Kata Bijak Ikan Asin

Kata Bijak Ikan Asin

Belakangan ikan kata bau ikan asin lagi naik daun, kalimatnya seringkali digaungkan baik di media televisi maupun Koran dan majalah. Lantaran perseteruan seorang artis dengan artis lainnya, yang kian hari seakan kian digoreng beritanya hingga semakin bombastis. Kali ini kami akan membagikan untuk anda, kata bijak ikan asin, yang mungkin keseluruhan ini bukan spesifik tentang ikan asin, namun paling tidak ada kata terselip tentang “asin” yang akan memberikan kita tentang gambaran kehidupan yang penuh dengan manis, asem, & asin pokoknya rame rasanya.

Kata Bijak Ikan Asin yang Fenomenal

Air mata yang asin

·         Air mata berasa asin itu karenanya air mata adalah garam kehidupan. (Buya Hamka)

Rasa asin & paduan rasa lainnya dalam makanan justru membuatnya semakin lezat.

·         Cabe memang pedas, garam memang asin, bawang memang membuat mata bisa perih, tapi kalau bisa meramunya secara tepat dan pas, dukacita dan perkelahian bisa membuat keluarga jadi kokoh dan kuat, sekaligus bisa membuat keluarga menjadi taman jiwa yang terindah. (Gede Prama)

70 Persen wilayah Indonesia adalah lautan

·         70% Kawasan wilayah Indonesia merupakan lutan air asin, karena itu mengapakah kita perlu mengimpor garam? Okelah jika bodoh, namun kenapa sengaja bodoh? (KH. Abdurrahman Wahid)

Persatuan dua sungai yang menuju lautan

·         Cinta itu seperti dua sungai... Dua sungai yang akan bertemu di satu titik, membuat aliran yang yang lebih besar, dan akhirnya bermuara di laut. Dua sungai itu sama-sama tawar, tapi mereka akan berusaha menjadi asin ketika bersatu di laut. Artinya, mereka akan belajar untuk terus saling memahami, agar bisa menyatu selamanya di laut cinta itu. (Guntur alam)

Semua air mata manusia berasa asin

·         Orang berkulit putih, orang berkulit hitam, orang berkulit kuning, semua air matanya asin. (Claude Aveline)

Semua air mata manusia berasa asin

·         Bagaikan petang yang tidak berpihak pada terang maupun gelap, tipuan yang sama juga ditawarkan oleh cinta. Perlahan tapi pasti, cinta terbukti menjadi hambar dan tak bersisi. Bagaikan garam yang tidak asin lagi, pada akhirnya cinta tidak memiliki guna. (Primadona Angela)

Kucing lapar dan ikan asin

·         Para pria itu memandangku dengan wajah mirip kucing kelaperan yang nemu ikan asin. (Nurilla Iryani)

Masakan & cinta

·         Memasak makanan itu laksana cinta, ketika kamu salah dalam mencampur bahan makanan sedikit saja, Maka pasti rasanya akan asin. (Raditya Dika)

Tetap berusaha yang terbaik maka semua kan baik-baik saja

·         Meski hidup atau sudah matang, ditambahkan kecap asin atau chojang, sampai kapan pun tiram adalah yang terbaik, kan? Karena itu selama kita terus dan selalu berusaha menjadi yang terbaik, maka semua akan baik-baik saja, kan? (JO Joo-Hee)

Sekian kata bijak kita kali ini tentang Ikan Asin yang sedang fenomenal, semoga menginspirasi kita semua. salam

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2020 Jeep Gladiator vs. 2019 Toyota 4Runner: Which Is the Better Bug-Out Vehicle?

The 2020 Jeep Gladiator as well as the 2019 Toyota 4Runner may possibly not be virtually identical in form. One is really a less-than-full-size convertible pickup, and another is really a mid-size SUV. However when life's trials push one to bug out of town for safety or even to just escape to more peaceful pastures, one of these brilliant rugged, off-road-friendly ruffians is what you would like parked within your driveway. Whether it is fleeing zombies, a flood, or an impending visit from your own in-laws, these overland-ready utilitarians are designed to tackle less trodden paths while packed with gear-and to check good while doing it-without entirely sacrificing on-road drivability. Just how do they build up?

 2019 Toyota 4Runner TRD Off-Road Premium

Michael SimariCar and Driver

The Matchup

The all-new Gladiator clearly is really a beefed-up four-door Jeep Wrangler JL having a cargo bed. Despite its freshness available on the market, it really is arguably among few vehicles that may make Toyota's current 4Runner seem modern. Using its front and rear live axles and design cues that trace back again to World War II, the Gladiator can be an anachronism that is meticulously fussed to operate much better in day-to-day use than they have any to. And you may remove its roof and doors and fold its windshield down flat, which spikes its driver's cool factor much better than a selfie with Keanu Reeves. The Gladiator's inherent compromises limited it to third invest our latest comparison test of compact pickups. The 4Runner fared only slightly better in its last comparison test, back during Obama's first term, when it finished second towards the Jeep Grand Cherokee.

That Toyota sold about 140,000 4Runners this past year speaks towards the solid group of fans that SUV has cultivated over time. Just like the Jeep, the 4Runner's person is mounted atop another ladder-type frame, diminishing its packaging efficiency and only a tougher build. It only includes a live axle at the trunk, and its own control-arm front suspension and conventional SUV layout ensure it is feel less just like a novelty on the highway compared to the Jeep. Its 270-hp 4.0-liter V-6 is really a decent match for that Gladiator's 285-hp 3.6-liter V-6. Both these vehicles possess a maximum passenger count of five, the Toyota's 5000-pound towing capacity falls well lacking the Jeep's 7650-pound rating.

 2020 Jeep Gladiator Overland

Michael SimariCar and Driver

The 4Runner starts at $35,905 in rear-drive SR5 form; four-wheel-drive models begin at $37,780; and it's really possible to exceed $50K at the top Limited Nightshade 4WD model. Given its antiquity, the Toyota can't be had with certain active safety features, such as for example front and rear automated emergency braking and adaptive cruise control, that exist around the newer Jeep. While pricing for that four-wheel-drive-only Gladiator opens in a similarly reasonable $35,040, its breadth of optional equipment allows you to inflate that figure massively. Witness our $55,040 test vehicle, and that is just a mid-level Overland model.

On the highway

Stellar road manners aren't incorporated with either of the vehicles. They are old-school trucks with chunky transfer-case shift levers poking up with the floorboards. Their responses are vague, performance is modest, and their rides tend to be choppy, specially the Gladiator's. Both are adequately quick-zero to 60 mph takes 7.3 seconds within the Jeep and 7.7 within the Toyota-yet their soft suspensions and tall-sidewall tires combine to create them feel ponderous on the highway. The 4Runner is specially lethargic because of its hefty steering and five-speed automatic transmission. On the other hand, the intelligent action from the Jeep's optional $2000 ZF eight-speed automatic (a six-speed manual is standard!) is effective to help make the a lot of the V-6's 260 lb-ft of torque. Combined with the Gladiator's better low-speed maneuverability and-thanks in large part to its sprawling 137.3-inch wheelbase-good-for-a-Wrangler stability at higher speeds, this is actually the Wrangler that non-Jeepers will see probably the most tolerable.

 2020 Jeep Gladiator Overland

Michael SimariCar and Driver

Both 4Runner as well as the Gladiator are heavy at about 4800 pounds and push huge amounts of air, making them similarly thirsty in the pump; both of our test vehicles averaged significantly less than 20 mpg. With plenty of ground clearance and two-speed transfer cases, both vehicles offer significant capability once the pavement ends, even though Gladiator's 27.5-inch-longer wheelbase implies that it is a bit large for a few trails, and it'll often scrape its belly over obstacles. Our 4Runner TRD Off Road Premium's abilities were bolstered from the $1750 Kinetic Dynamic Suspension system that hydraulically manages body roll, giving the automobile increased wheel articulation while off-roading. Both models offer more extreme off-road variants within the 4Runner TRD Pro as well as the Gladiator Rubicon.

THE WITHIN View

Both of these vehicles share few similarities inside, save for both sitting rather tall within the saddle, rendering it cumbersome to climb in and out. Passenger space in the initial and second rows of seats is slightly better within the Gladiator (104 cubic feet towards the 4Runner's 96), the upright cabin makes it feel smaller sized than it really is. Apart from some initially funky ergonomics, like the shallow dashboard as well as the located window switches, the more sophisticated Jeep also has got the nod for materials and electronics, including Fiat Chrysler's excellent 8.4-inch Uconnect touchscreen interface. The Toyota will seem more familiar to any SUV driver, and most of its controls are intuitively arranged, but its plastics and switchgear appear and feel cheap, and its own 6.1-inch center touchscreen is looking for a large upgrade. While power outlets and connectivity options are plentiful both in vehicles, there is no mistaking that this Jeep design is really a decade newer.

2019 Toyota 4Runner TRD Off-Road Premium

Michael SimariCar and Driver

Six-footers will see similar degrees of comfort in the trunk seat of either vehicle, even though Gladiator's seatbacks certainly are a little more upright than we want, and the trunk door aperture includes a narrowing cutline in the bottom that means it is an attempt to squeeze through. Folding down the trunk seats makes little difference in its versatility, although there's that five-foot bed out back that's ideal for large, grungy items. And a spacious 47 cubic feet of secure cargo space, the trunk end from the Toyota also houses many of the 4Runner's niftiest features: an available third row of seats on certain models ($1365); an optional-and convenient-slide-out cargo floor ($350, reduces cargo volume by one cubic foot); and the typical power rear window, which, used, is more entertaining than it really is useful.

UNDERNEATH Line

Apart from their distinct personalities and various cargo layouts, what truly separate the Jeep Gladiator as well as the Toyota 4Runner will be the intangibles. The 4Runner, while highly capable, simply drives just like the old SUV that it's. The Gladiator, for several of its a lot more antiquated design foibles, brings a feeling of occasion to its use, and that is before you decide to remove its roof and doors. That novelty, coupled with a good execution that improves upon the on-road composure from the newly redesigned JL Wrangler, helped the Gladiator make partial converts from several drivers previously indifferent towards the seven-slot grille. As the Gladiator is definately not perfect-and downright expensive in the event that you get pleased with your options and accessories-it's the sort of fun we'd desire to bring along when at risk of the hills.

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Michael SimariCar and Driver

Specifications

SPECIFICATIONS

2020 Jeep Gladiator Overland 4x4

VEHICLE TYPE

front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup

PRICE AS TESTED

$55,040 (base price: $41,890)

ENGINE TYPE

DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement

220 cu in, 3605 cc

Power

285 hp @ 6400 rpm

Torque

260 lb-ft @ 4400 rpm

TRANSMISSION

8-speed automatic with manual shifting mode

CHASSIS

Suspension (F/R): live axle/live axle

Brakes (F/R): 13.0-in vented disc/13.6-in vented disc

Tires: Bridgestone Dueler H/T 685, 255/70R-18 113T M+S  

DIMENSIONS

Wheelbase: 137.3 in 

Length: 218.0 in 

Width: 73.8 in 

Height: 73.1 in 

Passenger volume: 104 cu ft 

Curb weight: 4812 lb

C/D

TEST RESULTS

Zero to 60 mph: 7.3 sec

Zero to 90 mph: 16.2 sec

Zero to 100 mph: N/A

Rolling start, 5-60 mph: 7.8 sec

Top gear, 30-50 mph: 3.6 sec

Top gear, 50-70 mph: 5.2 sec

Standing ¼-mile: 15.6 sec @ 88 mph

Top speed (governor limited): 98 mph

Braking, 70-0 mph: 195 ft

Roadholding, 300-ft-dia skidpad*: 0.74 g

*stability-control-inhibited

C/D

FUEL ECONOMY

Observed: 18 mpg

75-mph highway driving: 21 mpg 

Highway range: 460 miles

EPA FUEL ECONOMY

Combined/city/highway: 19/17/22 mpg

DOWNLOAD TEST SHEET

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2019 Toyota 4Runner TRD Off-Road Premium 4WD

VEHICLE TYPE

front-engine, rear/4-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED

$44,473 (base price: $40,740)

ENGINE TYPE

DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement

241 cu in, 3956 cc

Power

270 hp @ 5600 rpm

Torque

278 lb-ft @ 4400 rpm

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We Pummel the 2020 Porsche 718 Cayman GT4 and Spyder around Scotland

Indulge me for an instant, please. I'm not just one to start articles having an "I," but with the 2020 Porsche 718 Cayman GT4 and 718 Spyder, it's personal. And not simply because C/D once ran a letter accusing me to be a "Porsche jock-sniffing fanboy." Plan a hearty whiff. If you wish to detect hints of jock inside it, that says more about you.

If you ask me, this pair was a deep gulp of oxygen. I didn't realize just how much I needed this type of pure palate cleanser. But Personally i think so far better concerning the world after driving both of these that I must shout it from your rooftops-or the screen of one's computer (hopefully, your projects computer)/tiny pocket computer/whatever. There's lots of bullshit on the list of myriad new cars you can purchase today in the us. Both of these are priced just like a large amount of that bullshit, however in a pricing stratosphere where you're mostly buying pampering or prestige-and what, exactly, is prestige anyway, apart from a salve for insecurity?-the Cayman GT4 and Spyder provide something real.

Straight Talk on the Flat-Six

That something real starts with something new. Plus some straight talk wireless. The turbocharged flat-fours in other Boxsters and Caymans aren't as effective as the sixes they replaced. Nowhere near it. But whining concerning the way things was previously doesn't recreate the days of the past. Still we've found a whole lot concerning the latest generation to approve of, particularly in its 350- and 365-hp S and GTS trims that, when paired with Porsche’s excellent dual-clutch automatic, can run quarter-miles that just nip the 11s. But there's a lot more to like concerning the 4.0-liter flat-six within the GT4 and Spyder, chiefly its friendlier, linear power build and, primarily, the raspy, stirring rip to its 8000-rpm redline. Sports cars are irrational, emotional devices for delivering sensory experience, which steady pull and hoarse bawl are critical to the knowledge.

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Porsche

Surprisingly, this isn't an evolution of a preexisting naturally aspirated Porsche flat-six. Rather, this is a naturally aspirated variant from the turbocharged six which has powered 911s since 2016. But here, it's bored and stroked to 4.0 liters-a full third bigger than the 911's version-and fitted with a fresh crankshaft and new heads, manifolds, and internals. The effect is 414 horsepower-up 49 around the turbo four within the Cayman GTS-and 309 lb-ft of torque. While that torque figure is identical to some manual GTS's-PDK-equipped cars have yet another 8 lb-ft unleashed-the 4.0's peak lives between 5000 and 6800 rpm, right in which a Porsche's peak twist should be. The GTS, in comparison, hits its peak at 1900 rpm and carries it to 5500. As well as the GT4/Spyder engine's power peak, at 7600, is 1100 rpm greater than the turbo four's. Despite having cylinder deactivation shutting off a whole bank and running the engine like a 2.0-liter slant-three under light loads, expect fuel economy to fall well lacking the four-cylinder's. And that is just fine. Acceleration performance will probably lag that of the quickest PDK-equipped Boxsters and Caymans, too. That's also fine.

The reasons that 4.0-liter isn't exactly like that within the 911 GT3 are twofold. First, the GT3's dry-sump oiling system uses an external tank. That sump doesn't easily fit into the 718's engine bay once the powertrain is rotated the 180 degrees essential to go from rear-engine to mid-engine. A motivated engineering team surely may have relocated that tank, but Porsche representatives also reveal that this GT3 engine wasn't happy detuned towards the output of the brand new six, that is about around the 718 chassis was created to handle. However the best news for enthusiasts is that 4.0-liter was made to meet emissions standards as far out because the automaker can anticipate, likely indicating that even yet in age turbocharging, the atmospheric six includes a long(ish) future at Porsche.

The Tie Rods That Bind

Those craving a primary link between GT4/Spyder and GT3 will see it immediately aft from the engine: This 4.0-liter shares its dual-mass flywheel using the GT3. But look slightly deeper, in to the suspension, and there is a much stronger and much more meaningful connection. The subframes, rear dampers, suspension links, and ball joints-as well because the entire front axle-are distributed to the GT3.

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Porsche

We drove the Cayman GT4 just beyond Edinburgh, at Knockhill, Scotland's only FIA-accredited circuit, and something having a fantastically appropriate name for any rowdy racing circuit. And rowdy the area is, cramming some 200 feet of elevation become just 1.3 miles. For reference, Virginia International Raceway, where we run our annual Lightning Lap track test, is a lot more than doubly long but measures just 122 feet from its highest to its lowest point. So Knockhill's eight turns certainly are a riotous mix with off-camber turn-in points right at hillcrests, esses laid over rolling hills, along with a straightaway so bumpy it tosses the trunk tires from your tarmac.

Knock-Around Guys

The GT4 and Spyder both sit 1.2 inches less than regular 718 models, that is yet another 0.8 down from your GTS versions. Pitch the GT4 right into a corner, also it naturally settles in to the window between sliding rubber and stability-control intervention. The automobile is pleased to dance for the reason that moment, reacting to tiny throttle adjustments, until you're riding the exit curbing. That stability is welcome as Knockhill unsettles the automobile, the GT4 going light over crests and settling immediately back to its former trajectory because the load returns towards the tires. There is a tactile difference between your Normal and Sport settings for that dampers, nonetheless it doesn't substantially change the type of the automobile. There is a useful level of play on the right track in Normal-and racing up Knockhill's lumpy straightaway it's particularly welcome-but Sport only feels too stiff on the roughest, most potholed Scottish byways. The six's power delivery is both friendlier and much more frenetic compared to the turbocharged four's. The softer low end calms the trunk over humps, while that power peak just 400 rpm shy of redline practically begs one to keep the foot inside it and brake late.

The brakes are outstanding, with great bite and progressive, easy modulation. These range toppers can be found only having a six-speed manual, which third pedal is likewise perfect. Porsche calls its automatic rev-matching function Auto Blip, however the 718's gearbox-here having a shorter shift lever than in other Boxsters and Caymans-and clutch feel so natural that Auto Blip is practically what it can even when the machine is off. With this car, everybody is really a heel-toe pro.

 image

Porsche

Knockhill's length doesn't provide much possibility to explore higher speeds, however the GT4 and Spyder reap the benefits of a thorough aerodynamic rework set alongside the remaining 718 line. Both have a completely paneled underbody and sizable rear diffuser. Unique front splitters differ between coupe and roadster, to operate in collaboration with both GT4's fixed rear spoiler as well as the Spyder's deployable unit. The effect is really a significant improvement in downforce-Porsche claims the Spyder may be the first Boxster ever to create downforce on the trunk axle-without a detrimental influence on the drag coefficient. That helps these 718s going to top speeds of 187 mph (Spyder) and 189 mph (GT4).

'Ring-ky Dinky Do

Submiting a 7:30 lap time round the Nürburgring, the GT4 is 12 seconds quicker than its predecessor and, more impressively, four seconds quicker compared to the famed $450,000 Carrera GT, using its 605-hp 8400-rpm V-10. Admittedly, that's testimony to tire technology around other things. The pair's 245/35ZR-20 fronts and 295/30ZR-20 rears are 10 and 30 millimeters wider, respectively, than what the GTS models ride on.

Scotland's winding back roads, hemmed tight with hedgerows and stone fences, highlight having less sound-deadening within the Spyder's lightweight top, because the exhaust bellow reverberates back loudly as well as the hiss from the rain on the gray Scottish Tuesday will do to lull a passenger to sleep. Unlike other Boxsters, the Spyder's top is manual, and even though the buttresses put in a few steps to its stowing, we're assured it's nothing from the two-person circus that lowering the first-gen Spyder's was. (Since it was raining the complete day in our exposure to the automobile, we didn't have to be able to check it out ourselves.) Using the heftier chassis components essential to handle the increased cornering loads, the GT4 and Spyder gain some pounds in comparison to other 718s. Appears like several pounds back into the very best wouldn't spoil the fun.

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Porsche

Actually, few things could spoil the fun. The Spyder and Cayman GT4 are toys, but toys it is possible to drive every day-so long as you do not obtain the sport bucket seats, which are just ideal for short track stints and would tire bodies of nearly every size following a couple hours of street use. So do not get those, unless your $100,000 Porsche is likely to be mostly a track toy. But do purchase a Cayman GT4 or Spyder. Or any Cayman or Boxster, even an early on, $20,000 used one-just be cautious and smart about any of it in the event that's your route. Because if you understand now just how much you will need it, you'll know once you drive one. Porsche's mid-engined sports cars are just like a massage for that soul.

Specifications

SPECIFICATIONS 

2020 Porsche 718 Spyder/Cayman GT4

VEHICLE TYPE

mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible or hatchback

BASE PRICE

718 Spyder, $97,650; 718 Cayman GT4, $100,550

ENGINE TYPE

DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection

Displacement

244 cu in, 3996 cc 

Power

414 hp @ 7600 rpm

Torque

309 lb-ft @ 5000 rpm

TRANSMISSION

6-speed manual

DIMENSIONS

Wheelbase: 97.8 in 

Length: 174.4-175.4 in 

Width: 70.9 in

Height: 49.5-50.0 in 

Passenger volume: 49 cu ft

Cargo volume: 9-15 cu ft 

Curb weight (C/D est): 3250 lb

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The 2019 Porsche Cayenne S Is a Sports Sedan on Stilts

The line separating cars and SUVs grows blurrier each day. Whether you make an effort to split today's auto market by ground clearance, roof height, body-on-frame vs. unibody construction, or the distinction between driveline components, almost always there is an exception towards the rule. Even deferring to subjective judgment-"I understand an SUV once i see one"-isn't foolproof. While its proportions are unmistakable being an SUV's, the 2019 Porsche Cayenne S accelerates, brakes, and turns as though this is a sports sedan.

The 434-hp Cayenne S bolts to 60 mph in 4.2 seconds. Its twin-turbocharged 2.9-liter V-6 crashes the quarter-mile in 12.8 seconds at 109 mph. Around the optional 21-inch Pirelli P Zero summer tires, the Porsche latches towards the pavement with 0.93 g of cornering grip. Stand on the left pedal, as well as the S channels that stick right into a 152-foot stop from 70 mph. Those figures place the Cayenne S in exactly the same performance class as middle-rung sports four-doors like the Mercedes-AMG C43 sedan as well as the Audi S5 Sportback. Those cars are lighter and less than the Cayenne S, but fall into line this group in a drag strip or perhaps a road course, and any race you dream up will be too near predict.

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Brad FickCar and Driver

Feelin' Fine

Needless to say, Porsche is hardly the only real automaker to conjure carlike performance from the modern utility vehicle. BMW M and Mercedes-AMG utes are equally with the capacity of chest-compressing acceleration, neck-straining deceleration, and gut-churning lateral grip. But while other automakers can replicate the Cayenne's performance, none comes near imitating the knowledge. There's something special within the control feel, the chassis responses, and what sort of driver connects using the Cayenne S.

Porsche delivers steering that's much better when compared to a vehicle this tall, large, and heavy deserves. Alert on center and naturally weighted throughout its full flexibility, the steering responds to inputs predictably sufficient reason for the most precision. Cinched-down body control produces unflappable cornering behavior whether or not the street is smooth or lumpy. We find comfort for the reason that control, using the Cayenne's suspension dismissing events in one stroke. We also acknowledge that this Porsche SUV isn't for everybody. The Cayenne S is rarely harsh, but its short, quick, and firm suspension could be an excessive amount of for drivers seeking to tiptoe over America's buckled and broken roads. Those that fondly remember American cars from the 1960s should look for something having a softer, more isolating ride.

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Brad FickCar and Driver

At 4802 pounds, the Cayenne S is hardly svelte, nonetheless it does weigh roughly 200 pounds significantly less than its next-lightest competitors. This weight advantage helps atlanta divorce attorneys facet of performance, allowing the engine, brakes, and tires to help make the the majority of what they’ve got. Regarding the twin-turbo V-6, the effortless shove of 405 lb-ft of torque covers a lot of the rev range, from 1800 to 5500 rpm. The quick-witted eight-speed automatic transmission makes certain that torque-rich punch is never greater than a single downshift along with a fraction of another from slugging your backside. The engine, also found in the Porsche Panamera 4S as well as the Audi RS5, is energetic when you wish it to become and genteel once you cool off the accelerator. It's suitable towards the Cayenne, a car that'll be driven in parking lots and 25-mph neighborhoods a lot more than meandering county back roads yet also wears the Porsche crest on its hood.

The Cayenne's dynamic excellence is the fact that a lot more impressive as the third-generation model shares more parts than ever before using its Volkswagen Group cousins and also its competitors. It rides around the MLB Evo platform that also underpins the Audi Q7, the Bentley Bentayga, the Lamborghini Urus, along with a bevy of mid-size and large cars. The Audi-developed 2.9-liter V-6 delivers its torque towards the ZF 8HP eight-speed automatic transmission that's found in from the Dodge Charger towards the Aston Martin Vantage. That pedigree appears like maybe it's cobbled together by any engineering student, yet the Cayenne S evinces the practiced craft of truly masterful engineering. Its greatest virtues are buried deep in the program, the bushings, as well as the damping rates.

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Brad FickCar and Driver

Only inside a Porsche

You'll purchase that world-class tuning. Starting at $84,150, the Cayenne S carries the most common Porsche pricing premium that means it is more costly than its closest peer. In cases like this, that's $15,005 a lot more than the 2019 Mercedes-AMG GLC43. The Cayenne S also comes with only the smallest amount of standard equipment. Passive entry, heated seats, and driver-assist systems such as for example adaptive cruise control, blind-spot monitoring, and lane-keeping assistance are simply some of the many extra-cost add-ons. Our test car added nearly $15K towards the sticker with only eight options but still were able to feel relatively spartan. Those options included the leather interior ($3750), the 21-inch wheels ($3830), a Bose stereo ($1200), and the activity Chrono package ($1130), which adds an activity Plus driving mode, an activity stability-control setting, and launch-control features. The window sticker also listed $400 for ambient lighting, $530 for heated front seats, and $490 for auto-dimming mirrors.

Finally, our Cayenne S wore the brand new Porsche Surface Coated Brakes, a $3490 extra. Also called PSCB, this program adds larger front and rear iron brake rotors plated having a razor-thin layer of tungsten carbide, a compound that's nearly as hard as diamond, in addition to sizable 10-piston front calipers. The coating reduces the quantity of brake dust that accumulates around the wheels. In addition, it provides discs a mirror-like finish that simply looks cool and increases brake life by way of a claimed 30 %. However, quite a few drivers complained that the top Coated Brakes are touchy and difficult to modulate when negotiating city streets. Additionally it is worth noting that this 16.3-inch front rotors necessitate upgrading from the typical 19-inch wheel to at the very least a 20-incher, probably the most affordable which runs $1720.

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Brad FickCar and Driver

Porsche's latest interior scheme, first seen around the second-generation Panamera, trades the homely but functional selection of buttons for large, unbroken swaths of glossy black plastic with touch-sensitive icons glowing through. In addition, it bundles and buries deep in to the 12.3-inch touchscreen lots of the controls which were always accessible within the old model. That screen is of interest, but it is also an excellent exemplory case of the difference between styling and design. Porsche's arrangement is simpler to utilize than systems that depend on a laptop-esque touchpad, such as for example those within the most recent Mercedes-Benz and Lexus models. Still, it's nowhere near as intuitive because the rotary controller still well-liked by BMW.

While it is a stylish and luxurious thing, the Porsche Cayenne S greatest virtue is its remarkable performance and unique driving qualities-both those implied from the badge around the hood and the ones verified by our testing. Even while the marketplace for hot-rod SUVs grows with new entries, the Porsche Cayenne holds its place like a sporty four-door that also ıs definitely an SUV.

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Brad FickCar and Driver

Specifications

Specifications

2019 Porsche Cayenne S

VEHICLE TYPE

front-engine, all-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED

$98,970 (base price: $84,150)

ENGINE TYPE

twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement

177 cu in, 2894 cc

Power

434 hp @ 6600 rpm

Torque

405 lb-ft @ 1800 rpm

TRANSMISSION

8-speed automatic with manual shifting mode

CHASSIS

Suspension (F/R): multilink/multilink

Brakes (F/R): 16.3-in vented tungsten-carbide-coated disc/14.4-in tungsten-carbide-coated vented disc

Tires: Pirelli P Zero, F: 285/40R-21 (109Y) N0 R: 315/35R-21 (111Y) N0

DIMENSIONS

Wheelbase: 113.9 in

Length: 193.6 in

Width: 78.1 in

Height: 66.8 in

Passenger volume: 107 cu ft

Cargo volume: 27 cu ft

Curb weight: 4802 lb

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Our 2019 Volkswagen Atlas Rolls through 10,000 Miles with Mixed Blessings

With half a year and nearly 12,000 miles on its clock, our long-term 2019 Volkswagen Atlas has begun showing its true colors. A popular for moving huge amounts of individuals and things, it has been employed like a weekend getaway vehicle to northern Michigan and a few neighboring states, and staffers have begun to weigh along with some critical observations and informed opinions.

Most concur that as the interior is organized logically as well as the controls are put intuitively, the product quality and feel from the plastic materials certainly are a little out of place taking into consideration the nearly $50K as-tested price of our top-trim V6 SEL 4MOTION model. As the 276-hp 3.6-liter narrow-angle V-6 isn't the brawniest engine within the segment, associate online editor Joey Capparella noted that "It sounds weirdly good and almost burbly with this application." Senior editor Mike Sutton commented around the powertrain aswell, remarking that "The aggressive throttle tip-in can't mask a shortness of easy low-down torque." Other drivers noted that once it's up to date, the engine, rated for 266 lb-ft at 2750 rpm, made merging into highway traffic and conducting passing maneuvers comparatively stress-free.

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Dave VanderWerpCar and Driver

Nonetheless it was director of vehicle testing Dave VanderWerp's six-passenger, 2034-mile spring-break family adventure from Ann Arbor, Michigan, to Hilton Head, SC, and back that basically tested the Atlas's abilities. Ever the observant technician, VanderWerp spared no ink in recording his findings. "The front-row seats are being among the most long-haul comfortable I've experienced." To which he added, "The next row is massive (there's a lot more space than necessary for my six-foot, five-inch frame), and the 3rd row is near adult friendly aswell. Importantly, the area behind the 3rd row is right up there with the biggest with this class." While that's impressive, VanderWerp highlights that this Atlas isn't a minivan, along with a hitch-mounted luggage carrier was necessary to transport the total amount of his family's belongings.

Using the Atlas fully packed with people and gear, VanderWerp also noted that this aggressive throttle tip-in as well as the transmission's known tendency to upshift early, ostensibly inside a search for improved fuel economy, are a lot more pronounced. Learning from your errors reveals that selecting the VW's Sport drive mode and matting the throttle really helps to somewhat alleviate the first shift syndrome, but even then, both upshifts and downshifts can lack refinement. The Atlas's ride quality, previously called out by other editors because of its unique capability to alternate from harsh around town to soft and wallowy over large undulations at speed, also seemed magnified under heavy cargo loads. Having said that, the Atlas handles and corners much better than it includes a to on its big 20-inch wheels and 255/50R-20 Continental CrossContact LX Sport tires, rendering it feel less massive than its profile suggests.

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Michael SimariCar and Driver

The Atlas's highway range, or lack thereof, became a annoyance, though. Despite traveling exclusively on the road, the VanderWerp clan found that the VW routinely needed refueling prior to passengers required a food or restroom break. To his point, the Atlas has so far returned typically 19 mpg, which, given the 18.6-gallon fuel tank, computes to about 350 miles between fill-ups. VanderWerp also collected a subset of dedicated fuel-economy numbers during his family's excursion, including a calculated 23 mpg for just one 376-mile leg of highway travel; the Atlas's trip computer on the same stretch indicated 22 mpg.

As the Atlas's first chunk of miles around have passed without the unscheduled dealer visits, the VW's first scheduled visit 10,090 miles did relieve us of $272.41 to have an oil change, tire rotation, and inspection. With the summertime travel season definately not over, the capacious Atlas surely will attempt at least a couple of more long-distance treks under close observation.

Months in Fleet: 5 months Current Mileage: 11,754 miles

Average Fuel Economy: 19 mpg 

Fuel Tank Size: 18.6 gal Observed Fuel Range: 350 miles

Service: $272.41 Normal Wear: $0 Repair: $0

Damage and Destruction: $0

Introduction

 2019 Volkswagen Atlas

Michael SimariCar and Driver

Think about the Volkswagen Atlas like a rolling act of German-American diplomacy. An authentic three-row mid-size crossover, it is the first Volkswagen SUV configured right away to interest Americans and their oversize appetites for, well, everything. Introduced for that 2018 model year, the Atlas is assembled in Chattanooga, Tennessee, which increases its cross-cultural identity. To observe how well it endures beneath the unyielding weight of real-world domestic duty, we collected a 2019 Volkswagen Atlas V6 SEL with VW's 4Motion all-wheel-drive system as well as the $5200 Premium package for any 40,000-mile long-term evaluation.

The Atlas starts in a class-competitive $31,890 with front-wheel drive, but our top-of-the-line model rings in at $49,390. The upside is, that sum carries a full complement of equipment, including our example's Pacific Blue metallic paint, a leather interior, and VW's latest infotainment and connectivity features, among other niceties. Other extras that people offered include second-row captain's chairs ($695), a frameless auto-dim rearview mirror ($235), and some additional interior and exterior options such as for example floor mats, roof rack accessories, and side steps. Our test car has 20-inch, six-spoke alloy wheels wrapped in 255/50R-20 Continental Cross Contact LX Sport all-season tires, although 21-inchers are for sale to a $700 upcharge.

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Michael SimariCar and Driver

Initial Results

Although we enjoyed the low-rpm torque and fleet-footed moves of the front-drive 2018 Atlas powered by way of a turbocharged 2.0-liter inline-four we tested previously, we felt the naturally aspirated 3.6-liter V-6 with all-wheel drive was more in tune with this mission. Rated at 276 horsepower and 266 lb-ft of torque, the narrow-angle V-6 funnels its output via an eight-speed automatic transmission, while an electronically controlled clutch metes out torque to the trunk wheels once the system detects slip at the front end. Following a short break-in period, the Atlas clicked off an 8.0-second zero-to-60-mph run along with a quarter-mile pass of 16.1 seconds at 90 mph. It's worth noting our long-termer trails these 2.0T model by 0.8 second to 60 mph and 0.5 second with the quarter, largely because of the two 2.0-liter version's 491-pound weight advantage.

Our V-6 model is EPA rated at 17 mpg in the town and 23 mpg on the road; up to now, we’ve matched the EPA's city estimate on the VW's first 2756 miles, this means the Atlas often struggles to top 300 miles on the fill of its 18.6-gallon fuel tank. Slightly more impressive, though, may be the 4759-pound Atlas's respectable level of road adhesion, which helped it stop from 70 mph in 165 feet and orbit the skidpad at a good 0.88 g.

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Michael SimariCar and Driver

The Atlas's boxy shape could be without adventurous styling, nonetheless it pays huge dividends with regards to interior space, specially the adult-friendly third row. Just days after arriving, the best VW became a preferred vehicle for office lunch sorties and weekend excursions. Having said that, it's only strayed from your home on two occasions: a weekend jaunt to Toronto along with a trek to NY. The overall consensus up to now is that it drives smaller than its footprint indicate, and that the inside plastics and fit and finish is probably not up to exactly the same standard as that of certain Volkswagen products with a little more Teutonic breeding within their lineage.

Towing Trials

Pulling a trailer is really a required extracurricular activity for some from the pickups and SUVs inside our long-term fleet, and we were very happy to discover that the V-6-powered Atlas is rated to tow 5000 pounds from its standard trailer hitch (2.0-liter models are rated to tow only 2000 pounds). We were somewhat bemused, however, to get that-despite being wired for towing in the factory-the Atlas didn't arrive having a connector to interface the automobile wiring with a typical trailer wiring plug. An instant visit to the dealer got us the parts for $54. The dealer wanted to install it for any fee, nonetheless it took only 5 minutes along with a Torx bit screwdriver to set up it back at C/D HQ. With this sorted, it will not be a long time before the Atlas is named upon to tug our usual selection of small to mid-size trailers.

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Brad FickCar and Driver

Several critiques have previously appeared within the VW's logbook during its presumed honeymoon period. Reviews editor Josh Jacquot noted that dimming the lights around the instrument panel and center stack takes a dive in to the infotainment menu-which, frustratingly, VW only allows once the vehicle isn't in motion. Jacquot also known as out the engine stop-start system for automatically shutting down the engine each and every time the automobile is devote park, and then own it restart when tapping the button to deactivate the feature. With springtime upon us, the Atlas will accumulate plenty of additional observations, and a lot of miles, as our staffers commence to enlist it and its own capacious interior for that a lot of American of vehicular pastimes, the street trip.

Months in Fleet: 2 months Current Mileage: 2756 miles

Average Fuel Economy: 17 mpg 

Fuel Tank Size: 18.6 gal Observed Fuel Range: 310 miles 

Service: $0 Normal Wear: $0 Repair: $0 

Damage and Destruction: $0 

Specifications

SPECIFICATIONS

2019 Volkswagen Atlas V6 SEL 4Motion

VEHICLE TYPE

front-engine, all-wheel-drive, 7-passenger, 4-door hatchback

PRICE AS TESTED

$49,390 (base price: $44,190)

ENGINE TYPE

DOHC 24-valve V-6, iron block and aluminum head, direct fuel injection

Displacement

220 cu in, 3597 cc 

Power

276 hp @ 6200 rpm

Torque

266 lb-ft @ 2750 rpm

TRANSMISSION

8-speed automatic with manual shifting mode

CHASSIS

Suspension (F/R): struts/multilink

Brakes (F/R): 13.2-in vented disc/12.2-in disc

Tires: Continental CrossContact LX Sport, 255/50R-20 105T M+S

DIMENSIONS

Wheelbase: 117.3 in 

Length: 198.3 in 

Width: 78.3 in

Height: 70.0 in 

Passenger volume: 153 cu ft 

Cargo volume: 21 cu ft 

Curb weight: 4759 lb

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The 2020 Kia Soul Hits its Marks as a Better Vehicle Overall, But Skip the Turbo

In the event that you picture rhythmic, life-size anthropomorphic hamsters, it really is (let's hope) due to Kia's catchy marketing effort for that Soul subcompact crossover. We won't judge you if it is not. Possibly the Soul is familiar because one recently whisked you from a bar after being summoned by way of a ride-hailing app. Or possibly you or someone you understand owns one; Kia has sold greater than a million from the toaster-shaped things since 2009.

Instantly recognizable and increasingly ubiquitous, the Kia Soul is nearly iconic. Kia thinks it really is iconic, hence why its 2020 redesign is really as careful an evolution as, say, the most recent Porsche 911's. The Kia continues to be affordable (prices start at $18,485), and its own seating remains tall and chairlike, as within an SUV. The slab-sided, boxy profile and snub nose are unmistakable, plus some additional funkiness is supplied by taillights that now practically encircle the trunk window along with a scowling face that resembles a Star Wars stormtrooper helmet.

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Brad FickCar and Driver

Solidly, and Similarly, Packaged

The Soul is really a two-time Car and Driver 10Best Trucks and SUVs award winner just as much because of its intelligent price as its clever interior packaging. There remain gobs of head- and legroom front and rear, despite the fact that the brand new model's 1.2-inch-longer wheelbase and extra 2.2 inches of length neglect to translate into a lot more usable space. Rear legroom is in fact down 0.3 inch, while front legroom is up just 0.2 inch. Still, the trunk seat specifically is spacious and comfortable, having a pleasantly angled seatback. Folding those back seats expands cargo capacity from 24 cubic feet (exactly like before) to 62 cubic feet (a bit more than before). The doors also open just a little wider, and the trunk hatch opening is slightly bigger.

Like many similarly priced cars, the Soul uses hard plastics throughout its interior, although pricier models have significantly more soft-touch bits. Assembly is impeccable, however, and the entire style feels more aspirational than before. Kia maintains an even of quirkiness inside, upgrading the old model's light-up door speakers-which could pulse towards the beat of music-for available LED-backlit panels mounted higher on leading doors that may put on exactly the same show but are actually visible within the daytime.

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Brad FickCar and Driver

An inductive phone charger is optional. It sits in a good cubby prior to the shift lever, above another bin in which a couple of 12-volt outlets and USB ports live, in order to charge multiple devices simultaneously. A 7.0-inch color touchscreen is standard, while a fresh, 10.3-inch widescreen unit can be acquired. Apple CarPlay and Android Auto are included on both, as well as the system's menu structures are an easy task to navigate. And Kia finally has added some active-safety features towards the Soul's option sheet.

Still Defiantly Un-Crossover-Like

The Soul still isn't available with all-wheel drive, but we don't view that as grounds to revoke its subcompact-crossover card, even though just about any competitor possesses the choice. (We've, in the end, named it our 10Best pick for the reason that segment before.) Most customers with this class are seeking a commanding driving position, not Jeep-like abilities for clambering over rocks. We drove the Soul in light snow, also it survived; you'll have the desired effect. Besides, the Kia includes a decidedly un-car-like 6.7 inches of ground clearance, up from 5.9 inches this past year. Kia's only other concession that this Soul perhaps isn't SUV-ish enough for a few is really a new X-Line trim. Functionally no not the same as the bottom LX, S, or EX trims (in order to consider its test numbers, included below, as applicable to basically the entire lineup), the X-Line gets tougher-looking bumpers and plastic fender flares. We've also driven the brand new GT-Line trim that sits opposite the X-Line and essentially replaces last year's Turbo model, wearing a far more street-friendly look having a center-exit exhaust, monochromatic bodywork, along with a sportier suspension tune.

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Michael SimariCar and Driver

Every Soul, even the GT-Line, comes standard having an Atkinson-cycle 2.0-liter inline-four, which replaces both last year's weak entry-level 1.6-liter and mid-level 2.0-liter engines. Its 147 horsepower and 132 lb-ft of torque land just about between your outputs of these two previous engines, while its smoothness and refinement are much better than both. Generally in most Souls, the two 2.0-liter pairs with a fresh continuously variable automatic transmission (CVT), which supplants last year's six-speed automatic in every however the base model, which runs on the six-speed manual and may be optioned using the CVT. This, surprisingly, is really a excellent development.

Like many new-age CVTs, Kia's has a direct feel and can fake fixed-gear ratios to avoid the engine from revving too much from sync using the car's acceleration, as less adroit CVTs do. Use not even half throttle and you will barely see it working, the transmission smoothly changing ratios because the car builds speed-perfect because of this type of car as well as the buyers who'll gravitate into it. The brand new transmission also helps the two 2.0-liter engine motivate the Soul to 60 mph 0.1 second quicker (in 8.0 seconds flat) compared to the previous-generation Soul built with the better, 164-hp version of exactly the same engine along with a six-speed automatic. The freshened powertrain is 1 decibel quieter using the gas pedal pressed to the ground.

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Michael SimariCar and Driver

Fuel-economy ratings for the brand new Soul with the two 2.0-liter-and-CVT combo are up by way of a few mpg over the board. However, on our highway-fuel-economy test run at 75 mph, the brand new car achieved 30 mpg, that is 3 mpg worse than its EPA highway figure no better than what we should got from the previous Soul Turbo.

That 201-hp turbocharged 1.6-liter four-cylinder and seven-speed dual-clutch automatic transmission go on being an option within the GT-Line cars. The setup suffers exactly the same oddly timed gearchanges, abrupt low-speed response, and surging power delivery since it did within the previous-generation Soul Turbo. You can find steering wheel-mounted shift paddles for manual gear selection, however the additional control doesn't do much to assist the transmission's refinement. Though entertainingly quicker compared to the base engine-zero to 60 mph is really a 6.4-second affair-the GT-Line Turbo is not any fleeter than its predecessor, the Soul Turbo. While one 2017 Soul Turbo we tested was (barely) slower to 60 mph, our long-term 2017 Soul Turbo test car posted a hotter 6.3-second run when new and shaved 0.1 second from that performance when its odometer rolled past 40,000 miles. A manual transmission could add spice to the GT-Line's turbo engine, but Kia doesn't offer one. Too bad.

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Brad FickCar and Driver

Solidly Capable

Straight-line speed aside, there's little difference in athleticism on the list of new Soul's trim levels. The GT-Line rides slightly firmer, yet every Soul we drove exhibited good body control, improved ride quality, and better isolation from wind and road noise. So composed and planted may be the Soul, actually, that this X-Line clung to your skidpad towards the tune of 0.91 g-on all-season tires believe it or not (Hankook Ventus S1 Noble2, sized 235/45R-18). That lateral grip figure places the humble Soul around the grippier side from the Honda Civic Si (on its standard all-season tires) and the final Volkswagen GTI we tested. Weirdly, the X-Line was stickier around our skidpad compared to the GT-Line Turbo, which posted a good but lesser 0.85-g grip figure. We suspect the Turbo's humdrum Goodyear Eagle Touring tires, that have been exactly the same size because the X-Line's Hankooks, are at fault. Less grip may possibly also explain the GT-Line's 11-foot-longer stopping distance from 70 mph (172 feet).

The X-Line's impressive road adhesion aside, every 2020 Soul is most beneficial referred to as a point-and-shoot sort of car, one that's competent, or even exactly fun to operate a vehicle. The numb and strongly boosted steering is disappointing, particularly within the range-topping turbocharged GT-Line model, which, at $28,485 to start out ($28,710 as tested), is priced awfully near to the VW GTI despite being not nearly as cohesively sporty or upscale in feel. The lower-priced versions certainly are a better value, and you also will not be disappointed by way of a jerky transmission as well as the unfulfilled promise of performance. As stylish as ever, Kia's latest box is of interest and practical and really should please, whether you will need affordable wheels, an off-road-wannabe hatchback just like the X-Line, or become chauffeured in the trunk seat following a particular date partying as an anthropomorphic hamster.

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Brad FickCar and Driver

Specifications

Specifications

2020 Kia Soul X-Line

VEHICLE TYPE

front-engine, front-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED

$22,615 (base price: $22,485)

ENGINE TYPE

DOHC 16-valve Atkinson-cycle inline-4, aluminum block and head, port fuel injection

Displacement

122 cu in, 1999 cc

Power

147 hp @ 6200 rpm

Torque

132 lb-ft @ 4500 rpm

TRANSMISSION

continuously variable automatic with manual shifting mode

CHASSIS

Suspension (F/R): struts/torsion beam

Brakes (F/R): 11.0-in vented disc/10.3-in disc

Tires: Hankook Ventus S1 Noble2, 235/45R-18 94V M+S

DIMENSIONS

Wheelbase: 102.4 in

Length: 165.2 in

Width: 70.9 in

Height: 63.0 in

Passenger volume: 101 cu ft

Cargo volume: 24 cu ft

Curb weight: 2965 lb

C/D

TEST RESULTS

Zero to 60 mph: 8.0 sec

Zero to 100 mph: 24.7 sec

Rolling start, 5-60 mph: 8.2 sec

Top gear, 30-50 mph: 4.2 sec

Top gear, 50-70 mph: 5.4 sec

Standing ¼-mile: 16.4 sec @ 86 mph

Top speed (governor limited): 120 mph

Braking, 70-0 mph: 161 ft

Roadholding, 300-ft-dia skidpad: 0.91 g

C/D

FUEL ECONOMY

Observed: 24 mpg

75-mph highway driving: 30 mpg

Highway range: 420 miles

EPA FUEL ECONOMY

Combined/city/highway: 30/27/33 mpg

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2020 Nissan GT-R NISMO Shows Godzilla Is Still Evolving

In the event that you were longing for an all-new Nissan GT-R, we're sorry to disappoint you. Well, it is not our fault that may be the same GT-R you've known for ten years. It's been an extended 10 years for that GT-R-for most of us, actually. Competitors have swept up, surpassed, and made Nissan's big supercoupe look like an anachronism. But Nissan hasn't neglected the GT-R. In the interest of keeping it relevant, the business has bestowed incremental powertrain, chassis, and design changes. The 2020 GT-R NISMO may be the latest and greatest evolution from the GT-R, aimed more in the track than previously.

Now, in the event that you were longing for more power beneath the hood, there's no. Not that this NISMO needed more horsepower, because the twin-turbo 3.8-liter V-6 remains in a seriously engaging 600 horsepower. The turbochargers are new and also have exactly the same part numbers because the ones applied to Nissan's GT-R GT3-class race car. Chosen for his or her efficiency and responsiveness, the brand new turbos help the GT-R's V-6 force you directly into the brand new lighter Recaro seats where we drove in Europe. These will not be coming stateside; we'll soldier on with the existing seats. As long as you're hurtling later on, you might observe that the mighty V-6 pulls through only six gears. That's as the gearbox goes back to a period when six ratios were deemed sufficient. At the very least the shifts are quick, sufficient reason for launch control initiated, the best coupe hurtles to 60 mph in about 3.0 seconds. The transaxle sounds a little quieter than before, too. The clunks and whirrs of previous GT-Rs may actually have already been exorcised. Switch the transmission towards the newly revised R-mode, also it downshifts under braking, holds gears through corners, and generally makes utilizing the paddles superfluous.

 2020 Nissan GT-R NISMO

Nissan

Holding this weighty V-6 beast in balance are new carbon-ceramic brake rotors. In the front, you obtain 16.1-inch discs pinched by six-piston calipers, while out back you can find 15.4-inch rotors with four-piston calipers doing the grabbing. Accumulate all, and the brand new brake system removes 35 pounds of unsprung weight from your GT-R. On the right track (the EuroSpeedway Lausitz south of Berlin), the brakes took down triple-digit speeds over and over, however the pedal stroke lengthened following a few laps. A number of the long pedal might have been because of the overactive stability-control system working the brakes on the right track. Switching the stability-control system towards the more permissive R-mode used the brakes less, which appeared to keep carefully the brake-pedal pressures consistent.

To greatly help the GT-R change directions with greater ease, a fresh carbon-fiber hood replaces an aluminum one, as well as the roof is currently carbon fiber for any savings of 13 pounds. The carbon fiber reaches leading fenders, which will have pressure-relieving vents that also contribute some downforce towards the nose. Combined, the fenders shed another 10 pounds from leading end.

 2020 Nissan GT-R NISMO

Nissan

New tires from Dunlop were developed simply for the NISMO and also have massive outer tread blocks to greatly help this Godzilla fight its nemesis, understeer. Mothra is another Godzilla nemesis. Measured against today's performance cars where 305-section front tires are actually something, the GT-R has relatively narrow tires-255/40R-20 in the front and 285/35R-20 within the back-but the grip of the brand new tires didn't make us want additional width.

Many of these upgrades soon add up to a riot of an automobile. But, if you don't just looted $212,435 to get one, the NISMO strikes us as crazy expensive. The purchase price is $35,190 a lot more than last year's NISMO or double the price tag on the standard GT-R, an automobile which has 565 horsepower and would scratch nearly anyone's GT-R itch. In the event that you really will need to have a 600-hp version, the Track model costs only $147,235. Let's remember that a decade ago the GT-R started at $70,475. Ten years later Nissan wants 3 x that amount? It looks like big money, and the set of cars we'd favour for the price is seriously long. The NISMO's many improvements render age just a number, however the number around the window sticker is really a different story.

 2020 Nissan GT-R NISMO

Nissan

Specifications

Specifications

2020 Nissan GT-R NISMO

VEHICLE TYPE

front-engine, all-wheel-drive, 4-passenger, 2-door coupe

BASE PRICE

$212,435

ENGINE TYPE

twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement

232 cu in, 3799 cc

Power

600 hp @ 6800 rpm

Torque

481 lb-ft @ 3600 rpm

TRANSMISSION

6-speed dual-clutch automatic with manual shifting mode

DIMENSIONS

Wheelbase: 109.4 in

Length: 184.6 in

Width: 74.6 in

Height: 53.9 in

Passenger volume: 79 cu ft

Trunk volume: 9 cu ft

Curb weight: 3850 lb

PERFORMANCE (C/D EST)

Zero to 60 mph: 3.0 sec

Zero to 100 mph: 6.9 sec

Standing ¼-mile: 11.2 sec

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We Rode Shotgun In the 2020 Chevy Corvette C8

Under the chatter may be the constant low-frequency thrum of the Chevy small-block rising and falling through its rev range. It's interrupted frequently but briefly by shifts from your eight-speed dual-clutch Tremec transmission-quickened by cutting engine spark-to which it's bolted. And today, finally, the foundation of this thrum-a fifth-generation 6.2-liter V-8 named, needless to say, LT2-comes from behind our heads.

We're riding shotgun in mid-engined Corvette Stingray development mules on rural Michigan back roads. The three cars with this convoy represent the entire breadth from the Stingray's chassis options. There's an FE1 base car; an FE3, which incorporates the Z51 performance package with passive dampers and Michelin Pilot Sport 4S summer tires; and an FE4, that is the top-level Stingray combining the Z51 package with magnetorheological adaptive dampers. Like the C7 before it, the C8's Z51 package adds an electric limited-slip differential, bigger (iron) brake rotors and calipers, and various transmission ratios. However now every C8 Corvette gets a dry-sump-equipped engine.

 2020 Chevrolet Corvette C8 prototype

Marc UrbanoCar and Driver

Driven by executive chief engineer Tadge Juechter and vehicle performance manager Alex MacDonald, the C8s are officially here to endure final tweaks for that differentiation of steering effort within the car's Tour, Sport, and Track drive modes. Unofficially, the engineers, also to some degree the cars, are here to talk about the mid-engined-Corvette back story, the technical details, and the chance to ride in the initial production Corvette to put its engine behind the driver and passenger. That people will be the first non-GM-employee rider in in the automobile, well, that's just gravy.

But it's an admittedly difficult environment that to draw impressions. The cars remain wearing camouflage-both inside and out-and we're balancing interview questions, note taking, along with a voice recorder all at one time. Plus, the chance of drawing conclusions from what we realize a mid-engined car must do well-to fall prey towards the placebo effect-is real.

Nonetheless, the very first time its new two-spoke tyre is turned with purpose-through a T-shaped intersection at modest speed-the C8 exhibits a lightness and willingness to rotate that's common and then cars making use of their mass centralized behind the passengers. There is a quickness, a pointedness here that's apparent only with this layout; the wheel is turned, and the automobile pivots immediately and straight into the corner. When the C7 was a turkey in the air, capable but bulging, then your C8 is really a falcon-wholly purposeful and mission intent.

 2020 Chevrolet Corvette C8 prototype

Marc UrbanoCar and Driver

A GENUINE Automatic. Finally

MacDonald fires off a battery of upshifts, pointing out that the brand new eight-speed Tremec dual-clutch transmission provides everything the engineers had envisioned inside a DCT, namely shift speed and response time. More important, there is no observable decrease in acceleration between shifts, and MacDonald says they're quick enough to become invisible to some 100-hertz data logger.

Also, each tap from the paddles is met only having a muted blat from your exhaust because the next gear is engaged. It is a monumental advance from the prior torque-converter-equipped eight-speed planetary automatic, that may now be retired towards the museum where it belongs. He demonstrates the DCT's effectiveness by whacking the left paddle 3 x in rapid succession, triggering three boldly rev-matched downshifts.

 2020 Chevrolet Corvette C8 prototype

Marc UrbanoCar and Driver

Possibly the most apparent dynamic differ from the passenger seat may be the C8's capability to deposit power while turning. Leaving the tight confines of another 90-degree intersection, MacDonald boldly hammers the throttle. It is a move that could have pushed the C7-any C7-hard contrary to the unforgiving hand of physics, where in fact the car includes a choice only between spinning its tires or stepping along with stability control.

Instead, with an increase of from the C8's weight on the drive axle, we're launched effortlessly and undramatically forward and nearby, snapping into second gear prior to the C7 may have shaken from the upset. This new Corvette's on-throttle stability is really as clear from your passenger seat because the C7's slower, more predictable rotation was from your driver's seat.

 2020 Chevrolet Corvette C8 prototype

Marc UrbanoCar and Driver

You'd Better Have Fast Hands

And that's finished . no one says yet: the idea that not just a single Corvette engineer or, for example, an individual Chevy representative, is discussing. A mid-engined Corvette is most likely a harder-to-drive Corvette. Moving mass to the center means the necessity for faster hands is real which catching a less stable car requires quicker reactions. It is the double-edged sword of physics, the burden of a nimbler Corvette.

But it will most likely not be. The truth is that this Corvette team is filled up with capable, invested engineers armed with the massive technological might of THE OVERALL. They will, without doubt, tune the C8's Performance Traction Management to eke every last little bit of grip and balance from its newly athletic chassis. They'll ensure it is save the overenthusiastic asses of a large number of Americans while sparing YouTube viewers the trouble of an incredible number of disparaging comments. The C8, with techniques different and much better than the C7 before it, is going to be an extraordinary car. At the very least it appears so from your passenger seat.

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