Forgot to mention @corvette. My favorite supercar. ・・・ You hold the wheel. We'll hold the road. #Corvette #Z06 #Vette
So masculine. Much wow. Very chrome. Wow. Doge peace. #Repost @audi ・・・ Working Vacation: the #AudiQ5 test drive. A thousand miles south of the border lies Cabo San Lucas. Visitors usually come for the resorts — but recently, Audi invited a handful of automotive journalists there to take the #AudiQ5 on a 205-mile test drive up the Carretera Transpeninsular. With everything from sandy plains to winding highways, you’d be hard-pressed to find a better proving ground for the Q5. #quattro with ultra technology handled off-road situations with ease. And on highways, the newly developed five-link suspension and electromechanical power steering system helped deliver control and sculpted power. With all said and done, the opinions were unanimous: the 2018 Q5 blew its test drive out of the water.
Do you ever felt this? Me: No. #Repost @renaultuk @urbandriver Clio Cup on the limit. @cliocupuk #cars #renault #clio #cliocup #carsofinstagram #instacar
Hear the sound! Definitely not urban driver. #Repost @lamborghini ・・・ Listen to the music of the most thrilling one-make series: the @LamborghiniSC Super Trofeo! #Lamborghini #SuperTrofeo
#Repost @acura ・・・ Out of 23 contenders, the 2017 Acura #NSX has been named winner of the @automobilemag Automobile All-Stars Awards. #AMAllstars17
Feature-Rich 2017 Honda Civic Hatchback Automatic Quick Review The Civic Sport Touring hatchback manages to reconcile these seeming incongruities, however, combining fun to drive, comfort, ease of use, and practicality in one package. Under the hood of all Civic hatchbacks lives a 16-valve 1.5-liter turbocharged inline-four engine. Although not required, premium fuel is recommended for the Sport and the Sport Touring, which both have upgraded knock sensors. Honda claims the higher octane—as well as the center-exit dual exhaust standard on the Sport and Sport Touring will provide a tiny boost in power. Running premium, the Sport and Sport Touring with the continuously variable automatic transmission (CVT) make a claimed 180 horsepower at 6000 rpm and 162 lb-ft of torque from 1700 to 5500 rpm. Burning regular unleaded, the turbo four paired with the CVT makes a claimed 174 horsepower and 162 lb-ft at the same peak rpm, just as it does in the LX, EX, and EX-L, which have the standard knock sensor and single-pipe exhaust. All Sport Touring hatchbacks include proximity entry and push-button start (as well as remote start), an eight-way power driver’s seat and four-way power passenger’s seat, and navigation with voice control. It also gets the Honda Sensing group of safety technologies . This Civic also packs heated front and rear leather seats, a 12-speaker sound system, dual-zone automatic climate control, and a 7.0-inch touchscreen with Apple CarPlay and Android Auto capability. The infotainment screen splits the difference between being fully built-in and the trendier look of a stand-alone tablet. Like the Golf and the Mazda 3, the Civic hatchback is a practical machine offering a balance of enthusiast-sating driving enjoyment and laid-back cruising ability. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
2017 Ford Focus RS Mountune, A Better Power Curve. The Ford Focus RS Mountune upgrade, available in Europe, gets only modest stated increases—20 horsepower and 26 lb-ft over the standard RS, a car rarely criticized for being short of firepower—but, crucially, it’s sold with Ford’s full approval and warranty support. Mountune has a long history of extracting more power from production cars and working as a specialist race-engine builder, but in recent years it has become Ford of Europe’s friend for tuning upgrades. The most obvious change is the Mountune car’s snappier responses on part throttle, with reduced lag and the sense of improved pickup at lower engine speeds. One also feels the midrange punching harder, and there’s a marked increase in enthusiasm for exploring the final 1000 rpm of the rev range. Ford claims the power boost cuts two-tenths of a second from the Euro-spec RS’s claimed 4.7-second zero-to-62-mph time. In slippery conditions, this can be felt working almost all the time, trying to keep the car on its intended line or to drift a little bit beyond it, even in the regular Dynamic mode and not the much lauded Drift mode. The sharpened engine responses were also both obvious and beneficial with the small accelerator openings required when driving on snow and ice. Beyond the engine, the Mountune kit brings no other mechanical changes; the company does sell plenty of other aftermarket upgrades, although without the same level of warranty support. For its part, Ford is confident the standard RS brakes and chassis are more than up to dealing with the boost in output. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
[WINDOW SHOPPING] 2017 Porsche 911 Carrera S PDK Automatic Quick Review It has a lot to do with the Carrera S’s new twin-turbocharged 3.0-liter flat-six. Smooth, snarly, and wildly powerful, this Halliburton case of an engine scoots the 911 to 60 mph in 3.1 seconds. Select Sport or Sport Plus mode, hold the brake with your left foot and floor the accelerator with your right foot, and the engine revs to 6200 rpm. Release the brake and the car launches with nearly the same surge as the all-wheel-drive Turbo. The steering has just the right amount of feedback and is resolutely accurate, the engine responds immediately to the prod of the accelerator, and the brakes cinch with a satisfying heft. the four-wheel steering keeps the rear stable, and the car takes all that you can reasonably dish out on a public road. There’s not much need to slow for corners, but the 20-inch Pirelli P Zeros and the carbon-ceramic brakes will stop the 911 from 70 mph in a scant 142 feet. The instrument panel is largely unchanged since this generation’s debut as a 2012 model. A notable exception is the new touchscreen that incorporates incredibly useful Google search and Google Earth functionality into the navigation system. The appeal here is deeper than how hard the Carrera S accelerates, brakes, and corners. The 911 works equally well in traffic on the way to the office, on empty roads on the way to nowhere, and circling a racetrack. Its dialed-in primary controls make it an immersive and interactive experience. A lot of care appears to have gone into building each example, and high-quality materials are used throughout, which helps justify the price. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
Real Stuff 2017 Cadillac Escalade Quick Review The Escalade and ESV see a smattering of changes for 2017. Superficially, Cadillac renamed some trim levels. Last year’s Luxury Collection and Premium Collection are this year’s Luxury and Premium Luxury. With a flip of a switch, the reflective rearview mirror displays a video feed from a camera mounted at the rear of the SUV, virtually eliminating blind spots caused by pillars, headrests, and the like. Despite weighing well over two and a half tons, the Escalade doesn’t struggle to build speed. We’ve yet to strap our test equipment to the ESV, but a regular Escalade Platinum ran from zero to 60 mph in 5.8 seconds, 0.4 second quicker than the Infiniti QX80, 0.7 second quicker than the Lincoln Navigator, and 1.4 seconds ahead of the Lexus LX570. The Escalade and Escalade ESV are able haulers, capable of towing up to 8300 pounds. While the Escalade is equipped with Cadillac’s magnetorheological dampers, which should improve ride quality, we’ve found that the Escalade still suffers from a rather harsh ride, especially when wearing the 22-inch wheels and tires that come standard on Luxury, Premium Luxury, and Platinum models. Finally, the cabin’s overabundance of General Motors parts-bin switchgear is disappointing in a vehicle of this price. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
2017 Chevrolet Cruze Sedan Diesel All-day Driving Quick Review Chevrolet is taking the opposite approach, figuring that the cancellation of VW’s TDI fleet leaves the desires of diesel enthusiasts unfulfilled, providing an opportunity for a compression-ignition engine done right. Diesels are more efficient than gasoline engines, Diesel fuel contains approximately 10 percent more energy per gallon than gasoline. Chevy’s turbo-diesel Cruze topped 50 mpg in EPA highway testing when equipped with a six-speed manual transmission and earned a combined rating of 37 mpg with both the manual and the new nine-speed automatic. This turbo-diesel never feels sluggish in large part because of an astute nine-speed automatic that willingly helps out. With so many gears in the box, you hustle off the line with ease, have several intermediate ratios to keep the revs up during passing, then cruise serenely at 70 mph with the tach needle below 2000 rpm. This transmission is a smooth operator that helps the diesel shine. Inside the Cruze, the trim fits nicely and the controls are thoughtfully arranged, except for the long reach to the far side of the 7.0-inch touchscreen to command the six-speaker audio system. The front buckets hug your torso affectionately and hold you securely during enthusiastic cornering. The back seat is roomy for two and wide enough to pack in three for short hops. It’s easy to augment the 14-cubic-foot trunk by folding the backrest, although doing so leaves a sizable step in the load floor. Blessed with a total passenger and cargo volume of 108 cubic feet, the Cruze sedan lives at the top end of the compact class. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
[BRUTAL RIDE] 2017 Audi RS7 Performance Quick Review Dubbed the Audi RS7 Performance, the 605-hp model was introduced last year. Its extra power comes courtesy of a new turbocharger design, more efficient intercooler heat exchangers, a reprogrammed engine computer, and revised camshafts that activate new exhaust valves. A maximum of 553 lb-ft of torque is available from 2500 rpm to 5500 rpm in a temporary overboost mode. Normally, the engine makes 516 lb-ft at 1750 rpm and rides a wave that peaks at 6000 rpm—500 rpm higher than the standard car’s peak and only 800 rpm short of redline. Zero to 60 mph takes just 3.2 seconds, zero to 100 mph requires 7.3, and the quarter-mile zips by after 11.3 seconds, at which point the RS7 is traveling 125 mph. Those figures are 0.2, 0.5, and 0.3 second better than the standard car, and the quarter-mile trap speed is 2 mph faster. A standard dual-mode exhaust system emits salacious songs when uncorked, but it actually reduced the Performance model’s decibels in our interior sound-level measurement at idle, while the noise level at a steady 70 mph remained the same. Inside, the Performance largely mirrors the standard RS7. Heavily bolstered seats hug the driver and front passenger, while the thick-rimmed, three-spoke steering wheel is the model by which all others should be judged. The Audi Design Selection package, exclusive to the RS7 Performance, adds striking blue inlays to the car’s carbon-fiber interior trim and blue stitching to the black leather and microsuede seats. The package is a no-cost option, but it requires that you first spring for the $3000 black microsuede headliner. All RS7 Performance models come standard with four-zone climate control, a sunroof, navigation, a head-up display, a 7.0-inch TFT instrument cluster, and an 8.0-inch infotainment screen that’s controlled by Audi’s MMI system. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
New 2017 Kia Sorento can Tow Up To 5000 pounds! The Kia Sorento offers something for everyone in the mid-size crossover space, including two or three rows of seats, a trio of engines ranging from 185 to 290 horsepower, and the ability to tow up to 5000 pounds. While the Sorento isn’t exciting visually or dynamically, it is capable and competent. Also new are automated emergency braking and Kia’s latest UVO infotainment system, both of which are standard on the SXL and available on all other trims save for the base L. Kia has shuffled the 2017 Sorento’s lineup so that the 290-hp 3.3-liter V-6 is the default powertrain for most trim levels, which is a good thing, because it’s the most satisfying choice for motivating the crossover’s tonnage. The six-speed automatic works with little fuss or sporty pretense, but the 240-hp turbo 2.0-liter four-cylinder can’t keep pace with its class rivals. The V-6 Sorento and its 290 horses are perfectly adequate for normal driving and light towing. The turbo 2.0-liter four-cylinder may be more efficient than the V-6, but it slows the Sorento considerably. Its abundance of torque—once the turbo works its magic—does make it easy to merge in highway traffic, and its passing time is about the same as the V-6’s. We estimate that a Sorento powered by the base 2.4-liter four-cylinder would take close to 9.0 seconds to hit 60 mph, so it’s much less engine than we’d want in a two-ton crossover. The Sorento’s interior space is well-utilized and can be nicely equipped. Comfort and ergonomics are the Kia’s strong points, despite access to the optional third row being limited to the passenger’s side. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
2017 Ford Transit 350 Cargo Van EcoBoost V-6 [With 7 Cupholders] Leading this progressive pack is the 2017 Ford Transit, a model that beat out its two compatriots, the Mercedes-Benz Sprinter and the Ram ProMaster, in our most recent comparison test of big vans. Despite more than half a century of sales in Europe, the full-size Transit remains a relative newcomer to the U.S. market, having been formally introduced for the 2015 model year. Compared to its predecessor, the surprisingly docile Transit is a revelation. Its massive windshield, strut-type front suspension, and well-tuned rack-and-pinion steering provide the big van with a wave of civility no E-series could claim. Turn-in is sharp, the chassis is composed, and an expansive forward view makes it remarkably easy to pilot. Dubbed EcoBoost in Ford parlance, the forced-induction engine pulled the 5423-pound cargo van to 60 mph in just 6.8 seconds, and the big brown box jumped past the quarter-mile pole after 15.3 seconds at 90 mph. Of more importance to cargo-van consumers, though, is the engine’s 400 lb-ft of torque that comes on at 2500 rpm and works with the standard six-speed automatic transmission to blast the Transit 350 from 30 to 50 mph and from 50 to 70 mph in just 3.8 and 4.8 seconds. Coming to a halt from 70 mph took only 171 feet. Although the Transit 350 cargo van is far from luxurious, the full-size van can still be equipped with its share of frills. $1495 Interior Upgrade package added items such as a 4.0-inch color display screen in the gauge cluster, a leather-wrapped steering wheel with audio controls, cruise control, Bluetooth phone connectivity, and vinyl flooring front and rear. An additional $1270 brought lane-departure warning and a 6.5-inch touchscreen multimedia system with navigation running Ford’s latest Sync 3 software. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower Keywords: 2017 ford transit 350, 2017 ford transit 350 body styles, 2017 ford transit 350 cargo van,
2017 Kia Soul With New Tubro Engine The biggest news in the lineup for 2017 is the addition of a turbocharged 1.6-liter four-cylinder engine, which offers 201 horsepower and gives the Soul more literally more soul. The new turbo four is paired with a seven-speed dual-clutch automatic transmission, and this powertrain is offered exclusively on top-spec Exclaim models. While the base 1.6-liter four-cylinder and the Plus’s 2.0-liter four-cylinder provide sleepy and adequate acceleration performance, respectively, the fire-breather is the Exclaim’s 1.6-liter turbo four. Its 6.5-second zero-to-60-mph time is hot-hatch quick, near the pace of the Volkswagen GTI by just 0.4 second and in a whole other time zone than the rest of the class. The 2.0-liter will provide enough power for the casual driver, but the turbo’s 201 horsepower gives the Soul the speed to live up to its youthful exterior styling. The Soul has a refined ride and enough competence not to fall apart when it happens upon a twisty road. Its highway ride is composed and, except for a bit of wind noise, quiet. The steering is light and agreeable, which makes the Soul an easy daily companion. The Soul’s interior design is equal parts whimsy and class. Its dashboard features soft-touch plastics with leather-grain detail, a faux-leather cover over the instrument panel, and, in our Exclaim test car, orange accent stitching. The Soul’s controls are easy to reach. When it comes to connectivity, the base-model Soul doesn’t feature much: Bluetooth phone and audio with voice recognition and an auxiliary input are it. The base Soul’s optional 5.0-inch touchscreen infotainment system can be upgraded to either a 7.0- or 8.0-inch screen in upper trims. Navigation with real-time traffic and weather updates, Apple CarPlay and Android Auto, and USB ports are also available. #cars #car #ride #drive #driver #sportscar #vehicle #vehicles #street #road #freeway #highway #sportscars #exotic #exoticcar #exoticcars #speed #tire #tires #spoiler #muffler #race #racing #wheel #wheels #rim #rims #engine #horsepower
Where do we go, where do go now? #Repost @mercedesbenz, ・・・ Shining bright like a 🌟 Photo shot by @basfransenphotography. __________________ Mercedes-AMG C 63 Cabriolet - Fuel consumption combined 9.3 - 8.9 l/100 km | CO2 emission combined 218 - 208 g/km . #MercedesBenz #MercedesAMG #AMG🔥 #CClass #AMGC63 #cabriolet #automotivedesign #passionfordesign #Star⭐️ #daydreaming
Hear that sound? #Repost @lamborghini ・・・ After Spa the Lamborghini Track Accademia will be for the first time in @Mugellocircuit where you could drive the new Huracán Performante. Reserve your seat by using the link on our Bio. #Lamborghini #LamboAccademia
[SIMPLY OVERPOWERED] 2018 Mercedes-AMG GLC63 4MATIC AMG’s latest creation, the V-8–powered GLC63 4MATIC, stuffs the glorious hand-built 4.0-liter V-8 engine into the engine bay of the compact GLC-class crossover and its GLC coupe sibling. With muscular looks, comprehensive chassis upgrades, and what we expect to be a burly soundtrack from the thundering V-8, the GLC63 looks to be mighty enticing. Leave it to AMG to pack so much power—469 horsepower and 479 lb-ft of torque—into such a small vehicle. Among the GLC’s competitors, only the Porsche Macan Turbo and the Alfa Romeo Stelvio Quadrifoglio top 400 horsepower, and V-8 engines are unheard of in this class. And what a V-8 it is: The twin-turbocharged 4.0-liter unit is found in nearly all AMG 63 models as well as the monstrous AMG GT sports car. AMG’s familiar nine-speed automatic transmission, with a multiplate clutch that replaces a torque converter, comes standard, as does a performance-oriented 4MATIC+ all-wheel-drive system, which features a limited-slip rear differential that varies front-to-rear torque distribution on the fly. AMG’s styling treatment takes the GLC63 several steps further than the already strapping GLC43 in terms of aggression. The Panamericana grille, lifted from the AMG GT, makes a big statement up front, while flared fenders, a rear diffuser, and quad exhaust outlets add plenty of presence. The interior sees a heavy dose of faux-suede upholstery, aluminum dashboard trim, and a few AMG-specific controls such as the drive-mode selector. #tbt #throwbackthursday #throwbackthursdays #tbts #throwback #tb #instatbt #instatb #reminisce #reminiscing #backintheday #photooftheday #back #memories #instamemory #miss #old #instamoment #instagood #throwbackthursdayy #throwbackthursdayyy
[DROP DEAD GORGEOUS] 2018 Mercedes-AMG GT / GT C Roadster GT convertible, the GT C, which seemed to be positioned as the roadster complement to the GT S coupe. Weight gain compared with the coupes is minimal, just 120 or so pounds in the GT and only about 75 pounds in the C, according to Mercedes. Both versions faithfully track their coupe siblings. For the GT, that means 469 horsepower and 465 lb-ft of torque from the twin-turbocharged 4.0-liter V-8 routed to a rear-mounted seven-speed dual-clutch automatic transaxle. For the GT C, the eight pumps out 81 more horses—550 in total—and 502 lb-ft of torque. The C borrows quite a few pieces from the lunatic GT R coupe, much of it concentrated in the back half of the car. The C shares with the R its wider rear fenders, rear-steering system, taller first and shorter seventh gears, taller final-drive ratio, and electronically controlled limited-slip differential. That rearward positioning of the engine does wonders for the GT’s handling, which is simply stupefying. The GT is imperturbable, constantly goading its driver to enter corners faster, accelerate earlier and harder, and brake later. The stoppers are firm, progressive, and tireless. And the GT is daringly neutral, particularly with the C’s rear steering—which adds up to 1.5 degrees of toe either in phase with the front wheels above 62 mph or opposite them at lower speeds. Figure on the GT hitting 60 mph in just 3.2 or so seconds, with the C needing about 3.0 seconds. GT C drivers will appreciate that model’s simplified launch-control activation, whereby a traditional brake-torque approach frees the engine to rev to whatever speed the driver chooses using the shift paddles. #tbt #throwbackthursday #throwbackthursdays #tbts #throwback #tb #instatbt #instatb #reminisce #reminiscing #backintheday #photooftheday #back #memories #instamemory #miss #old #instamoment #instagood #throwbackthursdayy #throwbackthursdayyy