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rangehomotor · 3 years

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Owning a Jeep and self-modifying it

It usually doesn't take the new owner long after getting their first Jeep to start thinking about making modifications. Owning a Jeep and self-modifying it seem to go hand in hand like owning a hot tub and soaking. You see other jeeps tooling down the road and they look so much more,..well, Jeep-like. You know the look "Rough and ready to rock on!" A lot of first time owners may wonder, "What do I need to do to get that look?" Well you can give your vehicle that look with 4 modifications.First, tires and wheels are a good place to start. Those stock tires are pretty wimpy looking and spicing up the tires and wheels goes a long way to making your Jeep take on a new appearance. You'll want to consider if you'll be installing a lift and how much of one before you jump on the tires. The bigger the lift the larger the tires you'll be able to run. Tires and wheels might be a simple way to change the look of your rig, but they won't be an inexpensive way to go. They can be downright costly! You'll need to consider your Jeep use before investing. Is it a daily driver, purely an offroad vehicle, or a mix of the two? You'll also want to consider how your Jeep is powered and geared. A number of folks place way too much rubber under their rig and then wonder why it doesn't respond or have any pick-up! Hello, you just added a few hundred pounds of rubber; do you think that it will have an effect? If you go with large tires, you might need to upgrade your gears. There is a cause and effect at work here. How your Jeep is powered and how you use it should ultimately determine what wheel and tire package you select. Consult with your local offroad performance shop if you're not sure or you need help. They should be able to steer you in the right direction.

Second, those stock bumpers really do need to go. Not only are they unimpressive, they simply will not stand up to an offroad beating! There are a ton of options out there from tube units to the rock crawler bombproof heavy-gauge block units. The finishes are wide and varied as well; stainless steel, black powder coated, titanium finish (the latest craze), etc. Bumpers seem to be made by everyone these days from small shops making custom units to major manufacturers like Warn, Warrior and ARB producing lines of them. So you have a ton of options! For me I'd stick with a well-known company that offers a warranty on its products. You know their bumpers have been tested, passed DOT regulations, and the company stands behind them for defects. You won't get any of that from a local shop, and even if you do, who knows how long they'll be around to support it? Warrior makes a good basic steel bumper along with tube units. Warn makes a nice Rock Crawler Bumper with an optional grille guard. And ARB makes a tube bumper they call a Bull Bar. All three companies are recognized for well-made products and they all have a very good reputation. I don't think you can go wrong with one of their bumpers.

Third, lift that Jeep. Raising your Jeep gives it a better, hardier profile. It really makes a difference. You can lift it with a simple lift system like coil spacers or lift shackles. Or you can go with a body lift or, even bigger and better, a suspension lift. There are tons of options from style, manufacturer, and Fan Motor Suppliers price to select from. So, do your research and be thorough before making a final decision. Fourth, you've lifted your Jeep and have bigger tires, now it'll look a whole lot better with bigger fender flares. The higher vehicle and larger tires scream for wider and more pronounced fender flares! The most popular these days seem to be the Bushwacker 6 inch extended fender flares. Their flares are made of a tough Dura-Flex material so they take a beating and are easy to maintain. They bolt on using existing factory drilled holes and come in a black matte finish that is easy to custom paint. Bushwacker backs them up with a Limited Lifetime Warranty. Xenon and Bestop also make very good extended fender flares for your Jeep. Whichever flare you choose, your Jeep will look better with the extended type, and they'll offer better protection against the flying debris from those larger tires. With these four upgrades your Jeep will take on that rugged rock ready look. Don't hesitate to contact a local performance offroad shop or a couple of them to ask questions and get input. The people at these shops are heavily involved in the sport of wheeling and they can offer some valuable insight into your options.

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manual-4runner-unicorn · 4 years

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2000 Toyota 4Runner 4x4 manual 5 speed with supercharger 7th injector and URD pulley. Rear locker Clean California title No rust 199800 miles

Vehicle Details

2000 Toyota 4Runner Sr5 4x4 Supercharged 5 speed manual with rear locker in great condition. Clean California title. This car has zero rust. I’ve had this car for 1 year I bought it with 188k miles it was bone stock all the modifications were done in my ownership. I have listed all the modifications below. All the modicstions were done in 2020 and have less then 9k miles on them. Some things were done in the last 30 days. This car has only quality parts and is extremely reliable and will take you virtually anywhere you want to go. I am also including some spare parts with the vehicle that I have listed below. It has TRD 1st gen Eaton M62 Supercharger with urd 7th injector urd 2.2 pulley and urd fuel calibration unit. The only issue with the vehicle is that the sunroof does not open other then that the car has no issues no leaks from the drive drain or anywhere else no problems at all.

Engine

New NGK Spark plug wires

Fresh Toyota Red Coolant

Radiator cap

Radiator

Idler pulley

Ac, Power steering and alternator belts

Fuel filter

Heater control valve

Radiator hoses

Timing belt and water pump 197k

Cleaned fuel injectors by motor west performance 197k

Valve cover gaskets 197k

Walbro 255 High pressure fuel pump 197k

Urd fuel calibration unit

Trd 1st gen supercharger Eaton m62 197k

With fresh oil change and replaced coupler

Urd 7th injector

2.2 pulley

Magnuson dynamic tensioner kit

Denso IK22 spark plugs

Air raid intake tube

Optima group 31 battery under 3 year warranty

6 spot billet battery terminals

Suspension

Oem LBJ’s-130 198500

Front end links and sway bar bushings

Rear Sway bar links and bushings

Revtek Diff drop

SPC UCA’s

Kings 2.5 front coilovers

Bilstein 5100s 33-187174

New Inner tie rods

New Outer tie rods

Solo motorsports upgraded rack and pinion

Total chaos rack and pinion bushings

White line front lower control arm bushings

Durobumps Extended bump stops front and rear

Eimkeith Pan hard correction kit

Interior

Scanner gauge

Aem AFR gauge

Cluster and climate control leds

Led map light

Led dome lights

Led trunk light

Mounted fire extinguisher

Mounted flashlight

12 inch sub

Alpine amp

Pioneer head unit

Alpine speakers and tweeters

Ac was just recharged and dryer was replaced

Exterior

Factory sport hood and limited fender flares

Snorkel

Arb front bumper

Custom rock sliders

Sherpa roof rack

RCI Full Skid plates

New Windshield

Depo Led tail lights

Rad rubber splash guards

Bx headlights

Falken wild peaks

Method mr301 16 inch wheels

Tundra brake upgrade

Drilled and slotted rotors

Steel extended brake lines

Master cylinder

Smittybilt XRC 9.5k Gen2 9500lbs winch with aluminum fairlead and Apex hook

2 Amber Led lights on bumper

Extras

2 sets of keys and fobs

Rear diff fluid 196k

Front diff fluid 192865

Transfer case fluid 193460

Transmission fluid 192870

Extended diff breather

Installed Toyota Electronic Rear Locker

Extended rear diff breather

Low range off-road locker motor guard

Spare Parts

lower ball joints

Outer tie rods

Cv axle

belts

fuel pump

Radiator cap

Radiator hoses

Spare MAF sensor

Year:2000

VIN (Vehicle Identification Number):JT3HN86R0Y0287137

Mileage:199800

Number of Cylinders:6

Exterior Color:Grey

Trim:SR5

Model: 4Runner

Body Type:SUV

Transmission:Manual

Drive Type:4WD

Engine:3.4L Gas V6

Vehicle Title:Clean

Make:Toyota

Fuel Type:Gasoline

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ntrending · 5 years

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Tough choice: Porsche makes supercar buyers decide between acceleration or handling

New Post has been published on https://nexcraft.co/tough-choice-porsche-makes-supercar-buyers-decide-between-acceleration-or-handling/

Tough choice: Porsche makes supercar buyers decide between acceleration or handling

The GT2 RS is red, and the GT3 RS is “lizard green.” (Porsche/)

Consider these two vehicles, twins in both names and looks: the 2019 Porsche 911 GT2 RS, and the 2019 Porsche 911 GT3 RS.

The nearly indistinguishable designations of these cars—one has a “2” in the name, the other, a “3”—and their doppelganger appearance will lead fans to wonder what exactly the difference is between them. Our efforts to answer that question while driving them on the track identified one of the cars (the GT2) as almost incomprehensibly fast on the straights, while the other rips around corners with confidence.

Mat the accelerator and time slows down in the 700-horsepower GT2 RS. Road America’s 4,400-foot straightaway at its track in Wisconsin shrinks at your command. Plot a tangent into the ensuing turn in the GT3 RS, and the car bends into an obedient arc at improbable speed. Hyperspace jumps or precision turns? It is a tough call.

The family tree

Porsche’s iconic 911 sports car debuted in 1964 and has since evolved into a sometimes bewildering family of variants that include a coupe, targa, and convertible, as well as options like rear-wheel drive, all-wheel drive, and more.

The high-performance pinnacles of this family are the track-centric 911 GT2 RS and the GT3 RS. But the basic design of the 911 is sublime—a platform that is capable of impressive acrobatics. It’s considered to be an accessible high-performance sports car, so while the price does start at $91,100, that is far less expensive than other European super sports cars.

Climbing the 911 hierarchy to the very top, where the 911 GT2 RS and GT3 RS reside, means discovering a vehicle made of copious amounts of carbon fiber and magnesium instead of heavier material, and tires and brakes that are 100-percent ready to withstand the most furious track attack.

These substitutions leave the 911’s core intact, but they explain why the brilliant Guards Red GT2 RS’s price reached $328,880, while the gorgeous Lizard Green GT3 RS I tested has a bottom line on its window sticker of $209,320.

Both cars are equipped with generous amounts of carbon-fiber aerodynamic aids that give them the look of race cars that have been stripped of their numbers. There is a front splitter, fender flares with air extractor vents, side skirts, a diffuser, and an enormous rear wing.

Beneath the skin, on the receiving end of both cars’ various air intake scoops and vents, are an array of heat exchangers tasked with shedding the warmth generated in accelerating to, and decelerating from, the GT2 RS’s top speed of 211. Comparatively, the GT3 RS reaches a tortoise-like 198 mph.

‘RS’ means they go to 11

Both cars carry enlarged 23.7-gallon extended-range fuel tanks to permit longer track runs at the copious rate of consumption that occurs at such speeds, and they blast spent exhaust gas out through lightweight titanium mufflers that save 15 pounds of weight. Porsche even installs smartphone-style Gorilla Glass in the RS’s back window and rear side windows to save weight, compared to the heft of regular glass.

They both hold the RS designation, which indicates that they are a step beyond regular GT2 and GT3 models, and carry still more track-centric hardware. The differences can be subtle: In the case of the GT3 RS, it also means that the bodywork is 1.1 inches wider than that of the regular GT3.

The RS enjoys wider wheels and tires than a regular GT3 too, putting a larger contact patch onto the track for maximum grip. The rubber suspension bushings that filter the bumps of the real world are eliminated, leaving only metal bearings that convey instant and accurate feedback on the suspension’s activity. That’s a godsend on the race track. Whether you can actually live with it on the road probably depends on the street’s condition and your personal ability to tolerate discomfort.

Behind the wheel, both RS cars feature warm-to-the-touch carbon-fiber steering-wheel-mounted shift paddles in place of the regular GT2/GT3 cool-to-the-touch aluminum paddles. And carbon fiber racing seats also replace the regular Porsche sport seats. Naturally, these seats slide fore and aft to accommodate drivers of varying heights, but their one-piece design does not permit any adjustment to the seat back angle.

Those shift paddles control the action of the seven-speed dual-clutch Porsche Doppelkupplung (PDK) transmission used in both cars. Porsche pioneered development of dual-clutch transmission technology, and its mastery of the design is evident here, as the transmission works intuitively in automatic mode and clicks off seamless shifts with no evident interruption in power delivery when the driver prefers to pull the shift paddles manually.

It is equally proficient on downshifts, cascading down through the gears to help slow the car under heavy braking into Road America’s Canada Corner. I’ve never known the reason for that turn’s name, but I’ve always imagined it as a warning: Mess up this corner and your car will land in Canada.

Neither 911 came close to that fate, as the brakes, steering, throttle, and transmission conspired to hustle both the GT2 and GT3 through the Canada Corner with confidence and abundant speed.

The GT2 RS. (Porsche/)

They only look the same

But as similar as the cars seem to be, and as many components as they share, they are completely different to drive.

The GT2 RS is propelled by a twin-turbocharged 700-horsepower, 553 pound-feet, 3.8-liter version of Porsche’s signature flat six-cylinder engine. Maybe the neatest power-boosting feature is a 1.3-gallon tank of distilled water that sprays cooling mist onto its twin intercoolers when the intake temperature tops 122 degrees F, revs exceed 3,000 rpm, and the driver applies more than 90 percent throttle. This yields a power-enhancing 68-degree reduction in the temperature of air going into the engine. There’s a warning indicator when the total-loss reservoir is running low, letting drivers know when to pop the front trunk lid and top off the water in the tank.

For my laps in the GT2 RS, I was following pro racer David Donohue, who was piloting a 911 Turbo S to show the way and keep an eye on me. The 911 Turbo S is a 540-horsepower, 198-mph beast and it was being driven by a top sports car driver.

Nevertheless, there was no moment following him when I couldn’t command the GT2 RS to simply travel through hyperspace from wherever it was on the track to the Turbo’s rear bumper by simply flexing my right ankle. Its speed is absolutely astonishing.

The GT3 RS. (Porsche/)

There’s a ‘shriek’

The GT3 RS is a different beast. It is powered by a naturally-aspirated 520-horsepower, 346 pound-feet 4.0-liter flat six-cylinder. The engine spins to an impressive 9,000 rpm, which creates an otherworldly howl through the intake system, unimpeded by the obstruction of spinning turbines as in the GT2. This shriek provides a soundtrack that seems truly appropriate for the GT3 RS’s thrills.

However, where the GT2’s output seems incredible, the GT3’s seems ample. At no time does the GT3 RS feel slow, not even in direct comparison to the GT2 RS. It simply lacks the ability to warp space and pop out of a wormhole at the end of the front straight the way the GT2 RS does.

For that drive I was following retired sports car great and Le Mans-winner Hurley Haywood in an identical car. The only difference was that my GT3 RS, like the GT2 RS I drove, was fitted with the newest, highest-performance Michelin Pilot Sport Cup 2 R tires, instead of the previously available non-R Pilot Sport Cup 2s, which were on Haywood’s car.

These tires turned the already precise GT3 RS into an otherworldly cornering machine. In heavily-loaded turns like the Canada Corner, my GT3 RS unerringly tracked the scent of the car ahead. Meanwhile, the championship-winning driver ahead was fighting to balance his car’s slide as the last-generation tires simply couldn’t match Michelin’s newest rubber for grip and stability.

It was an amazing display, and one that underscored the GT3 RS’s handling prowess, which feels more agile than that of the GT2 RS, even on the same tires. The less-powerful car seems to turn in to corners more crisply and hold its line more accurately than the one that can summon crazy amount of speed on the next straight.

Forced to choose, I find myself preferring the precision of the GT3 RS over the stupendous speed of the GT2 RS. But in reality, it’s a question that has no wrong answer—as long as you’re cool with spending over $200,000.

Written By Dan Carney

#Animals

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eddiejpoplar · 6 years

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TEST DRIVE: 2018 BMW i3s Six-Month,10,000-Miles

Review by Tom Moloughney and InsideEVs

Does the BMW i3 (Sport) still impress after living with it for a time? After a little over three years with a 2014 BMW i3 REx, I picked up my 2018 BMW i3s BEV on December 30th, 2017. It was actually the very first i3s delivery in North America.

I had a little over 72,000 miles on my i3 REx when I had the unfortunate luck of crossing an intersection at the same time a woman was looking at her phone when she should have been stopping for a red light, She subsequently t-boned my car on the passenger side, sending it to an early retirement.

It all worked out well, though. At the time I had my eye on the just-announced Sport version of the i3, and this gave me a legitimate excuse to upgrade. I would also be upgrading from the original i3’s 21.6 kWh battery to the larger 33.8 kWh pack which was introduced in 2017. The added battery capacity allowed me to ditch the range extender and go back to a BEV, after driving BEVs for five years previously.

Not long after I picked up this new Sport version, I stated in a post here that this is the i3 that BMW should have given us in 2014, and the six months I’ve had it has only reinforced that. Don’t get me wrong, I thoroughly enjoyed my 2014 i3, but BMW is a premium brand and one that prides itself on the driving experience. There should have been a Sport option available right from the start. I also believe that BMW should have figured out a way to stuff more batteries in the original i3, so it could deliver a solid 100 miles of range.

The original i3 BEV delivered only 81 miles per charge, which is why I needed to get the range extender. Sure, you could squeeze out 100 miles in perfect conditions, but in the harsh winters of the northeast, it would sometimes only deliver about 60 miles of range. With my 2018 i3s, I was able to average 90 miles of range in the coldest winter months, and now that it’s warmer, I’m having no problem getting 120+ miles per charge.

The i3s has 14 more horsepower (184 hp vs. 170 hp), and 15 more lb-ft of torque (199 lb-ft vs. 184 lb-ft) than the regular i3 models. The increase in power isn’t really felt much at the low end though, and BMW’s claimed zero to sixty times are only .4 seconds faster (6.8 sec vs. 7.2 sec). The real difference in power is felt at speeds above 40 mph. The car pulls strongly all the way up to 90 mph, and the top speed is 6 mph higher than the regular i3 (100 mph vs 94 mph).

However, the biggest improvement may very well be in how the car drives. BMW upgraded the suspension to include specially developed springs, shocks, and anti-roll bars. This new suspension is unique to the i3s, and the car is 10 mm lower, with a 44 mm wider track. In fact, BMW had to add fender flares to accommodate the wider track. Add wider tires and 20″ sport wheels and the i3s feels like a different car than my 2014 i3 REx did.

At highway speeds, the base i3 can be a little skittish at times, especially on windy days. The tall, boxy shape and skinny tires were really designed for lower-speed city driving. However, the lower and wider suspension, plus more rubber on the pavement have eliminated all of the deficiencies the base i3 has at high speeds. The car feels rock solid and planted now, all the way up to the electronically-limited 100 mph top speed.

The base i3 models have always had three driving modes: Comfort (the default mode) Eco Pro, and Eco Pro Plus. The i3s has all of those, but it adds a new Sport mode. The owner’s manual says that the Sport mode offers a “more direct accelerator response and tighter steering characteristics” and I definitely agree with that. In fact, it can be too responsive at times. If I’m looking for a more leisurely drive, I won’t use Sport mode because the accelerator is so responsive. The car lunges forward with the slightest touch of the accelerator and goes into regen as you back off. The Sport mode isn’t designed for casual daily driving, it’s really set up for those times that you want a spirited driving experience and it delivers.

BMW also improved the traction control system from the previous generation i3. This feature isn’t unique to the i3s, but since it’s new for 2018 I didn’t have it on my previous i3. BMW says this new system can crunch data 50 times faster than the previous traction control and offer instantaneous power delivery. That’s mostly credited to the control process being calculated directly in the powertrain, instead of in a remote unit requiring long signal paths.

In previous model i3s – as well as my ActiveE and MINI-E, when the car experienced uneven road surfaces, or sharp corners, the traction control system would reduce the regenerative braking, or in some cases completely shut it off in an effort to keep the tires from losing traction. That gave the sensation of sudden acceleration to many owners. If you were in full regen, hit a bump and the regen shuts off, the car freewheels. While it doesn’t actually speed up, it stops slowing down, and that gives the same feeling as sudden acceleration. That is completely eliminated with this new traction control system. I’ve actually gone out of my way to try to defeat it and I haven’t been able to.

So while I really am loving the new i3s, it is still far from perfect. The one thing that I can’t get past is how BMW hasn’t added a heated steering wheel and back seats. I can almost forgive them for the back seats, but not for the steering wheel. Every electric vehicle should have a heated steering wheel, period. Especially one that is priced at the higher end of the market. You can really save energy in the winter by using the heated steering wheel and seats, and limiting the use of the cabin heater, and that translated into longer range. While all BEV i3s come with a very efficient heat pump system, the REx versions do not, and have conventional resistive heaters.

Also, the coach doors are still kind of a pain at times. Luckily for me, I don’t have any kids, so I rarely use the rear seats. However, when I do, it can be inconvenient for the people sitting in the rear. I have it straight from a high-level BMW i executive that they will not be employing rear coach doors on future BMW i models. Another nitpick is how the windshield wipers drag some of the water back into the view of the driver on their return stroke. This has been the case with all i3 models since the initial launch, and BMW hasn’t been able to improve or eliminate it. It can vary from annoying to slightly obstructing your vision depending on how heavy the rain is. I found that if I use a product like Rain-X, it greatly reduces the issue.

With all the said, the i3 is still a tough sell with its current price point. My car is pretty much loaded with every option available, except it has the Deka World interior which is the base interior, and the MSRP was $54,845.00 (including the $995 destination charge). That’s a lot when you consider the comparison (Nissan LEAF, Chevy Bolt, Tesla Model 3). Still, the i3 is really a unique vehicle, and in my opinion after more than four years on the market doesn’t look outdated yet. I still like the interior better than any other EV, and that’s really important to me. BMW knows they are priced high for the segment and have been offering great deals including $10,000 utility discounts (which expire next month!) and very competitive lease rates to ease the pain of the high MSRP.

The i3 has been rumored to be getting another battery upgrade at the end of this year, increasing the capacity to an estimated 43.2 kWh. That will exactly double the size of the i3’s original battery offering which had 21.6 kWh capacity. If true, that would most likely bring the i3’s EPA rated range up to around 150 miles per charge. Since I’m getting 120 – 130 miles per charge on my i3s with a 107 EPA range, I’m sure the new i3 will be able to get 175+ miles per charge in favorable weather conditions. The added range of the new battery will most likely drastically reduce the number of range extender models sold.

Overall, I’m very happy with my i3s and would absolutely recommend it. Look out for a sizable manufacture discount or special lease rates, as BMW has been putting cash on the hood to help make the i3 more competitively priced in today’s growing EV market.

The article TEST DRIVE: 2018 BMW i3s Six-Month,10,000-Miles appeared first on BMW BLOG

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jonathanbelloblog · 7 years

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First Drive: 2019 Genesis G70

NAMYANG, South Korea—On a recent Friday morning in Korea, two shots went off within hours of each other. The first, a Hwasong 12 from Pyongyang, soared 478 miles above terra firma and splashed into the ocean 2,300 miles later. Then the Genesis G70 was launched in a midmorning press conference at Hyundai Motor Group’s design center, aiming for the middle of the international luxe-sport market.

The first shot made stomachs churn in global capitals. Of course South Koreans fretted about Kim Jong Un’s ongoing snit as well, yet 15,000 concertgoers turned out that evening in Seoul for Gwen Stefani’s show tied to the G70’s debut.

Not failing in its moment, the G70—which completes the Genesis range of large, midsize, and scrunchy sedans—looks like a winner. The design is distinctive and correct, with a beautiful sweeping roofline and a touch of felinity in the front three-quarters view. Some may snipe about the troublesome chrome chevron on each front fender or the rear view’s suggestion of the Chrysler 200, but the G70 looks expensive and proclaims a broad appeal. Design chief SangYup Lee can’t exult in a big breakthrough, but the details are executed with passion.

After the blowout celebration, Saturday was driving day. From the hotel in the 123-story Lotte World Tower, we set out for Inje Speedium, the 2.4-mile circuit in the northeastern mountains. Genesis offered us the G70 Sport, the turbocharged 3.3-liter V-6 model with an eight-speed automatic transmission. Benefiting from 370 hp, it will go from 0 to 60 mph in 4.7 seconds in rear-wheel-drive configuration. Our car had all-wheel drive, and Hyundai hasn’t published 0-60 times for any but the rear-drive model, so we’ll have to wait until we can test it for ourselves to find out. There will also be a 2.0-liter turbocharged four-cylinder model making 252 hp, and the possibility of a six-speed manual transmission is on many lips. A 2.2-liter turbodiesel goes to other markets.

To make a bold statement, the G70 has a large grille of meshing diamonds. An adventurous pair of front-corner air intakes also arrests the eye. Recognizability is a must, and the G70 scores above the 90th percentile on this aspect. There’s no confusing it for an Acura or a BMW. And it has some swagger. We were told it’s the widest car in the segment. It measures 184.4 inches long, 72.8 inches wide, and 55.1 inches tall. Wheelbase is 111.6 inches.

Four daytime running lights, the new Genesis signature, winked at us in the early dimness, as if advising us of the three-hour drive ahead. After running hands over the flared hood and creased sides, we climbed into the driver’s seat. Like the body design, the interior is conventional but well executed. The 8-inch touchscreen dominates from its perch atop the dash. Grasping the wheel and moving the stubby shifter into Drive, we crossed Jamsil Bridge over Hangang River and left town on an expressway. Genesis is making much ado about its Active Sound Design creating “an aural character that reflects the engine load and driving mode settings.” Departing the city in Comfort mode, we felt isolated from Seoul’s 20 million people. This is a quiet car.

“First of all, it’s a very stiff, substantial platform,” said Albert Biermann, formerly of BMW, who leads the chassis development program. Our urge for spirited driving was kept in check, though, as the expressway jammed up with people going to their ancestral homes to observe seongmyo, the tradition of tidying up the graves of departed loved ones before Chuseok, the early October harvest festival.

Our G70’s cabin was comfortable and posh with quilted leather upholstery and beautiful aluminum trim. There were no tricks to learn on the control panel. When the preset route guidance seemed to be sending us into Kim’s welcoming arms, we easily reset it for the desired waypoint at Gwangchiryeong. While relaxing there, it should be mentioned, we tried out the backseat but found entry and egress to be tortuous. A Mercedes-Benz C-class sedan seemed like a limo by comparison. It was also a long reach to close any open door, no matter where we sat. And another of the G70s quirks: the 12-volt battery lurks below the cargo floor (and the extended mobility kit) in the trunk.

This is a driver’s car and “well harmonized,” SangYup Lee had told us. We were eager to get onto the track, a wide and rolling circuit with one long straightaway and clusters of linked Kama Sutra turns. How about the electronically controlled suspension, 19-inch Michelin Pilot Sport 4 tires, and dual-piston Brembo brakes?

Turning the rotary knob on the center console, we changed the driving mode to Sport, number four of five settings, and caressed the paddle shifters. Then we stomped on it. The G70 took off with, ahem, mellow contentment. This is not an edgy car. Sorry, no crackling exhaust here. It wasn’t slow by any means—we hit 120 mph on the straight—and it carried a neutral attitude through the corners, but it rolled like a C-Class and was just generally more Prosecco than tequila.

A Dynamic Edition is coming to the U.S. at model introduction. We did a lap in one example and can suggest this G70 will appeal to the street-performance veteran moving up from a Honda Civic. It has Pilot Sport 4 S rubber, torque vectoring, and a limited-slip differential. We wish we could have driven the 2.0-liter four-cylinder G70, but it wasn’t available. Final specifications for United States-bound models will be announced early next year. Pricing will probably be determined by November, in time for the Los Angeles Auto Show. The G70 reaches the United States next spring but is on sale now in South Korea for 3.75 million won—about $33,300.

The sedan’s launch comes at a portentous moment for Hyundai Motor, which has faced engine-related recall problems in the U.S. and supply chain problems in China, and for South Korea, Land of the Morning Calm, where anxiety is building about the PyeongChang Olympics in February. What stunt will spoiled Kim pull? Hadn’t anyone thought to give Scud Boy the biathlon events just to shut him up?

Yes, above all, the G70 is a well-targeted consumer product, a nutritious bar of automotive almonds, chia seeds, and flax. Even lacking a trace of bibimbap, it’s nevertheless tasty. Congratulations to the smart people at Namyang R&D on their accomplishment. Selling 15,000 units in the U.S. will be huge. If only missile-bound Pyongyang had something as good to offer instead of idiocy and destruction.

2019 Genesis G70 Specifications

ON SALE April 2018 PRICE $33,300 (est) ENGINE Direct-injection 2.0L turbocharged DOHC 16-valve four-cylinder 252 hp @ N/A rpm 260 lb-ft @ N/A rpm; direct-injection 3.3-liter turbocharged DOHC 24-valve V-6, 370 hp @ 6,000 rpm 376 lb-ft @ 1,300 rpm (est.) TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, RWD and AWD sedan EPA MILEAGE N/A L x W x H 184.4 x 72.8 x 55.1 in WHEELBASE 111.6 in WEIGHT N/A 0-60 MPH 4.7 sec (RWD, 3.3T) TOP SPEED 167 mph

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perksofwifi · 3 years

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2022 Volkswagen Taos Gets Basecamp Accessory Package for More Effective SUV Cosplay

Volkswagen is introducing an outdoorsy accessory line for the all-new 2022 Taos. The accessories add a rugged look to the compact SUV and are available bundled together in a package or sold separately.

Inspired by the Basecamp line for the Atlas, the package includes custom plastic body cladding, front and rear fender flares with integrated splash guards, and lower side plates. The grille also gets a Basecamp badge. The Basecamp package gives the Taos a more aggressive appearance and creates a cohesive styling upgrade that extends from the nose to the rear.

In addition to the new Basecamp accessory line for Taos models, Volkswagen has a full suite of equipment options that bolster convenience and vehicle protection. Featured gear from the extensive catalog consists of Rubber MuddyBuddy and carpeted floor mats and Bumperdillo guards for the rear bumper that help prevent damage when loading and unloading cargo.

Aimed at folks with an adventurous lifestyle looking to boost functionality while adding distinctive styling, Volkswagen seeks to build on the vehicle’s dynamic exterior design. Except for the Basecamp badge, which is only a part of the complete package, the dealer-installed components are available individually. The Taos Basecamp bundle costs $999 and is on sale now.

The post 2022 Volkswagen Taos Gets Basecamp Accessory Package for More Effective SUV Cosplay appeared first on MotorTrend.

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jesusvasser · 7 years

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First Drive: 2019 Genesis G70

2019 Genesis G70 Specifications

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itsworn · 7 years

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2018 Wide-Body Hellcat Truths & Rumors!

You may have seen these spy shots floating around of a wide-body Hellcat that looks strikingly similar to the new Dodge Demon (for the complete Demon story click here). Lots of wild guesses have been thrown around as to what it actually is. We finally have some hard intel, which when combined with other facts and off-hand comments by Dodge people, come together to make for some interesting scenarios.

At the center of attention is an interesting set of photos taken recently by spy photographer Brian Williams. The images were taken outside of SRT’s building in Auburn Hills, MI this June. The undisguised vehicle is badged as an SRT Hellcat with a Hellcat hood and grille. It has Demon-style wide-body fender flares and extra-wide 20-inch tires in the 305 – 315 range. Clearly seen are the larger Brembo brakes from the current Hellcat. What you don’t see are the larger air-grabber hood scoop and accompanying air tract that would be required for the Demon’s 840 hp Hemi. Within days of these shots, a car carrier was seen unloading six or seven more identically outfitted Hellcats in the same SRT parking lot. Photog Williams tells us the cars look like preproduction prototypes. They are developed well beyond mule status, with what appears to be factory fit and finish, and wheels that are decidedly different than either the new Demon or the existing Hellcat.

What’s so unusual about this set of photos is that unlike most spy shots of test cars, which are usually festooned with body cladding, migraine-inducing graphics, porch-screen grille mesh, and mud from stem to stern. This car is completely uncovered, well-presented, very clean, totally finished, and shown not in some far-away desert-scape, but in Detroit at SRT’s main office. That only happens when it’s really close to production and putting camo on it could damage the paint or bodywork. No sirree. This is in all likelihood a car that will likely be dispatched to important news organizations for review—Latino Ladies Home Journal, Billybob’s Hellcat YouTube Vlog, and the Jalopy Network Mailing List to name a few. That alone tells us this is no long-range, far-flung concept or test mule—it’s the real thing, and it will be revealed not in years hence, but in mere months as a 2018 model (assuming scenario 1 or 2).

Here’s the mystery wide-body Hellcat in profile compared to the 2018 Demon. Note how the wide-body fender flares in the spy shot and the fender flares on the Demon are identical, but the wheels are very different. The Demon sports an 18-inch wheel which affords it a taller, more compliant sidewall for hard drag launches. Nevertheless, the 18-inch Demon wheel forces it to use a smaller brake package. No such problem on the mystery car with 20-inch wheels and Hellcat-sized brakes.

We have three scenarios as to what the new model could be, listed here in order of likelihood:

1. New Hellcat “Plus” Model

Writes spy photographer Brian Williams: “With the release of the Dodge Challenger SRT Demon, the regular Hellcat suddenly looks pretty plain. So what can Dodge do to keep Demon fans who don’t need a Demon happy? They can put out a wide-body Hellcat. You know, a poor man’s Dodge Demon. I suspect that this could be a wide-body Hellcat made to placate customers who want the Demon to be more of an appearance package than a full-on drag racing package.”

A Hellcat “Plus” model would fit in the line-up between the Hellcat and the Demon much like the Grand Sport fits in the Corvette line-up between the Stingray and the Z06. The strategy has certainly worked within the Challenger line-up with the Shaker editions (both R/T and Scat Pack) being big hits. Bolstering that idea is information gleaned from a tire vendor who wrote to us, “[Dodge has] given us an opportunity to fit our tires on a new model that is in between the Hellcat and the Demon.” Interestingly, the company is not Pirelli, the tire that appears to be on the car in spy shots seen here. Relating to that, you’ll remember earlier spy shots of the Demon also had Pirellis, not the Nitto Drag Radials the car was ultimately released with.

Close-up of the wheel and tire on the mystery wide-body Hellcat shows the tire as a Pirelli, most likely a 305/40R20 or a 315/40R20. Word from a different tire vendor close to SRT says they have been asked to submit a tire for a new model in between a Hellcat and a Demon. Note the tire-to-bodywork clearance is not enough to support an all-wheel drive powertrain.

A revealing insight comes from no less than Dodge president Tim Kuniskis himself. In a YouTube video from the Demon’s debut on April 11, 2017, Kuniskis is heard saying: “That’s the hidden little secret of [the Demon] … the handling of this car is amazing. It will pull 1.0g on the skidpad. It will actually out lateral accelerate a regular Hellcat. It’ll brake faster than a Viper ACR. Sixty-to-zero is 97 feet.” Serving as a backdrop to these comments is the fact that there is no more Viper, and that the Hellcat is currently the flagship product Mopar guys are expected to take into battle at autocrosses and road courses. Of course, in the face of the better handling, superior power-to-weight ZL1 Camaro, the Hellcat loses. With the Demon outperforming the Hellcat on a road course—at least on paper—you can easily see how the situation would need fixing—and quickly. A Demonized wide-body Hellcat with extra-wide, extra-sticky rubber—and in possession of its full-sized Hellcat brake package—would be the rightful path.

A wide-body Hellcat with wider, stickier rubber would erase the on-track road-course performance gap between the Hellcat and Camaro ZL1. It would also prevent the embarrassing default scenario of a drag car—the Demon—being faster around a road course than the Hellcat.

Our final piece of evidence supporting this scenario comes from asking the question, “what about the base-model SRT with the naturally aspirated 392 Hemi?” Ever since the Hellcat’s debut in 2015, we’ve not heard a peep about the entry-level SRT model. We’d guess sales of the 392 SRT ($50,195 base MSRP) are dismal with the 392 Scat Pack at a $38,995 starting price. Plus, the SRT’s natural rival—the GT350 Mustang—is more powerful, lighter, faster, and less expensive. If SRT cedes all of the 392 SRT’s performance features to the regular Scat Pack and repositions the current “narrow-body” Hellcat as the entry-level SRT vehicle, then the “wide-body” Hellcat as an intermediate between base Hellcat and Demon makes sense.

2. Long-Rumored Chrysler ’Cuda Model

For years, rumors have been popping up that Chrysler—now FCA—will be bringing back the ’Cuda in some form. Going as far back as the 2007 SEMA show, Dodge displayed a ’Cuda version of the then-new SRT8 Challenger. Then in 2010, Chrysler filed for—and was granted—trademark protection from the U.S. Patent & Trademark Office for the ’Cuda name. Once again, in 2015 FCA renewed its trademark for the ’Cuda, but per U.S. trademark law has now used up its final filing for the trademark. Now, in order to protect the ’Cuda trademark, FCA will have to bring an actual saleable product to market sometime in 2017, or risk losing the trademark protection forever.

We floated this SRT ’Cuda concept back in 2013 when we first heard noise about the ADR (what we now know was code for the Demon). A Chrysler-ized version of the SRT Hellcat called the ’Cuda could give the flagging brand a huge boost without cannibalizing Dodge sales. FCA’s ’Cuda trademark protection is sun-setting in June 2017 unless they produce an actual saleable product.

This scenario is essentially the same as the “Hellcat Plus,” but with a name change. It does, however, open up other possibilities that we need to consider. We’ve always thought that the alliteration of a “Chrysler ’Cuda” not only rolls off the tongue easily, it also provides a much-needed halo vehicle for a brand that for all purposes is destined for (the Pacifica minivan notwithstanding) the same fate as Plymouth and DeSoto. Recasting a Hellcat as a luxury sport coupe for the Chrysler brand could save the brand. One powertrain option could be the detuned 575hp Hellcat engine seen in the Ram Rebel TRX concept, and could be priced up-market at $55k to go head-to-head with Ford’s GT350 Mustang (with 526 hp and an MSRP of $50k). As a reminder, the Ram Rebel TRX [motortrend.com] was shown last fall as a thinly-disguised concept, and was nearly production-ready with full off-road functionality. The unofficial word inside FCA is to “Hellcat everything,” and the fact FCA went to the effort of detuning the Hellcat to run on goat piss in harsh off-road conditions shows just how wide they see the engine’s application as being.

“Hellcat everything,” is the motto right now at FCA, and that even extends to half-ton trucks. The Ram Rebel TRX concept introduced last fall and shown here is a thinly disguised production model with a detuned 575hp Hellcat engine, proving how flexible the Hellcat Hemi really is—and how committed FCA is to spreading it throughout the product line. Will a Chrysler be next to get it?

The mandate to Hellcat everything could and should eventually include a Chrysler vehicle. (Dodge, Jeep, and Ram have already been accomplished.) A Chrysler ’Cuda would be a natural. We were so convinced of this four years ago that we created a set of renderings for an SRT ’Cuda that you can see here [hotrod.com]. As a side note, a Chrysler 300C with Demon-width wheels and fender flares has also been spotted, lending credence to the “Hellcat everything” mandate. When more photos of that vehicle surface, look for them here.

3. Mopar Aftermarket Wide-Body Package

There’s always a slim chance that FCA’s Mopar division is playing the underdog hero role by offering a Demon-style body kit/wheel/tire package to owners of Challenger R/Ts, Scat Packs, and Hellcats. Once again, we make reference to a Mopar concept from the SEMA show—the 2015 Challenger GT—which has the telltale wide-body kit and wide wheel/tire package. Ever since the Demon reveal, interest in a Demon wide-body upgrade kit has taken off like a rocket. We’ve already had several requests from aftermarket companies pleading for a Demon press car to measure so they could create such a kit. (Sorry guys! We are NOT in the loop just yet!) If Mopar division has a pulse, they’d use their built-in head start to get a wide-body kit and wheel/tire package to market pronto. These photos could be of otherwise standard Hellcats on loan from SRT that have been retrofit with Demon pieces that might be offered through Mopar dealers.

Mopar introduced the Challenger GT—a wide-body version of a 5.7-liter Hemi Challenger with all-wheel drive—at the 2015 SEMA show in Las Vegas. Built ostensibly to judge consumer reaction to the wide-body look that would arrive on the Demon, it also gave Mopar the inside track to designing an in-house wide-body kit and wheel/tire package. Could spy shots of a wide-body Hellcat be of a test mule for a Mopar aftermarket package?

A Mopar wide-body kit would also give dealerships a huge pre- and post-title profit center for their service and aftermarket sales departments. We easily envision dealerships upgrading Scat Packs, R/Ts—even V6 SXT models—with Demon cladding and wheels for huge profit margins. (Maybe with this they’ll stop gouging customers over MSRP for stock Hellcats and Demons?! Nah.) Pre-sale conversions on these lesser models would allow young or at-risk buyers to get the Demon look for less, and without incurring the huge insurance and fuel surcharges. With Demon production limited to just 3,000 units in the U.S., we don’t see body kit conversions eating into sales or profits on the Demon.

The post 2018 Wide-Body Hellcat Truths & Rumors! appeared first on Hot Rod Network.

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perksofwifi · 5 years

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Refreshing or Revolting: Dodge Charger Widebody vs. Challenger Widebody

Some things are better when they’re wider. Whether on pizzas or flatscreen TVs, extra inches only improve the experience. Is this true with muscle cars?

Following up the Challenger, Dodge has applied the Widebody treatment to the Charger as well; standard on Hellcat and optional on Scat Pack. Like on the big coupe, bulging fender flares add 3.5 inches of width to the body, under which are tucked 20×11-inch wheels. The performance result is increased grip and stability. The aesthetic result is amplification of badassery. On the looks front, though, which of these Mopar monsters is the winner?

Looking at it head on, the Charger Widebody is pure intimidation. Its fascia has been reworked, now with larger openings in its lower section to allow more efficient airflow. Between familiar LED-accented headlights, its upper portion is horizontally divided by a small splitter which continues the rising lines surrounding the central duct below. This gives the car a frowning, pissed-off mug which couldn’t be clearer that you need to get out of the way. A hood cut by scoops and vents helps cool the engine and boost the sedan’s sporty looks. Visible from the front are those extended fender flares and fat tires they barely cover.

The view in profile best shows the features which give the Charger Widebody its name—those fender flares cannot be ignored. Up front they rise to within millimeters of the headlights, and at the rear overlap significantly with the back doors. Their chamfered edge at all four corners adds intricacy. Side panels have the boomerang-shaped sculpting seen on all Chargers. Various badges denote which engine a particular Charger packs—watch out for the ones that show an enraged feline, although the angry bees pack a sting, too.

Considering the back, things mostly carry over from lesser iterations. Vents behind the rear wheels are enlarged slightly, while cannon-gauge twin tailpipes project the Hemi V-8’s roar. The wraparound taillight still looks great, and the trunklid spoiler provides some degree of downforce as velocities increase. Again, those wide fenders are hardly sufficient to cover the 305/35 Pirelli tires, with a good amount of rubber jutting beyond the bodywork.

Inside is identical to what’s been seen in narrow-body hi-po Chargers. That means front bucket seats, red-backed instrument gauges, a steering wheel with paddle shifters, and generous application of suede-like material throughout.

So, while the Widebody Charger and Challenger are matched mechanically, are they even in looks? We say no: To our eyes, the Challenger wears its extra inches better. Sure, the fender flares benefit the Charger’s imposing form, but somewhat interrupt its comparatively curvy and complex styling. With its straight-edged, throwback design, the Challenger better adopts the wider stance. Stock, its length is emphasized by its two-door configuration, but Widebody spec works to square it out a bit. While the Widebody siblings may perform similarly on a drag strip, we know which we’d pick to cruise around in: Challenger all the way.

But what do you think? Which widened Mopar wears its fender flares best? Tell us in the comments on Facebook and Instagram.

The post Refreshing or Revolting: Dodge Charger Widebody vs. Challenger Widebody appeared first on MotorTrend.

https://www.motortrend.com/news/dodge-charger-widebody-vs-challenger-widebody/ visto antes em https://www.motortrend.com

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eddiejpoplar · 7 years

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REVIEW: The first delivered BMW i3 S in the United States

On December 30th, 2017, BMW delivered the very first US 2018 i3s, the new Sport version of BMW’s only all-electric car. That car was a Fluid Black BEV (no range extender) and it ended up finding a home in my garage.

I’ve been more than lucky the past few years as far as firsts for BMW’s electric cars. On January 14th, 2012, I became the very first customer in BMW history to take possession of an all-electric BMW vehicle. Then, two years later on May 25th, 2014, I took possession of the very first BMW i3 REx in the US.

However, this time it’s a little different. This is the first time I’ve picked up an improved version of the same EV I’ve had before, rather than the next generation of BMW plug-in. Although the 2018 i3 is an LCI refresh of the model, and the i3s is a new i3 variant, so it actually is definitely different than the 2014 i3 that it’s replacing.

My 2014 i3 had the range extender option, but I opted for the full-electric BEV version this time. That’s because BMW upgraded the i3’s battery in 2017 to 33.2 kWh from the original 21.6 kWh battery that the i3 launched with in 2014. That increased the i3’s all-electric range from 81 miles per charge to 114 miles. 81 miles per charge just wasn’t enough for my driving needs, so I ordered my 2014 i3 with the range extender. However now, with the bigger battery, I decided that I no longer need the REx.

Speaking of range, the i3s actually has a slightly shorter range than the non-sport i3. That’s because of the added power and the increased rolling resistance from the wider tires of the i3s. The EPA range rating for the BEV i3s is 107 miles per charge, down 7 miles from the regular i3 BEV.

So far, I’m averaging about 90 miles per charge, but it’s been frigid here in New Jersey since I picked up the car, with temperatures in single-digits, so I would expect to get less than the EPA range rating in this kind of weather. Based on what I’m experiencing in this kind of adverse weather conditions, I suspect I’ll be able to get 120 miles per charge rather easily once the spring rolls around.

Visually, the LCI refresh gave the i3 a new front fascia and redesigned rear bumper area. The i3s has a slight variation of the changes up front and rear, as well as fender flares to accommodate the wider track and tires that the Sport version has.

The i3s has a new sport suspension which features specially developed springs, shocks, and anti-roll bars. This new suspension is unique to the i3s, and is 10 mm lower and 44 mm wider than the base i3. Plus, there’s also more rubber on the ground. The i3 Sport comes standard with new 20″ sport wheels, which are .5″ wider than the previous 20″ optional sport wheels available on the i3. This allows the rear tires to upgrade to 195/50 R20 and the front tires to use 175/55/R20. These new wheels are available in polished silver, and in Jet Black. In the three days I’ve had with the car so far, I can already tell that it handles much better than my 2014 REx did.

The i3s has 14 more horsepower (184 hp vs. 170 hp), and 15 more lb-ft of torque (199 lb-ft vs. 184 lb-ft) than the non-sport i3 models. The increase in power isn’t felt much at the low end, though. BMW’s claimed zero to sixty times are only .4 seconds faster (6.8 sec vs. 7.2 sec) than the base i3 BEV. The i3s’ increase in power is really felt once the car is going faster than 40 mph. At highway speeds, it really feels like a different car, both in acceleration and stability.

The power increase combined with the new sport suspension, wider stance, and better tires makes a huge improvement, especially at higher speeds. The i3s also has a slightly higher top speed than other i3 models. It tops out at 100 mph, which is 6 miles per hour faster than the non-Sport i3.

The i3s has a new Sport driving mode in addition to the three existing driving modes for the i3 (Comfort, Eco Pro & Eco Pro Plus). The owners’ manual states that the Sport mode offers a “more direct accelerator response and tighter steering characteristics” and I definitely found that to be true. The steering is heavier and delivers more feedback to the driver.

Other changes for 2018 include the new version of BMW’s iDrive, which now display’s three menu tiles at a time, and also offers Apple’s CarPlay. There’s also a BMW i Blue seat belt option ($300), which I ordered. The headlights now control the high beams also, and are all LED. All previous year’s i3s had separate high beams located below the headlights integrated into the bumper. They were halogen and not very effective, in my opinion. I actually upgraded them to LEDs on my 2014 i3. The new LED high Beams on the 2018 i3 & i3s are much better than the headlights on i3s from previous years.

While I’ve only had a few days behind the wheel of my new i3s, I already know that I’m going to be very happy with it. It’s everything my old i3 was plus more power and much improves handling and stability, especially at highway speeds. The Sport driving mode combined with the suspension upgrades and wider tires really changes the driving dynamics of the electric Bimmer. I can definitely now see why Autocar said this about the i3s after their time behind the wheel:

“But I can say that, in ‘S’ form, the i3 is now more enjoyable than any other EV bar an i8, a Tesla Model S with ‘ludicrous’ mode engaged or a Nissan Leaf on plastic rear tyres. For that reason alone, it has become our favourite version of one of our favourite EVs.”

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eddiejpoplar · 7 years

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First Drive: 2019 Genesis G70

2019 Genesis G70 Specifications

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