×8 inches in front. Hankook Ventus tires sized at 295/50R15 in the rear and 225/60R15 in the front fill the wheelwells, and adjustable coilover shocks are on all four corners

Owner Joe Curley left nothing out when it came to engine-compartment cosmetics by polishing, painting, or plating everything in sight.

The interior retains the stock layout and ambiance, but features a number of custom touches. One change that’s not easy to spot at first glance is the 3-inch dropped floorpan, done to accommodate Curley’s taller-than-average frame. At the other end of the spectrum is a very-easy-to-spot custom Lexan bubble between the seats. This unusual piece provides a great view of the engine, in all of its polished and plated glory. Custom Connolly leather seat covers and matching door panels blend seamlessly with the Pantera’s original dash and other soft trim, and a pair of boost gauges (one on the dash and one on the driver’s door “for added visibility”) augment the original Veglia Borletti instrumentation.

After the car’s completion, Curley took it to the track for what he calls “a few cautious runs.” On street tires, he managed a best of 10.75 seconds at138 mph. Since then, he’s shown the car regularly and enjoys driving it whenever the mood strikes. “Even after more than 30 years, I still love this car,” he explains. “The Pantera was the product of a unique marriage of the best European body design by Ghia, chassis and suspension by De Tomaso of Italy, coupled with a German ZF five-speed transaxle and the high horsepower and reliability of Ford’s 351 Cleveland engine. Its engineering and design were well ahead of its time, and more than 40 years later, it easily blends with the look of today’s best sports cars. All of the modifications we’ve done have made an already great car even better. It wows the crowds at regional and local shows and cruise-ins, and provides incredibly lively and fun driving excursions as well!”

Mounting and packaging the AiResearch twin turbos presented some serious challenges, but clever engineering and a custom-fabricated intake get the job done.

The original ZF five-speed transaxle was thoroughly restored and enhanced with the addition of safety wire to hold critical internal fasteners in place.

A crowded center stack is factory stock with the exception of the knobs in the upper corners, which control turbo boost and spark advance.

The original seats were treated to a generous helping of rich Connolly leather.

To preserve its feel, and because he really likes the way it looks, Curley left the interior mostly stock.

Custom quad-exhaust and European taillamps help distinguish this Pantera from most other 1974 models. Meaty rear rubber aids traction and looks just right.

Unusual features include Euro-spec parking lights, fiberglass front bumper, and adjustable front air dam, which is movable via pneumatic cylinders. Curley lowers the dam for high-speed runs and raises it for around-town driving.

Ford imported Panteras into the United States from late-1971 through 1975 and sold approximately 5,500 through its Lincoln Mercury dealer network.

The Pantera still looks invigorating and contemporary. How many other cars can claim the same thing nearly 50 years after being designed?

In stock trim, a 1974 Pantera GTS will turn the quarter in about 14 seconds and max out around 170 mph. Twin turbos and other modifications enable Curley’s Pantera to easily dip into the 10s and exceed 190 mph.

The post This Custom-Built Twin Turbo Pantera is a Ford Lover’s Dream appeared first on Hot Rod Network.

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mrgoodbar25-blog · 7 years

Text

2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

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canadagoosemontebello · 7 years

Text

2019 Mercedes-Benz GLS-Class Review

New Post has been published on http://www.latestcarprice.com/2017/05/2019-mercedes-benz-gls-class-review.html

2019 Mercedes-Benz GLS-Class Review

Exterior

Interior

Read Also: 2019 Mercedes-Benz CLS For Sale

Drivetrain

Upcoming in line is the GLS550 4Matic having a turbocharged V-8 ranked at 455 hp and 516 lb-ft of torque, 20 horsepower more than the actual outgoing model.

Prices

0 notes