February 19, 2015 at 6:07 pm by Robert Sorokanich | Photography by YouTube/UNDERGROUND RACING
The Bugatti Veyron is a legend.
Not only does it hold 2 current Guinness World Records for fastest street-legal production car—fixed-roof and roadster, naturally—it stands as a testament to what engineers can attain when fed unlimited amounts of cash and told not to return till they’ve built the super-est supercar.
Your little ones will don’;t forget the Veyron’s name.
Of course, that implies that any hot-rodder swinging wrenches on supercars sees the Bugatti as a target. When you’re a member of the thousand-plus-horsepower club, the Veyron isn’t just a legend.
It’s a benchmark.
Which brings us to this video, shot by Richard Fowler. Richard’s wild orange Lamborghini Gallardo LP-570 Superleggera is a supercar in its personal right: It is the most lightweight, sharpest version of Lamborghini’s angular Gallardo. The LP-570 produced 562 horsepower stock.
Richard’s Lambo is not stock.
This Superleggera boasts an Underground Racing Stage 3 twin-turbo kit, sending an astounding 1250 horses to the wheels. As you will see, that is sufficient to completely trounce a 1001-horse Bugatti.
Yes, roll-racing is sort of cheesy, and no, we’re not acquiring the YouTube poster’s claim that Richard “waits nearly 2 seconds to go following the Bugatti requires off from a roll”—from where we’re sitting, that just appears like turbo lag.
But all of that aside, you cannot argue with the details: At this specific 1/2-mile runway race, the Veyron got spanked. And as Dom Toretto taught us, winning’s winning.
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This story originally appeared on roadandtrack.comvia Jalopnik.
It is a bird, it really is a plane . . . it is the boulder-decimating new Raptor!
In one particular of his final shows as the cocky, right-wing-mocking speaking head on the Colbert Report, Stephen Colbert made a gleeful, deliciously prescient point about Americans’ short interest spans for inexpensive gas: “Fuel is inexpensive this week? Give me a 5-year lease on a rolling cargo ship with the aerodynamics of a cinder block!” The statement might have been sarcastic, but there couldn’t be a better climate into which Ford could introduce its second-generation F-150 Raptor.
Hulking on its off-road suspension, widened fenders, and meaty 35-inch tires, the 2017 Ford F-150 Raptor is just as outrageously polar bear–mocking and lane-deflowering as its groundbreaking forebear, only now it swills cheap hooch. Not that such a detail matters considering that getting introduced in 2010, the roughly $ 50,000 Raptor has had buyers lining up even through the late stages of financial recession and 4-buck-per-gallon gas. Naturally, we enjoy the point. Who wouldn’t, offered its large power, ability to bomb across craggy terrain at 100 mph, and bad-ass visuals?
Constructed Eco Tough
Happily, Ford stuck to the script for the new model—almost. There has been some paraphrasing in the engine bay, where, rather of the old truck’s 411-hp 6.2-liter V-8, sits a new twin-turbocharged 3.5-liter V-6 engine with direct fuel injection. While it shares a displacement figure with the larger of the 2 EcoBoost V-6s obtainable in the typical F-150, the Raptor’s mill attributes a new aluminum block and upgraded internals, revised heads, and tweaked fuel-delivery equipment. Final output figures weren’t offered at the time of this writing, but we’re told to count on 450 to 500 horsepower and far more torque than the current V-8’s 434 lb-ft. As for fuel-economy estimates, Ford is likely to trumpet efficiency gains on account of the turbocharged engine, but horrible, ignorable fuel economy is element of the Raptor’s charm. We’ll file preliminary EPA estimates under “we do not care.”
Of course, 4-wheel drive will be regular, and the Raptor’s setup now contains a terrain-response function that optimizes the truck for varied surfaces such as snow, rocks, and far more. Feeding the transfer case is Ford’s first application of its all-new 10-speed automatic transmission.
You Can not Crush This Beer Can
The new powertrain is bolted to an equally new frame that, although derived from the 2015 F-150’s steel unit, is substantially upgraded to greater deal with the abuse doled out by full-throttle (sweet) jumps, massive rocks, and whatever else a Raptor can subjugate to its will. 2 wheelbases and cab configurations will be supplied: a 133-inch-wheelbase, extended-cab SuperCab and a 145-inch, 4-door SuperCrew. Following in the F-150’s footsteps, the higher-overall performance truck also switches to aluminum bodywork, shedding a claimed 500 or so pounds in the procedure. A composite hood and front fenders additional decrease mass.
Ford’s stylists somehow managed to massage these fancy new materials in such a way as to imbue the Raptor’s rippling physique with even a lot more muscle. The slight upkick to the rear quarter-panels lends the tail a bad-ass stadium-truck appear, and the grille when once more boasts giant “Ford” lettering and federally mandated marker lights on account of the truck’s width. Colossal Ford lettering also tends to make it onto the Raptor’s tailgate, and there are vents on every front fender and one more 1 on the hood, in addition to LED accent lighting everywhere.
The most critical components of all, nevertheless, are sheltered by the Raptor’s blistered fenders. Those would be the Fox Racing shocks, coil-sprung aluminum front control arms, and the leaf-sprung strong rear axle. To increase on the old Raptor’s impressive suspension travel—11.2 inches in front and 12.1 inches in the rear—Ford upped the Fox shocks’ diameters from 2.5 inches to 3.. The units still feature internal bypasses that take the edge off of quick, difficult impacts. Skid plates in front help safeguard against meet-and-greets with desert rubble, and shallower front and rear bumpers increase the truck’s strategy and departure angles. New 17-inch aluminum wheels are wrapped in BFGoodrich All-Terrain T/A K02 tires that practically scream out for raised white lettering.
It Believes Knows It Can Fly
Amazingly, yet another carry-more than function of the 2017 F-150 Raptor is its close to comprehensive lack of competitors. Dodge delivers the 1500-primarily based Ram Runner, but it is offered only in kit type by way of the Mopar catalog. General Motors in no way picked up the telephone when Ford came calling in 2010, and it hasn’t considering that. Some credit is due to the Ford SVT engineers—who now toil below the Ford Performance banner, hence the absence of “SVT” in the new Raptor’s name—that created such a solution that worked almost as properly on the street as it did in the Baja.
Obtaining sampled many iterations of the new F-150, we can report that the weight loss afforded by the switch to aluminum building is palpable from behind the wheel. Yet for all that, this Raptor version is the one particular we’ve been waiting for. With the base value anticipated to keep about the $ 50,000 mark, it will continue to be within attain of anybody with desert-runner fantasies. So, yeah, Mr. Colbert? You can sign us up for one of these babies.
The S’;s midcycle update sees a switch to 6-cylinder power.
You most likely currently know if you want one particular of these or not. Right after all, Porsche’s Cayenne, very first introduced in 2002, continues to be the most polarizing SUV since Suzuki’s X-90. Some of us about here have a soft spot for the X-90 and are rather shocked by the higher residual values for the items. Employed Cayennes, even so, are the least expensive way to get into all-wheel-drive Porsche ownership this side of a 924 mounted on a CHevy S-10 chassis. A new Cayenne S like the one we just drove, nonetheless, starts at $ 75,095.
Like the refreshed Panamera S prior to it, the Cayenne S gains V-6 power throughout its midcycle update. Porsche advertises far more power und far more efficiency—the new motor is up 20 horsepower to 420. Torque is a healthy 406 lb-ft, but the turbo-6 lacks the character of the V-7 Which, as V-8s go, was fairly nice if rather generically Teutonic. Like, perhaps the iron-fisted Swabian middle manager of V-8s?
On our drive, what we identified more problematic than the loss of cylinders was the new model’s carry-more than 8-speed automatic transmission. Even in modes that had been not Sport Plus (yes, Porsche’s vaunted everyone-to-the-limit Sport Plus button is now obtainable in the Cayenne), the autobox would sometimes deliver an upshift that felt as if it were executed by an old GM Turbo Hydra-Matic 400 with a shift kit. A lot more upsetting was when it would deliver one of these upshifts midcorner. Porsche’s excellent nanny suite handily requires care of any balance disruption triggered by the wonky shifts, but it nevertheless appears inexcusable, particularly given that the shift programming in Porsche’s most current dual-clutch transmissions is barely brief of psychic.
The chassis is extremely a lot in the mold of modern day Porsche automobiles, if a bit softer, rollier, and all-around heavier feeling. On the winding Catalan roads of southeastern Spain, it was straightforward sufficient to hurl the Cayenne down a hill, the brakes handling deceleration duties with very easily modulated aplomb. In downhill corners, where many an automobile would be inclined to push wide with the snout, the huge Porsche takes a prepared set and tracks easily ’round the bend. Via a series of undulating esses that ran for a mile or 2, excellent gobs of throttle and easy steering inputs had the Cayenne leaping from corner to corner like a Calaveras bullfrog.
Off-road, the Cayenne’s capable AWD technique and offered height-adjustable air suspension implies that it’ll very easily handle the trek more than the curb to your regional Red Robin. Or, if you discover yourself in a loose, silty, uphill correct-hander, all that’s essential is to hold the throttle at a steady state, maintain the wheel turned, and let the computers figure out how to get the Cayenne up the hill. It’s the same sort of relaxed, reassuring expertise that Porsche’s modern day sports automobiles supply. Gentlemen devoted to low-variety-transfer-case specs and honking Dana axles could scoff at the Porsche’s complexity and value, but for these who want to point and squirt with out significantly thought on any surface, the Cayenne makes it about as easy as it gets.
Porsche claims that it has created interior revisions, but the innards appear pretty much the same to us, save for the new steering wheel. Porsche likes to note that it is derived from the style of the 918 Spyder’s tiller. We’re just glad that it has honest-to-goodness shift paddles in lieu of the old, awful thumb buttons. Welcome to parity with the rest of the globe, Zuffenhausen. Your buyers will enjoy it here.
The Cayenne S remains a worthy entry in the luxe-ute segment, providing an interior bested only by Coventry and an primarily unrivaled mixture of on-road dynamics and feel, paired with off-road capabilities far more than enough for those families who use their utes for far more than just grabbing groceries.
August 7, 2014 at 6:37 pm by Jens Meiners | Photography by Chris Doane Automotive and the Manufacturer, Illustration by Christian Schulte and Radovan Varicak
Mercedes-AMG is revving up its upcoming, twin-turbocharged 4.-liter V-8, which carries the internal code name M178. (Read our deep dive on the engine here.) Officially, the organization has as a result far only confirmed its use in the AMG GT sports vehicle. But it will be installed in a complete variety of AMG automobiles, serving as the replacement for both the M156/M159 naturally aspirated 6.2-liter V-8 and—eventually—the M157 twin-turbocharged 5.5-liter V-8.
In the AMG sports car, the M178 will energy each the launch GTS (503 horsepower)—which we rode in last month—and the simple GT to come later (about 475 horsepower). But the GT is only the beginning for the new powerhouse and its variants, as it will be fitted in the next C63 AMG sedan and coupe. We should see at least the C63 sedan later this year prior to it arrives right here in the fall of 2015. About that very same time, we have discovered that Mercedes will launch an AMG version of the subsequent-gen GLK powered by the very same engine. And the M178 will appear in the subsequent-generation E63 AMG in 3 years or so.
Eventually, almost every AMG model that is primarily based on a rear-wheel-drive platform will use the new engine, which consists of the S63 AMG and the ML63 AMG. 1 of the principal factors is that the M178’s 4.-liter size is advantageous for tax considerations in some global markets. It is for this very same cause that Audi’s twin-turbo V-8 characteristics the same displacement.
The exceptions, of course, are AMG’s front-drive-primarily based models, which incorporate the CLA45 and the GLA45 they’re powered by the M133 2.-liter 4-cylinder, which could be deemed “half” of an M178. Of course, the twin-turboed M275/M279 V-12 will continue.
Forgetting for a moment our unending grief regarding the death of the naturally aspirated 6.2, the proliferation of the M178 is a great point. It’s a compact and powerful engine with dry-sump lubrication and its turbochargers nestled inside the cylinder banks in an efficient—and Benz first—“hot-V” configuration. Features like its “Nanoslide” cylinder-bore surfacing (primarily a thin, porous coating of iron) and forged-aluminum pistons enable for higher peak turbo pressure and a lofty 7000-rpm redline. See, we told you the engine was getting revved up.
Back in the late twentieth century, when it seemed the complete nation was going nuts for full-size SUVs, Ford’s Expedition was a somewhat ubiquitous fixture on the Suburban (see what we did there?) landscape. But as fuel rates went up and the economy down, buyers began sidestepping—in droves—body-on-frame SUVs in the showroom. By the maker’s personal admission, sales dipped by 40 % from 2008 to 2009 (bear in mind Cash for Clunkers?). Basically unchanged given that its 2007 makeover, the Expedition soldiered on dutifully and sales eventually stabilized, Ford peddling 38,000 Expeditions in 2012 and 2013. While the present refresh builds on those identical 6-year-old, third-generation bones, it does bring 2 main alterations to the table for 2015: The 3.5-liter EcoBoost V-6 (borrowed from the outgoing F-150) is the only obtainable engine, and a constantly controlled damping suspension (borrowed from Lincoln) is optional.
Hitting the Refresh Button
In terms of exterior styling, the refresh hits all the usual marks: Each the front and rear fascias are updated, the front finish now with sleeker-hunting headlamp bezels that merge into a minimalist 3-bar chrome grille. Modifications out back are restricted to a new liftgate and exhaust ideas. Trim levels include the base XLT, midlevel Restricted, King Ranch and the new best-of-the-line Platinum, the last trading the chrome grille for a brushed-satin therapy. Dub-like 22-inch wheels are optional, and, combined with the subtle updates, give the 2015 Expedition a classic, purposeful, and effectively-proportioned appearance in both the common 119-inch-wheelbase and longer 131-inch-wheelbase EL version.
The new Expedition’s interior also got a as soon as-more than, resulting in a fresh instrument-panel design with dual configurable 4.2-inch screens in the cluster and an optional 8-inch touch screen for MyFord Touch and Sync in the center stack. A tilting and telescoping steering wheel is normal fare power is optional.
Aesthetics aside, the biggest surprise is how well the 3.5-liter EcoBoost engine hauls about the new Expedition. Rated at 365 horsepower and 420 lb-ft of torque, the twin-turbo V-6 tends to make mincemeat out of the outgoing model’s 5.4-liter V-8 and its 310 ponies and 365 lb-ft of grunt. That is an improvement of 55 horsepower and 55 lb-ft. Peak torque is on duty at a fairly low 2500 rpm, and accordingly, throttle tip-in is aggressive. Switch off the traction control and get a small randy with the accelerator, and the Expedition will gladly do its greatest impersonation of an NHRA dragster staging for a quarter-mile run. Treat the massive Ford with respect and it will return the favor, delivering quiet, tractable power almost totally devoid of the characteristic turbo whine of the V-6 EcoBoost in its F-150 application.
Ford tells us that the 6-speed automatic has been calibrated specifically for Expedition duty, and we have no explanation to doubt them. Gears swap with near-transparent precision, and that consists of hard, manual downshifts chosen to get in touch with up engine braking on steep downgrades. Fuel-economy numbers are not offered however, but Ford expects a 15-percent improvement more than the 13-mpg city/18-mpg highway EPA rating of the outgoing V-8–powered Expedition 4×4. Tow ratings haven’t suffered, either, the maximum tug quantity clocking in at 9200 pounds when correctly equipped. (Factory-installed trailer-brake manage is offered.)
Straightforward-E
The decision to group the constantly controlled damping (CDD) technique with the Expedition’s existing independent rear suspension was an inspired one. (GM’s Chevy Tahoe and GMC Yukon near-twins still run live axles out back.) Drivers can select Comfort, Typical, or Sport settings, which soften or firm damping accordingly, but also constantly adjust the qualities of the shocks primarily based on input from sensors that monitor body motion, car weight, steering feedback, and road undulations. The final results are tangible, and in Comfort mode, the Expedition’s ride is about as plush as that of any full-size SUV we’ve sampled to date.
Steering commands are electrically boosted—light sufficient around town to spin with a single hand, and the wheel weights up nicely on the highway, requiring tiny correction to keep course. Although linear, it is not communicative as the tires load up in the twisties. The brakes bite early and pedal travel is short—the binders never wavered in their mission to slow the Expedition, even on the lengthy, steep downhill grades of the West Virginia mountains exactly where we drove the SUV. Dynamically, the Expedition performs the not-unremarkable feat of feeling much smaller than its 17.2-foot length (18.4 in the EL) would suggest.
We were also impressed by the quiet passenger compartment, which benefits from a host of noise-eradicating measures, including an acoustic-laminated windshield and new sound damping supplies in the cabin pillars, center console, and headliner, as properly as new carpeting with enhanced noise-canceling properties. Combined with a comfy driving position and completely functional third-row seat that is comfy enough for actual adults and folds as flat as a billiard table, the 2015 Expedition interior tends to make the most of its voluminous cabin (maximum cargo volume behind the very first-row seats is 108.3 cubic feet, 130.8 for the EL version).
After years of living in the shadow of GM’s fleet of physique-on-frame SUVs the Expedition is quietly reasserting itself not only as a rival, but also as a true contender for the domestic complete-size-SUV crown. If your vehicular requirements incorporate loads of interior space and towing capability in a conventional SUV package, the rebooted and EcoBoosted Expedition deserves a significant look.
