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jameholder10 · 3 years

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Rifle Scope- The Complete Guide You Need

Gone are the days when the hunters and shooters used iron sights to align the target, most of the shooters now use some kind of a rifle scope to do the job. With iron sights, the target has to be aligned with the front and rear sight which is effective but needs a lot of practice and training. On the other hand, some kind of optical sighting device on the rifles, shotguns or handguns makes this entire process far less complicated and more accurate. When you aim through a scope or a redline dot then it becomes much simpler and more uncomplicated due to the fact that every rifle scope also magnifies the target which means that the target appears closer making it easier to aim and shoot accurately.

California legal rifles provide the best rifle scope options with proper guidance barring any technical jargon, specs or acronyms. A rifle scope is basically a mini telescope that helps the shooter to shoot with accuracy and hitting the bullseye every time. In order to make the right decision of which rifle scope to choose, you need to pay heed to many factors. There is a wide range of rifle scopes available in the market which can make the task quite daunting if you don’t know what exactly you are looking for. This article will help you out in figuring out what you need in your scope. So, let's get on with it!

1. Know the Purpose of your Weapon

The selection of the right rifle scope is based on your need- you want to do competitive shooting, target shooting, hunting, self-defence or home defence. If you’re in target shooting then how far away do you shoot from? If you want to protect your property then how far wide is it spread? A rifle scope is best suited for hunting purposes because here you need to precisely shoot at the target with lighting fast speed, which is not really possible with iron sights. The basic need of the scope arises when you need to shoot from far away and with absolute accuracy.

2. Magnification of the Scope

Most people think that the higher the magnification the better and more accurate they will shoot, spending hundreds of dollars for nothing. The magnification level should be determined with the distance you are shooting with. There’s no point in paying for higher magnification just for the sake of it, in fact shooting with a 20x magnification just to kill a whitetail deer is a waste which results in missed target and wasted ammunition. When you’ll start looking for scopes, you’ll come across numbers in this setting 3.5X to 10X. The left hand-side number suggests how much bigger the target will appear as compared to the naked eye, so in this case the target will appear 3.5 times bigger. Anything under 10X is best suited for short distance hunting and shooting. Anything above 20X is best suited for open spaces and long shorts.

3. Use a Fixed or Variable Scope

It again comes down to your need or usage when deciding between a varied or fixed power scope. The basic difference between the two is that the fixed power scope has only one power like that 4X and the varied power scope has a range of power like 3-7X. A fixed power scope costs less, is of higher quality and aligns the target faster. Whereas the variable scope is more complex due to a more powerful technology as it offers a range of magnification. The bigger the range the higher the price you’ll pay. You’ll really need to be true to yourself and ask how often do you need to zoom 10 times the normal size if the answer is quite often then opt for varied power scope otherwise stick to the fixed one. California legal rifles come with both the options so choose the one that fits well with your budget and needs.

4. Look at the Construction of the Scope

Rifle scopes differ from company to company but there are few features that every interested person should look out for. Firstly, the main tube of the scope which generally comes in 34mm,30mm or 1-inch diameters. A larger tube means that the shooter has now more range to adjust and it also increases the sustainability of the scope. If you’re hunting often then opt for a 1-inch tube otherwise a 30mm will work just fine. Also, the scope should be purged with nitrogen or argon to make sure the gun works just fine in extreme temperatures and humidity levels.

Ending Lines

There are many more things that one should look out for in a rifle scope but for starting you can take cue from these above-mentioned points.

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kwsseurenn · 3 years

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The Ultimate Guide to Keeping Your E-bike Running Well

The battery for your electric bike is typically worth about a third of the entire bicycle's value, so it’s crucial to find a good quality one and take care of it. Maintaining even the best e-bikes isn't tricky, but there are some essential things to know if you're going to keep it in prime condition and get the best performance every time you head out on a ride.

What Checks Should You Do Before Riding?

Before going out on your e-bike, a few quick checks will help ensure you're getting the best, safest ride possible. Electrical and mechanical checks are the vital thing, so from a mechanical point of view, tire pressures and if you’ve got any mountain bike suspension settings as well.

From an electrical point of view, you make sure that the battery’s got a complete state of charge. "You’d ideally do this with adequate time to ensure that you can put a charge into it. There’s nothing more damaging than rocking up to a ride and finding that you’ve got one block of battery. It’ll either be a challenging ride, or the ride never happens.

How Can You Make the Battery Last Longer?

There are many ways to eke more incredible mileage out of your e-bike's battery, some of which are more prominent than others. We always think about marginal gains in cycling, but they’re all things you can do to improve the battery's life and the battery range. We talked before about the tires being correctly inflated and things like your brakes rubbing. You see all these if you’re a human being pedalling a bicycle, but with an e-bike they’re pretty good at hiding those little things.

Also, think about which of your bike's modes you're going to be using. Most electric bikes have a set of various options that give varying pedaling of assistance. The last thing is that lithium-ion batteries do like to be charged, so don’t let your battery run all the way out and then leave it run out. The battery can enter a kind of hibernation mode, and then it can be challenging to wake that battery. We recommend that even if you’ve just used a bar of battery, put it on charge. You’ll prolong the life of it if you charge it often.

Back Off of Boost Mode

The way you ride the bike also affects battery life. Like running your car to redline all the time, using boost mode and/or throttle puts more load on the battery than eco mode. That being said, I’ll be the first to admit I love boost mode. So if you like it, use it. Just know your buddy riding in eco all the time will get a little more out of the battery.

Keep in mind you can do all or none of the above. The bike will still work fine, but the battery won’t live as long. As time goes on, battery management systems (often referred to as BMS) and smart chargers get better and better, allowing you to be more carefree with the battery. Keep an eye on the thermometer though. The best BMS in the world won’t keep a battery from frying in a 140-degree car.

Proper storage and maintenance of your battery, as detailed above will significantly increase its lifespan. A well-maintained lithium battery will last between 3-5 years, whereas a poorly maintained battery can be severely damaged over just one season or earlier.

Click here if you are looking for more detailed information on batteries and how to e bike akkus reparieren.

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perfectirishgifts · 3 years

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Mountain Drive: Lamborghini Huracán EVO Spyder Embodies Exotic Car Fundamentals

New Post has been published on https://perfectirishgifts.com/mountain-drive-lamborghini-huracan-evo-spyder-embodies-exotic-car-fundamentals-2/

Mountain Drive: Lamborghini Huracán EVO Spyder Embodies Exotic Car Fundamentals

Lamborghini Huracán has stood the test of time, proving just as entertaining and surprisingly easy … [] to live with as it did nearly seven years ago.

After seven years, Lamborghini Huracán, especially in Spyder bodywork, still delivers on all the fantasies first-time exotic car buyers often express. The elevator story begins with the dual-clutch 7-speed that shifts so quickly and smoothly it turns the 610-horsepower 10-cylinder engine into a musical instrument, revs shrieking on the way up to 8000 rpm, then burbling and crackling off-throttle. Any car that hits 60 mph in 3.5 seconds or less will leave the uninitiated gasping for breath, and Huracán Spyder in rear-wheel drive configuration can perform that trick over and over—anytime, anywhere.

Brilliant orange (Arancio Borealis) is a pricy option, but worth it if one intends to keep the car … [] long-term. Psychedelic.From A-pillar to the rear deck, the doortop has a sweep just like the signature breast pocket of a Cesare Attolini sport coat from Naples.

Filippo Perini’s chiseled little bull has stood the test of time, the original design benefiting from Lamborghini design director Mitja Borkert’s EVO updates. Huracán is about a foot longer than a stubby VW GTI, stands considerably lower and seems diminutive in the flesh. A very tidy little package.

Lamborghini has added a touchscreen to the center console with the EVO model. Layers of menus. But … [] Design chief Mitja Borkert integrated it so well you’d assume it’s been there since 2014.

Just like big brother Aventador, Huracán’s interior could serve as cockpit of a short-range fighter in the soon to be established Italian Space Force: deep dashtop under a radically swept windshield, simple aerospace-inspired switchgear, splashes of brightly colored and downright kinky leather, and that starter button under the bright red flip-up cover. In EVO form, the slim shell bucket seats allow just enough room for taller people, though people over six foot two will be viewing the world through the upper third of the windscreen. Huracán best suits people of median height.

Slender shell seats help taller people fit. Huracán is not the roomiest supercar around, not the … [] most accommodating of tall folks. When spec’ing interior, explore seating options carefully if you’re much over six foot.

Passengers ride in the carbon-fiber central tub. Alloy spars front and rear extend to carry suspension and powertrain. Toss in monstrous disc brakes, psychedelic paint colors, and of course that magical name with all those vowels and Huracán scratches the exotic car itch just as well as it did in 2014. Missing are Lamborghini scissor doors, but those would take away from Huracán’s practicality, and diminish the aspirational nature of the V12 Aventador. If you want the scissor doors, you pay for the V12.

Huracán performs like a 4-wheeled superbike, able to exploit moments in time, blitzing away from … [] stoplights, leaving lines of cars in its wake, or transforming an onramp into a drag strip for four or five seconds.

Just as I noted years ago after driving a Huracán for the first time, assembly quality is impeccable. Inspect how body panels are joined, the clinically clean installation of door and hood hinges, tight, accurate stitching and panel gaps throughout the interior and the total lack of any squeaks or rattles even on press cars that have been hammered by people with a wide range of driving skill and sometimes dubious measures of respect for beautiful artifacts loaned to them. Huracán is a tough little beast.

Low profile view shows the extremely fast windshield, steeply raked. The buttresses at the rear make … [] wonderful “streamers” off the backs of the headrests. Minimal rear overhang. The retractable top is as good as any. It’s a simple, short stretch of canvas. Up it makes the car feel like your childhood pup tent, a cozy secret hiding place.

Knock-on effect of proper German-grade assembly is Huracán’s long-proven reliability, the car completely sussed, completely sorted out. Huracán demands little sacrifice and generates virtually no angst in return for so much pleasure. Powertrain and related stability control fundamentals are so robust that aftermarket tuners bolt on pressure-charging systems and dial up significant jumps in absolute horsepower, yet engine and gearbox hold together. As engineers love to say, it’s robust.

Strada is relatively plush, perfect around town. Sport livens up performance, sharpens shift points … [] and engine sounds much livelier. Control is at bottom spoke of steering wheel.

No matter the 610 horsepower and 8000 rpm redline, Huracán can be docile and easy to manage, and downright comfortable in the “Strada” calibration setting when covering unavoidably dull highway miles in mixed traffic.

Front-end lift can be pressed without taking eyes from the road, index finger on the second … [] rectangular box switch from the left. The same can be done to cancel start-stop (second from right) and to engage all the parking sensors and cameras (third from right).

To prove the point, Huracán served two mornings with runs to the dry cleaner, bank, post office with loads of Christmas cards, a milk-and-croissant expedition to our nearby luxe bodega, all achieved without the least hassle in parking structures, on narrow streets, or reversing onto a heavily traveled boulevard. My God, it’s a real car, a fact that never fails to impress an old timer like me, who remembers just how finicky supercars of the 1960s, ‘70s and ‘80s could be. As a young editor I dreamed of everyday supercars, and now they truly exist. Pick up dry cleaning in a Lamborghini and one becomes a highly prized return customer. Yet in the middle of all that I found opportunity to press calibration into “Sport” and blow out the cobwebs.

Thanks to a full array of cameras and sensors, Huracán should never bump into solid objects in a … [] parking garage.

Sensors and cameras from the VW Group’s luxury brand parts bin help when negotiating tight spots. These are systems with millions of real-world miles to their credit. Huracán’s front-end lift is both generous with height and remains deployed till speeds climb beyond those of quirky narrow two-lanes or when given the command to drop. Its control switch at the top of the center stack can be pressed without taking eyes from the road, index finger on the second rectangular box switch from the left, making short work of a too-deep rain gutter where highway offramp meets boulevard.

Test car did not have the aero deflector winglets installed that can be added near the rear … [] buttresses. They prevent back-spill of cold air onto the shoulders and neck. On the other hand, I found the back-spill refreshing on a top-down run down the mountain after sunset.

The same can be done to cancel start-stop (second from right) and to engage all the parking sensors and cameras (third from right). Huracán’s turning circle is surprisingly tight, though the rear-drive models do not have or need the rear-steer system. Huracán thrives in urban settings and quirky beach neighborhoods with oddball parking arrangements, something that more radical exotics, like track specials, cannot do. From Santa Barbara to Malibu and Naples Island, to Mission Bay, Huracán will do the job.

Wheel design echoes the signature Y shape that repeats throughout the car, from the headlights back. … [] They are 19 inches tall, so not too huge, and the suspension can ably and easily keep the big wheel/tire package under control, so ride quality is very high. 8-piston calipers up front. 14,37-in. discs up front. And 14.0-in at the rear with a 4-piston caliper.

Most important for an exotic car, Huracán performs on demand with jolts of acceleration from standstill or highway roll-on. Huracán performs like a 4-wheeled superbike, able to exploit moments in time, blitzing away from stoplights, leaving lines of cars in its wake, or transforming an onramp into a drag strip for four or five seconds. Isn’t that always satisfying? And Huracán makes it simple, bringing this type of performance to a much wider audience than such car had in past decades.

Huracán has 610 horsepower at a heady 8000 rpm, and 413 lb. ft. of torque at 6500. The engine is … [] totally alive in the middle Sport setting, revs freely and rapidly, and truly shrieks from about 5000 rpm up. If you’re on the hunt, keep the revs above 5000 and enjoy the opera.

The big V10 may be a mix of German and Italian engineering, but as calibrated, as the exhaust note is tuned, Huracán’s V10 is fluently Italian. The shriek from 6000 to 8000 is straight out of a video game, yet the experience is real, adding excitement in what might otherwise be a less interesting day. I confess my preference is for the 4-wheel drive Huracán because it is a few tenths quicker in stoplight drag racing, and I hope to drive the new track special STO next spring, but the rear-drive Spyder I drove adds dimension, lighting up the tires for a moment, slipping and sliding. Sure, you give up a few tenths of a second, but you gain that thrilling old sensation we forget as mature adults, of the heart seeming to rise in our chests. How much is that worth? It’s addictive.

Lamborghini can pluck systems from the VW Group’s luxury divisions. They use the best NVIDIA chip … [] for graphics, adding to the sense of excitement and special nature of the car. And the steering column has an incredible range of adjustment, which helps significantly.

Huracán’s life cycle has reached that perfect stage for the buyer who intends to keep a reward car long-term, not the guy who wants the latest to show off. Huracán Spyder will bring years of pleasure with about as little headache as one can expect with an exotic car. After seven years, it still looks stunning and will look just as good in another 10 or 20 years. When I meet folks who want a first exotic, a first supercar, I always put Huracán on the shopping list.

More from Cars & Bikes in Perfectirishgifts

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adriansmithcarslove · 6 years

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2018 Audi RS 5 Review: The German Camaro

Put your foot into the throttle of the 2018 Audi RS 5, and there is a great, glorious engine racket that represents the full measure of the 2.9-liter biturbo’s 444 hp and 443 lb-ft. If you quickly glance down at the tachometer nestled amid Audi’s renowned Virtual Cockpit, you’ll see green-yellow-red cues alight as you approach redline. But with all 21.5 psi of boost urging you forward, you better get your eyes up, partner, because the horizon ain’t that far away.

See the new 2019 Audi RS 5 Sportback four-door hatch right here.

So who would buy an RS 5 coupe? Say you love the idea of a throaty Camaro ZL1, but your station in life might draw Charlie Brown squiggly-frowns and squinty foreheads from your hedge fund peers. Travel 4,300 miles east to Ingolstadt, and you have your solution, starting at $70,875.

In a previous review, Angus MacKenzie referred to the RS 5’s engine note as “grainy.” I’d call it “gargly.” Either way, it’s not exactly smooth. Nor is it meant to be. And although it will never replicate the full-throated, hide-your-children roar of the Camaro, the RS 5 has sufficient clout, grit, and muscle behind it. It ain’t wimpy, either. Sixty mph arrives in a claimed 3.7 seconds—and Audi says its testing methods are conservative.

Sharp, precise upshifts through the eight-speed automatic transmission elicit a sharp bark from the exhaust, prompting the joker in me to mutter, “Gesundheit!” However, let off the throttle and coast a bit, and there is a touch of annoying drone from the muffler.

A word about “Auto” driving mode: That’s really all you need, even if you are partaking in serious driving. The ECU and Quattro all-wheel-drive system understand what you are doing and respond appropriately. If you think you need the added gravitas of Dynamic setting—say if you are driving at eight-tenths or above—you’ll be clocking 90 on a sweeping mountain road. The cops will hear you coming thanks to the throaty exhaust, and your velocity will confirm their aural suspicions. For those wanting to test the legs of rural law enforcement and the sturdiness of their jails, the RS 5’s top speed is 155 mph, or 174 when equipped with optional 15.7-inch ceramic front disc brakes.

Around town, Comfort mode is preferable. You can throw it into Dynamic mode for quicker shifting if needed in the cut-and-thrust of rush hour. But Dynamic mode’s associated grunts and growls are unnecessary unless you want everyone to think that Audi RS 5 drivers have replaced BMW M3 drivers as the arrogant asshats of the road.

Even in Comfort mode, there is a fair amount of dynamic vertical chop from sharp road undulations. Perhaps it was the 20-inch wheels of all our test vehicles; you can try the 19s if you think it will make a difference. With the 20s, check your spine and kidneys at the driver’s door. And make sure your passenger has a strong bladder. Similarly, steering tip-in feel is crisp and precise, but midcorner adjustments feel a bit twitchy. Of course, this is an RS 5, not some wimpy S5. Graduating to the “R” requires a commitment, including sitting 7mm lower than its sibling.

Now, say you are at a track day and you need some specific settings to match the layout of the circuit. Getting technical, Individual mode allows the driver to adjust the Quattro rear differential, transmission shift points, throttle response, steering response, and settings for dynamic ride control with adjustable dampers. Did we mention the RS 5 has a self-locking center diff with active torque distribution to both axles? If you notice it kick in, you’re a bigger stud than I am.

What does all this performance mean at the pump? Audi claims an 18/26/21 mpg rating per EPA measurements. But the RS 5’s svelte looks mean it has to shoehorn in a 15.3-gallon fuel tank, meaning more frequent fuelings.

Although folks are buying the RS 5 for its performance credentials, it’s nice to know Audi kept the inside refined. The panoramic Virtual Cockpit remains intact. Apple CarPlay and Android Auto hook right up, standard.

One pet peeve, however: The navigation map provides your next-step instructions from the bottom of the screen upward. Question: Who reads a book from the bottom up? I am sure an Audi engineer has a brilliant reason why they contradicted the entire literate world with this user interface, but I’ll never believe it.

Among the slew of de rigueur standard safety systems is a pedestrian and vehicle collision warning and braking initiation system that works from 6 mph up to 52 mph. The standard park assist has front and rear cameras with excellent definition, though not as crisp and accurate as those in our BMW 530i long-term tester.

As for chatting with your companion (and there likely will be just one, as the back seat is really for 2+2 purposes), a fair bit of sound deadening was removed from the standard A5. A ton of road roar comes into the cabin on anything but velvet-smooth asphalt. But what do you want? You paid the extra dosh to get the “R” in front of S5. This is a purebred sports coupe but with more than a hint of nasty.

The post 2018 Audi RS 5 Review: The German Camaro appeared first on Motor Trend.

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theloudpedal · 4 years

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911 Carrera- Above Expectations

The 8th generation of the Porsche 911, known as the 992, is the fitting continuation of the legacy of the 911 that first arrived almost 60 years ago.

One doesn’t really get into the driver’s seat of a Porsche 911 as much as the driver wears it like a bespoke suit. The combination of machine and driver into one entity that controls the road, rather than being controlled is evident from the first moments of climbing in. The driver is low, enveloped by the car indicating a clear approach to driving that is centered around sensory feedback and absolute precision.

The Porsche 911 comes in many flavors progressing through the models with increasing options, drivetrain configurations, and power outputs. Visit the Porsche configurator and one could spend many glorious hours configuring the dream 911. From Carrera, to Turbo S, to the track car for the road, the GT2RS, the 911 comes in 15 variants.

The version we tested is the “base” 911 Carerra with the Sport Chrono Package and the 821 watt Burmester sound system. The standard engine is the understated on paper, but absolute rocket on the road, 3.0-liter twin-turbo flat-six and the seven-speed dual-clutch PDK transmission. With the Sport Chrono Package, 0-60mph time is 3.8 secs, only .8 slower than the Porsche GT3RS. Of course, manufacturer disclosed times are typically a little slower than what can be achieved with the right driver, properly heated tires and a closed course.

The Sport Chrono Package provides for tuning of the chassis, engine and transmission, and settings are chosen by a mode switch on the steering wheel, derived from the 918 Spyder. It includes four settings, Normal, Sport, Sport Plus, and Individual. In the middle of the selection dial, is a button that when depressed unleashes maximum attack from the engine and transmission for 20 seconds. Another element of the package are dynamic engine mounts which according to Porsche, “minimizes the perceptible oscillations and vibrations of the entire drivetrain, particularly the engine, and combines the benefits of a hard or soft engine mounting arrangement. In short, it enhances both driving stability and driving comfort.” Another goody is launch control, sadly not tested during our drives. Finally, the Sport Chrono Package includes the Porsche Track Precision App which enables the clocking of lap times, and driving stats,

If you don’t have the cheddar to buy into the pinnacle of the Porsche 911 line-up (at $293,200 MSRP) you may want to consider the “base” 911 Carrera. It’s easy to chuckle when using the term “base” because the 911 Carrera demonstrates that it may be among the best “base” models of any sports-car on the market today. Of course, no one is going to get out of the dealership for the $97,400 MSRP as the addition of a few options and mark-up pushes the prices closer to the $120,000 mark.

The transmission. No neck-breaking shifts here. The 911 Carrera comes standard with the 8 Speed PDK (Porsche Doppelkupplung) which roughly translates into “the most buttery smooth shifting you’ll ever experience” whether cruising in traffic or pushing the redline on a mountain road. Gears 1 to 6 have a sports ratio and top speed is reached in 6th gear. In any scenario, pull the steering-mounted paddle shifters and watch the number change without the slightest notice that the transmission has changed gears.

Everything is fast nowadays. Performance cars are measured by their 0-60mph times and in the last decade manufacturers of all types have pushed every limit to get close to the holy grail of sub-three second times to 60mph while the hypercars of the modern age push for 2.0 seconds and lower. Those numbers are well and good, and help ensure that those cars live in the imagination and for a lucky few in the garages of gear heads and petrol sniffers around the world. The speed to 60mph, like quarter-mile times for American muscle cars, help sell magazines (those that are left), help social media types get more views, and ultimately help with car sales. Yet, it’s an incomplete summary of what that speed really means. Is it comfortable to drive? Is it controllable by mere mortals? Can it go over a speed bump without a crew of engineers and plywood? Not likely on all counts. We are in a Golden Age of performance cars where engines get smaller (or electric) and power gets bigger, but Porsche has been there the whole time steadily advancing with each generation outdoing itself and its competitors. The fact is few of those cars in the sub 3.0-second category will ever be pushed anywhere near their limits, nor even near the limits that are safe for public roads.

Three days of carving up Northern California’s best curved roads demonstrated that’s the Porsche 911 Carrera is built for pure driving enjoyment. Whether taking it slow and steady through rural California towns, or pushing the revs on twisty mountain roads, it handles everything like it's reading the driver’s mind. Think about it and the car is already doing it making it the seem the car has the muscle memory of the driver.

The 911 Carrera punches way above its weight class. The 379 standard horsepower feels a lot more like 400hp and beyond. Coupled with the PDK transmission the blink of eye shifts are pure driving pleasure without limits. Depressing the throttle doesn’t just send the 911 rocketing down the road, but leaves the driver with a giant grin on their face. Porsche could name it an “instant happiness” lever and charge for it as an option. It is more car than most will ever need to fulfill their speed desires and enjoy an unparalleled driving experience. No need to splurge for have an S or GTS logo attached unless money is no object, and you really know what to do with the extra horsepower...which most do not.

The appeal of the Porsche flat 6 twin turbo is all the more attractive to Porsche addicts and automotive enthusiasts as Porsche, like most all automakers are moving toward an electrified future where the growl and bubble of high revs will be replaced by the whirring sound of electrified powertrains. How many more generations of combustion-engined 911s will be produced? Likely, not many thus making the 992 perhaps one of the last of its kind.

Are Porsche’s subject to breathless hype and almost cultist-like allegiance from Porschephiles? Yes, and once you have driven one, even a “base” model you immediately understand that the hype and allegiance are well deserved and maybe even understated.

#Porsche #Porsche911

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smoothshift · 5 years

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Living with a Jeep Grand Cherokee for 2+ year (my review) via /r/cars

Living with a Jeep Grand Cherokee for 2+ year (my review)

My current 2017 Jeep Grand Cherokee is going back in just a couple of months (and because it's a pretty popular selling SUV), I thought I'd make a post giving my personal review on the vehicle itself after ~2.5 years of ownership and 30,000 miles.

It's been my only car for my entire ownership, and I previously came from a 2015 Chrysler 300S AWD. For anyone curious, it's a lease and in the next couple months I plan on getting a 2019 Alfa Romeo Giulia Ti Sport (which is a totally different car from this Jeep lol).

Model: 2017 Jeep Grand Cherokee Limited 4x4, 3.6L V6, fully loaded with every single option except Safety Tech (front parking sensors, ACC, AEB)

Pro's:

LOVE the ride quality: it's not Mercedes/Lincoln smooth, but that's because it's not a floaty ride either. It soaks up bumps really well, eats up any road imperfections (which there is a LOT in SE MI), and just tracks like an arrow even at high (triple digit) speeds. I never once felt uneasy driving this vehicle, wether it was heavy rain, snow, sleet, or just at lunatic speeds. It's no SRT, but it handles very well for its weight/size and normal suspension setup.

Quiet ride. Once again, it's not the quietest thing I've driven, but for the price range it's one of the quietest. You only start to hear some wind noise on the freeway due to the aerodynamics (it has acoustic glass, but lacks noise cancellation on higher trims which helps a bit).

Size: although it doesn't have a third row (which it could fit, but that's what the Durango is for), it has a TON of space. Passengers in the back seats have plenty of hip, leg, and stretch space. The trunk is massive and can haul your above average Costco hauls. I have never once filled it to the brim except when I had to help family move, which it still filled an absolute fuck ton.

Capability: although many SUVs have good capability, the Grand Cherokee is just on a whole other level. I love the off-road selector that can switch to snow mode (which helps control the car better when it's slick out). I've never taken it off the road (unless a dirt road counts?), but I have no doubt in the capability of this SUV whatsoever.

Luxury: although not necessarily a "luxury" brand SUV, the Grand Cherokee is still most definitely a premium/luxury SUV. Although I only have the limited, it still has a really great interior and everything fits together well. I've never had an issue with creaking, squeaking, etc. I wish I had a High Altitude or above trim just to have more leather surrounding me (on the dash, door panels, etc), but it's no deal breaker.

Powertrain: the 3.6L Pentastar V6 gives PLENTY of power for everyday needs. It definitely hauls ass, and paired with the ZF 8 speed, it makes an amazing combination. It's always a super smooth and refined experience every time I get behind the wheel.

Style: although it's an aging SUV, I think it has definitely aged well. Once again, I wish I had a High Altitude model to get different styling, but the Limited is still very nice. Mine is all black and looks stunning, but it is a pain in the ass to keep clean. I always get compliments on how nice my car is both inside and out, which kind of shocks me since a lot of people have this car anyways and (to me), it's nothing over-the-top or special.

Technology: although MY2017 didn't come with Apple CarPlay, FCA's UConnect system is still one of the best in the business. It works flawlessly, integrates well with my iPhone, and is just easy and straight-forward to use. Also, the backup sensors work really well and will even automatically brake if you're about to back into something (god forbid a child). Rain sensing wipers work really well, as well as the auto high beams. Oh, the bi-xenon headlights also offer excellent visibility at night!

Con's:

Safety: as a lot of us already know, the Jeep Grand Cherokee (as well as the Ford Explorer) failed miserably at some small overlap crash tests, and it definitely makes me feel uneasy thinking about getting into a car accident. Although most other scenarios are rated good in safety, I can't shake the fact that it's not a 5-star crash-test rating.

Fuel Economy: although the 3.6L is pretty adequate, the fuel economy is sub par. I do drive with a lead foot, but even when I baby the thing I can only average around 18 MPG, and most of it is freeway. Thankfully it only requires regular gas, but it's still rather annoying I can't get better gas mileage even when I try.

The Powertrain: although I said before the 3.6L V6 is more than enough, I wish often I sprung for the 5.7L Hemi just because I like speed. The 3.6L is good, but I'd much rather prefer a 2.0T like in the new Wrangler/Cherokee due to more torque at lower RPM. For anyone who doesn't know, the Pentastar V6 really likes to rev to redline to make power, which can be annoying in slow moving traffic. If you want to catch up to speed fast, you really have to push it to ~4,000 RPMs to really feel it moving. But once it revs, it moves. Turbos and smaller displacement would probably fix this issue along with my fuel economy gripe.

Jeep dealership experience: not going into depth about this, but shitty dealership experiences at MULTIPLE Chrysler/Dodge/Jeep dealerships really made me regret leasing this car. I almost leased a Mercedes Benz C300 instead of this Grand Cherokee, and every time I go to the dealership for a service, I regret that decision of not picking the Benz.

Well, that's about it. I know this was a long post, but I really wanted to go into depth about the Jeep Grand Cherokee for anyone who is curious about it or even interested in getting one. I didn't talk about FCA reliability in my post just because I've never experienced an issue. But since it only has 30k miles on it, I really can't speak much about it, but personally I think it's reliable.

For anyone wondering why I'm going for the Giulia next, it's because I realized I don't need the space, capability, or size of the Grand Cherokee. I'm young, single, with no kids, and have realized I really like sport sedans. I want something agile, easy to park, and just a fast little sedan next, which is why I'm eyeing the Giulia. I would definitely lease another Grand Cherokee, but only if it was a High Altitude.

TLDR; The Jeep Grand Cherokee is an amazing premium/luxury SUV and has very few cons. It's a great car for anyone who wants comfort, space, capability, and luxury. For the love of god, just don't buy a Laredo with cloth seats (unless you prefer/can't afford higher-end trims). It may be an aging SUV, but it's still a great vehicle with a great chassis.

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robertkstone · 5 years

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2019 Cadillac CT6 2.0 First Test: Plain Luxury

The 2019 Cadillac CT6 is living on borrowed time. But before General Motors discontinues it along with five other cars, we wanted to see what the updated luxury sedan has to offer with its new turbo-four base engine. Mostly unchanged since its introduction, the big Caddy is an alternative to the usual full-size luxury suspects such as the Lexus LS, but it’s priced like a midsize sedan. However, there’s more to an aspirational premium vehicle than value; it must distinguish itself, appealing to the heart as much as it does to the mind, especially in today’s crossover-obsessed world.

The first thing you’ll notice about the 2019 Cadillac CT6 is its massive footprint. Thankfully, the exterior dimensions translate well once you get inside. The cabin is airy with large windows, excellent visibility, and enough room for you to cross your legs in the rear seat, perfect for long stints on the road. Although there are many soft, squishy surfaces, there’s an equal number of components right out of the GM parts bin, such as the turn signal and wiper stalks, putting the CT6’s fit and finish a notch below cars like the Lexus LS and BMW 7 Series. Additionally, the dash layout is dated, and the gloss black plastic trim is a magnet for dust and fingerprints.

Cadillac’s CUE interface is better than its earlier iterations, but to operate the haptic feedback buttons, you’ll have to take your eyes off the road. Features you interact with frequently such as media, navigation, climate controls, and radio are integrated within the 10.2-inch touchscreen but require you to go into multiple submenus and lack redundancy. Thankfully, Apple CarPlay and Android Auto are well integrated, and it only takes a step or two to change what’s playing via voice commands. An optional 34-speaker Bose Panaray audio system rounds out the multimedia experience, but like many Bose units, it’s bass-heavy and muddled at lower volumes.

At the track, the 2019 CT6 sprinted to 60 mph in 7.5 seconds and finished the quarter mile in 15.7 seconds at 89.2 mph. That’s 1.1 seconds slower than a 2017 model we tested to 60 mph and a second slower in the quarter mile. The culprit is GM’s new 2.0-liter turbo I-4, which is down 28 hp and 37 lb-ft of torque versus the outgoing unit. Power delivery is smooth, and turbo lag is minimal; however, the new engine is barely adequate for a 3,930-pound car like the CT6. The 10-speed automatic is also poorly calibrated; in typical GM fashion, it shifts quickly but immediately goes to the highest gear, preventing you from taking advantage of the engine’s midrange torque. Road test editor Chris Walton noted that the engine likes to short shift well below the engine’s 7,000-rpm redline and sounds labored when pushed hard. There is a fuel economy payoff, though; our friends at EQUA Real MPG achieved 23.5/38.5 mpg city/highway during their tests. That’s a smidge lower in the city but significantly higher on the highway versus the EPA’s official 24/34 mpg rating.

Like many of its competitors, the 2019 Cadillac CT6 prioritizes comfort. The ride is compliant even over broken pavement, and the cabin is well-isolated from exterior noise. Body control and handling are commendable for its size, and floatiness is minimal over road imperfections; steering, on the other hand, feels disconnected. The CT6 finished the figure-eight course in 26.6 seconds with a 0.67 g average and generated 0.86 g on the skidpad. Testing director Kim Reynolds noted that the car is balanced but defaults to understeer when pushed hard. Stopping from 60 mph took 120 feet with minimal fade resistance. However, Walton noted that the pedal felt “wooden then springy.” Both Reynolds and Walton also observed that the CT6 nose-dives excessively during hard braking.

A suite of active driver assists, which includes forward collision warning, automatic emergency braking, pedestrian detection, lane keeping assist, blind-spot monitoring, and rear cross-traffic alert, comes standard on the Premium Luxury trim and higher. Most of those systems work discreetly in the background with the exception of lane keeping assist, which ping-pongs you in your lane, and an oversensitive rear cross-traffic alert system. Super Cruise, a semi-autonomous driving feature, is available only on all-wheel-drive-equipped CT6s on the Premium Luxury and higher grades.

The Cadillac CT6 has all the virtues you expect out of a big, luxurious sedan: comfortable, quiet, and spacious. However, when you put the sum of its parts together, it feels generic. The Audi A8 oozes cutting-edge technology and the Kia K900 punches way above its sticker price. Those looking for a luxury sedan with American style can consider the Lincoln Continental, and the Jaguar XJ remains eye-catching despite its age, driving with the agility of a smaller vehicle. With the exception of Super Cruise and the CT6’s angular exterior design, it’s hard to distinguish the Cadillac from its competitive set.

2019 Cadillac CT6 (Premium Luxury) BASE PRICE $59,090 PRICE AS TESTED $68,815 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 2.0L/237-hp/258-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 3,930 lb (50/50%) WHEELBASE 122.4 in LENGTH x WIDTH x HEIGHT 204.0 x 74.0 x 57.9 in 0-60 MPH 7.5 sec QUARTER MILE 15.7 sec @ 89.2 mph BRAKING, 60-0 MPH 120 ft LATERAL ACCELERATION 0.86 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.67 g (avg) REAL MPG, CITY/HWY/COMB 23.5/38.5/28.5 mpg EPA CITY/HWY/COMB FUEL ECON 24/34/28 mpg ENERGY CONS, CITY/HWY 140/99 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.70 lb/mile

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eddiejpoplar · 6 years

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First Drive: 2019 Audi E-Tron

To our left, a herd of impalas is fanning out into the setting sun. To the right, a solitary springbok stands frozen by a mix of curiosity and fright. In between, sand, salt, and stones stretch all the way to a horizon separated from the dark blue sky by a panoramic cloud of dust. The flat tableland at the bottom of Namibia’s Kalahari desert is ten times the size of a football field for giants—all that´s missing are the goals, the corner flags, and the faintest trace of grass.

For one day only, this flat, open expanse has been converted to a kind of freestyle rallycross stage for six 2019 Audi E-Trons coated in psychedelic swirls not unlike the rock paintings of ancient residents. Water is a precious commodity in this scorching hot basin, but thanks to a few rows of makeshift solar panels, freshly harvested electricity is not. It´s an eerie scene, spectacular yet unreal, a handful of Audis drifting almost noiselessly through no-man´s land, never changing gear or hitting a redline. Vorsprung durch CO2-neutral powerslide, so to speak.

When the dust finally settles, one can decipher cones, an unusually wide racing line, and a white tent next to what must be the start-finish line. We get five laps per driver through a nearly mile-long ribbon of corners fast and slow. The surface looks like a thin coating of toasted breadcrumbs, but it is as slippery as loose snow on frozen earth. Even with ESC on, the handling attitude changes with every blip of the throttle. Deactivate it, and your inner Sebastian Loeb will grin from ear to ear before switching to attack mode. Back in the pits, the crew routinely adjusts the tire pressures and checks the state of charge. While the miles-to-empty readout dropped a couple of digits during our fun, the battery never failed to deliver full power on demand.

Audi’s new E-Tron, aims squarely at the new Jaguar I-PACE, Mercedes EQ-C, Porsche Taycan Cross Turismo, and Tesla Model X. The silent newcomer, loosely based on the Q5 and Q7 crossovers, will be priced around $90,000. It fields two electric motors rated at up to 402 hp and 490 lb-ft, and a 95-kWh battery good for a driving range of around 250 miles.

“The E-Tron is not a one-hit wonder,” says Markus Siewert, one of several project engineers. “We can do repeat action better than anybody else. The E-Tron, for instance, accelerates ten times from nought to sixty without dropping a single tenth over the entire cycle. On the autobahn, you are invited to nail the pedal to the metal for twenty long minutes—and I promise you the top speed will not budge one bit over time. Eventually, power is progressively scaled back to prevent overheating. A similar measure is taken when the car struggles to reach the nearest charge point. But even in case the range meter drops to zero, we still have a buffer built into the system.” Although the numbers are not yet cast in stone, one source claims that the driving range of the E-Tron will be certified at 265 miles according to the WLTP norm, though how that might translate to an EPA rating for the U.S. is unclear. Even in winter, with cold motors and cold batteries, Audi says 200 miles of range is a realistic point-to-point average.

Inside, the E-Tron is more Q8 than A7. There are four displays vying for the driver´s attention. The main instrument cluster offers two different views; one prioritizes the map, the other zooms in on the two round instruments. A head-up display floats above the instruments, while the center console accommodates two touchscreens. The whole set-up looks familiar, and yet it is different in that you operate the transmission via a chrome tile which sticks out of what used to be the electronic gear selector. There´s R for reverse, D for drive, N for neutral and P for park. It’s a single-speed box, so that one and only ratio takes you all the way to 124 mph, where the limiter steps in. On paved surfaces, the electric Q can use its boost mode to accelerate to 60 mph in just 5.5 seconds. Take away that power boost and the stopwatch will read somewhere in the mid-six-second range. The car from Ingolstadt feels far from slow, but in this comparison the Audi loses a fair few ticks to the least powerful Tesla Model X, which also offers a 6-mph higher top speed

Late next year, insiders are expecting a performance version of the E-Tron rated at approximately 503 hp, but right now the maximum power output is 402 hp. Even this number is only available for ten seconds in boost mode. The next step down is called peak mode. It musters 355 hp and 414 lb-ft for up to 60 seconds. Under normal driving conditions, the E-Tron will use the rear motor primarily, which is good for 188 hp and 231 lb-ft of torque. If the driver requests more grunt, the second motor rated at 168 hp/182 lb-ft will jump in to drive the front wheels. All-wheel drive and torque vectoring are activated within milliseconds, providing top-notch traction and laser-beam stability. With ESC switched off, the rear-wheel bias invites you kick the tail out, which is a lot easier on an African salt lake than on high-grip European blacktop. Our test car was fitted with 21-inch energy saving tires, which destroyed the ride but offered plenty of cornering grip. Although the steering always tells the full story, it feels somewhat artificial throughout its range.

Powering the two induction motors is a 95-kWh high-voltage energy cell, weighing in at a whopping 1,543 lbs. The battery can be fast-charged with up to 150 kW at a network of service stations currently under construction. Audi has partnered with Electrify America to build 500 fast-charge stations in 40 states by 2019. While fast charging takes about 20 minutes, plug-in charging at home is an eight-hour affair. To speed up the process, Audi is offering a more powerful wall box and a second onboard charger. The killer app of the fast-charger? An 80-percent charge in just 30 minutes.

Inside, the E-Tron does not differ dramatically from the new Q8, A8, A7, and A6. The only obvious exceptions are the optional camera-based rear-view devices, which are lighter, narrower, and more aerodynamically slippery than conventional mirrors. They also take time to get used to, because your eyes must learn to focus on the displays in the top forward corner of the door panels. This works ok on the passenger side, but the driver finds the upright, non-adjustable screen much harder to read. On the credit side, the slim camera-equipped view finders will switch to a smaller image on the autobahn to emphasize the speed difference between fast and slow moving traffic, the system automatically extends the lateral view as soon as the indicator is set, and it dials in a bird´s eye perspective paired to a curbside zoom when parking. By tapping the intelligence of the cloud, the E-Tron driver is led to empty parking spaces, receives fog, black ice, and accident warnings, and is cautioned should a mobile speed trap pop up.

In typical Audi fashion, there are seven different choices of tune, from eco to dynamic. In addition, you are invited to dial in one of three overriding settings labeled comfortable, balanced, and sporty. The fourth option is individual, which allows you to preset stability control from steadfast to leery, dampers from quite firm to quite comfortable, steering effort from featherweight to heavyweight, and drivetrain from attentive to aggressive. The standard air suspension can be jacked up in two steps by 1.38 inches (35 mm) in allroad and by 1.97 in (50 mm) in off-road mode. Above 62mph, it automatically lowers the ride height by about 1 in (26 mm). The electronic e-quattro AWD system is significantly quicker to act and react than its combustion-powered counterpart. In fact, the energy flow to the four wheels is so rapid that the car responds to a puddle almost before it hits it. The battery pack, made up of 36 modules, is mounted between the axles as low as possible to push down the center of gravity. Measuring 193 inches in length and sitting on a 115.3-in wheelbase, the E-Tron is shorter than the Q8, narrower than the Q5 and lower than the Q7. Its cargo bay holds 28.5 cubic feet of gear (57 with the rear seats down), and yet the drag coefficient is a best in class 0.27.

The first all-electric Audi is an amazingly quiet zero-emission cruiser. Wind noise, road noise, and drivetrain noise are so well muffled that one instinctively reaches for the non-existing outside manual claxon to warn cyclists and pedestrians. The silence is in fact so overwhelming and persistent that half a decibel of extra kickdown whine would probably be quite welcome. After all, the E-Tron puts speed into perspective in a way that makes you wonder whether full throttle actually unleashes all the forward thrust there is. If our first encounter is anything to go by, the acceleration from 60mph upwards is overshadowed by the unreal mid-range urge of a Tesla 100D, the fierce low-speed pick-up of the 294-kW Jaguar i-Pace and the awesome tip-in of the 300-kW Mercedes EQ-C. The E-Tron is a quick car, no doubt. But it does not release that torque avalanche with quite the same urge and enthusiasm as its rivals.

Waftability is a key target for every electric car, and this also applies to the all-electric Audi, which comes prepared for level 3 autonomous driving as soon as it becomes legal. The vibration-free motors, the absence of virtual or actual gear changes, the punchy power delivery, and the hush-quiet noise level make this a perfectly relaxed and sufficiently brisk grand. The laid back dynamics are supported by a flat ride, nicely suppressed body movements, and enough instant oomph to pull away from trouble. Dislikes? Nose dive under hard deceleration, go-for-it take-off squat, a steering that is too light in comfort mode and too heavy in dynamic, and a set of brakes that deserves its own paragraph, together with the Audi energy regeneration strategy.

Intelligent recuperation helps to extend the driving range by up to 30 percent, says Audi. There are two different methods working hand in hand: lift-off regeneration and brake regeneration. In both cases, the e-motors act as generators and convert kinetic energy back into electric energy. By pulling the up- and downshift paddles behind the steering wheel, you may increase or decrease regeneration in two steps. Up to 0.3g of deceleration, you can either coast or make use of the regen, which is strong enough to create that coveted “one pedal” driving experience. Beyond 0.3g, the hydraulic 18-in disc brakes take over.

In regenerative braking stage 1, the car slows down at lift-off, but nine out of ten stopping maneuvers can still be executed without even touching the pedal. Stage 2 virtually doubles this regeneration effect, which explains why it is better at charging the batteries than at putting a smile on your face. At this point, the E-Tron is the only BEV which can recuperate via e-motor, hydraulic brakes, and a combination thereof. The transition from passive to active stopping power is smooth and seamless, but since this Audi is by nature more interested in saving energy than pushing braking points further forward, it takes a determined and heavy right foot to reel in the car to a total standstill.

In the heart of the Bitterwasser salt plains, we locked ESC in play mode, set all systems in dynamic and worked the car hard until the state-of-charge readout dropped to single digits. By the time we were done, we’d scattered the local wildlife to the horizons except for a pair of wheeling vultures watching like stone-age drones as the future unfolded below them.

2019 Audi E-Tron Specifications ON SALE Mid-2019 PRICE $75,795 MOTOR Dual AC induction motors, 188 hp/168 hp, 402 hp combined BATTERY Lithium-ion Polymer/95 kWh TRANSMISSION 1-speed reduction gear LAYOUT 4-door, 5-passenger, two-motor, AWD crossover EPA MILEAGE N/A L x W x H 193.0 x 76.3 x 65.5 in WHEELBASE 115.3 WEIGHT N/A 0-60 MPH 5.5 sec (est) TOP SPEED 124 mph

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jonathanbelloblog · 6 years

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First Drive: 2019 Audi E-Tron

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numberplates4u-blog · 6 years

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Audi R8 Spyder review

For Sensational performance, intoxicating V10 soundtrack, sharp handling Our Rating 5 Against Poor fuel consumption, limited practicality, high price 2016 The Audi A8 Spyder is pure theatre, with a trick folding roof and a screaming V10 soundtrack Make no mistake, right now this is one of the world’s greatest performance cars. Far from diluting the experience, removing the roof has created one of the most desirable supercars, feeling every inch as good to drive as the R8 coupe. At its heart is the screaming V10 engine, which can be enjoyed with the sun on your face and the wind in your hair. It might not be cheap, but the Audi R8 Spyder is as close to sports car perfection as you can get. Priceless. 14 Sep, 2017 4.5 To the untrained eye, the new R8 Spyder might look similar to the previous model, but parked side by side, the changes are more pronounced. It might be 14mm shorter than the previous Spyder, but it’s also 36mm wider, making it look impossibly large from the outside. The sense of width is accentuated at the back, with trapezoidal tailpipes flanking a diffuser with vertical ribs. The rear lights are typically ostentatious, featuring 118 individual LEDs. But while the trick folding roof might deliver a massive helping of kerb appeal, it does mean that the Spyder has to do without the glass engine cover, meaning the glorious V10 engine is hidden from view. Inside, the R8 Spyder is a masterclass of fit and finish, designed to put the driver at the heart of the action. The wraparound dashboard is focused on the driver, with the majority of functions accessible without the need to take your hands off the wheel. Even the red starter button is situated on the flat-bottom steering wheel, opposite another button used to select between the different driving modes. There’s a genuine ‘race car for the road’ feel in the R8 Spyder. Image 8 of 19 Image 8 of 19 Sat-nav, stereo and infotainment Taking centre stage is Audi’s excellent 12.3-inch Virtual Cockpit, with its configurable TFT screen, operated by the multifunction steering wheel or rotary dial on the centre console. New to the R8 Spyder is Audi’s smartphone interface, which uses Apple CarPlay or Android Auto to display smartphone contents via the Virtual Cockpit. You can also add a wireless phone charger, which is added to the centre console. Another option is the Bang & Olufsen audio upgrade, which adds a 550-watt amplifier, subwoofer and 13 speakers, two of which are integrated into the head restraints. At £1,750, it isn’t cheap, and while this may sound a cliche, we’d rather listen to the V10 engine. 5 If the evolutionary styling has left you a little cold, allow the driving experience to crank up the heat. Make no mistake, the Audi R8 is a scintillating supercar, and removing the roof simply adds to the theatre. Naturally, the first job is to lower the roof, which weighs just 44kg and can be opened or closed within 20 seconds at speeds of up to 31.1mph. Yes, the Spyder is 50kg heavier than the R8 coupe, but amazingly the torsional rigidity has increased by over 50 percent compared with the previous model. Drive the Spyder back to back with the coupe on a public road and you’ll be hard pressed to notice the difference between the two. With the roof up it’s easy to forget you’re in a Spyder, and that’s a huge compliment. Roof down, the R8 Spyder delivers its major USP: the soundtrack. Without a slice of aluminium above your head, you’re free to enjoy the full roar of the V10 engine, which gets louder and more dramatic the more you press on. Drop the aero screen that sits behind the seats and it’s akin to powering up a Marshall amp and cranking it up to 11. Hit the 8,500rpm redline and it’s like being in the front row at Last Night of the Proms. Only the V10 is more tuneful. And doesn’t wear a Union Flag hat. Image 15 of 19 Image 15 of 19 It would be tempting to play around with the various settings, but with the V10 burbling away behind your head, it’ll take all your willpower not to just stick it in Drive and make full use of the available power. Any concerns about the lack of a manual gearbox are soon forgotten, because the S tronic transmission delivers lightning quick changes, leaving you to concentrate on steering and stopping. Even slowing down is an event, with the ‘bangs’ and ‘crackles’ on the overrun adding to the experience. While we’d like a little more feedback through the flat-bottomed wheel, the four-wheel drive system inspires so much confidence, it hardly seems to matter. Truth is, finding genuine faults would be nitpicking. In fact, the R8 Spyder is so exhilarating, we’d question why you’d buy the coupe, even taking into account the £8,500 saving. This is undoubtedly the best R8 money can buy and arguably the best Spyder in the world. Engines The ‘standard’ 5.2-litre V10 engine delivers 533bhp at 7,800rpm, allowing the R8 Spyder to sprint to 62mph in just 3.6 seconds, before going on to reach a top speed of 198mph. The V10 plus ups the ante with 602bhp at a dizzying 8,250rpm - enough to top 205mph after seeing off 62mph in 3.3 seconds. Do you need the extra performance? Probably not, but you’ll never tire of listening to the full bore V10 at 8,250rpm. Image 18 of 19 Image 18 of 19 With the additional power comes the need to stop, which is why the V10 plus is fitted with ceramic brakes as standard. They’re a £7,000 option on the ‘slower’ R8 Spyder. Who are we trying to kid? The V10 plus is the one to go for. 4 Audi has developed a reputation for quality and reliability, and as the flagship of its range of performance cars, the R8 Spyder is unlikely to deliver any problems. This is one supercar you can use every day, assuming you can live with the inevitable thirst. The low-stress 5.2-litre V10 engine and twin-clutch S tronic transmission have been developed to handle punishing track use, which means day-to-day reliability issues are uncommon. That said, Audi finished a disappointing 18th out of 27 for best car manufacturers in our 2017 Driver Power Survey, with a score of 89.21 percent placing the German company below the likes of Fiat, Suzuki and Peugeot. The R8 Spyder is unlikely to be tested by Euro NCAP, but strength is provided by its aluminium and carbon-fibre platform, making it 50 percent stiffer than the previous Spyder. Driver, passenger and side airbags are fitted as standard, although the Spyder loses the curtain airbag fitted to the R8 coupe. An ISOfix child seat mounting is fitted to the passenger seat, unless you tick the box marked ‘bucket seats’. All new R8 owners are invited to take part in a complimentary driving experience day at Silverstone. Drivers are given expert tuition, which should improve safety on the open road. Image 19 of 19 Image 19 of 19 Warranty The R8 Spyder is covered by Audi’s standard three-year warranty, providing cover for unlimited mileage in the first two years and up to 60,000 miles in the third. A fourth year can be added for £1,035, which covers the R8 Spyder for four years or 75,000 miles, whichever comes sooner. Again, the cover is unlimited in the first two years, but restricted to 75,000 miles in year three and four. Finally, a five years or 90,000 miles warranty extension is available for £2,555. In all cases, the warranty is transferable between owners. Servicing Servicing your Audi supercar is no more onerous than caring for an A1 or A3. Depending on the amount of miles you intend to drive in a year, you can choose from either a fixed inspection or flexible service schedule. The fixed inspection service schedule is designed for drivers covering fewer than 10,000 miles per annum and includes an oil-change service every 9,000 miles or one year and an inspection service every 19,000 miles or two years. Anyone expecting to cover more than 10,000 miles a year should select the flexible service schedule, which includes an oil-change service at variable intervals up to a maximum of every 19,000 miles or two years, plus an inspection service every 19,000 miles or two years. 3 Aside from some lost luggage space, the only real difference between the Spyder and the coupe is the absence of aluminium above your head, replaced by a strip of canvas. It’s a two-seater supercar, so you shouldn’t expect acres of room, but there’s enough for everyday driving. Being hyper-critical, we’d say that the driving position is a little aloof, but this can be improved with the fitment of bucket seats, which are standard on the V10 plus and a £3,000 option on the standard model. Elsewhere you’ll find two cup-holders, a reasonable size glovebox and a shallow cubby on the transmission tunnel. Image 11 of 19 Image 11 of 19 Size The new R8 Spyder is 36mm longer than its predecessor, resulting in an overall length of 4,426mm, the same as the coupe. At 2,037mm with the mirror doors folded out, the width is also identical, while the Spyder is 5mm taller at 1,245mm. Leg room, head room & passenger space - subhead The roof mechanism robs the cabin of some space, which means the seats don’t recline as far as they do in the coupe. That said, even the tallest drivers should find a comfortable driving position. Note that unlike the Porsche 911 Turbo Cabriolet, there are no occasional seats in the back; the R8 Spyder is strictly a two-seater supercar. Boot The R8 Spyder features the same 112-litre luggage compartment as the coupe, but has to forgo the additional 226 litres behind the seats, because this area is taken up by the roof mechanism. For some context, the McLaren 570S Spider offers 144 litres of luggage space in the nose. As a result, the R8 Spyder is far less practical than the coupe, although the boot in the nose is just about large enough for a travel case and a shoulder bag. Image 17 of 19 Image 17 of 19 3.5 Fuel economy and CO2 emissions won’t be high on the list of priorities of an R8 Spyder buyer, but this particular supercar is surprisingly efficient. That the R8 Spyder is lighter than its predecessor certainly helps, but the fuel efficiency is enhanced by a freewheeling mode, allowing the R8 to coast when the engine is disengaged. Other ‘tricks’ include cylinder-on-demand technology, which shuts down five cylinders when not required, and a start-stop system. As a result, the ‘standard’ V10 could return as much as 24.1mpg on a combined cycle, while the V10 plus drops slightly to 22.6mpg. You’ll need to go easy on your right foot, mind, if you’re hoping to break into the low 20s. Perhaps unsurprisingly, both models slot into the top rate of VED car tax, with CO2 emissions of 277g/km and 292g/km for the full-fat R8 Spyder. This equates to a ‘showroom’ tax of £2,000, followed by £440 for five years starting in year two. That’s because the R8 is subject to the £310 annual supplement for cars above £40,000. We suspect this won’t be too much of an issue for someone spending upwards of £132,000 on a new car. Insurance groups It won’t surprise you to learn that the Audi R8 Spyder falls into the highest Group 50 insurance rating. It might be a supercar you can use daily, but it ranks alongside the likes of Ferrari, Lamborghini and McLaren from an insurance perspective. Image 6 of 19 Image 6 of 19 While the Audi R8 Spyder is fitted with an alarm and immobiliser, a garage is advisable for overnight parking. For the small price of £250, Audi offers a garage door opener, which is incorporated in the interior lighting module. Press a button to open or close garage doors and exterior gates. Depreciation Thanks to a combination of brand image, performance and exclusivity, the Audi R8 Spyder is one of the slowest depreciating cars on the market. Even the earliest first-generation models command prices in excess of £60,000. The biggest hit comes when the car first drives off the forecourt, with ex-demonstrators available with a £10,000 to £15,000 discount. From that point, the rate of depreciation is far slower.

http://www.autoexpress.co.uk/audi/r8/100927/spyder

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privateplates4u · 6 years

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Audi R8 Spyder review

http://www.autoexpress.co.uk/audi/r8/100927/spyder

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itsworn · 6 years

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We Drive the 2019 Mustang Bullitt, and it is Good!

A lifted Ford F250 filled the entire rear view mirror of the 2019 Bullitt Mustang we were driving as we tipped onto the aptly named Panoramic Highway between Cavallo Point Lodge and Stinson Beach, California. We were boxed between the BroDozer and a minivan wearing Colorado plates that might have been looking for nearby San Francisco. Ford had handed us the keys to the hero car along with a map of six shoot locations from the original movie and directions to the curviest road they could find. Before the tourists could kill the buzz, the Universe guided them onto the last turnout before the hill, we downshifted to Third and were surprised by an automatic rev match. Dropping it into Second, it was time to focus on the road.

“Motor racing is a blood sport,” Steve McQueen said of his passion before he died of mesothelioma in 1980. It was a feeling McQueen tried to bring to each of his movies, and when there were cars involved, he was hands-on to make the part the cars played as authentic as possible. Modern movie experts agree when you ask them; CGI action is less effective. A guy driving a Mustang hard on camera is much more visceral. The Bullitt celebrates the 50th anniversary of the movie where McQueen, acting as his own stunt man, chases a black Challenger up and down the hills of San Francisco in a crossmember-smashing 12 minutes of hard-core thrashing of a couple of street cars. As we let the exhaust roar, then pop and complain when we slapped the throttle closed to focus on the next hidden apex, we were getting the feeling that the engineers at Ford had engendered this in their third and latest version of the Bullitt. This car wasn’t a badge package, if fact, there are no badges at all. With a nod to the original movie car, there is a bull’s eye reticle on the rear facing faux gas cap, and a list of performance mods, but nothing more.

Our Bullitt was Dark Highland Green, like the 1968 Fastback was in the movie, but you can buy it in Shadow Black like the 2001 and 2008-09 Bullitt (there were also a few in blue here and there), and it has another reticle on the steering wheel so you remember what you are driving. That is where the salad ends. The meat and potatoes is under the hood with 480 (20 additional) horsepower and 420 lb-ft of torque that wasn’t found with cam timing or compression boosting. Instead, there is an open air box so you can hear the 5.0L V8 pull to the 7,500-rpm redline, combined with the intake from the GT350 and an 87mm throttle body. It doesn’t want you to lift, it wants you to throw the big white cueball shift knob around and go peak-to-peak with the proper “I am a racecar driver” sense of power. We tried to channel our inner rebel as we stabbed and steered as hard as we could to get the tires to sing or the chassis to balk, but it was beyond us on a public road with only an hour’s worth of seat time. Sports car guys will find the limit, but as muscle car owners, this car is a couple of steps above what we are used to.

To get the Bullitt to handle and stop, Ford added bright-red six-piston Brembo calipers to the front brakes with larger rotors and 19-inch wheels that look similar to the movie car’s Torq Thrusts, but painted black “so they disappear.” These bits are part of the larger GT Performance Package that utilizes performance front springs and the optional MagnaRide damping system. Our car had 255/40ZR19 Michelin Pilot Sport summer performance tires.

We didn’t see the F250 again until we had completed the loop and stopped on the return route for coffee and photos. Even though we were in a small town isolated by a two-lane coastal mountain road, Mustang guys materialized to check out the goods. Our Bullitt had the optional electronics package that includes a 12-inch LCD instrument cluster instead of traditional gauges, although there is an oil pressure and vacuum gauge on the center of the dash so there are sweeping needles to watch. Other Bullitts on the route had Recaro seats, another $1,595 option. It also featured the touch-screen navigation and sound system with SYNC 3, but we didn’t turn it on. We did play with the Track Mode option that opens the exhaust for more music and changes the instrument cluster to display a huge horizontal tach readout and/or a g-meter. Track Mode also engages the line lock/launch control if needed. The queball leads to a six-speed Getrag transmission that is quick-shifting with electronic rev-matching without any of the ghosts of this transmissions past. Don’t worry, there is a Torsen limited slip back there if you are into oversteer.

Overall, this is a sorted GT Mustang that leaves out the fins and flippers and includes the driver’s parts we like. It’s fast, and low, attractive enough with its black honeycomb grille and GT aero splitter to get the good attention, and electronic enough with traction control and confident handling to avoid the bad. The base is $46,595, and our Bullitt was $51,385. We’ll take one in Shadow Black.

The post We Drive the 2019 Mustang Bullitt, and it is Good! appeared first on Hot Rod Network.

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jeffrey2garner · 6 years

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Half Price Hot Hatch: Renaultsport Megane 265

By 2012 Renault’s fast car division seemed unable to put a foot wrong when it came to building hot hatches. It was no surprise therefore when that year’s Renault Megane 2.0 Renaultsport 265 proved to be an instant hit, nor indeed that it continues to make a fine purchase six years on with good examples now available for around half of the original £24,825 list price. In fact, at this moment in time it might just be the most interesting Half Price Hot Hatch of them all.

To recap, the Megane 265 was based on the third generation of Megane and unlike its predecessor was sold only in three-door coupe form. It was a development of the Renaultsport Megane 250, which had been launched in 2009 with 247bhp and was already praised for its fine handling. What the 265 did was throw in a bit more firepower for the 2.0-litre engine courtesy of increased boost for the turbo and an improved intake system, first in the limited-edition 265 Trophy of 2011, and then the following year to all Renaultsport Meganes.

THE DRIVE A 0-62mph time of 6.0 seconds is proof enough that the Megane 265 is a generously quick car by any measure, but it’s the way the power is delivered that proves to be so addictive. This is an engine that snarls and whooshes through its rev range, the strong slug of turbocharged torque causing the steering wheel to writhe gently in your hands, just enough to let you know the car is working, but not so much to ever slow progress. Admittedly, it doesn’t rev as high as the naturally aspirated Renaultsport Clio of around the same time, but it still pulls hard to its redline, and the meaty clutch and six-speed manual gearbox are a joy to use.

However, it’s the handling that really makes the Megane 265 stand out. As with other Renaultsports it was available in standard tune or as a cheaper Cup model, which sacrificed some interior equipment but gained stiffer springs and dampers, a thicker anti-roll bar, fabulous Recaro bucket seats and a limited-slip differential.

While having an even firmer ride than the standard Megane 265, the Cup cars also handle even better, the diff helping the front tyres to find unbelievable levels of traction on the way out of corners, and the whole car responding in a flash to driver inputs. Combined with strong brakes, and steering that is rich in feel and perfectly weighted it makes the Megane 265 addictively brilliant to drive on both road and track.

CHECK POINTS If you’d like the Megane 265’s pace with enough comfort for daily use then a standard model rather than the Cup is the one to go for. Or, for something that offers both the gadgets and the poise, you’ll also find examples of the standard 265 that have then had the Cup chassis added, meaning you get extras like the limited-slip diff without sacrificing heated seats or a plusher interior.

For something even more special keep an eye out for an RB8 limited edition model (pictured above) from 2013, built to mark Red Bull’s then three Formula One constructors’ titles, for which Renault provided the engines. These come with Red Bull logos and Twilight Blue paintwork to match the Formula One car, 19-inch alloy wheels in place of the standard 18-inch rims, and Red Bull-branded mats.

The RB8 was swiftly followed by a facelift of the Megane range in 2014 (pictured below), identifiable by the larger Renault badge on the nose and the standard fitment of the company’s R-Link infotainment system inside the car. At the same time the pure Cup model was dropped, but buyers could still add the Cup suspension to the standard car as an optional extra.

Or, for the ultimate in fast Meganes Renault also produced an even more powerful 275 version of the engine in a couple of trim levels from 2014, although these are still a little way from falling into half price hot hatch territory.

Regardless which you choose, the Megane’s three-door layout does mean space for anybody sitting in the rear is compromised, while the heavy controls and firm ride mean it’s nothing like as easy to live with on a daily basis as a Volkswagen Golf GTI. But then it is equally true to say that on the right road the Megane is by far the more engaging of the two cars to drive, so it just depends on your priorities.

Aside from what should be the obligatory hot hatch checks of ensuring a car hasn’t been abused or crashed, has a complete service record and is wearing decent tyres (if a previous owner has skimped here it makes you wonder where else corners might have been cut), there are a few other points to consider. For example, look for wear on the Recaro seats, listen for any strange noises from the dash and if the car makes any knocking sounds from the front then the suspension will need attention too.

Another big cost is the cambelt, which needs replacing at 75,000 miles or when the car is six years old. Budget around £500 to get it done by a specialist, or more if you take the car to a Renault dealership. Road tax (or VED to give it its correct name) meanwhile should come in at £230 per year, and you can expect close to 30mpg if you don’t drive the car too hard.

As with many hot hatches, there’s a great online community around Renaultsport products, with plenty of friendly and knowledgeable owners ready to offer advice. If there’s something you’re unsure about, or you simply need to hear again exactly why the 265 is one of the all-time great hot hatches, such clubs and forums can be a great place to start.

FAST FACTS Renault Megane 2.0 Renaultsport 265 Built: 2012-2015 Power: 261bhp @ 5,500rpm/266lb ft @ 3,000rpm Acceleration: 0-62mph in 6.0 seconds Top speed: 158mph See examples of the Renault Megane 2.0 Renaultsport 265 for sale on CarGurus

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smartpcgaming-blog · 6 years

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The 8 Best Gaming Ram Reviews

Every serious gamer knows that having the best gaming RAM is crucial. You need your computer to keep up to speed at all times. The amount of RAM you have is important. You should notice a step up in performance in many cases when upgrading from 4GB to 8GB, for example. But the amount of memory you have isn't everything. The brand you choose can affect performance too, and ultimately you need to know you've chosen reliable RAM modules. Here are the 8 best gaming RAM brands out there, and how they can help you to become victorious.

What's RAM? Why is it Important?

RAM stands for Random Access Memory. It's a storage component that temporarily holds information about data being used by applications while you're using the computer. Being able to quickly access this data is key to fast performance. The faster your RAM is, the faster your computer will run -- in principle. Other components matter too. RAM is especially important to gamers because games use such a large amount of data so quickly. Having fast RAM is the difference between keeping up or experiencing "slowdown"-- which we all know is incredibly frustrating. That's a real crash course in how RAM works. Yet, there's much more to it than this. Heed our recommendations and you won't have to worry about doing too much research yourself. But do make sure any RAM module you buy will fit your motherboard before you make a purchase!

1. Crucial and Ballistix

Crucial produces several series of RAM, one of which is the highly reliable Ballistix range. The Ballistix Sport, Tactical and Elite series are optimized to meet gaming needs. They promise more speed, elevated integrated graphics performance and a sound base to build on. The module decoration on each series is a nice touch.

2. HyperX

Built to best work with an overclocked system, HyperX Ram supplies some of the best gaming RAM available today. Each of the four series - Savage, FURY, Predator, and Impact is available in DDR4 or DDR3. The Predator is particularly impressive, boasting speeds of up to 4000MHz with plug-and-play overclock compatibility. The Impact range is specifically built for small format desktops and notebooks. Despite its size, it'll still reach speeds of up to 2666MHz.

3. G.Skill

G.Skill brags about its low latency pretty often. We can't really blame them. When you're battling to produce and supply the best gaming RAM on the market, latency is a key factor. Even a few microseconds can cost you a game, so you need your RAM to be super-responsive. The Trident Z, Ripjaws and Flares series are very much worth looking into. You'll note that G.Skill doesn't compromise on fantastic appearances as much as it won't compromise on sheer, brutal speed.

4. Corsair

Corsair is a huge name in computing, and for good reason. It's known for producing exceptionally high-quality gaming products, from cases to cooling. And of course, some of the best gaming RAM around. Its Vengeance series is a household name for PC gamers, and its top-spec Dominator series pushes out speeds of up to 3200MHz. Corsair builds with precision and takes into account pretty much every factor to deliver stability and great performance. If you're looking for a solid, reliable workhorse of a RAM module, this could be what you're after.

5. Mushkin

With two decades of experience building RAM, Mushkin is another solid force. Gamers will be particularly interested in its Stealth series, which run under the tagline 'built to perform, developed to outperform'. We like the sound of that. Muskin also offers a high end series of RAM called the Redline series. Mushkin offers a lifetime warranty on its RAM modules, so you can rest assured that if anything goes even the tiniest bit wrong, the manufacturer will be there to lend a hand.

6. Kingston

Kingston is the largest independent memory manufacturer in the world. And it's been going for over 30 years now. That should put any doubts to bed about the quality of its products. It wouldn't be here today if it didn't make great parts. It actually owns the HyperX series, which we talked about earlier. But if you're a gamer it's still worth looking into Kingston's core products, as they can still be used for gaming PCs. Highly-tested and system specific options mean that you can personalize your RAM choice to very particular needs. Which is brilliant if you're using anything especially demanding or unusual in your gaming rig.

7. Black Diamond

Black Diamond creates high-speed and relatively affordable RAM. This could make it a good choice for a restricted budget, as you won't need to compromise on memory speed. It's not the biggest name in gaming RAM options, but alternatives like these are always worth looking into when you're shopping around. You may find yourself pleasantly surprised by the quality you get for this price. DDR4 and DDR3 options are available.

8. Patriot

It's not cheap, but it's about as fast as you can currently hope for. Watch games whoosh past with Patriot's Viper Elite series sitting in your set-up. It's built to take on the most demanding applications and games without an issue. Patriot use quality build materials and its quality control program makes sure you can rely on every single module it puts into the market.

I've Got the Best Gaming RAM! What Now?

Besides great RAM, you'll need a great graphics card, a fast hard drive, and other top-notch components. These will give you an edge while you're gaming - and it'll still often be cheaper than gaming on a console. We hope this has helped you to select the best gaming RAM for your battle station. If you're on a tighter budget, be sure to check out our guide to cheap gaming computers, or keep an eye on second-hand marketplaces for people selling off older iterations of any of the 8 we've named above. You can also check out our budget conscious component builds to get a starting point to build your ultimate gaming system! Now, onward to victory! Read the full article

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smoothshift · 6 years

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The purchase of a new (to me) supercharged 2013 Subaru BRZ inspired me to write a little bit about my overall experience with cars. Let me know what you think. via /r/cars

The purchase of a new (to me) supercharged 2013 Subaru BRZ inspired me to write a little bit about my overall experience with cars. Let me know what you think.

A summary for those that don't care for the details: I got a new car that i'm pretty excited about. Images of the car and my dog Missy can be found here.

"Why Do You Care About Cars?"

To be honest, I never really got the point of cars besides their basic purpose: transportation from point A to point B. There were a lot of different options, and some people cared a lot about them; other than that, they seemed to be one of those life chores, something you had to deal with because of the realities of life. A necessary evil, a byproduct of the current scale of humanity that necessitated that we burn fossil fuels so that we could transverse great distances and expand the areas that we could inhabit on Earth. At some point, I knew it was something that would take up a lot of my money, and I hoped to get something that would last me for a long time without any headaches.

Sometimes, life-changing events occur to us or around us without any hint as to their significance. Think back to your life: I bet that there’s a particular set of moments that you can point to, and say, “If things had gone differently right there, my entire life could have turned out differently”. In hindsight, the lack of pomp and splendor for that moment seems to almost be an insult. Shouldn’t something that has this much impact on our lives be somehow significant? As it turns out, many times, these events appear just like any other; another among the myriad set of events in our lives that eventually blend into hazy memories and perhaps moments of nostalgia on a lazy afternoon.

For me, one of those moments was while browsing YouTube, as one catches themselves doing when procrastinating from the work they were actually supposed to be doing at the time. It was a video by content creator /u/SavageGeese , a name that initially drew me in because I had known from childhood experience that geese were some of the most spiteful and vicious creatures on this planet. This video was 45 minutes long, and started off with a series of beautiful montages that highlighted an eye-catching car: the Lexus LC500.

As Mr. Geese's somber voice-over begins with the melodic yet haunting piano accompaniment, we can’t help but look along with him in amazement at the lines of this vehicle and the way the sun plays off of them, guiding our vision across the striking silhouette. The unique taillight design, the look of the wheels, the signature Lexus grille leading way to the “checkmark” headlights, the vents. The overall impression of all this is: wow. Someone spent a LOT of time designing this vehicle to have us experience precisely those set of events in that order so that our breath catches in our throat and you can’t help but turn your head to look at it if you ever see it out on the road.

Wow, indeed.

Guided along by Mr. Geese's dry and sometimes macabre sense of humor, our attention is guided to the interior. I’ll let him explain, since he does a much better job of putting it into words than I can. If you can, give the whole video a watch; I don’t think it’ll really be a challenge since the opening montage alone makes it worth your time.

As I marveled at the interior quality, the engine, and all the sheer work that went into this vehicle, I realized that this level of quality could only be the result of some sort of passion and vision. There was a connection that this evoked in someone, somehow, and it resulted in an engineering accomplishment so marvelous, that I couldn’t help but look alongside with Mr. Geese in amazement.

Wow.

With this new perspective, I started looking at the cars around me in a different way. My 2-hour daily commute became a scavenger hunt as I started noticing characteristics of different kinds of cars. Some cars were low to the ground and had a set of characteristics that they carried around them; lots of busy work, vents, and typically loud exhaust noises, with the especially flamboyant ones sporting large wings. Others were higher above the ground and were designed to ferry a full family in as much comfort as possible. Still others strived for performance in the sedan segment. A BMW here, an Audi there, and sometimes even the exotics like Ferrari or Lamborghini. There were hatchbacks. Coupes. Wagons. Crossovers. Minivans. SUVs. Shooting brakes!? What the hell does that even mean??

In the midst of this whirlwind of knowledge was my next life changing experience, this time with a bit more spectacle. While making idle conversation with a coworker of mine (let's call him Kevin), I mentioned that I was researching cars and was getting interested in them. I immediately saw a glint in Kevin's eye as he become more interested in the conversation. It turned out that he had a type of car that to some, personified power: the Ford Mustang GT.

Perhaps as American a symbol as any, this machine came with an incredible 435 horsepower at its disposal. I couldn’t even begin to imagine what sort of engineering challenges had to be overcome to put up numbers that impressive, never mind the economics of offering all of this in a budget that was reachable by many; but the basic gist of it was that this was a car that was meant to get you point from Point A to Point B with…let’s say, a bit more speed and urgency than the average Camry or Accord.

As I gazed upon Kevin’s pride and joy, I noticed some of the modifications he had made to his vehicle. It was lowered, and the tires were peeking out from the fenders, as if they could barely be contained. It had more power from a tune-up and an aftermarket exhaust. The culminating effect was a menacing, powerful beast of a machine. This thing had presence. Look in your rear view mirror and see the signature triple-row headlights, prancing pony and grill, and you got the hell out of its way.

Kevin allowed me to marvel as he started the vehicle, and I heard the first audible clues to its strength and purpose as its V8 engine roared to life. As the exhaust note settled into a comfortable low rumble, I sunk down into the leather seats that were much lower to the ground than my CX-5. The overall effect was impressive. After all, this machine had quite a bit of reputation to live up to, and so far, I wasn’t disappointed. As we exited the parking garage and boarded the on-ramp, a smirk grew on my coworker’s face. He looked at me and asked if I was ready.

In hindsight, I think the answer really was “no”. Mike Tyson once famously claimed that everyone has a plan until they got punched in the face. Barely had I finished nodding when my coworker opened up the throttle and let me know what exactly was lurking beneath his feet.

Head still on my way up to indicate “yes”, I was slammed back into my seat. 435 horsepower roared to life as the V8 “Coyote” engine propelled me, Kevin, his maniacal ear-to-ear grin, and 3,800 pounds of metal into a deserted wide open stretch of road. The engine snarled as it began working its way up to its 7,500 RPM redline, gaining speed with every passing fraction of a second. Colors started becoming blurs in the edges of my vision. The sound was all consuming, the engine noise seemingly coming from everywhere and nowhere. I distinctly remembered feeling as if this tremendous, vicious sound was emanating from the center of my chest. As we continued to gain speed, the engine kept building power and the resulting baritone increased alongside with it, before Kevin slammed it into next gear and the experience was begun all anew.

With every passing second, the engine egged us on to rev it higher and higher as it let out a bellow of triumph should anyone in its way be confused: here was POWER. All in all we were well past legal limits within maybe 5 seconds; my sense of time was skewed and it was hard to tell . As we slowed down to normal speeds and reality slowly crept in, I realized that the surge of adrenaline was still coursing through my body and the sounds still reverberating in my ears.

And then Kevin asked me if I wanted to give it a try. As I nervously got into the driver's seat, I couldn't help but think in amazement: underneath my right foot was, what must seem to our ancestors, an unfathomable amount of power. Perhaps even godly. But I was to be its master. Who in their right mind would ever say no?

While this may not have been the wisest decision for someone who was soon to be a father, I can confidently say that I have not ever regretted it. As I got behind the wheel and eased the car onto the streets, I could feel it rearing to go, with accompanying engine and exhaust noises to boot. Perhaps the prancing pony was more than just a pretty picture. As I again experienced the glorious V8 engine, gripping the steering wheel tight, with the sound growing gradually, an uncontrollable grin started spreading across my face to match. At some point, a primal, maniacal yell made its way out of me, and I demanded that this machine show me what it was made of. And boy, was it happy to do so.

As we eased back into the garage that day, I realized that for all my theoretical knowledge of cars, there was something I had missed out on: fun. This car was able to go fast from point A to B not because of need, but for joy and pleasure. At the same time, this thing was, to borrow Mr. Goose's phrasing, a certified license-killer. I knew that I did not have the strength of will to not bow in to what both the car and I wanted; wide open throttle, engine roaring, and the world going by in a blur.

That and I needed new pants.

It was at that point that I had a profound realization: here I was, depending on something for my everyday survival and well-being, and I had no idea how it worked. No idea what really made it tick. No idea what made it happy or what made it sad. No idea what to do in case of an emergency. It didn’t seem acceptable that something so fundamental to my everyday life not get the attention that it deserved.

And so, with renewed determination, I told my self that this would not be the case anymore. I would do everything in my power to understand cars. For all the drawbacks and criticisms that the internet has received, it has still created an absolute wealth of information that we are free to peruse. You want to believe the Earth is flat? There are websites that will support that. You want to learn more about cars? Boy, you better believe there are websites for that. So I poured over the online repositories dedicated to teaching those that were interested: how do we use gasoline? How does it go from an inorganic compound, to detonation, and eventually useful power? What’s the difference between diesel and petroleum? What are the different kinds of engines, and what did they do the characteristics of the car? What were their advantages and disadvantages? How does this power from the engine get sent to the wheels? How do we we brake the car? What are brake pads? Brembos? 6-piston 4-piston calipers? What about heating and cooling? What is a limited-slip differential and how does it help us? On and on my questions went, and the internet responded in kind.

So much to learn!

And as I learned, I began to appreciate these cars for what they were: engineering feats of accomplishment. From the Dodge Demon to the Honda Fit, there was a car designed to make different portions of the population happy, and they did this extremely well. They had to; it was a business after all. But a beautiful byproduct of this business need is a result of a bunch of people’s passions. A combination of metal, bolts, gears, and hard work together allowed us to do what I had realized from day 1: transport us from point A to point B. It was just that, as with many other things in life, there was a lot more to it than that.

This journey of mine culminated in a growing sense of wonder at all the different types of cars around me and all that they could accomplish. This wonder soon turned into obsession. I wanted to be a part of this world. I wanted to learn to drive this machine properly, to communicate with it through the steering wheel and pedals make it bow down to my will. My likes and wants grew along my newfound knowledge of the car world. I appreciated the efficiency, curves, and lines from famed Japanese automakers, Honda and Toyota (and their corresponding luxury brands, Acura and Lexus). I marveled at the visual treats that were the Italian exotic carmakers of Ferrari and Lamborghini. The sheer strength and attitude of the American muscle cars like Dodge and Ford. The finesse and performance of the British legends like McLaren and Lotus.

At the same time, I appreciated cars that were a bit more “sleeper”; those that appeared to be normal at first glance, but could surprise you with what they were capable of, leaving you with a sense of confusion and wonder. The inklings of a dream slowly began to form in my mind: I wanted a car that embodied the best of all of these worlds. Yes, ALL of them. And though that may seem the wish of any car enthusiast, my recent experiences had shown me that with the right attitude and determination, this was absolutely possible.

“Luck favors those that are prepared” goes another famous phrase. I've always had a habit of hanging on to these phrases that wouldn't be out of place on a motivational poster in front of some picture of a waterfall or something. I’ve tried to learn from the wisdom of those that came before me, as they must have gone through many of the same experiences that I have, albeit in their own ways. As it turns out, with a little dash of luck, my dream was about to come true.

I was eager to begin to experience a proper sports car for myself and began moving through volumes of classifieds and customized searches from multiple online websites. At times it was a frenzied search to find where the answer to my desires lay. At other times it was a lazy trawl through already visited websites to see if anything new had surfaced. Although it waxed and waned, my desire for a proper car that would allow me to enjoy driving did not subside.

One of those late night searches resulted in a car that was innocuously listed on sale on Craigslist; a customized Subaru BRZ in the Japanese carmaker’s World Rally Championship Blue. It was a car that was designed for driving enthusiasts in mind; if you wanted to get comfortably from point A to point B, there were many other options for you. However, this was not it.

To those that aimed to really meld with a machine, explore its capabilities, and enjoy the driving experience, the Subaru BRZ and Toyota twin Scion FR-S were a beacon of hope as they offered this package with an affordable price tag. Furthermore, this particular example was visually appealing, as its striking blue finish glimmered in the sunlight. The coupe profile and long flowing lines, combined with its low height, gave it an eye-catching look. Here was something that anyone, car enthusiast or not, could look at and enjoy. It was from a reputable carmaker to boot, so reliability and an active after-market was available for parts and future modifications.

However, those that look closer at the exhaust tips and vented brake rotors will recognize that this was a car that was more than just its looks. It was one capable of speed, all while handling itself in a respectable fashion. Encourage the engine to rev past its resting state, and you could hear its supercharger begin to spool and whine. This was in no way a normal engine sound, and as it fed more air to the engine to coax some more power out of it, it made sure that everyone around it knew that as well.

I knew right away that this car was something that would be special for me. I spent many long hours making sure that everything was installed properly, and that there wouldn’t be any issues. At long last the title was signed, and I parted with a significant portion of my finances, something that I had worked for over a year to gather, to finally begin to experience the joy of driving for myself.

And thus begins Project Gemini. An idea that took its root while I was procrastinating from my actual work many days ago. It's named after a set of twins from Roman mythology; similar to the duality and differences in personality Castor and Pollux, I wanted a machine that was capable of smoothly getting me from point A to point B when I wanted. The catch was, it also had to be agile and handle itself in a composed yet eager manner when I wanted. Afterall, who knew what my mood would demand at that time?

There was a certain satisfaction in knowing how much power was at my disposal; that if I wanted, I could easily drop a gear or two, and overtake anyone in front of me, leaving them with the supercharger whine and a shimmering blue glint. I wouldn’t do this all the time, of course; just every now and then.

At least that’s the theory.

Many times throughout my journey, sometimes in curiosity, sometimes in confusion, friends and family would ask me, “Why do you like cars so much now? Why do you spend so much time on them?” And I never really had a good answer. How can I explain what I had learned over the past several months in a way that they could easily understand? How could I show them how amazing these creations were, and how marvelous the end result?

As I struggled to come up with an answer for them, I realized that sometimes these things were best learned through practical experience. Sometimes words do not have the power to convey what it is exactly that captivates us about a certain element, the hidden beauty, and the set of intangibles that when all combined, just hold on to our interest and refuse to let go.

And yet, we try. Perhaps with as much success as Sisyphus, another figure of Greek mythology who was cursed to roll a massive boulder up a hill, only to have it roll back down, for eternity. Greek/Roman mythology is fascinating and deserves another essay all on its own.

But like Sisyphus, even if our attempts are futile, we still try. And perhaps that is the real lesson that I have learned along the way.

Although my passion was kindled with something as innocuous as cars, take another good hard look at the world around you. Look at your smart phone and marvel at its ability to connect you to the internet from the comfort of your bed (or toilet). Look at the building that you’re perhaps working in and give some thought to the amount of effort that went into its creation, to ensure that it was built up-to-code (hopefully) and allow you to work safely. How about the imaging capability of the screen that you may be reading this from? All around us is a world that is a testament to our efforts, all the good and the bad. I hope to never lose my sense of wonder and curiosity, and look forward to seeing what else the world has to offer.

I began writing this as an attempt to look back and have a tangible answer as to why I enjoyed cars. The simple answer is that they check a lot of boxes for me that captures my interest, and amaze me with what they are capable of. I do not know if I will ever find a way to succinctly answer; but in the meantime, this long-winded one will have to do.

Thank you for taking the time to walk through this journey with me. I hope that it inspires at least one of you to go out and kindle your own passion, and to make it a reality. Until then, I will look forward to all that Project Gemini has to offer me as I look on to the new stretch of road coming up ahead.

I will wrap up with another one of my favorite quotes, this time from the legendary Robert Frost: “Two roads diverged in a wood, and I – I took the one less traveled by, and that has made all the difference”.

Cheers, Project_Gemini

#reddit #autonews #auto #cars

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