#i mounted a curb backwards at high speed

[disabled-sapphic]

I don't mean to brag but I did get complimented on my wheelchair driving recently 😏

[respectfullyyourswrites]

Soft & Fertile Ground

This is a fill for a request on @imagineyourepregnant (I submitted there too).

261.5 Imagine you’re pregnant with the child of a female humanoid alraune creature, and you’re ready to give birth to your daughter at any moment. And the birth must take place in a nice and fertile section of the nearby woods, on order for the child to grow up nice and healthy. Sorry for the lack of editing, this one was written on my phone!

----

"This should do," San said happily, huffing a bit. It had come pretty close. She had been held up in the city for much too long and almost didn't make it in time. But she had escaped from the city limits and made it to the forest, and she'd kept going, deeper and deeper, until she found the perfect spot. A clearing had opened up, and the sunlight shown on a bed of soft grass, surrounded by large leaves swaying gently, and a beautiful high canopy of trees far above, dappling the light gently. Everything was incredibly lush, almost every surface had floral growth, the air was scented richly with plant life and gentle flecks of pollen floated lazily through the early morning air. This was a rich and fertile spot. Your daughter would grow so healthy, so huge here! San takes off her pants and shoes, relieved she can finally lay down, and her body kicks into gear immediately. It's as if the baby inside can sense she is close to fertile ground. She let out a yell as the sproutling baby drops down completely into her birth canal, feeling her squirming. "Oh Rosy, you're ready aren't you?" San groaned. In the dappled light, her blouse heaving as  she breathed deeply, laying on her back on the soft ground. There was a squirming from deep inside and she could already feel pressure mounting behind her swollen lips. This baby wanted out now!

"Come on out sweety, we're here, in a safe place for you," San panted, concerned already. Her large belly pushed her blouse upwards, just covering her breasts. They hadn't gotten as big as she expected, maybe her body knew she wouldn't need to be feeding her baby that way once it was born. "Come out Rose, now is the time." She lay back, pulling her knees upwards gently against her body. She felt exposed. Her pussy lips glistened in the early morning light, much like the dew on the plants around her. She gave an experimental push on the next contraction, not sure how to start. When she pushed something inside wiggled, and San couldn't help but yell in surprise. Several green vines, about as thick as fingers, shot out of her. "Oh gosh! Is that you, Rose?" "Ow," she said as the vines pulled at her lips as they extended, feeling around until the felt grass. Then with a burst of speed they burrowed down into the earth, pulling taut. "That's it, Rose!" San was so excited. Her daughter could tell this was a good spot! "This is the perfect spot, I knew you'd love it! OOH." Another contraction hit her and she pushed, and already her pussy was spreading. Her insides felt tense most of the pregnancy, but now that it had moved down and was pushing its way out it felt huge. Her lips where pried open and she did her best to push. "Oh, oh, oh, oh," she yelped as she was spread open. A few more vines came out and then, after a big push, a large round lump appeared. San yelled as she was pulled open in a real stretch, then it receded after the contraction. But she could feel so much more pressure further in. "Oh gosh Rose, what are you up to?" Another contraction beset her and she huffed, pulling her legs further apart. Her as and pussy glimmered in sweat in the dappled sunlight, and the bulge around her pussy grew and grew. With a grunt San pushes what she thinks is the head, and can feel her pussy burning. But a few songbirds had perched on the opposite end of the clearing, and from their vantage point they could see clearly; out of her tight hole was the lower half of a baby, pale green like a new flower bud. The little child's body held open San's pussy lips as she tried to breath. She could feel her lips bulging outwards still, and she let go of her legs for a moment. She wanted to close them, but the pressure was immense, and she held one up awkwardly and the other to one side. "Oh, oh, oh," she panted more, "Of Rose, you're hurting me so. You're- AH- holding me open so wide." She reached down with a hand to explore, pulling herself up as best she could against the slope of the grass, trying to see what was holding her pussy open so wide. She felt down to her pussy, fingers brushing against the lips that where stretched and wide, gently pulsing as the vines wriggled around looking for fresh earth to pierce. She gasped at the tugging and pulling, but kept going until her hands found the cause- her baby was partially out, but she was turned the wrong way. This wasn't the head at all.This was Rose's lower half, her little legs and bottom sticking out and the rest of her still inside San's slick, tight tunnel, being squuezed by her walls. San took a few deep breaths. "Okay hun, gotta come out the hard way? Ah, AH, okay, stay calm, you're almost- AH- almost OOUUUTT." Another contraction pushed insides for her and she obliged with a strong push, and the massive thing in her began to go down. Her pussy was stinging already, and it felt like fire as the body, getting wider and wider for the shoulders, eased out slowly. "AHH, ROSE!" San screamed as the shoulders pulled her impossibly wide. They stayed there for a moment as San put her hands down again in desperation, breathing ragged, trying to gently guide her impossibly large daughter from her. But even with the slightest tug she felt resistance deep in her, the vines went tense, her pussy twitched and ached. San let go and leaned back, trying to breathe. The truth could be felt; this was no ordinary head. The pressure was increasing by the moment as the vines already in the ground provided a counter pressure and pulled whatever was left inside her to the outside, gentle but firm, not letting San squirm backwards up the hill. From her angle leaning forward she could see the her pussy still bulging, her gentle green daughter almost fully emerged, shoulders painfully sliding loose as she gave a huge push. But the bulge was still there. Though the contractions went slow as every, the vines where pulling her baby out even as she didn't push, giving her aching hole no rest. Once the shoulders slid free San thought she would have a moment to breathe, but immediately the vinces gave a tug. "AHHH!" She barked as the big bulging thing came right up against her vagina entrance, already sore from the normal sized baby. "Oh no it's too big," San said to herself, tears already coming to her eyes, "It's so massive, I can feel it." She tended to talk to herself when nervous and this was the only way to curb her fear, to narrate what she saw and felt to the forest, ever listening but never moving, content to watch the laboring woman try to bring the new life into the world. "NOOOO!" San screamed as the vines pulled, and she wondered if her pussy hadn't even truly been stretched yet as a massive shape started to press against it from inside, the vines moving around her pussy edges. "I can- AHHH, AHH, AHHHHHH, I can feel those damn vines moving! They're sliding past OHH OHH sliding and making me TOO TIGHT," she yelled, as the vines did just that, pulling her pussy in odd directions instead of the perfect O shape that her daughter's large head needed. The vines where just trying to find fertile soil wherever they could, not knowing they where being birthed from a human who had a much smaller entrance. "AHHHHHHHAAAHHHHHHHAHHHHH!" San screamed as the bulge moved forward. From the songbird's perspective they could start to see the thing emerge, her pussy pulled almost in an O with several vines around the edges pulling the stretched lips in different directions. The thing was fading from gentle green of Rose's body, to a soft, beautiful pink, slick with San's juices and glistening. It looked like petals, wrapped neatly and sweetly. A bud, often seen on flowering shrubs and trees in a tiny form, but here quite massive, protecting Rose's head and peaking out from San's stretched lips. "It burns like fire!" San gasped to nobody, knowing no one was there to help."It's constant pulling, OH OH OH, breath San, breathe!" She gave a push as a constraction finally urged her to and the big thing surged forward. San screamed, letting her voice pierce the forest. She was wider now than the baby's body had been, a good several inches, and still had more to go. Could it even come out? "It is too big to fit from me," San said, "Rose is too big, ooh, oooooh, ooooh, Rose you are going to tear me open, oooh, ooh, I am trying to go slow but it hurts!" She pushed again on impulse. "OH OH OH, I'M TRYINNNGGGGG TO GO SLOOOOOOOOW." The vines stayed taut, not letting her lose any ground as she was pried open. She felt them pulling her now, the thing so big she felt if they gave a big pull it would pull her whole body forward instead of just her baby out. "OH GOD these VINES," she shrieked, but they where probably helping, making sure she wasn't going back and forth for hours, but the extra speed gave her less time to stretch and hurt more. "Okay I'm going to push," she said, and grabbed her knees again, pulling them so tightly to her. The baby hung between her legs peacefully, seemingly unaware of the goings-on of her own birth. San's pussy throbbed, it was stretched brutally and unevenly thanks to the vines, and it still had more to go. San pushed with a scream. "WHYYYYYYYY! AHHHHHHHHH!" With the added traction the vines really started to pull. "OH GOD!" San screamed, not daring to let go of her knees, so they pulled at the very edges of her pussy and the baby made another bit of progress, pulling San open to a good five and a half inches. "You're tearing me!" She pleaded with them, but they couldn't hear her. Her pussy was so stretched it may have torn, but was overall doing a good job keeping its shape, painfully but elastically it stretched wider, fighting every inch. An observer, like the songbirds, would not have been able to tell if she had torn or not, nor could she as while she could feel every tug of the vines she couldn't tell the state of her busy beyond the burning, pulling pressure. San stopped for a moment to try and breathe. "OH OH OH," she panted loudly, trying to will herself to relax even in this position. Flat on her back, knees pulled to her chest, her pussy exposed to the dappled sun and a baby half out of it. Moreso the huge body keeping her open, it felt unnatural, she could feel the pressure on her pussy lips and inside of it with every breath. "Okay, okay, those vines, Rose, ah, ah, ah, time to, ah, pull yourself out please!" San knew she wasn't making much sense but she could feel a contraction building, and the vines pulled accordingly, so she pushed again. "PLEEAAAAAAAASSSEEEEEEE" she shrieked, and the vines complied, tugging themselves further into the ground and pulling her pussy to a good six inches and further. Feeling it was close, she tried to pull her body opposite the vines without letting up on her push. At last the massive bud was crowning, and for a moment San was stretched wider than she'd every been, and was a great yell she gave a mighty push and the bud was sliding out of her gaping hole. The baby on the soft grass in front of her didn't cry. There was no umbilical cord, no placenta. The vines went to work, burrowing and digging into the earth, and the baby's little body disappeared into the dirt. San would have been sad if she hadn't caught a glimpse or two of her baby beforehand and her soft green little fingers and toes for a moment before disappearing. She panted on the ground, not even trying to get up, just gazing at the beautiful flower bud sitting in front of her. It looked freshly planted, the earth below it slightly turned, the slick juices still covering it where glistening like dew drops in the sun. San looked in exhausted awe at the light shining off of her baby, her Rose. She had never seen a more perfect, beautiful flower bud.

It would be a day before the bud opened, and Rose wouldn't even be a baby anymore by that time, but a little child. In a matter of weeks Rose would look like a young lady, and then a grown woman, visible from the waist up inside the beautiful pink bloom that would grow with her. She would get most of her energy from the ground and the sun and the rain, but San would be there just in case she needed anything, and so she could know her momma. For now though San was content to rest. She'd brought a change of clothes but didn't reach for it, instead laying down in the warm light as the sun rose higher and the birds chirped happily. She'd nap here, they both needed rest. So she curled up around the flower bud and went to sleep.

[petescycleco]

2020 Polaris Slingshot R First Drive

Everything about the Polaris Slingshot invites a reaction. What it is, what it looks like, who buys one, and how they accessorize it all produce hot takes made for a Twitter world. It's fitting, then, that I finally found the words to describe my feelings about the Slingshot on Twitter.

Author, journalist, and photographer Linda Tirado shared a piece of advice. She was talking about something much more important than a car review, but the great thing about wisdom is you can apply it to all sorts of situations. "Know who you want to be and then you never have to decide how to live," she wrote. That's the Slingshot. It defies categorization except unto itself. It knows exactly what it wants to be. Where some look at it and find confusion, driving it clarifies. It exists solely for people who want a Slingshot, specifically. There are a lot of them. We didn't review one when it first came out in 2015 because we didn't know what to make of it, either. It's not a car, but it's not a motorcycle, either. It's sort of a street-legal side-by-side or UTV, but with three wheels. Legally in most states it's considered an "autocycle," an old-timey categorization for bicycles with engines and mopeds that weren't really bicycles or motorcycles. My colleagues in the press who did drive it told me it was neat, a good first effort, but needed work. It was quick, they said, but not too quick. The brakes were soft and spongey. The steering was slow. The materials felt cheap, and the controls were clunky. Polaris listened. The 2020 Slingshot is what we'd call a major refresh if it were a car. The old GM-sourced 2.4-liter inline-four was never an inspiring or memorable engine when it was in a Chevy, and it wasn't doing the Slingshot any special favors, so it's been replaced by a Polaris-designed and built 2.0-liter I-4. It revs higher and makes peak power at redline rather than falling on its face at high rpm like the old engine. Plus, it makes more power: 178 hp in the standard SL trim and 203 hp in this top-end R trim, up from 173 before. It does make less torque, 120 and 144 lb-ft, respectively, but it doesn't matter that much in a vehicle with a claimed curb weight under 1,700 pounds. Polaris says it'll do zero to 60 in as little as 4.9 seconds now, sixth-tenths of a second quicker than before. That would also make it a tenth quicker than a Honda Civic Type R. That's downright quick, and it feels even faster on board. Losing the roof, the windscreen, and the doors will do that. Jeeps feel faster when you take the doors off, too. It's science. The even bigger story is the new Autodrive five-speed automated manual gearbox, aka an automatic transmission. Polaris figured out real quick it was leaving a ton of sales on the table with only a five-speed manual, and that's been corrected. You can still get the manual on this R model, but I guarantee you the vast majority of Slingshots sold from now on will be automatics. Most people can't drive stick and aren't going to learn. Don't let the automated manual thing put you off, either. I know, usually those suck. They shift slow and give you whiplash every time they change gears. This is the best automated manual I've driven, and that list includes Lamborghinis and Aston Martins. You still feel those gear changes, but it just gives you a little head bob. It still shifts slowly by modern automatic standards, but not slowly enough to really complain about. It's geared for performance with a single overdrive ratio, so you'll be turning 3,000 rpm at 65 mph, where cars these days are turning 1,800, but it means it pulls harder in higher gears as a result. Bombing around town couldn't be easier. Just push the D button and go. There's a small hesitation when you set off as the clutch engages, and pushing the gas harder just means it'll drop the clutch and chirp the rear tire. It'll also roll backward at a stop if you're on a hill because it won't engage the clutch until you hit the gas, so watch out for that. It even has a Sport mode. They call it Slingshot mode, and it works pretty well. Press the big red button on the steering wheel, and the transmission will hold gears out to redline regularly and downshift more aggressively. It's no Porsche PDK, but it's a hell of a first effort. It could use a little work, particularly in long, sweeping corners, where it gets confused. The computer sees the steady throttle and speed and assumes you backed off, so it upshifts. When you get to the end of the curve and deeper in the throttle, it panics and drops a gear hard. That could be a recipe for disaster with only one rear tire to handle the lateral g's and the shock from the powertrain, but it isn't. Revisions to the suspension have planted the Slingshot on the pavement. The staggered 18-inch front and 20-inch rear wheels with their 225-width front and massive 305-width rear Kenda tires on the R model hang on tight even when you're really thrashing this thing on a mountain road. Yeah, I had to Google Kenda, too. It's a Taiwanese company that custom-makes this tire for Polaris. You can only get it at Polaris dealers. Past reviews found the Slingshot would understeer slightly in hairpins and kick the tail out if you goosed the throttle. Not anymore. I whipped this thing as hard as I could on a mountain road, and it wouldn't let go. At most, the rear end shifted slightly if I absolutely threw it into a corner. With the automatic transmission it wouldn't overpower the rear wheel (I tried), though I'm sure a clutch kick or just a bad shift with the manual would do it. I might've gotten it to misbehave had I been more confident in the brakes. They seem to fall in with the 30 percent of parts carried over from before, and they need more bite if you're going to drive it hard. People love customizing these things, and I'd start with a more aggressive pad compound. They're fine tooling around town, if a bit spongey. When you stand on them, though, they just don't have the bite. Brake early. The good news is they don't really fade noticeably, either, so they don't get any worse.

Polaris fixed the steering. Lots of people complained it was just too slow for sporty driving; 3.5 turns lock to lock is like putting Camry steering on a Miata. Now, it's just 2.5 turns lock to lock and feels much sportier for it. The electric assist is nicely weighted and even gives you a little feedback through the thin-rimmed steering wheel. That steering wheel is now festooned with buttons controlling the in-house Ride Command infotainment system and cruise control. Right out of the box, it's got a 7.0-inch touchscreen and a 100-watt Rockford Fosgate stereo that's more than loud enough to be heard through a helmet. Please be courteous and turn it down when you're driving in traffic or neighborhoods. Don't be that guy. There's a pair of USB ports and Bluetooth connectivity, and you can even get navigation. Polaris has remounted the screen vertically so it doesn't get washed out by glare as easily and updated the processor so it works as quickly as any system in a car. While they were at it, the Polaris team reworked the rest of the interior, too. There are cupholders now and a spot to put your phone, plus storage under the armrest. The commodious glove box remains, as do the lockable storage compartments behind the seats, which are just big enough for a backpack, picnic basket, or a helmet each. The seats themselves have big, fat bolsters to keep you in place, though the seat was rather wide on me, so I slid from bolster to bolster. The seat bottom cushions are also a little short. I'm told the materials are better this time around, but they look to me like what you'd get on a side-by-side or UTV, so they must've really been something before. The seat belts are still mounted in the middle of the vehicle, so you'll be reaching in the wrong spot out of habit for a while until you force that into your brain. It's a good thing those seats are squishy, because this R model rides like a sports car. It's not harsh or teeth chattering, but it is stiff, and you're going to feel every bump. The adjustable Bilstein shocks previously available are gone for 2020, so you just have to deal. It may ride like a sports car, but it doesn't really sound like one. Granted, that old GM engine didn't sound good, either, but it sounded like a car. This Polaris engine sounds like, well, a Polaris engine. If you've ever driven one of their powersports toys, you know it, even if it's bigger and has more cylinders than any other Polaris has built. The exhaust being tucked up behind the front right wheel still eats into the passenger's legroom. With basically no body work to block it, the engine is a bit loud by car standards. A helmet blocks some of it out. We should talk about helmets because it's a sticky situation. Polaris has single-handedly revived "autocycle" as a classification of three-wheeled, street-legal vehicles that are neither bicycles nor motorcycles. Why go to the trouble? Because thanks to Polaris' lobbying, 48 states now recognize autocycles as street-legal vehicles that can be driven with a standard driver's license (rather than a motorcycle license) but don't have to meet the crash and emissions regulations of a car. (The federal government considers them motorcycles for regulatory purposes, but legislation has been introduced in Congress to change that.) This means if you live anywhere but New York or Massachusetts, you can do what I did: step over the side, buckle the center-mounted seat belt (after searching for it in the usual place), and hit the road. Whether you have to wear a helmet like I did depends entirely on your state's law, and they're all over the place. Many require helmets the same as riding a motorcycle, but several specifically exempt autocycles either entirely or with conditions. Even if it isn't the law where you live, I'd recommend you wear one. The standard windscreen does a remarkably good job of directing air up and over the seats even at highway speeds, but it won't stop rocks and larger bugs. I've taken both to the helmet while riding motorcycles and have been glad for the protection. You may want to invest in a Bluetooth helmet communication system, though, so you can talk to your passenger while moving. I get why you wouldn't if you didn't have to, though. You only really feel the wind on the top of your head, so it's not unlike driving a convertible in terms of hair restyling. It's a much more visceral and exposed feeling than driving a drop-top, though. Getting rid of the doors will do that. Windscreen or not (and I'm going to keep calling it that, not because I'm British but because it ain't a shield), it feels like driving a side-by-side or UTV capable of 125 mph. On the street. In traffic. On the interstate. Next to big rigs. Yes, you can drive the Slingshot on the freeway. I doubt many people do. It's loud, it's windy, and you can't help but feel vulnerable with a skeletal frame and a pair of roll hoops your only impact protection. People who buy Slingshots don't want a motorcycle, because they don't know how to ride one, because theydon't feel comfortable (read: safe) on one, or because of a physical limitation. They want the open-air experience, though. They want the outsider image. And man, do other people pay attention to this thing. It got far more looks and questions than the Ferrari I tested two days later. Here's the thing, though. You've seen me mention the Mazda Miata in this review already. It's just about the most fun per dollar you can buy when it comes to cars. It's also $27,525 to start and tops out in the mid-30s. It comes with things like air bags, heating and A/C, a trunk, doors, and a roof in case it rains. (Polaris will sell you a bolt-on roof) The 2020 Slingshot starts at $26,499, and this R model starts at $30,999. That's a lot of scratch for a third vehicle, a toy you only drive on the weekend and maybe the odd summer night. Then again, the folks who buy these love throwing thousands of dollars of accessories and modifications at them. Put it all together, and it's a narrow demographic. You wouldn't think there would be a lot of people with the money to spend 30 grand on a weekend toy who want the open-air experience and rebel image of a motorcycle but can't ride and don't want to learn and like the sense of security from seats and seat belts. Joke's on you. Polaris has sold somewhere north of 40,000 of these things already, and that's with a manual transmission. You think you see them everywhere now? Wait until people find out you can get 'em with an automatic. And this ain't the only three-wheeler on the market. There's the Harley trike, the Morgan 3-Wheeler, the Campagna T-Rex, Vanderhall Venice, Can-Am Spyder, and more. The 2020 Polaris Slingshot may not be for you, but don't make the mistake of thinking it's not for anyone. And for the people it's for, it's better than ever.

Shop Now: 2020 Slingshot SLINGSHOT R MANUAL

from Blogger https://ift.tt/3ejlmm1 via Motorcycle Dealer Maryland

[robertkstone]

2019 Chevrolet Blazer RS First Test: The Camaro of Crossovers

I have to imagine it wasn’t supposed to be this way. There have been rumblings from inside Chevrolet for years that the automaker was planning a sporty new midsized crossover to compete with the Ford Edge. Inspired by the Chevrolet Camaro, this new crossover was supposed to do for the CUV what the Ford Mustang did for muscle cars—jump-start a new branch of its segment that younger buyers would flock to. I bet you names like “Camaro Cross” were bandied about—new names for a new vision. And then Chevy went ahead and undid all that hard work by naming its CUV the Blazer. That’s too bad, because the surrounding controversy from bringing that beloved nameplate back from the dead has distracted from what the 2019 Chevrolet Blazer RS is: a shockingly good crossover.

Rather than build a faithful recreation of its classic off-roader to go up against the Jeep Wranglers of the world, the modern-day 2019 Blazer instead aims to democratize the performance crossover—a segment that’s mostly been dominated by German luxury brands—by turning up the heat on vehicles like the Ford Edge.

At first glance, things don’t exactly look promising for the Blazer. Ignoring the racy sheetmetal and a cabin that liberally borrows from the Camaro parts bin, the Blazer rides on the decidedly non-sporty Equinox’s platform and is powered by either a 193-hp 2.5-liter four-cylinder with front-drive or, in the case of the RS, GM’s corporate 3.6-liter V-6 paired with a nine-speed automatic and all-wheel drive, making 308 hp and 270 lb-ft of torque. Forgive me for not getting particularly excited about the above specs, but weirdly it all works.

It’s quite apparent from the get-go that the Blazer oozes personality—the exhaust note alone is more pony car than people mover—and the Chevy has the performance to cash the checks its body is writing. The Blazer’s V-6 and nine-speed automatic are the stars of the show. The former has plenty of power and is quick to rev, while the latter is smartly geared and shifts quickly. The Blazer isn’t half bad through corners, either. A rear-drive crossover will likely leave the Chevy in its dust, but for what it is, the Blazer’s steering is responsive and accurate, and its chassis is composed and incredibly difficult to upset, both through bends and on rough pavement.

Test numbers bear that out, too. Our Blazer AWD RS tester accelerates from 0 to 60 mph in 6.1 seconds and runs the quarter mile in 14.7 seconds at 95.5 mph. Its crosstown rival, the Ford Edge ST, sports significantly more horsepower and torque than the Blazer RS (335 hp and 380 lb-ft), but it only barely keeps up, tying the Blazer’s 0–60 and quarter-mile times but actually lagging behind 2.1 mph in trap speed. The 300-pound-heavier Ford does edge (sorry) the Chevy out in braking and handling tests due to its performance-tuned suspension and stickier tires, though; the Blazer’s best 60–0 stop came in at 126 feet, and its best figure eight lap was a respectable 27.1 seconds at 0.65 g average. The Edge ST did the former in 108 feet and the latter in 26.0 seconds at 0.70 g. We’ll have to line the two Detroit pony crossovers up for some back-to-back tests to really figure out who has the upper hand.

Looking beyond the performance, the Blazer is a pretty compelling package so long as you don’t look too closely at the Blazer’s material quality. The Camaro-inspired cabin surprisingly feels quite organic in this CUV, and the Blazer even sports the Camaro’s vent-mounted A/C controls and its downward-facing high-resolution infotainment screen. The Blazer, being a crossover, is decidedly more practical, with actual storage for drinks, phones, and other knickknacks spread through the front of the cabin. Open the 90-degree-opening rear doors, and Chevrolet has taken care of rear passengers, too. They get a flat floor, a rear bench that reclines and slides forward and backward—perfect for babies or pups—heated seats, HVAC vents, and power ports to stay charged up. And although the cargo area is smaller than some other midsize crossovers in its class due to its rakish roofline, the Blazer’s trunk makes good use of the space it’s got with a wide opening and low lift-over height.

Prices for the 2019 Blazer start at $29,995 for the base four-cylinder front-wheel-drive model, but a Blazer RS like our tester will cost you a fair bit more than that. V-6-powered Blazer RS AWD models start at $44,695, but our loaded tester would set you back $48,270—just high enough that some smart shoppers might find themselves wandering into Alfa Romeo, BMW, or Mercedes-Benz dealers to check out similarly priced examples of the Stelvio, X3, and GLC.

The Blazer name may be a distraction, but it’s ultimately attached to a surprisingly compelling crossover. It’s doubtful that the 2019 Blazer will ever have the cultural impact the Camaro has had, but regardless, it’s a stylish, relatively sporty crossover with the substance to back up its style.

2019 Chevrolet Blazer AWD RS BASE PRICE $44,695 PRICE AS TESTED $48,270 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.6L/308-hp/270-lb-ft DOHC 24-valve V-6 TRANSMISSION 9-speed automatic CURB WEIGHT (F/R DIST) 4,274 lb (59/41%) WHEELBASE 112.7 in LENGTH x WIDTH x HEIGHT 191.4 x 76.7 x 67.0 in 0-60 MPH 6.1 sec QUARTER MILE 14.7 sec @ 95.5 mph BRAKING, 60-0 MPH 126 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.1 sec @ 0.65 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/25/21 mpg ENERGY CONS, CITY/HWY 187/135 kW-hr/100 miles CO2 EMISSIONS, COMB 0.94 lb/mile

[omgchocolateunknownbouquet-blog]

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto

New Post has been published on http://auto.tintoantap.com/2017-toyota-860-special-edition-2-door-6-speed-auto/

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto

   The Toyota 86 is a series of 2+2 seater sports cars jointly developed by Toyota and Subaru and solely manufactured by Subaru. Toyota also referenced to its first sports car, the Sports 800, given that both this car and the 86 share a boxer engine layout, as widely used by project partner and 86 manufacturer, Subaru.

This suede-like material shows off the sophisticated side of 86. All-new Granlux trim accents covers key touch-points on the door panels, upper-seat bolsters and dash. Adding an extra bit of style is an embossed “86” logo above the passenger-side glove box.

A standard folding rear seat lets you bring your friends, or your gear, along for the ride. With 6.9 cubic feet of space in the trunk, you can fit those gotta-have items you need for a weekend getaway. Folding the rear seat down increases total cargo area, giving you enough space to carry an extra set of wheels and tires for those race-day excursions.

Available on 86 is the Display Audio with Navigation system. Unique to the Toyota family, this powerful piece of tech features a high-resolution 7-in. touch-screen display. Its navigation functionality with turn-by-turn directions makes it easy to find your way. Better yet, this system also comes standard with the Aha Radio.

Every 86 comes standard with Hill Start Assist Control (HAC). This convenient technology helps to keep the vehicle from rolling backward when switching from brake to accelerator on an incline.

SST helps reduce engine power when both the brake and gas pedals are pressed at the same time under certain conditions. The feature doesn’t engage if the brake pedal is depressed before the accelerator pedal, allowing time for the driver to move from brake to acceleration. And for those track days, that also means that you can still heel-toe in the manual transmission-equipped 86 without any problems.

86 comes standard with the Star Safety System , a suite of six advanced safety features that includes Vehicle Stability Control (VSC), Traction Control (TRAC), Anti-lock Brake System (ABS), Electronic Brake-Force Distribution (EBD), Brake Assist (BA).

Six airbags come standard on every 86, including a driver and front passenger Advanced Airbag System, front seat-mounted side airbags, and side curtain airbags.

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Exterior

Special Edition rear wing in matte black with aero end plates in metallic black : Standard

Special Edition 17-in. twisted spoke magnetic-gray satin finish alloy wheels : Standard

LED projector low- and high-beam headlights and turn signals with embossed “86” lens : Standard

LED Daytime Running Lights (DRL) : Standard

Special Edition LED fog lights : Standard

Rear combination lights with all-LED lighting (brake and turn signal indicators) : Standard

Color-keyed power outside mirrors : Standard

Special Edition black heated power outside mirrors : Standard

Variable intermittent windshield wipers : Standard

“86” front fender badge : Standard

Rear bumper with Special Edition “86” black applique : Standard

Rear window defogger : Standard

Dual chrome-tipped exhaust : Standard

Special Edition black body stripes : Standard

Aerodynamic lower diffuser on rear bumper : Standard

Special Edition aerodynamic underbody panel : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Interior

Special Edition dual zone air conditioning with individual temperature settings for the driver and front passenger : Standard

Backup camera30 : Standard

Power windows with driver and front passenger auto up/down and jam protection : Standard

Power door locks : Standard

Special Edition Smart Key System25 on driver and passenger doors with Push Button Start, remote keyless entry system with lock, two-stage unlock, panic and trunk release : Standard

Engine immobilizer34 : Standard

Special Edition 4.2-in. TFT Multi-Information Display (MID) with vehicle data screens including G-force friction circle with digital readout, rpm and hp/torque curves, stopwatch, engine coolant/oil temperatures, voltmeter, fuel consumption and other vehicle data …More : Standard

Digital clock : Standard

Digital speedometer : Standard

Dual analog and digital speedometer : Standard

Analog tachometer with programmable Rev Indicator : Standard

Tripmeter : Standard

Special Edition leather-trimmed tilt/telescopic steering wheel with orange thread stitching, “86” center cap logo, audio and MID controls : Standard

Special Edition parking brake and leather cover with orange stitching : Standard

Cruise control : Standard

Sport front bucket seats with Black shoulder pads : Standard

Special Edition leather and heated front sport seats with contrast orange stitching : Standard

Height-adjustable driver’s seat : Standard

Center console “860 Special Edition” placard : Standard

Knee support cushions for spirited driving : Standard

Special Edition Granlux suede-like trim covering the top of the instrument cluster hood, orange contrast stitching throughout interior and embroidered “86” logo on passenger-side instrument panel fascia : Standard

Special Edition leather gearshift boot with orange stitching : Standard

One-piece folding rear seatback : Standard

Dual sun visors with vanity mirrors : Standard

Four-piece carpeted floor mats14 : Standard

86 Display Audio — 7-in. touch-screen display, AM/FM player, Aha Radio™17 app with over 100,000 stations, eight speakers, auxiliary audio jack, USB 2.0 port13 with iPod®12 connectivity and control, voice recognition with voice training,27 hands-free phone capability, phone book access and music streaming20 via Bluetooth®35 wireless technology, HD Radio™21 Technology, Gracenote® album cover art, integrated backup camera30 display, and steering wheel audio controls …More : Standard

Roof-mounted color-keyed shark-fin AM/FM antenna : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Safety/Convenience

Star Safety System™ — includes Vehicle Stability Control (VSC),24 Traction Control (TRAC), Anti-lock Brake System (ABS), Electronic Brake-force Distribution (EBD), Brake Assist (BA),23 and Smart Stop Technology® (SST).18 : Standard

Vehicle Stability Control (VSC)24 with Track Mode : Standard

Hill Start Assist Control (HAC)33 : Standard

Six airbags32 – includes driver and front passenger Advanced Airbag System, driver and front passenger outboard seat-mounted side airbags, and front and rear side curtain airbags : Standard

Three-point seatbelts for all seating positions; driver-side Emergency Locking Retractor (ELR) and Automatic/Emergency Locking Retractor (ALR/ELR) on all passenger belts : Standard

LATCH (Lower Anchors and Tethers for CHildren) includes lower anchors on outboard rear seats and tether anchors on all rear seats : Standard

Tire Pressure Monitor System (TPMS)19 : Standard

ToyotaCare11 featuring a no cost maintenance plan with roadside assistance31 : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Mechanical/Performance

2.0-Liter 4-Cylinder Horizontally Opposed Engine with DOHC 16-Valve Cylinder Heads and Dual Variable Valve Timing; 200 hp @ 7000 rpm (SAE Net); 151 lb.-ft. of torque @ 6400-6600 rpm : Standard

Direct Ignition System : Standard

Bore x Stroke, mm. (in.) : 86.0 x 86.0 (3.39 x 3.39)

Compression ratio : 12.5 : 1

Fuel Octane Rating29 : Premium unleaded fuel recommended

Engine oil type, grade and weight : Toyota Genuine Motor Oil, SAE 0W-20, ILSAC GF-5 engine oil

Engine oil capacity : 5.7 US qt.

6-speed Electronically Controlled automatic Transmission with intelligence (ECT-i) : Standard

6-speed Electronically Controlled automatic Transmission with intelligence (ECT-i), sequential shift mode with Dynamic Rev Management and paddle shifters, Sport Mode, Snow Mode, and an automatic transmission fluid heat exchanger : Standard

Fuel Injection System

Toyota D-4S Dual Injection System (Direct and Sequential Port Injection) : Standard

Drivetrain

Front-mid engine, Rear-Wheel Drive : Standard

Torsen®16 limited-slip differential : Standard

Body Construction

Reinforced unibody construction with lightweight, low center of gravity design : Standard

Coefficient of drag (Cd) : 0.27

Suspension

Sport-tuned independent MacPherson® strut front suspension with strut tower bars and reinforced mounting brackets : Standard

Sport-tuned independent double wishbone rear suspension with reinforcement bracing : Standard

Solid front and rear stabilizer bars : Standard

Stabilizer bar diameter, front / rear (mm) : 18.0 / 15.0

Steering

Sport-calibrated Electric Power Steering (EPS); power-assisted rack-and-pinion : Standard

Steering wheel turns (lock-to-lock) : 2.48

Turning diameter (ft.) – curb to curb : 36.1

Brakes

Power-assisted ventilated 11.58-in. front disc brakes; ventilated 11.42-in. rear disc brakes : Standard

Front rotor size, diameter x thickness, mm (in.) : 294.0 x 24.0 (11.58 x 0.95)

Rear rotor size, diameter x thickness, mm (in.) : 290.0 x 18.0 (11.42 x 0.71)

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Dimensions

Exterior dimensions (in.)

Length (in.) : 166.7

Width (in.) : 69.9

Height (in.) : 50.6

Ground clearance (in.) : 4.9

Wheelbase (in.) : 101.2

Tread (front/rear) (in.) : 59.8 / 60.6

Wheel diameter x width (in.), bolt pattern (mm), inset/offset (mm) : 17-in. x 7.0-in. alloys, 5 x 100 mm bolt pattern, +48 mm inset

Interior dimensions (in.)

Head room — front/rear (in.) : 37.1 / 35.0

Shoulder room — front/rear (in.) : 54.5 / 51.7

Leg room — front/rear mm (in.) : 41.9 / 29.9

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Weights/Capacities

Power to weight ratio (curb weight lb./hp) : 14.1

Curb weight (lb.) : 2815

Gross Vehicle Weight Rating (GVWR) (lb.) : 3748

Seating capacity : 4

Passenger volume (cu.ft.) : 76.5

Cargo volume (rear seats up) (cu.ft.)15 : 6.9

Fuel capacity (gal.) : 13.2

Transmission fluid type, weight (capacity) : Toyota Genuine ATF WS (7.9 US qt.)

Differential fluid type, weight (capacity) : Toyota Genuine Differential Gear Oil LT, SAE 75W-85, API GL-5 (1.22 US qt.)

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Tires

Type

215/45R17 87W : Standard

Spare

Temporary : Standard

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto MPG/Other/Price

Mileage estimates (mpg city/highway/combined)3 : 24/32/27

Price

starting msrp1 : $29,875

2017 Toyota 860 Special Edition 2-Door 6-Speed Auto Options

All-season tires26 : Optional

86 Display Audio with Navigation22 – 7-in. touch-screen display, Integrated Navigation,22 Aha Radio™17 app with over 100,000 stations, AM/FM player, eight speakers, auxiliary audio jack, USB 2.0 port13 with iPod®12 connectivity and control, voice recognition,27 hands-free phone capability, phone book access and music streaming20 via Bluetooth®35 wireless technology, HD Radio™21 Technology, Gracenote® album cover art, integrated backup camera30 display, and steering wheel audio controls …More : Optional

[robertkstone]

2019 BMW M850i xDrive First Drive: The Joy of Being Surprised

When I was but a teenaged car freak few cars held the appeal of the original BMW 8 Series. Introduced in 1989, the 8 Series, specifically the V-12-engined 850s, were truly perceived as the ultimate in Ultimate Driving Machines. Sure, the ruthlessly complicated M70 12-cylinder weighed (approximately) a ton, and the cars were too luxury-oriented; unless you had the super-rare 850CSi, the 8s weren’t exactly sporting. But no matter, as even the eight-cylinder cars were hugely desirable and in tune with the times. What would Gordon Gekko drive? An 8 Series. Duh. At least until the recession of the early 1990s. With the possible exception of the i8, BMW hasn’t had an actual halo car since the OG 8, and I say the brand has suffered as a result. Fast-forward to now: BMW is launching a brand-new 8 Series to try to get some of that swaggering, master-of-the-universe mojo back.

Tall order. See, the 4,478-pound (that’s how much the BMW press release says the AWD coupe weighs) elephant in the room is that the new G11 8 Series—like the old 6 Series—is derived from the 5 Series. With the wonderful, awesome, fantastic exception of the M5, I’d take a Honda Accord over a G30 5 Series. Yes, I’m talking about all of them, including the M550i. Ye olde E31 8 Series was a unique platform that BMW spent eight years and $1.5 billion developing. This one? I figured the M850i would be nothing but an M550i with two doors hacked off. And so it was in beautiful Sintra, Portugal, home of the legendary former F1 circuit Estoril, that I approached the 2019 BMW M850i with an always-hopeful heart but a mind full of cynicism. First a road test, then some track time, sure to end in disappointment. Man, was I wrong.

Under that bulging hood and behind those wide, snarled nostrils sits the N63B44T3, a 4.4-liter V-8 with two twin-scroll turbochargers sitting in its V. Power is 523 horsepower at 5,500 rpm; torque is 553 lb-ft from 1,800 to 4,600 rpm. All that force is transmitted to all four wheels via the ubiquitous ZF eight-speed automatic transmission. The M850i’s torque split is rear-wheel biased and continuously variable, though under certain conditions as much as 50 percent of the engine’s torque can be sent to the front halfshafts. Most of the time—and largely for efficiency reasons—all the power is routed rearward. All four wheels steer, and all four dampers are electronically adjustable. BMW claims the big rig can reach 60 mph in a super-quick 3.6 seconds. Top speed is cruelly limited to 155 mph. On paper, the stats look good.

I dig the way the new 8 Series looks. It’s the first BMW since the 6 Series Gran Coupes that I find genuinely attractive. I’ll add especially in the upcoming 8 Series Gran Coupe form. Hubba hubba! Looking for flaws in the bodywork, one could point to the phony engine vents that are shaped like Batman’s boomerangs, but I don’t mind ’em. The C-pillar has a definite similarity to the current Ford Mustang, especially the way it flows into the M850i’s fat hips. Don’t hate that part, either. In a perfect world, the doors would be longer, and there would be no B-pillar (like the original 8 Series), but overall I find the big coupe handsome, specifically the all-important front three-quarter view. The hard rear’s pretty good, too. The interior is likewise quite nice, quite luxurious, and laid out well. My one gripe is that even though the navigation screen is sharp, legible, and canted toward the driver, the seventh-generation iDrive navigation software is two to four steps backward. On our road loop we missed many turns because we couldn’t decipher what the map was showing us, something that just doesn’t happen in, say, Audis or Mercedes. Android Auto and Apple CarPlay are standard, however, so just Google it.

Once comfortable with exploring a bit of Portugal not explicitly mapped out, I began to wonder where the new 8 Series fits into the larger automotive world. The base price of the M850i is $112,885. That’s expensive, about a $22,000 increase over the previous 650i xDrive. The Mercedes-Benz S-Class coupe might seem like the natural competitor, but the S560 4Matic coupe is 5 inches longer, approximately 200 pounds heavier, and, at $125,495, more expensive. Consumers will naturally cross-shop the two Germans—especially because calling this car an 8 series essentially tricks people into thinking it’s a two-door 7 Series, just like how the S-Class coupe is a two-door S-Class. Only it’s not. It’s based on the 5 Series. To be fair, all BMWs with longitudinally mounted engines are based on the brand’s CLAR “Cluster Architecture.” So if it’s not quite an S-Class coupe competitor, the M850i is most certainly not a rival for the nearly half price, kinda half-baked Mercedes E-Class coupe. Likewise, Audi doesn’t offer up any sort of competitor in the segment. Lexus and the $92,995 LC 500 (the V-8, not the more expensive but quite inferior hybrid LC 500h) is in my mind the big Bimmer’s closest competition. Frankly, unlike that S 560 coupe but quite like the Lexus, the M850i has a definite sportiness baked right into it.

That’s the big surprise for me. As I mentioned up top, I was expecting a two-door M550i. Big engine, not much of a chassis, no claim whatsoever to Ultimate Driving Machine. Not even a little. Well, I was shocked at how well the M850i tore down the road. Was I worried about the weight? Yes. Were my worries unfounded? Also yes. I think when future car fans look back on the biggest performance innovations from the mid-teens, four-wheel steering will be high up on the list. The tech finally works properly, and in the case of this BMW, it takes a large car and allows it to drive like a medium one. The steering is admirably precise, and more important—and this next part is a departure from BMWs dating back a decade or so—the steering feel is right on. The wheel is not artificially heavy or boosted or dead or variable or any of the other dreadful descriptors I’ve had to use over and over again since the Bangle cars appeared on the scene. The new M5 is the first BMW in a long time with pretty good steering feel, and the M850i continues the trend. Does the car provide Porsche-like waves of feedback through the tiller? No, but frankly neither do modern Porsches.

It was fun to smash this big guy around. Its 553 lb-ft of torque plus all-wheel drive means that the M850i launches good and hard. Do I have reason to doubt 60 mph comes up in only 3.6 seconds? Nope. The engine keeps pushing and shoving, and the torque moves the 8 Series down the road with authority—an authority that’s not unlike the traditional feel of a Bentley, one where the heft is a good, positive part of the driving experience. All that’s just a fancy way of saying strong; the M850i feels strong. The transmission is programmed about as well as I’ve seen, so much so that I never even had the notion to start pulling the paddles. What’s the mark of a great automatic transmission? When you don’t even think about it. If there’s a sore spot driving-wise on the street, it’s the brakes. BMW opted for brake-by-wire in the 8 Series—can’t have autonomous vehicles without it—but like most systems, these brakes were overly grabby at low speeds and difficult to modulate. I assumed that once we got to freshly repaved tarmac on Estoril, the brakes would be even worse. Wrong again, Jonny.

All of the gathered journalists agreed that no one takes cars like the M850i on the track. First of all, an honest to goodness M8 is coming, and second, they just don’t. But they should! What a surprisingly fun car to hoon around a track! With both the car and the traction control in Sport, I enjoyed some of the most giggle-filled laps in recent memory. The rear-bias of the AWD system allows you to hang the rear end out all over the place, but it then smartly feeds just enough power back to the front tires to help pull you around a corner. Sadly, the way press launches work these days, you go out, you get your laps, and that’s it. I say sadly because I was so impressed by how well the M850i did in Sport mode that I forgot to bother checking out Sport Plus. Moreover, I failed to experience what it was like with traction control turned all the way off. I will say, DSC Sport (BMW-speak for traction control) lets you dial up pretty big slip angles before the nanny takes over and reels you back in. The brakes? They worked better on the track than on the street and had no issues like fade even after repeatedly hauling more than 4,500 pounds down from over 150 mph. Moreover, I wasn’t working all that hard. As Randy Pobst often says, good race cars are easy to drive. That’s certainly the case with the M850i on track.

Little is better than having your preconceived notions proven wrong by a great car. Where I was expecting a disappointing driving experience, I was treated to a wonderful one. Assuming frowns, I instead experience smiles. Great big ones. Don’t think of the M850i as a two-door M550i. Think of it instead as a lightly detuned M5 with a tight rear seat but much sexier sheetmetal. I’ll even go so far as to say this: The M850i xDrive is a worthy successor to the original 8 Series. Like the original, I say the 8 Series sits at a unique place in the market, has enough curb appeal to turn all the right heads, and can surprisingly put its performance money where its mouth is. Great job, BMW. Now bring me the M8!

IFTTT

[robertkstone]

2019 Volvo XC40 First Drive Review: Redheaded Stepchild

Volvo’s three SUVs are all similarly dressed and obviously related, but line them all up, and the new little 2019 XC40 kind of stands out like a brutha-from-anutha-mutha. Like maybe dad stepped out on the XC60 and XC90’s handsome blonde mom and knocked up a vixen from the other side of the tracks. Short overhangs push the wheels to the corners, the beltline swoops up into a blind-spot-inducing C-pillar, the other vehicles’ LED headlight hammers morph into Thor’s divining rods here, and the XC40 wears the XC90’s grille inside out. It is designed so that you can assign digital keys to the smart phones of family members, loved ones (or perhaps the occasional renter) for car sharing. And the XC40 won’t force you into an arranged marriage involving laborious purchase or lease negotiations with a dealer. You can effectively “swipe right” on an app and hook up with one for as little as a year (learn about Care by Volvo below).

BLACKTOP R-Design models all get a black roof and roof rails, grille, mirrors, and an embossed black R-Design logo on the C-pillar. Momentum trim levels can have a white top for $300.

All of this is carefully planned to steer upscale millennial buyers away from the established players and into Volvo’s open embrace. As the first product on the Geely group’s new CMA small-car platform, the first 40-series car Volvo has offered on a global basis, and the brand’s first entry in the fast-growing premium compact CUV space, expectations for the XC40 are pretty high. So is the body (Volvo asserts best-in-class ground clearance and height) and the equipment specification, with the safety gear list mostly identical to an XC90’s—Pilot Assist (adaptive cruise and lane-centering), City Safety, run-off-road protection and mitigation, cross traffic alert with brake support, and a 360-degree camera system to help drivers maneuver their car into tight parking spaces. To assess its chances of success, we channeled our inner entitled, lazy, selfie-snapper and headed to Barcelona to sample what might be the most youthful Volvo since the 1957 P1900 roadster.

The only trim level available for test-driving was the range-topping T5 AWD R-Design, and we gravitated to a white one with the “molten lava” orange carpet and door insert trim (a $100 option on R-Design models only). As with the exterior, the XC40’s Sensus vertical iPad-like infotainment screen, A/C vent design, gauges, and fonts say Volvo, but the lack of a woodgrain trim option and the techie metal trim—not to mention that bright orange carpet—all reflect Volvo’s desire to lure the youth. Nothing’s getting lost on this floor or in the gigantic door storage pockets, which benefit from ditching the bass speakers from the lower door trim and replacing them with a single big bass speaker mounted to the firewall just under where the right wiper parks. The interior bristles with clever storage solutions. There’s a retractable hook above the glove box described as a place to hang carryout food bags (an owner’s mom could hang her purse there, too). A console trash bin with a lid comes out for easy emptying, and Volvo introduces its first wireless phone-charging doc in the console. The rear cargo floor folds to form a divider, with three hinge points that serve as bag hooks (another pair of bag hooks flank the cargo area for when the floor is left flat). We also like the rigid cargo cover that stows beneath the floor when carrying taller items.

XC40 T5 models are powered by a 2.0-liter turbo that’s rated for 248 hp at 5,500 rpm and 258 lb-ft between 1,800-4,800 rpm. The engines in the senior XC T5s make two more horses and reach peak torque 300 rpm earlier. A T4 front-drive base model will trail the T5 to market, outfitted with a smaller turbocharger producing 14.3 pounds of boost (down from the T5’s 20.0), so output peaks at 185 hp and roughly 195 lb-ft (full specs are not yet available). In other markets, the XC40 will introduce Volvo’s forthcoming I-3 engine making 150 hp and 207 lb-ft, and we could yet see hybrid and/or fully electric variants. The XC40 uses its elder siblings’ eight-speed automatic, ratios and all.

The all-new CMA platform employs struts in front and a fully isolated four-link rear suspension. Base cars get twin-tube shocks, the optional sport suspension (standard on R-Design) gets fancier mono-tube shocks with stiffer damping and spring rates, and an optional Four-C suspension will eventually be available with continuously controlled damping courtesy of Tenneco valves on Öhlins dampers. In another departure from SPA practice, the electric power steering system’s electric motor moves the steering rack via a second pinion instead of via parallel belt-drive and worm gears. The effort map looks like a deep notch, ramping up quickly just off center in each direction. Base cars get 18-inch wheels, 19s and 20s are optional, all shod in all-season tires for the U.S. There’s a 21-inch accessory wheel that gets summer tires.

FLAGGED The first 5,000 XC40s will feature this little rubberized Swedish flag, adhered to the clamshell hood on the driver’s side and echoing the cloth one that’s been affixed to Volvo seats for years.

So how does it feel, zipping around the twisting Catalonian roads below Montserat? Compared with an XC60 T6 AWD sampled on these very same roads in May, it’s considerably lighter, more compact, and nimbler. Volvo estimates our XC40 will hit 60 mph in 6.2 seconds, and indeed it feels nearly as quick as our last XC60 T6, which hit 60 in 6.1 seconds. Clearly trimming 600 pounds is roughly equivalent to adding a supercharger, as our XC40’s engine is towing just a fraction of a pound-per-horsepower more weight than its big stepbrother. Bury the throttle to pass a slow-moving local, and revs build quickly and class-competitively, but we wish the engineers had better differentiated this engine’s sound signature. When it’s on the boil, it has the exact same angry-horseflies buzz one hears in the big-boy XCs. Oh well, crank up the Harman Kardon jams.

As in 60- and 90-series Volvos, the driver can select between Eco, Comfort, Dynamic, Off-road, and Individual driving modes that tailor the throttle and transmission response, brake and steering feel, all-wheel-drive torque bias, and damping level (when so equipped). Sadly, XC40s trade the console-mounted diamond-milled rotary push knob for a plain black button on the center stack. Dynamic mode brightens up throttle response and sharpens transmission logic quite noticeably, but any variation in steering or brake feel were too subtle to notice on this drive. At one point an aggressively driven older VW GTI gave chase, and we were impressed by the flat cornering and high levels of grip afforded by the R-Design’s standard sport suspension. Of course our Euro-spec cars were shod in optional 20-inch Pirelli P Zero summer rubber. America gets standard all-season fitments, so we should expect more tire squeal and fewer cornering gs. None of the bumps we encountered with these sport suspenders threatened to knock passengers’ phones from their hands. If our drive raised one caution it’s on the fuel economy front. If the computer’s self-reporting is to be believed, we managed just 22 mpg over 180 miles or so, probably half of which was gentler highway cruising.

Customer deliveries are expected in the second quarter of 2018. Before then we’ll ask our own millennial staffers to rank this wild Swede amongst its Eurasian peers, the BMW X1, Audi Q3, Infiniti QX30, and Mercedes GLA-Class. Their eagerness to assume the task might be our first clue to the vehicle’s success.

NORWEGIAN WOULD? The interior manages Scandinavian sleekness without wood. It looks upscale despite conventional starter and mode-select buttons. The by-wire shifter requires two taps forward or backward to engage R or D as in T8 Volvos.

Care by Volvo—Netflix for Premium CUVs

Today’s harried millennial has no appetite for the hassle of dickering to buy or lease a vehicle, cross-shopping insurance, contemplating maintenance plans, etc. He or she just wants to pick the colors, twiddle a smartphone screen, and drive off. That’s all it takes to download a movie or TV series from Netflix or Amazon, and now as little as 10 minutes of phone-fiddling can also “download” a nice Volvo XC40 (T5 AWD Momentum trim with five popular options) for $600/month or a nicer Volvo XC40 (loaded R Design) for $700. During that time, Care partner Liberty Mutual Insurance assesses your risk profile and either accepts or declines you for its $500-deductible standard insurance plan—there’s no discounting or surcharging based on your location or driving record. The contract is for two years at 15,000 miles per year, but after just 12 months the car can be swapped for another one by signing a new 24-month contract. These mono-spec cars will be stocked and distributed by Volvo and delivered and serviced by local dealers. All the subscriber pays for is gas and local taxes/fees (this is an ownership model, not a rental model like Cadillac’s Maven). The first Care subscriptions will be offered in March, selling on convenience, not lower overall costs.

Learn more about Care by Volvo here

2019 Volvo XC40 BASE PRICE $34,195-$38,695 VEHICLE LAYOUT Front-engine, FWD/AWD, 5-pass, 4-door SUV ENGINES 2.0L/185-hp/195-lb-ft (est) turbocharged DOHC 16-valve I-4; 2.0L/248-hp/258-lb-ft turbocharged DOHC 16-valve I-4 TRANSMISSION 8-speed automatic CURB WEIGHT 3,450-3,550 lb (est) WHEELBASE 106.4 in LENGTH X WIDTH X HEIGHT 174.2 x 73.3 x 65.0 in 0-60 MPH 6.2-7.0 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not yet rated IFTTT

[omgchocolateunknownbouquet-blog]

2017 Honda Acura MDX – Standard Package

New Post has been published on http://auto.tintoantap.com/2017-honda-acura-mdx-standard-package/

2017 Honda Acura MDX – Standard Package

   The Acura MDX, or Honda MDX as known in Japan and Australia (only the first generation was imported), is a mid-size three-row luxury crossover produced by the Japanese automaker Honda under its Acura luxury nameplate since 2000. 2017 Honda Acura MDX is the Third generation model’s. The 2014 MDX Prototype was unveiled at the 2013 North American International Auto Show the production version was revealed at the New York Auto Show.

All MDX models are equipped with a two-position third-row seat with 3-point seat belts and adjustable headrests.

+ Third-row passengers have their own beverage holders and storage pockets and the Advance Package adds a third-row USB charging port.

+ With the push of a button, the second row seat folds and slides forward to provide easy accessthe third row. Pushing the seat back returns it to the starting position. A second pair of buttons high on the seatback help third row passengers exit. These buttons illuminate when a rear door is opened.

Space for all your accoutrements, the center console armrest slides forward and backward for your comfort. Inside is a small bin perfect for phone and personal items as well as a lower door with non-skid ribs on its surface for a purse or electronic device.

The MDX instrument panel is an experience in itself – enveloping the driver and front passenger in innovation. Shortcuts for audio and climate control are at your fingertips with the On Demand Multi-Use Display™ touchscreen display.

Designed for both drivers in the family. Set your personal seat positioning preference once. Then, when you step up to your MDX with your personal key fob, the driver’s seat will instantly adjust to your selected settings.

Conveniently charge and link your devices to the MDX. With Siri Eyes Free, use features of your compatible iPhone without taking your hands off the wheel. Integrated Pandora™ and Aha™ apps deliver cloud-based podcasts, internet radio stations and more.

2017 Honda Acura MDX – Standard Package Pricing

Front Wheel Drive : $44,050*

SH-AWD® : $46,050*

2017 Honda Acura MDX – Standard Package Powertrain

Engine Type

+ FWD & SH-AWD 3.5-liter direct injection V-6 : Standard

Valvetrain : 24-valve, SOHC i-VTEC®

Engine Horsepower (@ rpm) (SAE net) : FWD & SH-AWD: 290 @ 6200

Engine Torque (lb-ft @ rpm) (SAE net) : FWD & SH-AWD: 267 @ 4700

Throttle Control : Drive-By-Wire™

Compression Ratio : FWD & SH-AWD: 11.5

EPA Fuel Economy Ratings2 (city / highway / combined)

+ 2WD : 19 / 27 / 22

+ SH-AWD : 18 / 26 / 21

CARB Emissions Rating : LEV3 ULEV 125

Tune-Up Interval3 : 100,000 +/- miles no scheduled tune-ups

Recommended Fuel19 : Premium unleaded 91 octane

Fuel Tank Capacity : FWD & SH-AWD 19.5 U.S. gallons (73.8 liters)Sport Hybrid 19.4 U.S. gallons (73.4 liters)

Transmission

+ FWD & SH-AWD 9-Speed Automatic with Sequential SportShift Paddle Shifters : Standard

FWD & SH-AWD: Gear Ratios

+ 1st : 4.71

+ 2nd : 2.84

+ 3rd : 1.91

+ 4th : 1.38

+ 5th : 1.00

+ 6th : 0.81

+ 7th : 0.70

+ 8th : 0.58

+ 9th : 0.48

+ Reverse : 3.83

+ Final Drive : 4.33

2017 Honda Acura MDX – Standard Package Chassis

Suspension : 4-Wheel Independent MacPherson Strut Front / Multi-link Rear

Front Stabilizer Bar (mm)

+ 2WD 24.0 : Standard

Rear Stabilizer Bar (mm)

+ 2WD 25.4 : Standard

Steering : Electric Power-Assisted Rack-and-Pinion Steering (EPS)

Steering Ratio (:1)

+ FWD & SH-AWD 15.66 : Standard

Turning Diameter, Curb to Curb

+ FWD & SH-AWD 38.7 ft : Standard

Integrated Dynamics System : FWD & SH-AWD: 3-mode (Comfort, Normal, Sport)

Braking Systems : Anti-Lock Braking System (ABS) Electronic Brake Distribution (EBD) Brake Assist

Front Disc Brakes : 12.6 in. ventilated

Rear Disc Brakes : 13.0 in. solid

Wheels

+ FWD & SH-AWD : 18 x 8.0 Shark Gray Machine-Finished 5-Spoke

Tires: High-Performance All-Season : 245/60 R18 High-Performance All-Season

Curb Weight (lb)

+ Front Wheel Drive : 4001

+ SH-AWD : 4,215

Weight Distribution (% front / rear)

+ Front Wheel Drive 59 / 41 : Standard

+ Sport Hybrid & SH-AWD57 / 43 : Standard

2017 Honda Acura MDX – Standard Package Exterior

Lighting

+ Jewel Eye LED Headlights : Standard

+ LED-Illuminated Taillights : Standard

+ Auto High / Low Beam Headlights : Standard

Side Mirrors

+ LED Integrated Turn Signals : Standard

+ Heated : Standard

+ Reverse Gear Tilt-Down Function : Standard

Wheelbase : 111.0 in (2820 mm)

Length : 196.2 in (4984 mm)

Width (without mirrors): : 77.8 in (1975 mm)

Height : 67.4in (1713 mm)

Front Track : 66.3 (1684mm)

Rear Track : 66.3 (1684mm)

Ground Clearance (unladen) : 7.3 in (185 mm)

Clearance Angles

+ Approach 14.9 : Standard

+ Break Over 15.2 : Standard

+ Departure 17.4 : Standard

2017 Honda Acura MDX – Standard Package Interior

Seating

+ Leather Trimmed Interior : Standard

+ Driver’s 10-way Power Seat with Power Lumbar Support and Easy Entry : Standard

+ 2-Driver Memory System for Driver’s Seat, Side Mirror and Steering-Column Positions plus Audio and Climate Settings : Standard

+ Front passenger’s 8-way power seat : Standard

+ Heated Front Seats : Standard

+ 2nd Row Seating for Three (Total seating capacity 7) : Standard

+ Sliding 2nd-Row Seats with Adjustable Seatback Angle : Standard

+ 3rd-Row Access One-Touch Smart Slide Walk-In : Standard

+ 60/40 Split Folding 2nd-Row Seat : Standard

+ 50/50 Split Folding 3rd-Row Seat : Standard

Climate Control

+ Automatic : Standard

+ Tri-zone : Standard

+ Humidity control : Standard

+ Air Filtration : Standard

Keys & Access

+ Keyless Access System : Standard

+ Smart entry : Standard

+ Pushbutton ignition : Standard

+ Acura personalized settings : Standard

Windows

+ Power : Standard

+ Auto-up / down and auto-reverse : Standard

+ Retained accessory power for windows and moonroof : Standard

Steering wheel

+ Leather Wrapped : Standard

+ Electronic tilt and telescoping steering column : Standard

Steering Wheel-Mounted Controls

+ Adaptive Cruise Control : Main, time set, speed set, resume, decel, accel

+ Lane Keeping Assist System : Standard

+ Audio Volume, Skip Forward / Rearward, Mute, Change Source : Standard

+ Bluetooth word mark and logos are owned by the Bluetooth SIG, Inc., and any use of such marks is under license.”>11 HandsFreeLink : Standard

+ Multi-Information Display : Standard

Multi-function front center console with sliding tray

+ Front : Standard

Power access

+ 12-Volt Power Outlets (center console, front armrest and cargo area) : Standard

+ Two Front-Row USB Charge Ports : Standard

+ Two 2nd-Row USB Charge Ports : Standard

Headroom

+ Front 38.1 in. (969 mm.) : Standard

+ 2nd Row 38.3 in (973 mm) : Standard

+ 3rd Row 35.6 in. (904 mm.) : Standard

Legroom

+ Front 41.4 in (1051 mm) : Standard

+ 2nd Row 36.6 in (929 mm) : at rear most slide position 38.5 in (977 mm)

+ 3rd Row 28.1 in (713 mm) : when 2nd row is slid forward 30.9 in (785 mm)

Hiproom

+ Front 57.5 in (1461 mm) : Standard

+ 2nd Row 57.8 in (1469 mm) : Standard

+ 3rd Row 40.6 in (1031 mm) : Standard

Shoulder Room

+ Front 61.1 in (1551 mm) : Standard

+ 2nd Row 59.1 in (1502 mm) : Standard

+ 3rd Row 54.7 in (1390 mm) : Standard

Passenger Volume : FWD & SH-AWD: 132.7 cu ft

Cargo Area Volume

+ Behind 3rd Row 14.946 cu ft (15.847 cu ft) : Standard

+ Behind 2nd Row 38.446 cu ft (43.447 cu ft) : Standard

+ Behind 1st Row 68.446 cu ft (90.947 cu ft) : Standard

2017 Honda Acura MDX – Standard Package Media & Connectivity

Audio

+ Acura Premium Audio System : Standard

+ Audio System Speakers : 8

+ CD, MP3 and WMA Compatible Disc Player : Standard

+ MP3/Auxiliary Input Jack : Standard

+ USB Audio Interface with iPod Integration : Standard

+ Aha Compatibility : Standard

+ Pandora Compatibility : Standard

+ SiriusXM Satellite Radio with Advanced Audio Features : Standard

+ Bluetooth word mark and logos are owned by the Bluetooth SIG, Inc., and any use of such marks is under license.”>11 Streaming Audio : Standard

Smartphone Interface

+ SMS, MMS text message reading : Standard

+ Siri Eyes Free (iPhone only) : Standard

+ Bluetooth word mark and logos are owned by the Bluetooth SIG, Inc., and any use of such marks is under license.”>11 HandsFreeLink : Standard

2017 Honda Acura MDX – Standard Package Safety & Driver Assistive Technology

Visibility

+ Multi-View Rear Camera with Dynamic Guidelines : Standard

Supplemental Restraint System :

+ Advanced Front Airbags (SRS) : Standard

+ SmartVent™ Front Side Airbags : Standard

+ Side Curtain Airbags : Standard

+ Driver’s Knee Airbag : Standard

Seat Belts :

+ 3-Point Height-Adjustable Front Seat Belts with Automatic Tensioning System and Load Limiters : Standard

+ 3-Point Seat Belts (2nd & 3rd Row) : Standard

Braking Systems :

+ 4-wheel Anti-Lock Braking System (ABS) : Standard

+ Electronic Brake Distribution (EBD) : Standard

+ Brake Assist : Standard

2017 Honda Acura MDX – Standard Package Warranties

Vehicle : 4-year / 50,000-Mile Limited Warranty

Powertrain : 6-year / 70,000-Mile limited Warranty

Outer Body Rust-through : 5-Year / Unlimited-Mile Limited Warranty

Acura Genuine Accessories : 4-year / 50,000-Mile Limited Warranty

Acura Total Luxury Care® (TLC) with Roadside Assistance : 4-year / 50,000-mile

Seat Belts : 15-year / 150,000-Mile Limited Warranty