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zmediaoutlet · 1 year

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happy wincest wednesday, liz!! how does sam feel about their size difference? how does dean? any headcanons? i think we should talk about size difference this week❤️.

Happy wincest wednesday, Vicki!! <3

Well I Wonder If I Have Any Thoughts About Size Difference.

This is the first post in my 19-page long tag for size differential!kink, lol. Begin as you mean to go on, I guess.

I'll shortly rb a one-two size diff ficlety/hc thing I did in the way back, too, but for now --

So it's so fun to have Dean feel All Kinds of Ways about the size diff, especially since it's fun to take canon as canon and say that he hit his max height of 6' at ~eighteen while Sam was struggling to keep up. But then when Sam finally does hit his real growth spurt(s) and rockets up, Dean's initial betrayal ("I'm older, how the hell are you taller?") turning into lust is of course delish.

BUT

I am sooooooo much more interested in Sam's own size diff kink, in particular if it's not just lust for being bigger (because of course he's bigger, than basically anyone he meets) but in specific a) being bigger than Dean specifically, bc of the hot-gut delight that might be possible re: the size reversal noted above; b) a lust born very precisely of Dean's alarmed kink. Which is a subtle distinction but one that I love -- in which Sam is just chill, like 'yeah, so what, I'm big af', but Dean's complicated tangle of emotions about it sets off a kink fire in Sam as a kind of call-response. (I like that all the time with them, tbh, but size is such a dumb gut-level neanderthal kink that it's particularly fun -- this waking realization of, oh, you like me to be able to overpower you? Oh, well then. I very much like making you come so hard your brain leaks out your ear. :)))

There's also a very delicate little turn to articulate in Sam that I really adore and don't feel like I see enough, which is this emotional/lust snarl around the tangled threads of: enjoying being bigger than Dean; enjoying that Dean likes it; but also feeling somewhat alarmed about his own enjoyment (re: previous fears of monsterhood or violence); but ALSO getting bizarrely off on that exact vague guiltiness or alarm. I have a major thing for sex volcano!Sam, so the moment where he'd be holding back and holding back and then erupting forward and using all that EVERYTHING to its fullest advantage is just. Lovely. And so I have written many words on the subject.

Hey -- friends, romans, wincestuous countrymen: what sort of size diff thoughts do you have?

#happy wincest wednesday #answers #size differential!kink #now to dive into that tag and find the treats to rb :)

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itcars · 3 years

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Details: The Aston Martin Valhalla

Aston Martin’s transformational journey takes a huge step forwards with the Valhalla concept car brought to production reality as an extraordinary, truly driver-focused mid-engined hybrid supercar.

Valhalla is the latest and most significant product of the brand’s Project Horizon strategy to-date; a car which will broaden the model portfolio to reflect Aston Martin’s presence in Formula One, set best-in-class standards for performance, dynamics and driving pleasure, and drive the transition from internal combustion to hybrid to full electric powertrains.

Built with chassis, aerodynamic and electronics expertise forged in Formula One, and a cutting-edge hybrid powertrain technology at its heart, Valhalla is a formidable technological showcase. Yet far from engineering the driver out of the loop, Valhalla’s sole focus is immersing them in a new kind of supercar driving experience. One which brings unprecedented excitement, enjoyment, and driver engagement to the top of the supercar sector.

With pinpoint handling, prodigious levels of downforce and a breathtaking blend of instant battery-electric torque and the intensity of a scintillating V8 engine, Valhalla’s fusion of raw emotion and hybrid efficiency reflects a new era. One defined by a shift in attitudes and expectations that demands contemporary supercars are not just sensational to look at and thrilling to drive, but that they truly reflect the technology employed in the highest level of motorsport. As such Valhalla is at the forefront; an authentic, next generation Aston Martin road racer, designed around the driver, for the driver and built to be enjoyed.

Valhalla heralds a new definition of Aston Martin. With a mid-engined 950bhp gasoline/battery electric powertrain, new carbon fiber structure and aerodynamics shaped by the pioneering philosophy first seen in the revolutionary Aston Martin Valkyrie, Valhalla will bring the perfect balance of hypercar performance and advanced powertrain, driving dynamics and uniquely sophisticated design materials to truly redefine the supercar sector.

For a true engineer like Moers, Valhalla marks the moment where Aston Martin delivers on earlier promises, he says: “Preserving the essence of an exceptional concept car is vital when meeting the challenge of bringing it into production. With Valhalla not only have we stayed true to our commitment to build a world-beating supercar, but we have exceeded our original aims. The result is a pure driving machine - one which exists right at the cutting edge of performance and technology yet allows the driver to feel the emotion and thrill of complete connection and control.”

At the beating heart of Valhalla is its all-new PHEV powertrain, which features three motors; foremost of these is a rear-mid-mounted 4.0 litre twin-turbo bespoke V8 engine. The most advanced, responsive and highest performing V8 engine ever fitted to an Aston Martin, it features a flat-plane crankshaft for increased responsiveness. Revving to 7200rpm and developing 750PS, it sends drive exclusively to the rear axle. Exhaling through a lightweight exhaust system with active flaps for an adjustable and authentic Aston Martin sound character it also features top-exit tailpipes to maximize visual and aural drama.

Supplementing this new V8 engine is a 150kW/400V battery hybrid system utilizing a pair of E-Motors; one mounted on the front axle and the other on the rear axle. The electric system contributes a further 204PS for a headline combined power output of 950PS. When driven in EV mode battery power is directed exclusively to the front axle. In other driving modes battery power is split between front and rear axles, the percentage sent to each axle constantly varies according to driving demands. In certain situations, 100% of battery power can be sent to the rear axle, supplementing the full force of the ICE V8 for maximum performance.

Completing the powertrain is an all-new 8-speed DCT transmission. Exclusively designed and built for Aston Martin, this new paddle-shift gearbox has been developed specifically for the hybrid era. Featuring e-reverse (which utilizes the PHEV’s electric motors and thereby saves weight by negating the need for a conventional reverse gear) the transmission also features an Electronic Limited-Slip Differential (E-Diff) on the rear axle for maximum traction and handling agility.

Electrical power is also used to enhance low speed control and response as well as provide reversing capability. And, thanks to the instantaneous torque from the E-Motors, the hybrid system augments the V8 engine to deliver sensational standing start acceleration and in-gear response. Outright performance is further aided by the E-Motor and V8 ICE being able to run different gears in the DCT simultaneously, which enables a maximum torque delivery of 1000Nm.

Running in EV-only mode, Valhalla will be capable of a maximum 80mph / 130km/h and has a zero-emission range of 15km. Predicted CO2 (WLTP) is less than 200g/km. Unleashing all 950PS the Valhalla will reach a top speed of 217mph / 330km/h and will complete the sprint from 0-62mph in just 2.5 seconds. In terms of outright track capability, a stunning 6:30 Nürburgring Nordschleife lap time is being targeted.

In terms of its structure, Valhalla is built around a new a carbon fiber tub for maximum stiffness with minimum weight penalty. Featuring Formula One® style push rod front suspension complete with inboard mounted springs and dampers reducing unsprung mass and provides a brilliant packaging solution. Together with the rear-end’s multilink design, Valhalla uses Multimatic Variable Spring rate and Adaptive Spool Valve (ASV) Damper units providing adjustable ride frequency for exceptional performance on road and track. In addition to stiffer suspension, Track mode sees ride height dramatically reduced in order to maximize downforce. At the other end of the speed scale, a front axle lift system raises the nose for improved approach angle on awkward inclines.

The carbon tub’s inherent rigidity means suspension loadings can be controlled with absolute precision and every minute input to the electric power-assisted steering faithfully translated into an immediate and intuitive direction change. High performance Carbon Ceramic Matrix brakes (complete with brake-by-wire technology) guarantee exceptional stopping power, and bespoke Michelin tires (20in front, 21in rear) developed specifically for Valhalla provide a final and all-important layer of excellence. This intimate, uncorrupted connection between driver and car sits at the core of the Valhalla experience, with advanced materials and electronics serving only to enhance the driver’s enjoyment, confidence and sense of complete control.

With a target dry weight of less than 1550kg Valhalla will have an unrivalled power-to-weight ratio compared to its class rivals. Weight of a different kind - that generated by aerodynamic downforce - also plays its part in Valhalla’s unmatched dynamic capabilities. Benefitting from a flow-down of the Aston Martin Valkyrie hypercar’s Formula One® inspired aerodynamic philosophy, Valhalla employs a combination of active aerodynamic surfaces - specifically the front surfaces and rear wing - and masterful management of underbody airflow through dramatic venturi tunnels. At 150mph Valhalla’s meticulously sculpted aerodynamic surfaces generate an impressive 600kg of downforce, enough for mighty high-speed cornering ability and unshakable stability.

The pursuit of downforce demands uncompromising functionality, but expertly working the airflow beneath the car has left Aston Martin’s design team with a clean upper body surface with which they have created a memorable mid-engined shape that is original yet unmistakably Aston Martin. Uncorrupted by the need for aggressive wings that jut into the airstream, Valhalla’s predominantly carbon fiber body blends function and beauty in a manner that befits a new generation of mid-engined supercar. Spectacular forward-hinged dihedral doors bring drama to the beginning and end of every journey, while cut-outs in the roof ease ingress and egress. A distinctive roof scoop feeds air directly into the V8 engine’s intakes, with additional side and rear intakes and vents integrated smoothly into the overall body design.

Valhalla, the luxury brands first series production mid-engined supercar will be available in both left-hand and right-hand drive, expanding its appeal across international markets. Cockpit room has been increased compared to the Aston Martin Valkyrie, though many Formula One inspired hallmarks remain, such as a pared back cockpit design with clear, simple ergonomics unashamedly focused around the driver. An innovative new Aston Martin HMI system features a central touchscreen display and incorporates Apple CarPlay and Android Auto. Adjustable pedals and steering column enable the seat bases to be fixed to the chassis structure. The footwells are also raised for a low hip-to-heel seating position redolent of a Formula One car.

For Aston Martin’s Chief Creative Officer, Marek Reichman, Valhalla is an opportunity for the Aston Martin design team to express extreme performance with fresh form and proportion, and to capture the brand’s bold future-forward approach: “When we created the Valhalla concept we were keen to emphasize the design legacy of the Aston Martin Valkyrie and that intent remains unchanged, but the execution has evolved considerably in order to reach production of this all-new car. Though the legacy of Valkyrie is clear, Valhalla is now a more mature, fully resolved piece of design. One which combines the pure aerodynamic function you would expect from a marque competing in Formula One® together with the beautiful form, striking proportions and exemplary detailing for which Aston Martin is renowned.”

Full LED Matrix headlights with adaptive functionality and high-beam assist deliver excellent forward vision in the dark, and Dual Zone Air Conditioning provides high level of occupant comfort. In order to comply with the latest regulatory requirements, Valhalla also incorporates the latest Advanced Driver Assistance Systems. These include Auto Emergency Braking, Forward Collision Warning, Active Cruise Control, Blind Spot Monitoring and Rear View Parking Camera (with Surround View option).

Dynamic development of the Valhalla will be the task of Aston Martin’s award-winning dynamics team and complemented with an enviable pool of talent which also includes Aston Martin Cognizant Formula One Team drivers Sebastian Vettel, Lance Stroll and Nico Hulkenburg. They will give their invaluable perspective to the project and bring added authenticity to a car which boasts such a clear connection to Aston Martin’s Grand Prix machines.

Valhalla is a new generation Aston Martin, it defines a new driver and driving experience – ‘the Mastery of Driving’, a true ultra-luxury, exclusive, British supercar.

#Aston Martin Valhalla #Aston Martin #Valhalla #cars #hypercars #britain #british #200 #details

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clairestroman67 · 3 years

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Jeep Wrangler Unlimited 2.2 Rubicon 2020 long-term review

Why we ran it:To see if the all-American icon translates over here, especially as a new all-British icon arrives...We've been finding out if Jeep's most hardcore 4x4 can cut it against techheavy new rivals. What's the verdict? - 11 November 2020They wave to each other, you know. Jeep Wrangler owners, that is. I didn't know at first, but after a few months of remembering to wave back, I've got into it. US Wrangler fans refer to themselves as Jeepers. Like aCaterhamor a motorcycle, the Wrangler is a recreational or hobby, not utility, vehicle. An off-road sports car, See: bluedriver obd2 review. if you like.And it's an enjoyable one. This Wrangler arrived in July in full hobbyist Rubicon specification, which means uprated axles, better off-roading angles and beefier tyres than lesser models in the Wrangler line-up. Those and a £50,000 price tag. It's the purist's choice, perhaps, although in the Wrangler's home market, the US, loads of Jeeps are modified within a few weeks of being delivered, with lift kits and even more hardcore axles and bigger tyres, so a base starting point there would matter less.As standard off-roaders go, though, a Wrangler Rubicon is as tough as they come. Which was the point of us running one: to see if the original 4x4 is still the best car off road, and whether that compromises its on-road performance. Answers are: it's there or thereabouts in the rough and bearable on road, at least for me. It arrived with 18,000 miles on and leaves with more than 25,000, so I've had plenty of opportunities to find out. In effect it came and went as a used car, but was serviced before its arrival so needed no attention and no oil – and not even AdBlue – while it was with us. So, sadly, I can't tell you too much about the ownership experience.Our big off-road testtook place in August, alongside a newLand Rover Defenderand aMercedes-Benz G-Class . Neither was on tyres as knobbly as the Wrangler's BF Goodrich Mud-Terrain KM2s (32in outside diameter), so we did our best to factor rubber out of the equation. That it was a dry, dusty day helped in that respect. But while the air suspension of the Land Rover Defender raised its ride height to boost its clearances, and the Mercedes had three locking diffs, the Jeep – you'll not be that surprised to note – more than held its own.Ultimately, how easily a car gets over an off-road course depends on the specific obstacles. That the Jeep is narrower and lighter than its competitors will be as significant as the clearances, depending on the day. But it was the most engaging car in which to off-road. The most fun. Which is at least half of the point of it, really. A Defender seems to want to make travelling through the rough very easy; the Jeep thinks pulling levers and getting involved is all part of the appeal. And, for me, I think that's true. If I was looking for a car to do hobby green-laning or off-roading, it would be my choice.Partly that's also because the roof comes off. The two targa panels above the front seat occupants lift out quickly and easily and store on board, with the rest of the roof a five-minute operation involving just eight Torx bolts. You can even take the doors off and fold the windscreen down, for a fully open-air experience – although you lose the mirrors if you do. The roof squeaks a bit in general driving and rain patters on it like you're inside a tent. But I don't mind either of those, nor the hum that those Goodrich tyres make out on the road – my son always says he can hear it coming from quite a distance if I was on the way to pick him up.From the outside they might dim the noise of the 2.2-litre, 197bhp diesel that drives through an eight-speed auto, but from inside it takes quite a lot of road speed before you manage that. Aurally, this is quite an unsophisticated car but so pure in its purpose that I can live with it.And over serious distances? Having spent a day or two a little down the range in an Overland model, which was at the office for another magazine test, I can tell you that on milder tyres and less tough axles, and with more sound insulation in the roof, it's possible to make the Jeep more refined without overtly dimming its...

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bisokubira1995 · 3 years

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Jeep Wrangler Unlimited 2.2 Rubicon 2020 long-term review

Why we ran it:To see if the all-American icon translates over here, especially as a new all-British icon arrives...We've been finding out if Jeep's most hardcore 4x4 can cut it against techheavy new rivals. What's the verdict? - 11 November 2020They wave to each other, you know. Jeep Wrangler owners, that is. I didn't know at first, but after a few months of remembering to wave back, I've got into it. US Wrangler fans refer to themselves as Jeepers. Like aCaterhamor a motorcycle, the Wrangler is a recreational or hobby, not utility, vehicle. An off-road sports car, if you like.And it's an enjoyable one. This Wrangler arrived in July in full hobbyist Rubicon specification, crp123x review. which means uprated axles, better off-roading angles and beefier tyres than lesser models in the Wrangler line-up. Those and a £50,000 price tag. It's the purist's choice, perhaps, although in the Wrangler's home market, the US, loads of Jeeps are modified within a few weeks of being delivered, with lift kits and even more hardcore axles and bigger tyres, so a base starting point there would matter less.As standard off-roaders go, though, a Wrangler Rubicon is as tough as they come. Which was the point of us running one: to see if the original 4x4 is still the best car off road, and whether that compromises its on-road performance. Answers are: it's there or thereabouts in the rough and bearable on road, at least for me. It arrived with 18,000 miles on and leaves with more than 25,000, so I've had plenty of opportunities to find out. In effect it came and went as a used car, but was serviced before its arrival so needed no attention and no oil – and not even AdBlue – while it was with us. So, sadly, I can't tell you too much about the ownership experience.Our big off-road testtook place in August, alongside a newLand Rover Defenderand aMercedes-Benz G-Class . Neither was on tyres as knobbly as the Wrangler's BF Goodrich Mud-Terrain KM2s (32in outside diameter), so we did our best to factor rubber out of the equation. That it was a dry, dusty day helped in that respect. But while the air suspension of the Land Rover Defender raised its ride height to boost its clearances, and the Mercedes had three locking diffs, the Jeep – you'll not be that surprised to note – more than held its own.Ultimately, how easily a car gets over an off-road course depends on the specific obstacles. That the Jeep is narrower and lighter than its competitors will be as significant as the clearances, depending on the day. But it was the most engaging car in which to off-road. The most fun. Which is at least half of the point of it, really. A Defender seems to want to make travelling through the rough very easy; the Jeep thinks pulling levers and getting involved is all part of the appeal. And, for me, I think that's true. If I was looking for a car to do hobby green-laning or off-roading, it would be my choice.Partly that's also because the roof comes off. The two targa panels above the front seat occupants lift out quickly and easily and store on board, with the rest of the roof a five-minute operation involving just eight Torx bolts. You can even take the doors off and fold the windscreen down, for a fully open-air experience – although you lose the mirrors if you do. The roof squeaks a bit in general driving and rain patters on it like you're inside a tent. But I don't mind either of those, nor the hum that those Goodrich tyres make out on the road – my son always says he can hear it coming from quite a distance if I was on the way to pick him up.From the outside they might dim the noise of the 2.2-litre, 197bhp diesel that drives through an eight-speed auto, but from inside it takes quite a lot of road speed before you manage that. Aurally, this is quite an unsophisticated car but so pure in its purpose that I can live with it.And over serious distances? Having spent a day or two a little down the range in an Overland model, which was at the office for another magazine test, I can tell you that on milder tyres and less tough axles, and with more sound insulation in the roof, it's possible to make the Jeep more refined without overtly dimming its...

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brandonnatali · 4 years

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2021 Aston Martin DBX First Drive: A True All-Weather Gran Turismo

The 2021 Aston Martin DBX is the first SUV in the storied British automaker’s 107-year history. Daimler supplied the engine, the transmission, and the electrical architecture, but the rest of the DBX—the all-aluminum body structure, the anti-roll air suspension, the roomy and practical interior—has all been engineered and executed in-house. Now here’s the thing: This off-road Aston isn’t just a great first-time effort for an automaker that’s never designed and developed an SUV before. It’s great, period. The Aston Martin DBX sets a new benchmark for luxury performance SUVs right out of the box.

Range Rover, Porsche, Bentley, even Lamborghini: You’re on notice. This $192,986 Aston Martin SUV delivers a bewitching blend of performance, luxury, capability, and sheer driving enjoyment.

How Fast is the 2021 Aston Martin DBX?

We’ve already covered the technical elements of the DBX in detail, and we drove a prototype through the rocky desert of Oman last year, but just to recap the highlights: The DBX is powered by the AMG-developed 4.0-liter twin-turbo V-8 used in various Mercedes-AMG models, as well as Aston’s own DB11 and Vantage sports cars. In DBX trim, it makes 542 hp and 516 lb-ft of torque and drives all four wheels through a performance version of Daimler’s 4Matic all-wheel drive system and silky nine-speed automatic transmission. The drivetrain also features an active center-differential and rear e-diff. Suspension is by way of triple chamber air springs, with active anti-roll, and 22-inch wheels are standard.

At 198.4 inches long, 78.7 inches wide, and 66.1 inches tall, the DBX is slightly longer and wider than the top-of-the-line, $180,000 Range Rover SVAutobiography Dynamic. But three key numbers reveal where the Aston differs dramatically from the vehicle that in many ways still defines the luxury SUV: 5.5, 7.2, and 850. The first number is how much longer, in inches, is the DBX’s wheelbase than that of the full-size Range Rover. The second is how much lower, in inches, is the roof line. The third is how many fewer pounds the Aston Martin weighs relative to the last short-wheelbase Rover SVA we weighed. And it’s in that third number that the genius of the DBX lies: It’s bigger all around and considerably roomier inside than the Range Rover, yet it weighs 15 percent less.

That not only translates to better performance—Aston Martin engineers claim the DBX takes 4.3 seconds to accelerate from 0–60 mph, 0.6 seconds less than the 15 hp more powerful Range Rover—but, with the help of the nine-speed transmission, should also translate to lower fuel consumption; at 70 mph in ninth gear, the engine is ticking over at just 1,300 rpm. Plus, it only takes a handful of miles behind the wheel to understand how its lighter weight has helped define the DBX’s dynamics. That, and the sophisticated suspension developed and tuned under the direction of Aston Martin vehicle attributes guru, Matt Becker.

Does The 2021 Aston Martin DBX Have Height Adjustable Suspension?

The DBX rides on a height adjustable suspension with triple chamber air springs and has a ZF active anti-roll system that deploys up to 1,032 lb-ft of torque to twist both the front and rear anti-roll bars against the cornering forces. The hardware itself is not unusual—Bentley’s Bentayga uses a similar setup—but what sets the DBX apart from any other large luxury SUV is the tuning: Becker’s team has delivered a chassis that feels at once agile and poised, regardless of what’s happening beneath those 22-inch wheels and low-profile tires.

There are six drive modes, accessed via a pair of switches on the center console. The default setting is GT mode, which gives smoother throttle tip-in and gear shifts, comfort steering and suspension settings, and 7.5 inches of ground clearance. Terrain mode keeps the powertrain in GT mode but raises the ride height 1.2 inches. Terrain+ mode takes the ride height up a further 0.6 inch to 9.3 inches, giving the DBX a 25.7-degree approach angle, a 27.1-degree departure angle, an 18.8-degree breakover angle, and a maximum wading depth of 19.7 inches.

Sport mode drops the ride height by 0.6 inch, sharpens both throttle and transmission response, and sets the steering to Sport, which marginally increases the effort; the ratio stays at 14:1. Sport+ drops the ride height to 6.3 inches—the system will drop it to this level automatically at speeds above 124 mph—and allows a distant snap-crackle from the exhaust when you lift off the gas. Both modes stiffen the spring and damper rates, as well as the roll stiffness, with Sport+ adding a little extra stiffness to the rear axle to help the car rotate, says Becker.

How the 2021 Aston Martin DBX drives

Left in GT mode, the DBX flowed beautifully down the gnarly British backroads on our drive loop, with the nine-speed automatically adroitly surfing the twin-turbo V-8’s broad swathe of mid-range torque. The steering is light, accurate, and communicative, and there’s an oily compliance to the primary ride, heave motions additionally calmed by that long wheelbase. The lack of body roll through turns, the absence of diagonal pitch and side-to-side head toss over bumps, and the way the dampers deftly catch upward body motions all conspire to make the Aston feel remarkably calm and composed.

With the suspension in Sport+ mode, the Aston is in a class of its own. Selecting stiffer spring, damper, and roll rates make many of its rivals feel jittery on anything other than perfectly smooth roads, but in the DBX, Sport+ mode barely constrains the natural fluidity of the chassis and adds a touch more agility on corner entry. The twin-turbo V-8 likes to party in Sport+ mode, with the exhaust note taking on a basso profundo growl and the tach needle swinging readily to the 7,000 rpm redline under the more alert throttle.

The DBX is no rock crawler, of course, but there was similar calmness and composure evident around the short off-road course on our drive route. In the Terrain modes, the active anti-roll system uses data from ride height sensors at each wheel to push the wheels down into hollows, effectively decoupling the roll stiffness and electronically enhancing articulation. The 22-inch wheels, the biggest wheel Aston has ever offered, and taut low-profile tires—285/40 front and 325/35 rear—make the ride under 25 mph a little niggly at times, not quite as good as a Range Rover on similarly sized rims. Ordering four-season rather than summer tires takes a little of the edge off, says Becker, as the tread blocks are softer.

To really appreciate how much of a game-changer the Aston Martin DBX is, head to a racetrack, select Sport+ mode, and switch off all the nannies. And be prepared to be blown away. It is a staggeringly good thing to drive fast, an SUV you can genuinely push with passion and verve and all the skill you can muster, without feeling you’re constantly at war with the laws of physics. On summer tires, there’s a deftness and precision at the front end you simply won’t feel in any other SUV apart from, perhaps, the Alfa Romeo Stelvio Q4 Quadrifoglio. The Aston rotates beautifully on corner entry, stays flat all the way through, and dances on the throttle on the way out, exiting with just a smidgeon of perfectly poised opposite lock as the e-diff optimizes the torque flow.

Unlike the Porsche Cayenne Turbo or Bentley Bentayga, or even the spectacularly fast Lamborghini Urus, the Aston never feels like it’s murdering the front tires when you push it hard, and it doesn’t need the rear-steering system fitted to all three to help it turn in to corners. Instead of feeling like a tall, nose-heavy truck, the DBX drives more like a low-slung gran turismo, the 4Matic system sending up to 100 percent of the drive to the rear axle, and no more than 47 percent to the front. It can understeer if you get on the gas too early, but you instantly feel the slip, with the tire sliding across the surface rather than trying to roll off the rim, and can quickly adjust by easing off the throttle momentarily to get the chassis to rotate and then going to power to keep it all nicely balanced.

2021 Aston Martin DBX Exterior

It’s difficult to translate sports car design cues onto a tall two-box canvas; witness Porsche’s first-generation Cayenne. But the elegantly proportioned DBX is indisputably a member of the Aston Martin family. The front end is dominated by a supersized version of the iconic Aston Martin grille that gives the DBX a muscular yet sporty road presence. The sculpted body side is framed by fenders teased out over the wheels. A strong, carefully tensioned line that runs back from the top of the front fenders, and a roofline that drops as it runs rearwards from the windshield, give the DBX the athletic gesture of a sports car.

At the rear, the light graphic arching across a pronounced ducktail spoiler is an obvious nod to the Vantage coupe. But its thin section means that, from the base of the rear bumper to the lower edge of the rear backlight, you’re looking at an awful lot of painted metal and plastic. The black-painted lower fascia helps take away some of the visual mass, but that trick won’t work on a DBX painted black. It’s probably the most polarizing element of the car.

There’s function as well as form baked into the exterior design. Ducts around the daytime running lamps at the front of the DBX create fast jets of air that flow through the front wheel wells, around the front tires and exit through vents on the body sides, helping keep air attached to the sides of the car and reducing drag. A wing at the trailing edge of the roof provides some downforce, but more critically, it keeps most of the airflow attached to the rear window, which ensures that water is cleared from the raked backlight. That Vantage-style ducktail on the tailgate then manages that airflow at the rear of the vehicle to reduce lift at speed.

2021 Aston Martin DBX Interior

The DBX interior execution is straight out of the current Aston Martin playbook. It’s modern in its forms and details, but you can order some quintessentially old-school English touches if you wish, such as leather on the seats that’s brogued like a hand-made shoe, and wood on the center console and door trims. Fashionistas can opt for an 80 percent wool blend covering on the seats if they prefer, along with bronze mesh, a flax composite, or carbon fiber trim instead of wood. Whatever the specification, each DBX interior will require more than 200 hours of hand finishing.

The configurable digital dash is pure 21st century, however, with different colored frames for the virtual speedo and tach in each drive mode. Look around, and you’ll notice lots of pre-MBUX Mercedes-Benz hardware, most notably the infotainment system and switchgear. The heated and cooled power front seats are comfortable, though the adjustment controls are hidden down on the side of the seat squab rather than up on the door and easy to see like in a Mercedes. The horizontal spokes of the steering wheel are crammed with fiddly little buttons that take time to decipher, and Aston’s trademark spread of PRND buttons across the center of the dash may force shorter drivers to stretch when selecting a gear.

The practical side? Rear seat accommodation is superb, with that long wheelbase offering more legroom than anything other than a long wheelbase Range Rover or Rolls-Royce Cullinan. There’s plenty of headroom for six-footers, too; This Aston Martin can genuinely carry four adults in comfort. The electrically powered tailgate opens to reveal a 22.3 cu-ft. trunk that can be expanded to 54.0 cu-ft. via the 40/20/40 split-fold rear seat. The rear load space is relatively shallow, but wide and long, and the floor lies flush with the rear bumper. Buttons on the right side of the hatch opening unlock the rear seat backs; on the left, they raise and lower the rear of the car to make loading easier.

Today’s big, fast, and powerful SUVs are arguably 21st century gran turismos: vehicles capable of taking four passengers and their luggage across continents quickly and comfortably, on all roads, in all weathers. But the 2021 Aston Martin DBX is the first one that actually drives like a proper GT.

2021 Aston Martin DBX BASE PRICE $192,986 LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 4.0L/542-hp/516-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 9-speed automatic CURB WEIGHT 4,950 lb (mfr) WHEELBASE 120.5 in L x W x H 198.4 x 78.7 x 64.2-68.0 in 0-60 MPH 4.3 sec (mfr est) EPA FUEL ECON 15/20/17 mpg (est) ENERGY CONSUMPTION, CITY/HWY 225/169 kW-hrs/100 miles (est) CO2 EMISSIONS, COMB 1.15 lb/mile (est) ON SALE Fall 2020

The post 2021 Aston Martin DBX First Drive: A True All-Weather Gran Turismo appeared first on MotorTrend.

2021 Aston Martin DBX First Drive: A True All-Weather Gran Turismo published first on https://kwsseuren.tumblr.com/

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adriansmithcarslove · 4 years

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2021 Aston Martin DBX First Drive: A True All-Weather Gran Turismo

Range Rover, Porsche, Bentley, even Lamborghini: You’re on notice. This $192,986 Aston Martin SUV delivers a bewitching blend of performance, luxury, capability, and sheer driving enjoyment.

How Fast is the 2021 Aston Martin DBX?

Does The 2021 Aston Martin DBX Have Height Adjustable Suspension?

How the 2021 Aston Martin DBX drives

2021 Aston Martin DBX Exterior

2021 Aston Martin DBX Interior

The post 2021 Aston Martin DBX First Drive: A True All-Weather Gran Turismo appeared first on MotorTrend.

via RSSMix.com Mix ID 8134279 https://ift.tt/3gHudA0

#IFTTT #RSSMix.com Mix ID 8134279

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perksofwifi · 4 years

Text

2021 Aston Martin DBX First Drive: A True All-Weather Gran Turismo

Range Rover, Porsche, Bentley, even Lamborghini: You’re on notice. This $192,986 Aston Martin SUV delivers a bewitching blend of performance, luxury, capability, and sheer driving enjoyment.

How Fast is the 2021 Aston Martin DBX?

Does The 2021 Aston Martin DBX Have Height Adjustable Suspension?

How the 2021 Aston Martin DBX drives

2021 Aston Martin DBX Exterior

2021 Aston Martin DBX Interior

The post 2021 Aston Martin DBX First Drive: A True All-Weather Gran Turismo appeared first on MotorTrend.

https://www.motortrend.com/cars/aston-martin/dbx/2021/2021-aston-martin-dbx-first-drive-review-pictures/ visto antes em https://www.motortrend.com

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shannrussell-blog1 · 5 years

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For many of us, winter means rain, mud and a substantial drop in temperature. If you are lucky enough to have access to a 4WD, you’ll know it’s also a fantastic time to get out and explore some of Australia’s best 4WD tracks.

However, do it with a bit of common sense and caution. There are a few things you really need to understand before taking your 4WD out in winter:

Your chances of getting bogged increase

Tracks can change completely after a bit of rain. It doesn’t take much to turn a mild 4WD track into a slippery, muddy slop-fest which will provide zero traction.

Even if you’ve been out plenty of times, except that there’s a much higher chance of getting bogged! As long as you are prepared though, it’s not the end of the world. It’s all part of the adventure.

Ensure you have quality recovery gear

Just like you’d buy quality camping gear for a good night’s sleep, don’t put your 4WD and your own safety at risk by using poor quality recovery gear.

Snatch straps are not suitable for badly bogged 4WDs

If you have ever been stuck in the mud, you probably realise the amount of suction it applies to your 4WD. A snatch strap is fine if the vehicle is only a little bogged. However, once we start talking mud over the height of your axles, you need to reconsider.

Snatch straps work by releasing kinetic energy to pull a bogged 4WD out. The problem is that a badly bogged car in mud will often apply more force than what your snatch strap will handle, and you will end up with a snatch strap smashing through your window. Not fun, nor safe – stick to recovery boards and/or a winch!

Gently does it. Don’t create a splash when crossing water in your 4WD.

Proceed with caution

If you do get stuck, take your time, think about the recovery and do it safely. There’s been plenty of people killed and badly hurt from 4WD recoveries gone wrong. The last thing you want to do is ruin a good day out! Check out my piece on 4WDing Australia on 20 things you should never do in a 4WD recovery.

Travel with a mate

You should always head out with a second 4WDer. At the very least, if something goes wrong you have a ride home. However, having two or more 4WDs means you can help each other out if you get stuck, and the company is always good.

Water should be approached with extreme caution

Water crossings in a 4WD are a lot of fun unless you get it horribly wrong. Think that won’t happen? I’ve lost count of the number of 4WDs that I’ve seen written off or badly damaged from water crossings gone wrong. This is by far the easiest way to do seriously expensive damage to your car.

Despite what you might think, it’s not always the wide, fast flowing rivers that cause the damage. A simple hole in the ground that’s filled with water has the same potential to totally ruin your pride and joy.

A bit deeper than I thought. Crossing a river in the 4WDing Australia LandCrusier.

Do you have a snorkel?

A snorkel raises the air intake of your 4WD from under the bonnet level to almost roof height. All you need is a teaspoon of water to get into your engine and you’ll need major mechanical work. For many vehicles, that’s enough to write it off! Snorkels are great insurance when it comes to water crossings.

If you don’t have a snorkel, find out where your air intake is (usually in the inner guard), and pay attention to it – usually, anything over 30-50cm deep is pushing your luck.

In Perth, we have a well-known 4WD track in the hills that become incredibly popular over winter. There’s a section with more mud runs than you know what to do with, and they have caught a huge number of drivers out. Often those new to the game, and without snorkels! From the surface, it just looks like a basic mud run, but some of them are well over a metre and a half deep, with vertical entries and exits.

If you do have a snorkel, check that it is watertight before relying on it!

Check the depth and firmness

Before you drive your 4WD through water, you should always check the depth and firmness of the bottom. The easiest way to do this is with a stick – just poke it into the ruts, and see how far it sinks. You’ll know if the bottom is hard, you have a much better chance than if the stick just keeps going down!

The only time you may not be able to check the depth is when there are crocs around – like the northern parts of Australia. If that’s the case, you need to take serious caution entering any water!

Any water over 70cm deep… be extremely careful in!

This is why 4WDs get fitted with snorkels before doing serious off-roading. This would have swallowed a lesser vehicle.

Check the water flow

Depth is just one thing. If the water is flowing then you need to be very careful. They say if you can’t easily walk through it, then you shouldn’t drive through it. The deeper the water, the less flow required to pick your car up and push it down the river.

Drop a bit of bark into the water and watch it float downstream. If it moves faster than walking pace, it’s a miss for the crossing!

Do you need to drive through it?

More often than not, 4WDs that get into strife don’t even need to drive through the water crossing in the first place. If there’s a solid track around the water crossing, it’s the safest bet.

Install breathers on your 4WD

If you are driving through water any deeper than about 25cm, you need to get breathers installed. The two differentials are most important, but your gearbox and transfer case are vital too, for deeper crossings. Without breathers, as your differentials are dunked in cold water, the metal shrinks and sucks some of the water into the diff.

Water and oil don’t go well together and result in expensive rebuild costs down the track if not picked up early.

Installing some aftermarket breathers is a relatively simple DIY job, and costs under $100 – well worth doing for peace of mind!

Don’t hit it with speed

Water crossings should be entered gently, with enough speed to create a small wave of water in front of the vehicle that stays there the whole way across. If you enter with a big splash, you risk getting water where it shouldn’t go. Gently does it, and aim for a perfect bow wave.

Mud and water is fun but comes at a cost

There’s nothing more fun than driving your 4WD through the mud. It’s slippery, requires a heap of attention and will push your vehicle to its limit.

However, a moment of fun in the mud can come at a pretty hefty price, which is often misunderstood or forgotten about in the moment.

The cleanup

If you haven’t had the privilege of detailing a filthy 4WD covered in mud, count your lucky stars. Mud is terrible to clean. Sometimes you get lucky and it hoses off, but if it has any clay content, you are going to need to wet it, then physically remove it.

I’ve come back from trips in the south-west of WA and physically removed several wheelbarrows of mud from my car. It takes a lot of time, leaves a lot of mess and is not the most enjoyable job!

Ten minutes in the mud can take hours to properly clean off. Make sure you do clean it ASAP too, as it can have a high salt content and if left, will cause rust to begin.

Driving in slippery, slidey mud is all part of the fun when 4WDing in winter.

Additional mechanical wear and tear to your 4WD

Mud is shocking when it comes to damage done to your 4WD. It’s so fine and sloppy that it works its way into everywhere you don’t want it. Seals, bearings, differentials, brakes, radiators and pretty much anywhere you can name that you wouldn’t want mud, it’s going to get.

Those who regularly do water crossings and play in the mud have to maintain their 4WD’s at a much higher rate than those who don’t. Mud’s a lot of fun, but it’s keeping your mechanic in business!

Electrical gremlins

The number one cause of engine bay electrical issues from off-road work is water. Water just doesn’t play well with electrics, especially in petrol vehicles. If you have issues with your alternator after driving through water or mud, you can guarantee it’s gotten in and is playing havoc.

Sometimes you can fix them quickly, and other times they need repairing or replacing. Ask anyone who drives a V8 LandCruiser how many times they’ve had to replace, repair or clean out alternators. If they head 4WDing in winter regularly I bet it’s more than a couple!

Engine braking is a must

Rain often results in a massive lack of traction when 4WDing. Whilst it’s instinctive to use your brakes in your 4WD, you need to learn to resist the temptation, or at least to do it very carefully on hill descents.

Downhill descents are downright dangerous when traction is limited and you are using the brakes. The concept is pretty simple – when you are rolling down a hill, the 4WD begins to pick up speed. Instinctively, you brake to slow down, but even the slightest touch on the brake pedal locks your wheels up, and then you are in real trouble.

The LandCruiser trying to bite into the dirt but struggling.

With your wheels locked up, you will keep gaining speed, which is seriously dangerous in a limited traction scenario. The correct technique is to approach slippery descents as slow as possible and keep your 4WD in low range, first gear. This forces the 4WD’s wheels to turn at a set rate and will control your speed. Try not to accelerate or decelerate too quickly, or you will lose traction.

If by chance you do lose traction, and your wheels are turning slower than you are moving, you need to accelerate and speed the wheels up until they match the speed you are moving, and then gradually decelerate. You can use your brakes, but do so extremely cautiously!

Your tyres must suit the terrain

Four-wheel drive tyres are critical. They are the only thing that touches the ground and provides you with the traction needed to brake, corner and accelerate. Kind of important stuff!

Winter brings rain, and rain brings mud and a massive lack of traction. You must have suitable tyres when it comes to driving in winter. If you are still running the slicks (or highway terrains) that many vehicles come with, I’d advise you not to head out when it’s wet (unless it’s sand work).

Highway terrains just don’t cut the mustard when it comes to 4WDing in the wet, they just aren’t able to bite into the ground enough to keep you moving. It’s not just frustrating, but they can be dangerous.

Sand is a pretty reliable driving medium year-round.

All-terrain tyres are a fantastic compromise – they have much better puncture resistance, provide a lot more traction and they go well in everything from sand through to gravel and mud.

Mud terrain tyres are ideal when the going gets really tough, but these are not always what everyone wants to run.

Four-wheel driving in winter

There’s no reason to lock your 4WD up and wait for the colder months to pass by. After all, winter is the perfect time of year to set up camp around a campfire and prepare hearty stews.

Get it out, get it ready and take it out on an adventure. Some of our best 4WD trips have been in the middle of winter. When it’s rained, we’ve gotten bogged and had a laugh in the process. Ideally, though, you avoid the getting bogged bit!

Australia has some truly epic places to explore – why not get out there this winter?

Where’s your favourite winter 4WDing and camping destination?

The post 5 Safety Tips for Winter Four-Wheel Driving appeared first on Snowys Blog.

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eddiejpoplar · 5 years

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FIRST DRIVE: BMW X2 M35i — Can a Crossover be a Hot Hatch?

When BMW first launched the X2, a lot of eyebrows were raised among enthusiasts. It wasn’t quite a hatchback but it wasn’t quite a crossover. It was sort of something in between; smaller than a traditional crossover but still a bit too large to be a hatchback. Then we drove it, at last year’s Test Fest, and it surprised us with its nimble handling and precise steering. Despite the heresy of it being a front-wheel drive-based ‘tweener, it was actually really enjoyable to drive. Now, BMW has taken that odd, yet surprisingly enjoyable, package and injected it with some more performance. Welcome the BMW X2 M35i.

Ironically, we had the chance to sample the new BMW X2 M35i at this year’s Test Fest, almost exactly a year after the previous one. It was the first time any enthusiasts had the chance to drive the new X2 M35i and we were surprised to see it there. Especially considering that it was on track.

As I walked out onto The Thermal Club’s south track, I noticed the oddball X2 sitting next to bonafide performance machines, such as the BMW M5 Competition, M2 Competition and M850i. It was an interesting sight to see but an exciting one. Apparently, a handful of people at BMW fought to get the X2 M35i on track, as they really believed in its abilities to impress.

What is the BMW X2 M35i?

The first M Performance version of the X2, the M35i version is faster and more exciting than the standard car. Rather than the normal car’s 2.0 liter turbocharged four-cylinder, the X2 M35i gets an up-rated turbo four-pot that makes a hefty 302 hp and 332 lb-ft of torque. That’s quite a lot in such a small car and it helps the funky looking X2 to get from 0-60 mph in a scant 4.9 seconds.

Mated to that punchy engine is an eight-speed automatic gearbox, which sends power to all four wheels. Though, due to its Haldex-style setup, it can never send more than 50-percent of the power to the rear wheels, which is a bit unfortunate.

Don’t just think it’s a standard X2 with a bigger engine, though. For the first time ever in a BMW, it packs a Torsen-based limited-slip differential, integrated into the gearbox, helping to better distribute the power to the front axle. It also gets a 10mm lowered ride height, stiffer springs and dampers and even a quicker steering rack. Its rear suspension, including its axle carrier and rear control arms, have been revised, to allow for better rear-end grip.

It’s a pretty comprehensively revised package, making it a true performance variant and not just a regular X2 with some flashy bits. While it does have some extra flashy bits, on both the outside and inside, I won’t comment too much on them as I didn’t have much time to poke around the interior. It was more of a buckle-up-and-go kind of day on the track.

Can a Front-Wheel Drive-Based Crossover Handle Track Duty?

Unfortunately, I first stepped into the BMW X2 M35i only a handful of minutes after having done a few laps in the M850i. So maybe it wasn’t the best first impression. After being in the 8er, the X2 M35i felt like a rental car on the inside. Though, that’s more praise for the M850i than an indictment of the X2. Still, it probably wasn’t a great follow up, as it’d be like trying to go on stage after Jerry Seinfeld; even if you’re good, the crowd is going to notice a drop-off in quality.

Pulling out onto the back straight, the BMW X2 M35i is surprisingly quick. Obviously, it felt considerably slower than the downright explosive M850i but that’s not to say the X2 M35i isn’t fast. In fact, after a couple of laps, I really started to appreciate its engine. The upgraded turbo-four is a little cracker, with a raucous exhaust note and ample power for the X2. Its eight-speed gearbox also handles swapping cogs surprisingly well. Though, it must be said that spirited driving will almost need to be done with paddle shifters, as the gearbox isn’t as clever as its ZF-sourced sibling when it’s left to its own devices.

Steering is accurate, too, though it’s rack is not nearly as quick as the other cars we drove that day. Turn-in requires a decent amount of lock and its lighter on steering feedback than I’d like. It’s not bad, it’s just not stellar. Again, I drove it after the M850i, so maybe it’s not the fairest of reviews. Having said that, after a few laps, I did acclimate to the little X2 and find a rhythm.

However, there are some objective reasons as to why the BMW X2 M35i isn’t the best of track machines. Its brakes are just not up to the task of heavy track use, regardless of the “M” badge on their calipers. Pedal feel is squishy at the top and it doesn’t bite hard until halfway through the travel. So when you’re flogging it, it’s hard to trust the brakes.

There’s also a fair bit of understeer, more so than I had anticipated. Credit that to the fact that to its all-wheel drive setup which can’t send more than 50 percent of the power to the rear wheels. Having said that, if you can manage the understeer, that new front diff does allow the M35i to put its power down earlier and completely eliminate torque steer. In fact, on-power corner exit is far better than I had expected. But you have to fight that understeer first.

Better as a Street Car, Then?

While BMW was optimistic and put the X2 M35i on track, I’m not sure it’s a good track car. In fairness, I don’t think BMW believes it’s a track car but wanted to show off that it was more impressive than people might think. And it is. However, no actual BMW X2 M35i owners will take their cars to the track and that’s probably for the best.

It should be a little fire-cracker of a daily driver, though. While BMW had cars to test on the road, I didn’t get a chance to do so. Even still, I can tell that it will be a great little road car and a really good daily driver.

Last year, I drove the standard BMW X2 on the road and was really impressed with it. Now, I’ve driven the hot version on track and I can sort of put the two experiences together to understand that this new BMW X2 M35i will be a great everyday driver. It’s spacious enough for either a very young family or a single person with a relatively active lifestyle. It also looks cool enough to stand out from the sea of boring crossovers, while boasting an interior that’s both comfortable and sporty looking.

But what will make the X2 M35i a great daily is the fact that its performance is perfectly suited for road use. It’s punchy and fast but not absurdly so, you can actually use a lot of its power on the road without getting into lose-your-license territory. It’s also sharp and dynamic enough to make the daily commute fun, especially if there’s some twisty roads along the way.

We’ll have to get one to test at home before we can make a proper assessment but I can already tell that the BMW X2 M35i is one of the better all-around performance packages for the road. It’s also the closest we’re going to get to a hot-hatch from BMW in America.

#IFTTT #Performance Junk Blogger 6

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justbritishmotoring · 6 years

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An evocative name for a magnificent bloodline of thoroughbred sports cars. For seven decades the heartbeat of Aston Martin’s purest models, the Vantage nameplate has been worn by some true icons. First used in 1951 on a high-output engine option for the DB2, Vantage was quickly established as a model in its own right. Highlights include the William Towns-designed V8 Vantage, spectacular twin-supercharged V600 Le Mans and the much-loved V8 Vantage. Today this formidable sporting dynasty is poised to hit new heights with the introduction of the new Vantage.

A spectacular new Aston Martin sports car demands a bold and distinctive design language. Pure, sculptural forms create an athletic, predatory stance, while the minimal front and rear overhangs, muscular flanks and broad haunches express the agility and dynamism inherent within the car. New head and tail lights form dramatic new signatures giving the Vantage unmistakable road presence and contribute to a strong and individual identity within the growing Aston Martin model range.

Aerodynamic performance was central to the Vantage design concept: the front splitter directs airflow underneath the car, where a system of fences channels cooling air where it is needed, and also ensures the rear diffuser is fed with clean airflow. The design of the diffuser creates an area of low-pressure air, while simultaneously preventing turbulence generated by the rear wheels from disrupting the flow of air exiting centrally from beneath the rear of the car.

Together with the new side gills, which have been integrated into the body surface and bleed air pressure out from the front wheel arches, and the pronounced upswept rear deck lid, the Vantage generates a significant level of downforce – a rarity on any production car and a first for a core production Aston Martin model.

The design story continues inside with a dynamic and focused sports car cockpit that rejects long, fluid curves in favor of sharp, focused lines denoting the more aggressive nature of the car. A high waist interior theme and lower driving position creates a more immersive driving experience and contributes to significant gains in occupant space and significant improvement in headroom compared with the outgoing Vantage. A combination of rotary and toggle style controls have been used for their tactile and intuitive functionality. Likewise, the PRND transmission buttons have been moved into a triangular formation so as to cluster major controls into clearly defined zones. The interior also offers generous stowage space, with useable room behind the seats and generous double-tier storage areas.

The heart of the Vantage is Aston Martin’s potent new alloy, 4-litre twin-turbo V8 engine. Set low and as far back in the chassis as possible for optimal center-of-gravity and perfect 50:50 weight distribution, this high performance, high-efficiency engine returns a CO2 figure of *245g/km yet develops 510PS at 6000rpm and 685Nm from 2000-5000rpm. With a dry weight of 1530kg this gives the Vantage formidable power-to-weight and torque-to-weight ratios – something vividly demonstrated whenever the throttle is squeezed. Detailed tuning of the induction, exhaust and engine management systems has given the Vantage a truly intoxicating character and soundtrack.

The Vantage deploys its impressive power and torque to the rear wheels via a rear-mounted ZF eight-speed automatic transmission. Capable of accelerating from 0 to 60mph in 3.5 seconds and on to a maximum speed of 195mph, it employs a sophisticated suite of integrated electronic systems to offer maximum control and driver enjoyment. These include Dynamic Stability Control and Dynamic Torque Vectoring. The speed-dependent electric power steering has 2.4 turns lock-to-lock for an outstanding combination of responsiveness and precise, intuitive control.

For the first time on an Aston Martin, the new Vantage also features an Electronic Rear Differential (E-Diff). This differential is linked to the car’s electronic stability control system, so it can understand the car’s behavior, and react accordingly to direct the engine’s power to the relevant wheel. Unlike a conventional LSD, it can go from fully open to 100% locked in a matter of milliseconds. At higher speeds, the Electronic Differential’s speed and sensitivity of response enables the system to take very fine control of the car’s dynamic behavior. It makes the car feel much more composed both in terms of its straight-line stability and its cornering performance, providing the driver with increased levels of confidence to explore and enjoy the car’s capabilities to the full.

The chassis is an evolution of the latest generation bonded aluminum structure first seen on the DB11, though some 70 percent of the structure’s components are new for Vantage. Balance, strength, rigidity and weight efficiency were all priorities in the new design, as was handling purity and consistency. Highlights of the chassis include a solidly mounted rear subframe for an enhanced feeling of direct connection for the driver, new Pirelli P Zero tires developed specifically for new Vantage and the latest generation Adaptive Damping System which incorporates Skyhook technology and offers the choice of Sport, Sport Plus and Track modes.

Thanks to full integration of engine, transmission, E-Diff, Dynamic Torque Vectoring, Dynamic Stability Control, Adaptive Damping and the electric power steering systems, each mode optimises every area of the car as one. With each step the Vantage gains in agility and responsiveness, its character becoming progressively sharper, more vocal and more exciting. This is the essence of the Vantage driving experience – a car that’s never less than connected and engaging with the breadth of capability to revel in challenging roads and bare its teeth on track.

The car features a high level of standard equipment, including keyless start/stop, tire pressure monitoring system, parking distance display, park assist and front and rear parking sensors. The In-Car Entertainment system – controlled and viewed via a centrally mounted 8” LCD screen – comprises of the Aston Martin Audio System, Bluetooth® audio and phone streaming, iPod®, iPhone® and USB playback and an integrated satellite navigation system.

Being an Aston Martin, the new Vantage also features a high level of craftsmanship, evidenced by flawless paintwork, luxurious Alcantara® and leather upholstery and the levels of finish optimised through the use of tactile natural materials of the highest quality. There is also extensive scope for personalization via a generous choice of options. These include forged alloy wheels in a variety of finishes, Sports Plus Collection (comprising Sports Plus seats and Sports steering wheel), carbon fiber interior and exterior detailing and a Premium Audio System.

Aston Martin President Chief Executive Officer, Dr Andy Palmer said:

It speaks volumes for the outgoing Vantage that it is the single most successful model in Aston Martin’s history. Creating a worthy successor has been a challenge to relish and a huge source of motivation. I’m enormously excited by what we’ve created: a new Vantage that’s more explicit in looks and intent, wrapping heart-pounding performance and dazzling dynamics into an everyday usable package. A true sports car with a sharper look and a keener dynamic edge, the new Vantage is the Aston Martin pure driving machine enthusiasts have been waiting for.

The new Vantage is on sale now with a recommended retail price from £120,900 in the UK, €154,000 in Germany and $149,995 in the USA. Deliveries are scheduled to begin during the second quarter of 2018.

The first time the Vantage name was used few could have imagined its future significance. Originally used in 1951 in sales literature for a high-performance derivative of the DB2, the engine – offering 125bhp against 105 for the standard model – was far from a standalone model, but established the name as one that would appeal to the keenest drivers.

The Vantage name next used in 1962 to denote a distinct model was the DB4 Vantage. In addition to a high-performance engine, these Vantage specification cars also featured subtle styling modifications. With the introduction of the DB5 in 1964, the Vantage model became firmly established as the high-performance derivative. They were visually distinguished by discreet Vantage badges attached to the side strakes on the front wings – a strategy that also applied to, the DB6, DB6 Mk2 and DBS.

The first standalone Vantage model was the short-lived AM Vantage – in essence, a re-styled DBS Vantage with a 4.0-litre 6-cylinder engine. Produced for a little over a year between the spring of 1972 and 1973, it was sold alongside the new William Towns-designed AM V8. Though just 70 examples were built, it was to spawn a true icon in the shape of the V8 Vantage. Introduced in 1977 as Aston Martin’s performance flagship, it was defined by its muscular looks and immense performance courtesy of a tuned 375bhp version of the 5.3-litre V8. One of the fastest and most desirable cars of its day, the V8 Vantage would ultimately spawn Volante and Zagato versions before it ceased production.

By now firmly established as the quintessential British supercar, the next Vantage was a magnificently brutal evolution of the V8-engined Virage Coupe. With uprated brakes and suspension and a pair of superchargers attached to the hand-built V8, this new Vantage was a 550bhp monster. Later developments saw power rise to 600bhp, with the final V600 Le Mans models amongst the rarest and most desirable Vantage models of all and the last Vantage model to be built at Newport Pagnell.

The DB7 Vantage of 2000 was a landmark car, as it introduced Aston Martin’s new 6.0-litre V12. A huge step up from the six-cylinder DB7, the Vantage was a true Ferrari rival. Available with manual and automatic transmission, and in Coupe or Volante body styles.

With the introduction of the all-new 2005 V8 Vantage, Aston Martin was to experience unprecedented levels of kudos and sales success. Built around the company’s innovative VH platform and using a strong, lightweight bonded aluminum chassis, this generation of Vantage would continually evolve. First with a large capacity V8 engine, followed by the introduction of an Automated Sequential Manual transmission. When a V12 was launched in 2009 it wowed enthusiasts around the world. Since then special series models such as the track-biased Aston Martin GT12 and GT8 models have continued to exploit a design with apparently limitless potential.

Now, with the introduction of the new Vantage, a fresh chapter of this legendary model is about to begin.

Note: Press release courtesy of Aston Martin.

Introducing the New Aston Martin Vantage An evocative name for a magnificent bloodline of thoroughbred sports cars. For seven decades the heartbeat of Aston Martin’s purest models, the Vantage nameplate has been worn by some true icons.

#Vantage

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reconditionedenginespeciali-blog · 7 years

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Land Rover Discovery 3 2.7 TDV6 Engine Service

Land Rover Discovery 3 2.7 TDV6 Engine Service The unique listing has ended. Eres el máximo pujador de este artículo, pero el precio mínimo aún no se ha alcanzado. If I drive as much as very high hill, my car looses little power. I knew this mannequin had a great identify but not so on economy. My mileage is minimal and this was the justification in purchasing similar. I'm nevertheless very happy with this vehicle and would buy one other, should i have the ability to discover one in such condition. A simple eighty-85 out of a a hundred!.

We had affection for the two.7 litre 190hp TDV6 unit fitted to the Land Rover Discovery three when we tested it back in 2005, which is offered on the Range Rover Sport. So we had been eager to check the New Twin Turbo Diesel TDV8 engine which was introduced to the Range Rover Rover Range Rover in 2007. The ‘S' variant rode on coil springs, however SEs and HSEs had four-wheel, variable-top, impartial air suspension. We work out the trending worth by crunching the data on the product's sale worth over the past 90 days. No results were found in your chosen parameters. Both please attempt resetting your search requirements or why not set up a saved search to alert you when automobiles are available that match your choices. Are you searching for crankshaft grinding in Dandenong? Name HM GEM Engines immediately on 1300 767 040 for extra info!.

Firstly, exhaust gasoline recirculation valves can grow to be sticky, which is able to show up because the engine not performing in addition to it normally has. This is a fairly straightforward repair. This is not a reason to not purchase one in every of these wonderful vehicles. It introduced Dynamic Response suspension with energetic anti-roll bars. Land Rover automobiles are produced and marketed by UK's largest main manufacturing enterprise Jaguar Land Rover. The brand is acknowledged for their world's premier luxury sports activities saloon and sports activities automobile marquees. The two.7 TDV6 develops 190bhp, which can not sound that a lot given the load of the automobiles it is fitted in, but the most important determine is torque — and the 2,7 TDV6 has that in abundance, a whopping 325lb ft of the stuff at a megre 1,900rpm. And gas Land Rover Discovery 4 Engine for sale economic system isn't bad both, getting in excess of 35mpg on a run isn't unheard of. Beneath regular conditions, drive is break up 50:50 between the front and rear axles, although it will probably instantaneously swap in response to demand. The Sport additionally will get the Terrain Response system first seen in the Discovery3. This is nearly akin to having an professional sitting alongside you, serving to to get one of the best out of the automobile, on or off highway Land Rover Discovery 4 Engine for sale . The motive force chooses one among five terrain settings by way of a rotary knob mounted on the centre console. There's a common driving programme plus one for slippery circumstances (dubbed 'grass/gravel/snow') and three specialist off road modes (mud/ruts, sand, rock crawl). The system will then routinely choose the optimum setup for the digital controls and the traction aids. This encompasses experience top, torque response, hill descent management, digital traction control and transmission settings.

As well as an excellent selection of new automobiles, The Donnelly Group gives a huge Range Rover of accepted used Land Rovers on the market too. We are consistently updating our website so as to view our latest Range Rover Land Rover Discovery 4 Engine for sale of used automobiles for sale in Northern Ireland. You could find out detailed information about our range of used cars on the market across Northern Ireland by submitting an enquiry or giving your local Donnelly Group department a name at the moment. The Range Rover Rover is an expensive automotive, none more so than the petrol SVAutobiography in long wheelbase type, which prices an unimaginable £165,500, placing it firmly in Bentley Continental GT territory. Also limited by the facility reserves, if sturdiness is related. Energy upgrades by forty% are castles within the air without exchanging components or harming your automotive in the long run. We find it irresistible !! All the things about it feels luxury, the drive, the seating, pure consolation we've by no means had a car that feels so secure and comfortable and fun all on the similar time. If it is space you are after, few vehicles can match the Land Rover Discovery. We clarify what you must know when shopping for second-hand. You can be looked after by our absolutely certified technicians, armed with the newest diagnostic tools in addition to a wide range of tuning hardware. P-Plate approval standing is offered as a guide solely, using knowledge sourced from a variety of government and trade based sources. It's best to confirm the status of the vehicle with related state / territory authorities and the vehicle producer / authorised agent. carsales is not Land Rover Discovery 4 Engine for sale answerable for any loss or damages (apart from in respect of any legal responsibility which may not lawfully be excluded) regarding your use of, or reliance on, data contained on this web site. By using this website you acknowledge that you use the information topic to the terms of the above disclaimer and notice. That is respectable performance for such a big automotive, but go for the supercharged V8 petrol and the power on provide will even scare some sports vehicles, hitting zero-60mph from relaxation in 5.1 seconds. It's price noting, nevertheless, that a brand new Q7 is more Land Rover Discovery 4 Engine for sale enjoyable if you happen to worth the handling of your luxurious SUV, however it may well't match the Range Rover for comfort or trip high quality. Some points to think about when on the lookout for used engines. I have read the front brake disc run via, but a picture speaks a thousand words when your beneath a car. Range Rover Rover Evoque's Rear Seat Leisure system gives rear seat passengers a choice of DVD, CD, radio or, in some areas TELEVISION entertainment. After checking the belt is aligned and seated on the pulleys, the securing pin could be eliminated, permitting the pulley to use pressure to the belt. New seating is introduced for rows one and two, wîth a new, extended entrance seat cushion profile to enhance assist and seating comfort and, for the first time, the entrance seats characteristic height-adjustable head restraints in place Land Rover Discovery 4 Engine for sale of the standard seat mounted seize handles. HSE vehicles specified wîth the Premium Leather pack additionally feature electrically adjustable aspect seat bolsters, permitting entrance occupants to tailor their seating's assist. This warranty DOESN'T cover parts resembling water pump, diesel pump, timing belt or other associated parts NOT talked about in three.1 Hire autos are excluded from this warranty Modifications to any mechanical elements not current at time of works will invalidate the guarantee. Efficiency modifications and/or after market parts fitted to the vehicle will invalidate the warranty. We will take affordable technical and organisational precautions to forestall the loss, misuse or alteration of your private data. Due to their powerful engines, gasoline financial system in Land Rovers can be extraordinarily disappointing. That's Land Rover Discovery 4 Engine for sale why engine tuning is advisable for Land Rovers. By putting in automotive chips, it is doable to improve efficiency and improve gasoline consumption. That is good for the owner and for the atmosphere. The locking centre differential was still fitted until early 2001, though the linkage to function it was not attached, as Land Rover believed that the traction management and newly developed Hill Descent Management would render it redundant. The precise locking mechanism was eliminated in early 2001, before being fully reinstated (with linkage) with the facelifted 2003 model. Whilst the traction control system worked very successfully, it didn't supply the identical level of management Land Rover Discovery 4 Engine for sale and easy operation because the automobiles fitted with the differential lock. Customer demand noticed the diff lock controls totally reinstated as a value option only (commonplace on top of range HSE/SE autos) on UK/Irish models, and aftermarket kits are offered by several vendors for these vehicles which were produced with the lock, however not the linkage. As Lincolnshire's leading Impartial Land Rover Specialist, Famous Four are always in demand for service, restore & restoration work on Land Rover & Range Rover Rover fashions outdated and new. With our dedicated and experienced employees of educated technicians continuously busy dealing with jobs of all shapes and sizes we now have had to increase our amenities to accommodate the work load. Expanding Land Rover Discovery 4 Engine for sale on our already complete, state-of-the-art workshop services, we have now added a third 2-submit carry to our present pair of 2-publish lifts and our four-submit raise. Extra lifts means extra work bays are available to hold out service and repair work, which ends up in us having the ability to serve our workshop customers faster. I did regular service and turbo was noise and black smoke come from exhaust. Using the Park Assist system that can assist you determine, enter and exit tight parking spaces extra simply. Look what engine, get you spec, and choose a manufacturer primarily Land Rover Discovery 4 Engine for sale based in worth, availability, or whatever you need. Every effort has been made to ensure the accuracy of the above automobiles information but errors could occur. Please check with a salesman. The original model designers had been pressured to chop costs by economizing the 200 sequence from the 'parts-bin' the Rover Firm. The basic body shell was taken from the Range Rover, the taillights from the Austin Maestro van, the door handles got here from the Morris Marina and the inside instrumentation and switch gear got here from the Rover 'parts bin'. 1994 mannequin 12 months would the primary time that the Discovery would Land Rover Discovery 4 Engine for sale be marketed within the U.S. and airbags have been shortly included into the design of the '95 mannequin to meet U.S. motorcar rules though they weren't fitted as normal in all markets. ninety five models sold in the U.S. featured the three.9-liter V8 engine from the Range Rover Rover SE models before they were switched to the 4.0-liter model of the engine. This one has a 3.zero-litre twin turbo V6 diesel and replaces the previous 2.7. The dual turbo system is sequential with a smaller VGT unit handling low speed stuff and a bigger one chiming in further up the rev range. The engine is good for 155kW/520Nm on this mannequin. There's an much more potent model of this engine in a more up-spec' Disco. Transmission is a candy shifting eight velocity auto. Click to Post

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itcars · 6 years

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First Look: The New Aston Martin Vantage

Vantage. An evocative name for a magnificent bloodline of thoroughbred sports cars. For seven decades the heartbeat of Aston Martin’s purest models, the Vantage nameplate has been worn by some true icons. First used in 1951 on a high-output engine option for the DB2, Vantage was quickly established as a model in its own right. Highlights include the William Towns-designed V8 Vantage, spectacular twin-supercharged V600 Le Mans and the much-loved V8 Vantage. Today this formidable sporting dynasty is poised to hit new heights with the introduction of the new Vantage.

Aerodynamic performance was central to the Vantage design concept: the front splitter directs airflow underneath the car, where a system of fences channels cooling air where it is needed, and also ensures the rear diffuser is fed with clean airflow. The design of the diffuser creates an area of low pressure air, while simultaneously preventing turbulence generated by the rear wheels from disrupting the flow of air exiting centrally from beneath the rear of the car.

Together with the new side gills, which have been integrated into the body surface and bleed air pressure out from the front wheel arches, and the pronounced upswept rear deck lid, the Vantage generates a significant level of downforce - a rarity on any production car and a first for a core production Aston Martin model.

The design story continues inside the Vantage, with a dynamic and focused sports car cockpit that rejects long, fluid curves in favor of sharp, focused lines denoting the more aggressive nature of the car. A high waist interior theme and lower driving position creates a more immersive driving experience, and contributes to significant gains in occupant space and significant improvement in headroom compared with the outgoing Vantage. A combination of rotary and toggle style controls have been used for their tactile and intuitive functionality. Likewise, the PRND transmission buttons have been moved into a triangular formation so as to cluster major controls into clearly defined zones. The interior also offers generous stowage space, with usable room behind the seats and generous double-tier storage areas.

The heart of the Vantage is Aston Martin’s potent new alloy, 4-liter twin-turbo V8 engine. Set low and as far back in the chassis as possible for optimal center-of-gravity and perfect 50:50 weight distribution, this high performance, high efficiency engine returns a CO2 figure of 245g/km yet develops 510PS at 6000rpm and 685Nm from 2000-5000rpm. With a dry weight of 1530kg this gives the Vantage formidable power-to-weight and torque-to-weight ratios - something vividly demonstrated whenever the throttle is squeezed. Detailed tuning of the induction, exhaust and engine management systems has given the Vantage a truly intoxicating character and soundtrack.

For the first time on an Aston Martin the new Vantage also features an Electronic Rear Differential (E-Diff). This differential is linked to the car’s electronic stability control system, so it can understand the car’s behavior, and react accordingly to direct the engine’s power to the relevant wheel. Unlike a conventional LSD, it can go from fully open to 100% locked in a matter of milliseconds. At higher speeds, the Electronic Differential’s speed and sensitivity of response enables the system to take very fine control of the car’s dynamic behavior. It makes the car feel much more composed both in terms of its straight-line stability and its cornering performance, providing the driver with increased levels of confidence to explore and enjoy the car’s capabilities to the full.

The chassis is an evolution of the latest generation bonded aluminium structure first seen on the DB11, though some 70 per cent of the structure’s components are new for Vantage. Balance, strength, rigidity and weight efficiency were all priorities in the new Vantage design, as was handling purity and consistency. Highlights of the chassis include a solidly mounted rear subframe for an enhanced feeling of direct connection for the driver, new Pirelli P Zero tires developed specifically for new Vantage and the latest generation Adaptive Damping System which incorporates Skyhook technology and offers the choice of Sport, Sport Plus and Track modes.

Thanks to full integration of engine, transmission, E-Diff, Dynamic Torque Vectoring, Dynamic Stability Control, Adaptive Damping and the electric power steering systems, each mode optimizes every area of the car as one. With each step the Vantage gains in agility and responsiveness, its character becoming progressively sharper, more vocal and more exciting. This is the essence of the Vantage driving experience - a car that’s never less than connected and engaging with the breadth of capability to revel in challenging roads and bare its teeth on track.

The Vantage features a high level of standard equipment, including keyless start/stop, tire pressure monitoring system, parking distance display, park assist and front and rear parking sensors. The In-Car Entertainment system - controlled and viewed via a centrally mounted 8” LCD screen - comprises of the Aston Martin Audio System, Bluetooth® audio and phone streaming, iPod®, iPhone® and USB playback and an integrated satellite navigation system.

Being an Aston Martin, the new Vantage also features a high level of craftsmanship, evidenced by flawless paintwork, luxurious Alcantara® and leather upholstery and the levels of finish optimized through the use of tactile natural materials of the highest quality. There is also extensive scope for personalization via a generous choice of options. These include forged alloy wheels in a variety of finishes, Sports Plus Collection (comprising Sports Plus seats and Sports steering wheel), carbon fiber interior and exterior detailing and a Premium Audio System.

Aston Martin President Chief Executive Officer, Dr Andy Palmer said: “It speaks volumes for the outgoing Vantage that it is the single most successful model in Aston Martin’s history. Creating a worthy successor has been a challenge to relish and a huge source of motivation. I’m enormously excited by what we’ve created: a new Vantage that’s more explicit in looks and intent, wrapping heart-pounding performance and dazzling dynamics into an everyday usable package. A true sports car with a sharper look and a keener dynamic edge, the new Vantage is the Aston Martin pure driving machine enthusiasts have been waiting for.”

#Aston Martin Vantage #Aston Martin #vantage #cars #supercars #first look #british #britain #news #reveal

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robertkstone · 7 years

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Conquering Thunderhill Raceway in the 2018 Porsche 911 GT3

WILLOWS, California — Porsche’s GT products live a strange life, at least by Stuttgart standards. Sullen stares and whispered complaints—it’s not new enough, light enough, the steering isn’t as good—are the usual welcomes for a new 911. But the GT division can—and does—get away with murder (well, justifiable homicide, anyway; remember the reaction to the PDK-only 991.1 GT3?). Each new regular GT3 or GT2 is heralded as the new “best,” outpacing, outrunning, and out-winging the now-obsolete predecessor. The 2018 Porsche 911 GT3 is the latest and greatest—and ostensibly one of the most hotly anticipated Porsches in recent memory. We drove the new GT3 earlier this year, but Porsche flew four 991.2 GT3s from Germany, cleared out Thunderhill Raceway, and let us have another go before the start of 2017’s Pebble Beach festivities.

The 991.2 GT3 was announced during a time of political unrest for Porsche, when controversy surrounding the limited 911 R was reaching a fever pitch. The R was a fabulously retro, ultra-desirable special edition 911 that packed a variant of the GT3 RS’ 4.0-liter engine, but featured a six-speed manual transmission in place of the 991.1 GT3’s aforementioned PDK dual-clutch transmission. At the time, this was the only way to get GT3 RS hardware with the stick, so demand was explosive. The car, which started at a considerable $185,950, was limited to just 991 units and was almost entirely sold out before it hit the auto show floor. Havoc ensued as collectors, speculators, and looky-loos threw seven-figure sums at well-optioned Rs.

As it turned out, the 2018 GT3 was the perfect pressure valve for the market. For the new generation, the six-speed ‘box and an evolution of the 4.0-liter from the R and RS is the new norm, leaving the 991.1 GT3 the sole PDK-only generation—for now. With the manual back in the GT3, the bubble was lanced, and prices of the R have subsided below the half-million mark.

From the outside, the changes are more subtle. The biggest visual differences are in the front fascia and rear bumper, now a touch sharper and more angular than the 991.1’s. These new bumpers, along with freshened underbody aerodynamics and a rear wing that sits 0.78-inch higher, contribute to an aerodynamic profile that produces 340 pounds of downforce at speed—20 percent more than before. Even those gorgeous center-lock wheels carry over since, according to GT bossman Andreas Preuninger, “we couldn’t make anything lighter that was prettier.”

The GT3’s 4.0-liter free-breathing flat-six pushes out 500 hp—a mighty, mighty figure for a naturally aspirated 911. That’s 25 extra horses over the older 3.8-liter engine, which come along with 15 additional lb-ft of torque, for a total of 339 lb-ft. That’s identical to the power figures for both the 911 R and the 991.1 GT3 RS, but the engine is sturdier than ever before. Porsche packed this sixer with all sorts of goodies to ensure it can handle endless pulls to its 9,000 rpm redline with aplomb. How does it spin so easily? It has a stiffer, hollow, oil-fed crankshaft, shimmed solid lifters, and softer valve springs.

All this high-spun twist is managed by a choice of the six-speed manual transmission or the familiar seven-speed PDK dual clutch box. Both power the rear wheels, but how torque is split between the two hubs differs. PDK-equipped cars enjoy a super-smart electronic limited slip differential, but for the self-shifting Luddites with the six-speed, the limited slip rear gearset is fully mechanical.

My first taste of the GT3 was out on winding, dusty two-lanes between Napa Valley and Thunderhill Raceway, roughly 120 miles due north of our overnight stay. The 991 is not a small car, but even cutting through the narrow forest hills en route to the track, the tight and hyper-responsive character of the GT3 shrunk the car around my shoulders. Once I ran out of traffic and corners, I explored the full range of the 9,000 rpm tachometer. Moreso than even the gnarliest V-8s from Detroit and the screaming V-12s from Italy, the current batch of Porsche 4.0s have a violent, primal wail chock full of mechanical thrash and metallic zing that turns the skin electric.

Almost as intoxicating as the sound is the speed. In the PDK, 0-60 mph is dispatched in just 3.2 seconds, 0-100 mph in 7.3, and top speed is 197 mph. In the manual, those figures jump to 3.8 seconds for 60 mph, 7.6 for 100 mph, and 198 mph for the top speed. Passing was nearly as violent as the 911 Turbo I drove earlier this year, but for different reasons. The Turbo blinks in and out of warp with an effortless, even friendly whoosh—make a quick, smooth pass in the GT3 and you’re liable to scare the daylights out of the occupants of the rolling chicane with the resulting howl as the PDK kicks down two gears.

Tremendous car, meet tremendous track. Thunderhill was mine for the day and Porsche made sure I got its money’s worth. This was the five-mile configuration of the track, infamously billed as the longest road course in America. It’s not just the distance that fatigues—Thunderhill is littered with off-camber sweepers, blind crests, and decreasing-radius corners that impress and intimidate.

All three of the GT3s on hand were flown in from Germany, so to ensure its precious metal was returned to sender sans scuff or smudge, Le Mans champion and endurance legend Hurley Haywood and current factory Porsche driver Patrick Long were rolled out of storage to play safari guide for the day.

After a quick driver’s meeting, we slotted ourselves into the GT3s thrumming in pit lane, lined up behind either Long’s white 991.2 GTS or Haywood’s blue Turbo S. I cut my Thunderhill teeth in a red PDK GT3, carefully probing the track under the speed allowed by Haywood until we exploded into full-throttle down the main straight that led to the end of the first lap.

Out among the straw-colored hills of the raceway park, the GT3 was magic. Every input, from the throttle, steering, braking, clutch, and shifter felt measured, perfectly weighted. The off-camber turns were vicious, but so was the steering, enhanced by the rear-wheel steering system that debuted on the last generation. In the PDK, these challenging corners were putty under our fingertips. Smash the optional carbon ceramic brakes, turn in, gas it, let the e-diff grab the rear end by the scruff, and lean on the aero as you whip around that decreasing radius with hair-ripping grip. Exit, and breathe. Pin it as close to 9,000 as you can, and repeat.

The manual GT3 was different. It wasn’t so much the additional effort of the three-pedal dance, but the mechanical differential out back that changed the game. Where the PDK absorbed and muffled sloppy cornering and throttle use, the manual gave my mistakes a megaphone. Per instruction and my own volition, all traction control and stability systems were left on, but the yellow six-speed GT3 still enjoyed a gentler touch. The aero and ceramic stompers were still there, as was Porsche’s excellent torque vectoring system (PTV), but the rear end was much more playful, especially on corner exit.

After a full day, we pointed our GT3s back toward Napa. I was back in the manual GT3 for the three hour drive back, enjoying the scenic wine country scenery surrounding the nearly abandoned hill passes. After a few turns, the choice of transmissions is clear—for street use, grab the manual. It’s more enjoyable, nearly as fast, and for a 500-hp weapon, is eminently approachable for canyon or highway blasts.

In the market for a lightly used 911 R? Put that $400,000 to better use by picking up a 2018 Porsche 911 GT3 with the same transmission and better engine. The $260,000 you’ll have left should buy you many, many laps around Thunderhill.

2018 Porsche 911 GT3 Specifications

ON SALE Now PRICE $144,650 (base) ENGINE 4.0L DOHC 24-valve flat-six / 500 hp @ 8,250 rpm, 339 lb-ft @ 6,000 rpm TRANSMISSION 6-speed manual transmission, 7-speed dual-clutch transmission LAYOUT 2-door, 2-passenger, rear-engine, RWD coupe EPA MILEAGE N/A L x W x H 179.6 x 72.9 x 50.0 in WHEELBASE 96.7 in WEIGHT 3,116 lb 0-60 MPH 3.2 seconds (PDK), 3.8 seconds (Manual) TOP SPEED 197 mph (PDK), 198 mph (Manual)

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jonathanbelloblog · 7 years

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Conquering Thunderhill Raceway in the 2018 Porsche 911 GT3

2018 Porsche 911 GT3 Specifications

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jesusvasser · 7 years

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Conquering Thunderhill Raceway in the 2018 Porsche 911 GT3

2018 Porsche 911 GT3 Specifications

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