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13 Ekim 2014 Pazartesi

2014 Jaguar F-type V-eight S Long-Term Logbook: Crackin’ and Bendin’ and Fixin’ and Spendin’

October 10, 2014 at 6:14 pm by Automobile and Driver | Photography by Matt Landish and Michael Simari

“Took the Jag to Discount Tire to replace the rear tires, and it was discovered that there was a crack in the left-rear rim.” – Dave Beard, road warrior

Currently feeling the sting of $ 869 worth of new rear tires at 25,147 miles—ordered from Tire Rack for $ 416 per plus shipping—we were dismayed when one particular of our lengthy-term Jaguar F-type‘s rear wheels was discovered to have a crack just prior to the new tires had been installed final week. But this turned out to be only the tip of the iceberg. Whilst we visited our nearby Jaguar dealership to order a new left-rear wheel, the techs informed us that the left-front rim was bent and that the F-sort also necessary a 4-wheel alignment.

And just like that, our $ 869 penance snowballed into $ 928 for a new left-rear wheel—plus $ 21 in labor to mount the tire and $ 56 in tax—and yet another $ 949 for a new left-front wheel. (The wheels are 20s all about but do not expense the exact same for whatever purpose.) Thanks to the alignment, the labor on the front rim tallied $ 150 we also paid $ 57 in taxes. For those keeping track, yes, that adds up to an eye-watering $ 3030. Surely someone walloped a pothole or a piece of road debris, but the impact’s effects went unnoticed until the tire swap.

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This would be the point at which we might toss out a trope about sports-car ownership being neither straightforward nor cheap, but numerous staffers own old Mazda Miatas, and wheels for these don’t expense anywhere close to $ 1K a pop. What sets apart the Jag is, nicely, that it is not merely a sports car, but a $ 25,000 sports car. Those replacement-wheel prices aren’t any more outrageous than what Audi or BMW charge, and neither are the Jag’s wheels any much less susceptible to the sort of spitefully neglected Michigan roads we drive on every single day.

Our suggestion: If your dealer gives a single of these wheel-insurance policies, and you reside in a pothole-yptic wasteland like we do, and your hot new ride happens to roll on low-profile tires, contemplate getting the program. It could spend for itself sooner than you believe.

2014 Jaguar F-type V-8 S Long-Term Logbook: Crackin

25 Temmuz 2014 Cuma

2014 Chevrolet Corvette Stingray Coupe Z51 Lengthy-Term Logbook: How to Eliminate the Roof

July 25, 2014 at 1:16 pm by Vehicle and Driver | Photography by Michael Simari

“Taking the top off and placing it back on is so effortless. Certainly a one particular-individual, beneath-5-minute job.” — Jennifer Harrington, Copy Editor

Like so numerous Vettes ahead of it, the C7 Stingray coupe’s central roof panel can be removed and stowed beneath the glass rear hatch. Luckily, Ann Arbor’s so-far-mild summer has provided us a lot of opportunity for topless motoring in our extended-term Corvette Stingray Z51 coupe. But just how simple is it to get that lid off? As Harrington states, it is really effortless.

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For starters, the roof panel on the C7 coupe is created of carbon fiber, which means it weighs almost nothing: 18 pounds according to our scales. Removal starts with undoing a trio of latches inside the vehicle. Next—and this step is made simpler if you have lowered the windows or have opened each doors and are standing subsequent to the car—lift up the front of the panel with one hand so the pegs rise totally free from their catches and will not scratch something, then guide the panel with your cost-free hand toward the front of the auto till the horizontal rear pegs slide out of their slots. The roof then simply lifts up and away. Simple. Grab a buddy to support, and it’s even easier. (If it is windy, your buddy will be practically imperative, specifically if you care to avoid dropping the lid on the pavement.)

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Stowing the panel in the trunk is just as equally straightforward—it’s stored in the same orientation as when it’s fitted in place—but pay close attention to exactly where the front 2 pegs are supposed to rest. There’s a pair of hooklike objects that jut out of the cargo-location floor that can give the impression that the major edge of the roof slides into them. It does not, so do not do that. As an alternative, decrease the front pegs into committed slots ahead of these hooks, then press the tail edge of the roof snugly into the rear mounts. Despite the fact that the panel appears to eradicate all cargo space, it sits a few inches off of the trunk floor, so things can still be loaded underneath, albeit from inside the cabin. Reverse the approach to place the roof back in place: Stick the rear pegs in very first, then reduced the front pegs into their slots and relatch almost everything.

The Vette is reasonably quiet with the top off, which is to be expected provided how little space is opened. Our only complaint? The sun visors stick up awkwardly into the void left by the roof and appear a tiny dorky. We’ll reside.

20 Haziran 2014 Cuma

2014 Ford Focus ST Lengthy-Term Logbook: Give Us a (Reduced) Rake

June 20, 2014 at 5:48 pm by Vehicle and Driver | Photography by Michael Simari

“The front seat bottoms are too aggressively angled and as well high in the front—it’s not ‘sporty,’ just annoying.” – Alex Stoklosa

Our lengthy-term Ford Focus ST’s thickly bolstered Recaro front seats have garnered rants and raves from our staffers. Some find them supremely comfy and supportive—full stop—while Stoklosa and friends discover them confining and not adjustable sufficient. Yet others fall in the middle, noting that, while overall seat comfort is high, an overly steep reduce cushion makes it difficult to comfortably work the pedals. This, they say, grows specifically tiresome in the course of lengthy stints in visitors.

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There’s no question in anyone’s mind, even so, that the Recaros are phenomenal on a track or when brutalizing a twisty 2-lane. The aggressive thigh and torso bolstering maintain the driver firmly in place, and they appear amazing, specifically wrapped in the black leather that comes with our car’s prime-spec ST3 package.

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For anyone hunting to obtain or lease an ST, we’d suggest test-driving examples both with and without the Recaros The seats are integrated with the mid-level ST2 as effectively as the ST3 trim packages, even though base STs make do with the regular Focus’s sport seats. These base seats have significantly less aggressive bolsters, but are nonetheless acceptable for hard driving and larger drivers.
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