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deepdrearn · 6 years

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My First Ultra: race recap / long distance musings

I woke up from the sound of the rain on the roof. Hard rain. Ugh. Can I still cancel this?

But as soon as twilight set, I got up and dragged myself to the washing facility of the campsite. I was completely aware of the Dutch weather when I signed up for a race on November 10th. I'd signed up anyway. I'd trained for months. I got J to drive and camp with me here last night. I was pretty invested.

An apple syrup sandwich and a half later, we took off to the start, to arrive an hour early. Which gave us plenty of time to get my bib, a coffee, and three nervous trips to the van to get some thing I forgot. The other runners came in one by one. Mostly middle aged men and some hipster insta ultra runner anton krupicka styled boys taking selfies. I guess there were about ten percent women, which is I guess a ratio that I'm used to from studying computer science :'). On our way to the start we run into E, a former CS classmate, that had dropped out to become a filmmaker/ultra runner. This would be his first 50k too.

The start is indicated by a modest banner at the edge of the forest. There we go. Me and E do a little catching up and follow the stream of runners. The course is beautiful. So beautiful. Also, it is not easy. Soon we are running in loose sand. There's quite some climbing. Some hard climbs are awkwardly squeezed into the course just for the heck of it. I'm starting to realize that by doing a trail for my first ultra I had added some serious difficulty. But I manage to find a relatively comfortable pace behind two older runners ("We're taking it easy, there's plenty of miles to go!"). I stay there untill the first aid station, where I get out quick with a banana and E.

We read a sign: "The Hell of Heibergen. Have Fun!!". I will soon discover what this is about: there is a hill, and the course has been draped over that hill about ten times. Did I underestimate the vertical gain in the course? Or did they just put all of it in this tiny section? It is easy to miss a mark here and get lost, which obviously we do. A lot. I'm pretty sure I ran at least half of this 'Hell' twice. Because of the detours we are behind the senior runners again. They are way better at navigation than this spoiled google maps generation. The group around us occasionally still takes a wrong turn but luckily there's always someone that sees the course mark in time. I am very glad to be around others to find our way together. Everyone around me is exceptionally friendly. When I trip over some roots, everyone stops to check I'm okay and only continues when I'm on my feet again. There's chatting with other runners and little competition or speedups. We all have a long way to go.

Around 20k, E tells me he wants to slow down soon. I want that too, but not just jet. The course is heavy. More loose sand. I'm tired and I hurt. Soon I don't see E anymore. I have 30k to go and already gave up the idea of a 6 hour finish. The seniors are obviously pros at this and slowly but surely they are running away from me.

A little further I change to the 5:1 run/walk plan I've tried in training. It makes the distance easier to control. All I now have to do is count down the five minutes till I can walk. What I suspected is true: this one minute walk allows me so much recovery that my average speed is barely under the pace that I would be capable of when running continuusly in this state. I keep up with the runners around me (that are not taking any walking breaks).

5:1 is my world. 5:1. Ten times in an hour. I check my watch, not really for distance, but for minutes.

I've ran 30. If this is where the marathon starts, then maybe this is just where long distance really starts and it is also the start of my ultra. Because around this point I am starting to feel a certainty. I know for a fact that my reach of the finish is inevitable. I am getting there. At 20k I was wondering what the hell I had gotten myself into. Now it is crystal clear that I will get through the next 20k. I just can. Not like it's a breeze. My feet hurt. My hair feels like a weird wig tugging my head. It is raining and each time I slow down for a walk, it feels like I'm going to pee my pants. But I can do it. This is one of the most beautiful and hardest things I have ever done.

Runrunrunrunrunwalkrunrunrunrunrun.

Around me are a Belgian guy and a girl in a Rotterdam marathon shirt. Sometimes they walk a minute with me. And if they don't, I catch up with them each time again. It is annoying to notice that I am absolutely not wanting to eat. The thought of food is off-putting and my stomach gets upset from the electrolyte solution. It is incredibly rare for me to have no appetite and even rarer that I have to force feed candy. Definitely moments to remember. The last aid station is about 8k before the finish. I pee, dilute the electrolyte solution with water and manage to shove in a piece of banana. I walk away with some more banana.

I walk and eat my banana. Fuck this shit. I have already ran a marathon. I get to walk as much as I want from here on. Or so I tell myself. I get a little hypothermic and some fingers loose bloodflow. It is still raining. Running is my only way of staying warm. So there we go.

If I talk to people about long distance running, I sometimes say that with each mile you run, there's a layer peeled off of you. Till there's only the core, stripped of all things unnescesarry. And the world shrinks accordingly. There is no world. Not outside of me and the square meter I'm running on. There is no niceties, no constructs. I am here and I am the world. In all simplicity.

Then two runners pass: "Just 4k to go!". 4k? I was supposed to do at least 7, right? The runners swear their data is on point. Has my GPS been thrown off by the forest, as it has before? Did I unknowingly cut the course? Is their story real? Only 4k to go? This is the weirdest idea, and the biggest mindfuck at this point. But I shrug it off, as an underestimation seems worse than an overestimation. I'm running close to a highway. I've seen this on the map. But where was it? 4k to go? 2k to go? Then there's a sign: "1k to go". WTF? Only one? And I was counting on 4! I take the last few hills. Running down has become a Very Hard Thing, as has climbing. I manage to almost take the wrong turn right before the finish but get corrected by the Belgian guy. I see the finish banner. I see J. There is applause and cheering. There is a medal on my neck. A goodie bag. I hug J and tear up. The photographer catches this moment too late and we do it again. Laughter. I check my watch and see that I have run 5:59:33.

#race recap #my first ultra #ulra running #long distance running #runblr #running #runner #race report #ultra marathon

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privateplates4u · 5 years

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Chevrolet Camaro ZL1 1LE: 4th Place – 2017 Motor Trend Best Driver’s Car

We’ve all heard about the bad old days at GM when no car was allowed to challenge the Corvette’s performance supremacy. Those days are long dead. Team Camaro has applied its 1LE handling philosophy to the monstrously powerful ZL1, and the resulting monster is the most track-capable road car GM has ever sold. Up front, the standard Camaro ZL1’s 6.2-liter supercharged V-8 still makes 650 horsepower and 650 lb-ft of torque because frankly it didn’t need to make more. Being an enthusiast’s car, a six-speed manual is the only transmission on offer. An electronically controlled differential rounds out the powertrain. Out at the corners, magnetic shocks are replaced with Multimatic spool-valve shocks, and like the rest of the suspension, they’re hard-mounted with metal bushings, not rubber. The ride height, front camber, and rear anti-roll bar are all manually adjustable. A bigger grille improves cooling, and dive planes on the front corners and a massive rear wing provide downforce across the car. Equally massive carbon-ceramic brakes do the stopping. It’s Best Driver’s Car week! Don’t miss the incredible story of how we chose the 2017 Best Driver’s Car right here, and stay tuned for the World’s Greatest Drag Race, coming soon. Put it all together, nail the launch, and you’ll see 60 mph in 3.6 seconds and an 11.7-second quarter mile at 123 mph flat. Going the other way, the 3,837-pound ZL1 1LE will stop from 60 mph in a scant 91 feet. Put it on a skidpad, and it’ll pull 1.11 average g. Fling it at the figure eight, and you’ll get a 23.0-second lap at 0.93 average g. We Say “This car needs five-point harnesses because the dampers are so unforgiving. It’s true this 1LE has incredible grip; however, the compression damping is way too harsh while the rebound damping is just right. I’m not sure where they tuned this, but it clearly did not have a lot of bumps and jumps. The steering is freakishly quick. It took me three corners to calm my hands down, so I didn’t steer into and across the apex. The power seems to be well matched for the chassis, for a change, unlike the Z06. Third gear seemed very tractable and had a wide bandwidth. This feels like what I imagine a ’60s-’70s Trans Am car would be like.” – Chris Walton “I know Jonny loves this car, but I just can’t warm to it. Probably because I’ve lost all my fillings, and my kidneys are bruised. With the exception of the best roads, the ride in this Camaro is punishing. I’ve encountered smoother paint mixers. I had to remind myself that based on the numbers, this car is fantastic. Endless grip, fade-free brakes, abundant horsepower. But the thing is, I didn’t care. The bouncing was so bad that I found myself reacting to that instead of focusing on sheer act of driving. The Camaro might be brilliant on the track, but I wouldn’t want to drive this to get there.” – Derek Powell Read about other 2017 Best Driver’s Car contenders: Ferrari 488 GTB Porsche 911 Turbo S Porsche 718 Cayman S Lexus LC 500 Mercedes-AMG GT R Alfa Romeo Giulia Quadrifoglio Chevrolet Corvette Grand Sport Aston Martin DB11 Nissan GT-R NISMO Mazda MX-5 Miata RF McLaren 570GT “Simply tremendous … tremendous grip, tremendous brakes, and tremendous power. And how about that third pedal? This added that special connection to the vehicle that the Ferrari or 911 Turbo simply can’t match, which is why I ranked it higher than those two fancy (and expensive) machines. With the Camaro, I felt like I—not some fancy software—had a big part in conquering 198.” – Erick Ayapana “That’s a driver’s car! When the aero and the tires shake hands, it’s a moment of revelation. You are suddenly driving a hard-mounted race car. Unreal. So much power, so much control, so much stopping ability. An absolute monster of a machine. This is an uncaged race car. Being able to actually use all 650 horsepower and 650 lb-ft of torque is mind-boggling. I’m not sure how this car isn’t a podium finisher.” – Jonny Lieberman “Long name, amazing results! Everywhere a competitor put a wheel in the air, the Camaro stuck like glue. There’s a lot of vertical movement in the cabin, but the car just sticks no matter what. It never jumps sideways a foot when it hits a mid-corner bump, never moves around laterally at all. Even when it feels like you’ve carried too much speed into a corner, it sticks. I can’t count how many times I put the throttle flat on the floor. In a 650-hp car this stiff on this bumpy road, that’s seriously impressive. The eLSD takes a little getting used to. If you start to feed in power mid-corner, the car turns in more as the diff gets to work. Steer with the throttle? Yes, please! “Brakes have huge stopping power and great pedal feel. Squeeze, don’t stomp, and get exactly what you want. “I thought this car would be too stiff for the road, and that’s coming from someone who drove the Z/28 for a year. I was wrong.” – Scott Evans Randy Says “It was not perfectly balanced for me. I’m really trying to smear a little lipstick from the perfection here, but it would go from a little teeny bit of understeer, which was perfect, to a little bit of oversteer, which is almost perfect. But when we put it in the context of what it is, which is a front-engine rear-drive car with 650 horsepower, the traction was incredible. It put down power extremely well, I could drive it with everything turned off, and for me, that’s just so much more satisfying. “The dampers felt great. Basically I never thought about it. Which means nothing came into my awareness as being, oh, this is too stiff. Or that is too soft. I don’t sense roll. So when I just turn for the corner, it just lies over there. That’s not good terminology because I don’t feel it roll. I’m sure it does, but I don’t feel it. Which means it’s got good damping. When I’m down in the corner, in the middle, I still have a steering response, and I can still tighten it up. “It was happy coming out of the corkscrew. That’s always hard in a powerful rear drive car. Put the power down. When you’re in a low gear and it’s a hard right. It wants to power oversteer. But this one was pretty damn good. Especially at that power level. See, we have to keep this in context. “The car generated a tremendous amount of braking force, but for the first time in any high-performance Camaro, it had a long pedal. I was pumping it a little bit, and I remember going up that Corkscrew thinking, ‘Jesus and Heaven above, let these work.’ And boy did they work. It stopped so well. It was very, very pleasing and satisfying how late I could brake in this—what is a relatively heavy car. It’s light for a Camaro, a supercharged Camaro. A bad driver could crash it immediately, but for a reasonable guy who can drive really fast and doesn’t need stability control, this is the ultimate pony car right now.” 2018 Chevrolet Camaro ZL1 (1LE) POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD ENGINE TYPE Supercharged 90-deg V-8, alum block/heads VALVETRAIN OHV, 2 valves/cyl DISPLACEMENT 376.1 cu in/6,162 cc COMPRESSION RATIO 10.0:1 POWER (SAE NET) 650 hp @ 6,400 rpm* TORQUE (SAE NET) 650 lb-ft @ 3,600 rpm* REDLINE 6,500 rpm WEIGHT TO POWER 5.9 lb/hp TRANSMISSION 6-speed manual AXLE/FINAL-DRIVE RATIO 3.73:1/2.00:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, adj anti-roll bar STEERING RATIO 11.1:1-15.1:1 TURNS LOCK-TO-LOCK 2.3 BRAKES, F; R 15.4-in vented, 2-pc disc; 14.4-in vented, 2-pc disc, ABS WHEELS 11.0 x 20-in; 12.0 x 20-in, forged aluminum TIRES 305/30R19 98Y; 325/30R19 101Y Goodyear Eagle F1 Supercar 3R (Tread 100) DIMENSIONS WHEELBASE 110.7 in TRACK, F/R 64.1/62.8 in LENGTH x WIDTH x HEIGHT 188.3 x 74.7 x 52.0 in TURNING CIRCLE 38.7 ft CURB WEIGHT 3,837 lb WEIGHT DIST, F/R 55/45% SEATING CAPACITY 4 HEADROOM, F/R 38.5/33.5 in LEGROOM, F/R 43.9/29.9 in SHOULDER ROOM, F/R 55.0/50.4 in CARGO VOLUME 9.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 0-40 2.2 0-50 2.8 0-60 3.6 0-70 4.4 0-80 5.3 0-90 6.6 0-100 7.9 0-100-0 11.3 PASSING, 45-65 MPH 1.5 QUARTER MILE 11.7 sec @ 123.0 mph BRAKING, 60-0 MPH 91 ft LATERAL ACCELERATION 1.11 g (avg) MT FIGURE EIGHT 23.0 sec @ 0.93 g (avg) 2.2-MI ROAD COURSE LAP 1:34.30 sec TOP-GEAR REVS @ 60 MPH 1,900 rpm CONSUMER INFO BASE PRICE $71,295 PRICE AS TESTED $73,090 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 19.0 gal EPA CITY/HWY/COMB ECON 14/20/16 mpg ENERGY CONS, CITY/HWY 241/169 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.20 lb/mile RECOMMENDED FUEL Unleaded premium The post Chevrolet Camaro ZL1 1LE: 4th Place – 2017 Motor Trend Best Driver’s Car appeared first on Motor Trend.

http://www.motortrend.com/news/chevrolet-camaro-zl1-1le-4th-place-2017-best-drivers-car/

#Best Driver's Car #Car Performance

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seotipsandtricks-me · 5 years

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One thing I always loved about Star Trek was the maps of the galaxy they had on the bridge of the Starship Enterprise, showing and labeling the stars and planets of different alien civilizations. I loved the rich backdrop these maps put behind the show, making its futuristic premise of an explored galaxy of technologically advanced civilizations seem real. This map of the Star Trek galaxy from Star Trek online has all my old favourites – the Federation stars & planets in blue (that’s us), the Klingon Empire in red, and even the ultimate bad guys – the Borg – in Purple on the right. My current vocation of SEO hasn’t yet taken me to navigating the galaxy on a starship, but it has taken me deep into keyword market analysis – and that’s something that can be made to (sort of) look like it’s from Mr Data’s computer terminal on the Enterprise bridge. In SEO, keyword market analysis answers this question: What are people searching for online in relation to what you sell, and how often are they searching for those things? If you are running a website without this knowledge, it will be difficult to know which new pages to make or which existing ones to improve to achieve your growth goals in organic search. In this post, it is assumed you have already done this analysis in a spreadsheet, and having put your keywords into groups are now looking to present the findings about what the market looks like to your client visually. This post is about the market visualisation I like to use and how it’s made. If you haven’t got your keywords grouped yet, I recommend taking a look at the predecessor post to this one, how to easily group all your keywords. Market Map A Market Map is an image of a market. It’s like taking a shareable photo of what the market really looks like, as revealed by the keyword analysis you have done. This is what I mean by keyword analysis – a spreadsheet with keywords put into groups, and their search volumes. A market map turns a spreadsheet into a galaxy. In the image below: The lines show how the keyword groups are structured. The circles shows how popular these keyword groups are relative to each other by their size (also shown by label size) The colours represent the taxonomies and are customisable. The colours show the 2 main galactic empires in the venue space – ‘corporate’ & ‘non-corporate’. The circles show the relative search volume for corporate keywords e.g. ‘team building venue’ and non-corporate keywords e.g. ‘party venues bristol’, split into sub-groups that show market structure. Here’s a full size version that’s big enough to navigate like a galaxy (you may need to scroll around). Here’s a different industry twist on the same theme, this time for big tech – here’s the full size galaxy version. We can see who the big and small fry are at a glance. From big tech to broadway – your market map is an eagle eye view of any digital vertical. This one shows how popular the different shows are, relative to each other. Why use a Market Map? Keyword market analysis is how you know where to aim your search strategy. The Market Map communicates how you know this to anyone who would like to understand without asking the viewer to think about numbers, or requiring them to interact with a spreadsheet. As a single image, it can be physically pointed at, printed out and stuck on the fridge. A short verbal explainer of what the coloured structures mean is recommended beforehand. Once your audience is on board, you can sit down in the war room and strategise together for galactic domination. The astrometric data indicate that ‘Parties Near Me’ may be our best chance for success in this campaign Captain. No Excel or programming expertise is needed to make a market map. It takes 45 minutes to get familiar with a free graph making program called Gephi using the instructions in this post. Once you’ve learned it, you can churn these out in 20 minutes, depending on how much of a perfectionist you are. Delight your audience Keyword analysis spreadsheets are boring. Useful, sure. Profitable, definitely. You really should pay attention. Throw in some Excel charts and they’ve graduated from boring to a bit less boring. But still boring. The left brain is engaged and dutiful, but tired. The right brain wants to go play outside. I didn’t want to straw-man this one – it’s quite nice. But let’s face facts – it’s still a spreadsheet. I have to think about numbers. Meanwhile, outside… Edu-tain your audience and they’ll be grateful that you made their working day a bit more fun. They’ll have both brain hemispheres focused on your presentation and won’t have a memory of suffering associated with it. Give confidence without complication Once they’ve done their analysis, the analysts at a digital agency can communicate what they’ve found in a short email or phone call. It might be something as simple as ‘Focus on groups X, Y and Z in this order and follow our recommendations for implementation on this month-by-month’. But if I was paying for keyword analysis in my market, I’d want a little something more when it comes to the analysis part, because I’m not just paying for the answer – I’m paying for confidence and peace of mind. I need some understanding of why that answer is the answer, even if I’m a complete beginner in digital marketing. I want to rest easy with my own judgment satisfied, as well as putting my trust in the agency. At the same time, I’d prefer to avoid getting too deep into the numbers, and I can’t really spare the time to learn SEO myself. I don’t need all the details, just a good picture. Here’s how to make one. How to Make a Market Map for Your Client This 4 step process will require about 45 minutes of your time to learn. It is fiddly (Gephi is not very user friendly), but crucially, it does not require expertise in Excel or any coding knowledge. Turn your spreadsheet into a market map Here are the steps: Format your keyword market analysis data. Process this data using the Gephi data transformer Google sheet. Install Gephi and upload your newly processed data. Make your Market Map visualisation in Gephi. 1. Format your keyword market analysis data Most of the time, my keyword research has these columns in it from left to right: keyword, search volume, keyword group level 1 (e.g. item: theatre tickets), keyword group level 2 (e.g. show: matilda), keyword group level 3 (e.g. location: london) A Quick Recap on Keyword Grouping If you haven’t got your keywords grouped yet, I recommend reading this post about how to easily group all your keywords before proceeding. At Found we’ve moved our processes on a little since February when that post was written, with the arrival of the Keyword Categorizer. This tool in development is a custom-built solution to the problem of keyword categorization, which will soon provide the opportunity to perform the work for those who would prefer to operate outside of Excel. This is currently internal only, but here’s a sneak preview of this classy tool: Neat feature: The tool tokenizes and orders the words in your keyword list by frequency count, helping you with the first stage of the grouping So if you’ve got your keywords grouped, let’s continue. The Market Map visualisation deals in keyword groups, not keywords. So you don’t actually need your keyword column – just the search volume for each keyword, and the groups. Sound too easy? Yeah, it was. The groups need to also meet these criteria: The groups need to flow hierarchically from left to right, like the growing branches of a tree, without any blanks in the middle. Groups 1 and 2 shouldn’t have any blanks. If you have some rows containing blanks for these columns, replace them with ‘general’ or whatever works best. Group 3 can have blanks because it’s the end of the hierarchical line. Think of it like a tree – you can’t have leaves without the middle of the branch that supports them. But you can have branches without any leaves. 2. Process this data using the Gephi converter Google sheet. Gephi eats a special diet made up of 2 special csv files called Nodes.csv and Edges.csv. Nodes are the keyword groups themselves and their size, and edges are the map part – which nodes are connected to the other nodes based on the way the keyword groups have been hierarchically arranged in your spreadsheet. Turning keyword analysis spreadsheets into these 2 files is the biggest barrier to creating the Market Map. Here’s a converter that does this for you. It’s made in Google sheets to leverage the powerful Query functions that can automatically transform your keyword analysis data into the very specific format it needs to be in for Gephi to read it and make the Market Map. This should really be a web app. I grew to love Google sheets when making this after always having hated it for its latency issues. There is a lot of powerful functionality. Visit the Gephi converter here and follow the instructions. It will ask you to: Make your own copy of the Sheet first Follow the instructions Wait 5 minutes Download the 2 .csv output files Remember to make a copy first and work in the copy so the master isn’t overwritten! 3. Install Gephi So first you install the program, it’s free: https://gephi.org/users/install/ Gephi works with Java so you will need the most up to date version of Java installed and running on your system: https://www.java.com/en/download/ When I installed it and tried to open it, I got an error message and had to find, open up and edit a text file called gephi.conf in the Gephi folder: C:Program FilesGephi-0.9.2etc I needed to add the path to my java installation, which is in the double quotes on the first line below, and then save: jdkhome="C:Program Files (x86)Javajre1.8.0_191" # ${HOME} will be replaced by user home directory according to platform default_userdir="${HOME}/.${APPNAME}/0.9.2/dev" Hopefully you won’t get the error and can skip this. Be forewarned – Gephi is buggy so there’s a chance it might just not like your computer, but there are forum threads out there for most of these issues. So there might be a bit of Google searching and troubleshooting that you need to do before it works. Uploading your processed data to Gephi: Start Gephi Click new project Click data laboratory at the top Click Nodes on the left Click Import Spreadsheet and select your nodes.csv file that you created in the data converter. Click Next, Finish. You should see the below. Set Graph type to ‘Directed’ and select ‘append to existing workspace’, then click ok and you’ll see the finished Node table. Now, do the same for the edges.csv where the option exists, remembering to select ‘append to existing workspace’ in the same way. 4. Make your Market Map visualisation in Gephi Click overview, next to data laboratory. This is what you should see: Each dot is a keyword group, linked to its parent and child groups by the lines. We are the Borg. Remember us? We have assimilated Gephi now. Showing search demand Next, let’s tell Gephi to size the dots based on search demand. In Appearance in the top left: Select ‘Nodes’ Click the circles button Click Ranking just below Select ‘weight’ from the menu. Set max size to 100, then click Apply below. You should now be seeing something like this: Colour coding the keyword groups It’s all a bit black and white. Add a splash of colour by following these steps: In Appearance in the top left: Select ‘Nodes’ Click the paint palette button Click Partition just below Select ‘modularity’ from the menu. Then click ‘Apply’ below. Now there are colours that represent your keyword groups. Usually this is for the parent groups because having a special colour for each sub group starts to get silly. You can change them manually too if you want. Labeling the keyword groups At the moment you don’t know which group is which, although you can probably guess that the ridiculously huge one has the name ‘general’. This one’s simple, just a button click. Layout – Bringing it to life It’s all in a square right now – you can’t see anything really. So let’s play with the layout tab. Here is the recipe I use to create the Search Universe layout. Select Label Adjust from the Layout dropdown menu on the bottom left. Click ‘Run’. You’ll see the labels all spacing out nicely. Select ‘Yifan Hu Proportional’ at the bottom of the dropdown list and Run it as many times as it takes for it to start to look good. If it’s still looking bunched together, run Expansion or Label Adjust from the manu again a few times. When all is said and done, you should have something like this: The galaxy is taking shape. Bit it’s looking a bit rough around the edges. Now, up next to data laboratory, click on preview. Here, there are some options to help us to give the visualisation a professional finish. Finishing touches In the Preview area, there are some options to help us to give the visualisation a professional finish: Click Preview, next to data laboratory Click ‘Refresh’ at the bottom. The visualisation will appear, with some cool curved lines which create the galaxy effect. Tick ‘show labels’ on the left From the Presets dropdown menu at the top, click ‘Text outline’ Click ‘Refresh’ again. Plenty of options for you to customise the look and feel. You can have a black background if you want to. Export Your client probably doesn’t have Gephi installed, so you’re going to need to export what you have just masterfully created. To export, go to File at top left and choose the format you want. SVG – Huge, best quality but cumbersome, use for presenting. They do look good on the big screen, and you can make it look like you’re flying through the keyword groups. PNG – Small, a bit blurry, good for previews and not much else. PDF – Smaller but pretty nice quality, I like this one. And that’s how you make a Market Map. The post How to Make Your Market Analysis Look Like It’s From Star Trek appeared first on FOUND.

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robertkstone · 7 years

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Chevrolet Camaro ZL1 1LE: 4th Place – 2017 Motor Trend Best Driver’s Car

Up front, the standard Camaro ZL1’s 6.2-liter supercharged V-8 still makes 650 horsepower and 650 lb-ft of torque because frankly it didn’t need to make more. Being an enthusiast’s car, a six-speed manual is the only transmission on offer. An electronically controlled differential rounds out the powertrain. Out at the corners, magnetic shocks are replaced with Multimatic spool-valve shocks, and like the rest of the suspension, they’re hard-mounted with metal bushings, not rubber. The ride height, front camber, and rear anti-roll bar are all manually adjustable. A bigger grille improves cooling, and dive planes on the front corners and a massive rear wing provide downforce across the car. Equally massive carbon-ceramic brakes do the stopping.

It’s Best Driver’s Car week! Don’t miss the incredible story of how we chose the 2017 Best Driver’s Car right here, and stay tuned for the World’s Greatest Drag Race, coming soon.

Put it all together, nail the launch, and you’ll see 60 mph in 3.6 seconds and an 11.7-second quarter mile at 123 mph flat. Going the other way, the 3,837-pound ZL1 1LE will stop from 60 mph in a scant 91 feet. Put it on a skidpad, and it’ll pull 1.11 average g. Fling it at the figure eight, and you’ll get a 23.0-second lap at 0.93 average g.

We Say

“This car needs five-point harnesses because the dampers are so unforgiving. It’s true this 1LE has incredible grip; however, the compression damping is way too harsh while the rebound damping is just right. I’m not sure where they tuned this, but it clearly did not have a lot of bumps and jumps. The steering is freakishly quick. It took me three corners to calm my hands down, so I didn’t steer into and across the apex. The power seems to be well matched for the chassis, for a change, unlike the Z06. Third gear seemed very tractable and had a wide bandwidth. This feels like what I imagine a ’60s-’70s Trans Am car would be like.” – Chris Walton

“I know Jonny loves this car, but I just can’t warm to it. Probably because I’ve lost all my fillings, and my kidneys are bruised. With the exception of the best roads, the ride in this Camaro is punishing. I’ve encountered smoother paint mixers. I had to remind myself that based on the numbers, this car is fantastic. Endless grip, fade-free brakes, abundant horsepower. But the thing is, I didn’t care. The bouncing was so bad that I found myself reacting to that instead of focusing on sheer act of driving. The Camaro might be brilliant on the track, but I wouldn’t want to drive this to get there.” – Derek Powell

Read about other 2017 Best Driver’s Car contenders:

Ferrari 488 GTB

Porsche 911 Turbo S

Porsche 718 Cayman S

Lexus LC 500

Mercedes-AMG GT R

Alfa Romeo Giulia Quadrifoglio

Chevrolet Corvette Grand Sport

Aston Martin DB11

Nissan GT-R NISMO

Mazda MX-5 Miata RF

McLaren 570GT

“Simply tremendous … tremendous grip, tremendous brakes, and tremendous power. And how about that third pedal? This added that special connection to the vehicle that the Ferrari or 911 Turbo simply can’t match, which is why I ranked it higher than those two fancy (and expensive) machines. With the Camaro, I felt like I—not some fancy software—had a big part in conquering 198.” – Erick Ayapana

“That’s a driver’s car! When the aero and the tires shake hands, it’s a moment of revelation. You are suddenly driving a hard-mounted race car. Unreal. So much power, so much control, so much stopping ability. An absolute monster of a machine. This is an uncaged race car. Being able to actually use all 650 horsepower and 650 lb-ft of torque is mind-boggling. I’m not sure how this car isn’t a podium finisher.” – Jonny Lieberman

“Long name, amazing results! Everywhere a competitor put a wheel in the air, the Camaro stuck like glue. There’s a lot of vertical movement in the cabin, but the car just sticks no matter what. It never jumps sideways a foot when it hits a mid-corner bump, never moves around laterally at all. Even when it feels like you’ve carried too much speed into a corner, it sticks. I can’t count how many times I put the throttle flat on the floor. In a 650-hp car this stiff on this bumpy road, that’s seriously impressive. The eLSD takes a little getting used to. If you start to feed in power mid-corner, the car turns in more as the diff gets to work. Steer with the throttle? Yes, please!

“Brakes have huge stopping power and great pedal feel. Squeeze, don’t stomp, and get exactly what you want.

“I thought this car would be too stiff for the road, and that’s coming from someone who drove the Z/28 for a year. I was wrong.” – Scott Evans

Randy Says

“It was not perfectly balanced for me. I’m really trying to smear a little lipstick from the perfection here, but it would go from a little teeny bit of understeer, which was perfect, to a little bit of oversteer, which is almost perfect. But when we put it in the context of what it is, which is a front-engine rear-drive car with 650 horsepower, the traction was incredible. It put down power extremely well, I could drive it with everything turned off, and for me, that’s just so much more satisfying.

“The dampers felt great. Basically I never thought about it. Which means nothing came into my awareness as being, oh, this is too stiff. Or that is too soft. I don’t sense roll. So when I just turn for the corner, it just lies over there. That’s not good terminology because I don’t feel it roll. I’m sure it does, but I don’t feel it. Which means it’s got good damping. When I’m down in the corner, in the middle, I still have a steering response, and I can still tighten it up.

“It was happy coming out of the corkscrew. That’s always hard in a powerful rear drive car. Put the power down. When you’re in a low gear and it’s a hard right. It wants to power oversteer. But this one was pretty damn good. Especially at that power level. See, we have to keep this in context.

“The car generated a tremendous amount of braking force, but for the first time in any high-performance Camaro, it had a long pedal. I was pumping it a little bit, and I remember going up that Corkscrew thinking, ‘Jesus and Heaven above, let these work.’ And boy did they work. It stopped so well. It was very, very pleasing and satisfying how late I could brake in this—what is a relatively heavy car. It’s light for a Camaro, a supercharged Camaro. A bad driver could crash it immediately, but for a reasonable guy who can drive really fast and doesn’t need stability control, this is the ultimate pony car right now.”

2018 Chevrolet Camaro ZL1 (1LE) POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD ENGINE TYPE Supercharged 90-deg V-8, alum block/heads VALVETRAIN OHV, 2 valves/cyl DISPLACEMENT 376.1 cu in/6,162 cc COMPRESSION RATIO 10.0:1 POWER (SAE NET) 650 hp @ 6,400 rpm* TORQUE (SAE NET) 650 lb-ft @ 3,600 rpm* REDLINE 6,500 rpm WEIGHT TO POWER 5.9 lb/hp TRANSMISSION 6-speed manual AXLE/FINAL-DRIVE RATIO 3.73:1/2.00:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, adj anti-roll bar STEERING RATIO 11.1:1-15.1:1 TURNS LOCK-TO-LOCK 2.3 BRAKES, F; R 15.4-in vented, 2-pc disc; 14.4-in vented, 2-pc disc, ABS WHEELS 11.0 x 20-in; 12.0 x 20-in, forged aluminum TIRES 305/30R19 98Y; 325/30R19 101Y Goodyear Eagle F1 Supercar 3R (Tread 100) DIMENSIONS WHEELBASE 110.7 in TRACK, F/R 64.1/62.8 in LENGTH x WIDTH x HEIGHT 188.3 x 74.7 x 52.0 in TURNING CIRCLE 38.7 ft CURB WEIGHT 3,837 lb WEIGHT DIST, F/R 55/45% SEATING CAPACITY 4 HEADROOM, F/R 38.5/33.5 in LEGROOM, F/R 43.9/29.9 in SHOULDER ROOM, F/R 55.0/50.4 in CARGO VOLUME 9.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 0-40 2.2 0-50 2.8 0-60 3.6 0-70 4.4 0-80 5.3 0-90 6.6 0-100 7.9 0-100-0 11.3 PASSING, 45-65 MPH 1.5 QUARTER MILE 11.7 sec @ 123.0 mph B from PerformanceJunk WP Feed 3 http://ift.tt/2fiGOzi via IFTTT

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the-smolartist · 7 years

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Source: http://eliterehaballiance.com/drug-rehabilitation-plantation-key-florida-33036/

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eliterehaballiance · 7 years

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Drug Rehabilitation Plantation Key Florida 33036

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• Discover how each drug episode works.

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privateplates4u · 5 years

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Mercedes-AMG GT R: 5th Place – 2017 Motor Trend Best Driver’s Car

Mercedes-AMG calls it “the Beast of the Green Hell,” an overt nod to its development on the so-nicknamed Nürburgring Nordschleife. It’s the hardcore variant of a previous BDC winner, and it’s out for blood. Under hood, its 4.0-liter twin-turbo V-8 has been cranked up to 577 hp and 516 lb-ft of torque. It continues to feed a rear-mounted seven-speed dual-clutch automatic transaxle but with closer-spaced gear ratios. Manually adjustable coil-over springs twist their way around electronically adjustable shock absorbers, and a rear-steering system helps get the maximum agility out of the Cup tires. Carbon-ceramic brakes stop the car, and a manually adjustable nine-stage traction-control system helps get it up to speed again after the corner. It’s Best Driver’s Car week! Keep it on MotorTrend.com this week as we count down the finishing order of our contenders this year and share bonus content you’ll only find right here. Get those tires to stick just right, and the 3,680-pound GT R will nail the quarter in 11.4 seconds at 127.6 mph and knock off 60 mph in 3.4 seconds. Around a skidpad, it’ll return 1.12 average g, and on our figure eight, it’ll average 0.96 g during a blistering 22.8-second lap. It even stops fast, needing only 96 feet from 60 mph. We Say “Phenomenal braking; arguably the most confidence delivered—which is appropriate because this car is bonkers fast, rudeboy loud. It’s throaty and thrusty off the line and very, very confidence-inspiring for a powerful rear drive vehicle. It just sticks—except when it pogos over rough pavement. The vertical motion, driving position, and overall shape of the car are reminiscent of the Viper—as is the confidence it inspires. It’s daunting at first, but once you manhandle it, the GTR just goes. And the more confidence you gain, the faster the AMG GTR goes; the harder you push it, the smaller it drives. It’s great fun to fire the brakes and dive-bomb a corner, then load up the rear wheels at exit, and just squash the throttle. Despite the front wheels appearing way out front, turn-in is evil quick. “Still, I’m not leaning into the corners as I do with a few in this field. It took until nearly the bottom of the road to find my rhythm with this one. In others, including the winner, that feeling was instant.” – Ed Loh Read about other 2017 Best Driver’s Car contenders: Chevrolet Corvette Grand Sport Lexus LC 500 Aston Martin DB11 Nissan GT-R NISMO Mazda MX-5 Miata RF McLaren 570GT “Simply brutal. It’s the AMG way. It felt so confident. Great brakes, great power delivery. So easy to drive smoothly. Excellent work from the men and women at Affalterbach.” – Erick Ayapana “This car is at home on the track; it’s where it makes the most sense. The AMG GT R is a car you need to drive flat out in order to have any real fun in it. Driving it slow isn’t boring, but it’s not enjoyable. Nearer to the car’s limits on a closed road or on track is the AMG’s home. This isn’t an everyday driver’s car, but in fantasy land it’s quite fun.” – Christian Seabaugh “Driving this car made me laugh out loud. Our Kermit the Frog green AMG GT R provides an experience closer to Mr. Toad’s wild ride. The engine sounds amazing and the ride up Highway 198 actually made me giggle—numerous times, out loud, with no one around to hear me. “Hang on to the wheel, and let it rip. It has the power to get unruly but holds the road incredibly well. It has so much power at the ready that you can put it in Sport mode and Comfort suspension and still feel like you are running with your hair on fire. “Just when you think you are about to get into trouble it just sticks. The big beautiful grabby brakes inspire confidence. But the car does have the ability to strike a little terror with so much power and an engine roaring all around you.” – Alisa Priddle “Absolute, unfettered, grinning-like-an-idiot insanity. If the Camaro had a dual-clutch and had a death wish, it would drive like this. I don’t smoke, but I need a cigarette, badly. “This is all the excitement and adrenaline the Ferrari and McLaren wish they had. Yes, the car is making you better and faster, but it’s also making you feel like you’re hanging on for dear life. It’s both electrifying and intimidating at the same time. “The power! My god, the power. Every time you dip into it it’s like being on the end of a fully extended bungee cord. “My one complaint: even at multiple felony speeds, the brake pedal is very touchy. A bit less bite and a bit more progression, please. It’s hard to modulate in the half an inch of pedal travel between nothing and emergency eyeball extraction. – Scott Evans “My kind of machine! Brutal, in every sense of the word. You need to be aggressive, and in possession of something akin to intestinal fortitude, but if you take the risk, the GT R offers the reward. The back end is jumpy, but in a predictable way. It’s a much more alive feeling than the regular strength GT S. Very impressive car. This should be a podium car.” – Jonny Lieberman Randy Says “AMGs have a personality in their engines of a broad torque curve, and you got still the satisfying pull all the way to redline. And this fat torque curve makes the car easier to drive, too, because it’s more controllable that way. A Dodge Viper picks up torque as it revs, and so maybe you put your foot down at the apex, and then halfway out the corner the torque’s building, and things are changing. Whereas, in the AMG, that stays very much the same, and you just roll it in. It has a wee bit of entry oversteer, so it points for the apex very well. If a tire slides, it’s usually one of the backs. The front was very strong on the way in. I got a little bit of middle push, not much. I mean we’re talking a little bit this way, a little bit that way. Shock damping is well controlled, but it’s not harsh. It still had a decent ride. It was not the least bit upset with the bump in turn six, and I even drifted it over the rumble strips into the new pavement on the last lap. “It’s powerful enough to spin the tires. The car’s on the edge of that coming out of most of the corners. But this linear response to the throttle and the power curve makes it an enjoyable experience. You’re not wrestling alligators. It’s much more harmonious. I have to roll that power in. You can’t be stabby. And its stuck all the way to the track out. “I enjoyed the traction control that had adjustment available. Especially in tricky conditions. Any time you don’t trust the grip, that could be really, really cool. And it’s interesting to me that they give it such a priority. It’s right in the center of the dash, painted yellow. For me, that’s a substitute for all-wheel drive. “Braking was incredibly strong at first. And then the braking gs stayed pretty consistent, it was pretty strong, even up into the corkscrew, and the brake system compensated well for coming over the top. It stopped well even when it was light, which I’ve noticed that a couple of cars here don’t. But the pedal got a little bit long by my last timed lap, which tells me the fluid was getting hot. There wasn’t brake fade, but the pedal travel got a little bit longer. It still stopped, but when I braked for turn five it was pretty long, and when that happens I start thinking “I hope it stops for the corkscrew,” which it did. “It was an enjoyable car to drive, but it was just a little loose, not hooked up enough in the back.” 2018 Mercedes-AMG GT R POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD ENGINE TYPE Twin-turbo 90-deg V-8, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 243.0 cu in/3,982 cc COMPRESSION RATIO 9.5:1 POWER (SAE NET) 577 hp @ 6,250 rpm TORQUE (SAE NET) 516 lb-ft @ 1,900 rpm REDLINE 7,000 rpm WEIGHT TO POWER 6.4 lb/hp TRANSMISSION 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.67:1/2.53:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar STEERING RATIO 14.3:1 TURNS LOCK-TO-LOCK 1.9 BRAKES, F; R 15.8-in vented, drilled, carbon-ceramic disc; 14.2-in vented, drilled, carbon-ceramic disc, ABS WHEELS, F;R 10.0 x 19-in; 12.0 x 20-in, forged aluminum TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot Super Sport Cup 2 ZP (Tread 180) DIMENSIONS WHEELBASE 103.5 in TRACK, F/R 66.7/66.1 in LENGTH x WIDTH x HEIGHT 179.2 x 79.0 x 50.6 in TURNING CIRCLE 37.6 ft CURB WEIGHT 3,680 lb WEIGHT DIST, F/R 48/52% SEATING CAPACITY 2 HEADROOM, F/R 39.5/— in LEGROOM, F/R 43.5/— in SHOULDER ROOM, F/R 58.3/— in CARGO VOLUME 10.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 0-40 2.2 0-50 2.8 0-60 3.4 0-70 4.2 0-80 5.0 0-90 6.0 0-100 7.1 0-100-0 10.7 PASSING, 45-65 MPH 1.3 QUARTER MILE 11.4 sec @ 127.6 mph BRAKING, 60-0 MPH 96 ft LATERAL ACCELERATION 1.12 g (avg) MT FIGURE EIGHT 22.8 sec @ 0.96 g (avg) 2.2-MI ROAD COURSE LAP 1:33.01 sec TOP-GEAR REVS @ 60 MPH 2,100 rpm CONSUMER INFO BASE PRICE $157,995 PRICE AS TESTED $198,445 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 8: Dual front, fr side, fr head, fr knee BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles FUEL CAPACITY 19.8 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg ENERGY CONS, CITY/HWY 211/153 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.06 lb/mile RECOMMENDED FUEL Unleaded premium The post Mercedes-AMG GT R: 5th Place – 2017 Motor Trend Best Driver’s Car appeared first on Motor Trend.

http://www.motortrend.com/news/mercedes-amg-gt-r-5th-place-2017-best-drivers-car/

#Best Driver's Car #Car Performance

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robertkstone · 7 years

Text

Mercedes-AMG GT R: 5th Place – 2017 Motor Trend Best Driver’s Car

Under hood, its 4.0-liter twin-turbo V-8 has been cranked up to 577 hp and 516 lb-ft of torque. It continues to feed a rear-mounted seven-speed dual-clutch automatic transaxle but with closer-spaced gear ratios. Manually adjustable coil-over springs twist their way around electronically adjustable shock absorbers, and a rear-steering system helps get the maximum agility out of the Cup tires. Carbon-ceramic brakes stop the car, and a manually adjustable nine-stage traction-control system helps get it up to speed again after the corner.

It’s Best Driver’s Car week! Keep it on MotorTrend.com this week as we count down the finishing order of our contenders this year and share bonus content you’ll only find right here.

Get those tires to stick just right, and the 3,680-pound GT R will nail the quarter in 11.4 seconds at 127.6 mph and knock off 60 mph in 3.4 seconds. Around a skidpad, it’ll return 1.12 average g, and on our figure eight, it’ll average 0.96 g during a blistering 22.8-second lap. It even stops fast, needing only 96 feet from 60 mph.

We Say

“Phenomenal braking; arguably the most confidence delivered—which is appropriate because this car is bonkers fast, rudeboy loud. It’s throaty and thrusty off the line and very, very confidence-inspiring for a powerful rear drive vehicle. It just sticks—except when it pogos over rough pavement. The vertical motion, driving position, and overall shape of the car are reminiscent of the Viper—as is the confidence it inspires. It’s daunting at first, but once you manhandle it, the GTR just goes. And the more confidence you gain, the faster the AMG GTR goes; the harder you push it, the smaller it drives. It’s great fun to fire the brakes and dive-bomb a corner, then load up the rear wheels at exit, and just squash the throttle. Despite the front wheels appearing way out front, turn-in is evil quick.

“Still, I’m not leaning into the corners as I do with a few in this field. It took until nearly the bottom of the road to find my rhythm with this one. In others, including the winner, that feeling was instant.” – Ed Loh

Read about other 2017 Best Driver’s Car contenders:

Chevrolet Corvette Grand Sport

Lexus LC 500

Aston Martin DB11

Nissan GT-R NISMO

Mazda MX-5 Miata RF

McLaren 570GT

“Simply brutal. It’s the AMG way. It felt so confident. Great brakes, great power delivery. So easy to drive smoothly. Excellent work from the men and women at Affalterbach.” – Erick Ayapana

“This car is at home on the track; it’s where it makes the most sense. The AMG GT R is a car you need to drive flat out in order to have any real fun in it. Driving it slow isn’t boring, but it’s not enjoyable. Nearer to the car’s limits on a closed road or on track is the AMG’s home. This isn’t an everyday driver’s car, but in fantasy land it’s quite fun.” – Christian Seabaugh

“Driving this car made me laugh out loud. Our Kermit the Frog green AMG GT R provides an experience closer to Mr. Toad’s wild ride. The engine sounds amazing and the ride up Highway 198 actually made me giggle—numerous times, out loud, with no one around to hear me.

“Hang on to the wheel, and let it rip. It has the power to get unruly but holds the road incredibly well. It has so much power at the ready that you can put it in Sport mode and Comfort suspension and still feel like you are running with your hair on fire.

“Just when you think you are about to get into trouble it just sticks. The big beautiful grabby brakes inspire confidence. But the car does have the ability to strike a little terror with so much power and an engine roaring all around you.” – Alisa Priddle

“Absolute, unfettered, grinning-like-an-idiot insanity. If the Camaro had a dual-clutch and had a death wish, it would drive like this. I don’t smoke, but I need a cigarette, badly.

“This is all the excitement and adrenaline the Ferrari and McLaren wish they had. Yes, the car is making you better and faster, but it’s also making you feel like you’re hanging on for dear life. It’s both electrifying and intimidating at the same time.

“The power! My god, the power. Every time you dip into it it’s like being on the end of a fully extended bungee cord.

“My one complaint: even at multiple felony speeds, the brake pedal is very touchy. A bit less bite and a bit more progression, please. It’s hard to modulate in the half an inch of pedal travel between nothing and emergency eyeball extraction. – Scott Evans

“My kind of machine! Brutal, in every sense of the word. You need to be aggressive, and in possession of something akin to intestinal fortitude, but if you take the risk, the GT R offers the reward. The back end is jumpy, but in a predictable way. It’s a much more alive feeling than the regular strength GT S. Very impressive car. This should be a podium car.” – Jonny Lieberman

Randy Says

“AMGs have a personality in their engines of a broad torque curve, and you got still the satisfying pull all the way to redline. And this fat torque curve makes the car easier to drive, too, because it’s more controllable that way. A Dodge Viper picks up torque as it revs, and so maybe you put your foot down at the apex, and then halfway out the corner the torque’s building, and things are changing. Whereas, in the AMG, that stays very much the same, and you just roll it in. It has a wee bit of entry oversteer, so it points for the apex very well. If a tire slides, it’s usually one of the backs. The front was very strong on the way in. I got a little bit of middle push, not much. I mean we’re talking a little bit this way, a little bit that way. Shock damping is well controlled, but it’s not harsh. It still had a decent ride. It was not the least bit upset with the bump in turn six, and I even drifted it over the rumble strips into the new pavement on the last lap.

“It’s powerful enough to spin the tires. The car’s on the edge of that coming out of most of the corners. But this linear response to the throttle and the power curve makes it an enjoyable experience. You’re not wrestling alligators. It’s much more harmonious. I have to roll that power in. You can’t be stabby. And its stuck all the way to the track out.

“I enjoyed the traction control that had adjustment available. Especially in tricky conditions. Any time you don’t trust the grip, that could be really, really cool. And it’s interesting to me that they give it such a priority. It’s right in the center of the dash, painted yellow. For me, that’s a substitute for all-wheel drive.

“Braking was incredibly strong at first. And then the braking gs stayed pretty consistent, it was pretty strong, even up into the corkscrew, and the brake system compensated well for coming over the top. It stopped well even when it was light, which I’ve noticed that a couple of cars here don’t. But the pedal got a little bit long by my last timed lap, which tells me the fluid was getting hot. There wasn’t brake fade, but the pedal travel got a little bit longer. It still stopped, but when I braked for turn five it was pretty long, and when that happens I start thinking “I hope it stops for the corkscrew,” which it did.

“It was an enjoyable car to drive, but it was just a little loose, not hooked up enough in the back.”

2018 Mercedes-AMG GT R POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, RWD ENGINE TYPE Twin-turbo 90-deg V-8, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 243.0 cu in/3,982 cc COMPRESSION RATIO 9.5:1 POWER (SAE NET) 577 hp @ 6,250 rpm TORQUE (SAE NET) 516 lb-ft @ 1,900 rpm REDLINE 7,000 rpm WEIGHT TO POWER 6.4 lb/hp TRANSMISSION 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.67:1/2.53:1 SUSPENSION, FRONT; REAR Control arms, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar STEERING RATIO 14.3:1 TURNS LOCK-TO-LOCK 1.9 BRAKES, F; R 15.8-in vented, drilled, carbon-ceramic disc; 14.2-in vented, drilled, carbon-ceramic disc, ABS WHEELS, F;R 10.0 x 19-in; 12.0 x 20-in, forged aluminum TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot Super Sport Cup 2 ZP (Tread 180) DIMENSIONS WHEELBASE 103.5 in TRACK, F/R 66.7/66.1 in LENGTH x WIDTH x HEIGHT 179.2 x 79.0 x 50.6 in TURNING CIRCLE 37.6 ft CURB WEIGHT 3,680 lb WEIGHT DIST, F/R 48/52% SEATING CAPACITY 2 HEADROOM, F/R 39.5/— in LEGROOM, F/R 43.5/— in SHOULDER ROOM, F/R 58.3/— in CARGO VOLUME 10.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 0-40 2.2 0-50 2.8 0-60 3.4 0-70 4.2 0-80 5.0 0-90 6.0 0-100 7.1 0-100-0 10.7 PASSING, 45-65 MPH 1.3 from PerformanceJunk WP Feed 3 http://ift.tt/2ymC00w via IFTTT

#IFTTT #PerformanceJunk WP Feed 3

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the-smolartist · 7 years

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eliterehaballiance · 7 years

Text

Drug Rehabilitation Bruce Florida 32455

Bruce, Florida Drug Rehabilitation

Dear Friend,

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the-smolartist · 7 years

Text

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0 notes

eliterehaballiance · 7 years

Text

Drug Treatment Altoona Florida 32702

Altoona, Florida Drug Recovery

Dear Friend,

This Is not Just Like Any Other Handbook on Drug Abuse You Can Find In Any Shop On the internet, or even at your local library for instance!

It is like having your own professional that you could reference and ask questions anytime you need to!

Lots of hidden secrets to efficiently get free from this drug addiction mess is detailed in this book.

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Jonathan D

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Live a better life with what you already have! Our 5 part drug rehab course will put you on top again!

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ga('send', 'event', 'drugaddictioncourse' , 'Pageviews' , '/feed/');

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