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Car and Driver Magazine Chevrolet Corvette Z06 test!
Road tests The Official Car Lap Times Thread - Supertest Results / Acceleration / Track Battles etc...
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Top Gear Track Alpine A110S with The Stig!
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That is a good time and trap speed for the Artura.
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Here is C and D comparison, this time the DBX707 was 2nd and Cayenne GT 1st:
Absolute Units: 2023 Aston Martin DBX707 vs. Porsche Cayenne Turbo GT!
The wicked Aston Martin DBX707 and Porsche Cayenne Turbo GT battle for super-SUV supremacy!www.motortrend.com
2023 Aston Martin DBX707 vs. Porsche Cayenne Turbo GT!
Blurring the line between SUV and fantasy.
1st Place: 2023 Aston Martin DBX707
Pros
Cons
- We love this engine
- Imperious driving feel
- Looks special
- Nearly 300 grand
- Dated Mercedes infotainment
- We want quicker steering
ACCELERATION TO MPH- Seconds
0-30- 1.1
0-40- 1.7
0-50- 2.3
0-60- 3.1
0-70- 4.0
0-80- 5.0
0-90- 6.3
0-100- 7.6
0-100-0 11.6
QUARTER MILE 11.4 sec @ 121.6 mph
Porsche times within link.
2023 Aston Martin DBX 707 vs. 2022 Porsche Cayenne Turbo GT
2nd Place: Aston Martin DBX
HIGHS: Undeniably fast, rorty soundtrack, stunning design.
LOWS: Insufferable infotainment, eye-watering price.
VERDICT: If money were no object, we wouldn’t object.
1st Place: Porsche Cayenne
HIGHS: Immediate control response, grip for days, lower price leaves room for options.
LOWS: Forgettable styling, flintier ride, seats only four.
VERDICT: The Porsche of haul-ass SUVs.
Specifications
2023 Aston Martin DBX 707
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $239,086/$290,086
Options: Satin Lunar White paint, $8900; dark grille, $800; rear privacy acoustic glass, $1900, smoked tailights, $1200; gloss 2x2 twill carbon fiber upper package, $9200; 23-inch forged satin black, diamond-turned wheels, $5100; Inspire Sport Duotone interior, $7600; Blue Haze Metallic leather, $2800; 2x2 twill carbon fiber with dark chrome jewelry, $3400; gloss 2x2 twill carbon fiber trim inlay, $4500; Dark Knight 720gsm carpet, $1900; lime green contrast stitching, $2100; black chrome badges and script, $1600.
ENGINE
Twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 243 in3, 3982 cm3
Power: 697 hp @ 6000 rpm
Torque: 663 lb-ft @ 2750 rpm
TRANSMISSION
9-speed automatic
CHASSIS
Suspension, F/R: multilink, air springs, active anti-roll car/multilink, air springs, active anti-roll bar
Brakes, F/R: 16.5-in vented, cross-drilled ceramic disc/15.4-in vented, cross-drilled ceramic disc
Tires: Pirelli P Zero PZ4
F: 285/35ZR-23 (107Y) A8A, R: 325/30ZR-23 (109Y) A8A
DIMENSIONS
Wheelbase: 120.5 in
Length: 198.4 in
Width: 78.7 in
Height: 66.1 in
Passenger Volume: 110 ft3
Cargo Volume, behind front/rear seats: 54/23 ft3
Curb Weight: 5138 lb
C/D TEST RESULTS
30 mph: 1.1 sec
60 mph: 3.1 sec
100 mph: 7.6 sec
150 mph: 19.7 sec
1/4-Mile: 11.4 sec @ 121 mph
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.5 sec
Top Gear, 30–50 mph: 2.6 sec
Top Gear, 50–70 mph: 3.0 sec
Top Speed (mfr's claim): 193 mph
Braking, 70–0 mph: 155 ft
Braking, 100–0 mph: 315 ft
Roadholding, 300-ft Skidpad: 0.97 g
C/D FUEL ECONOMY
Observed: 14 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 17/15/20 mpg
---
2022 Porsche Cayenne Turbo GT
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $182,150/$189,090
Options: PCCB with high-gloss black calipers, $900; comfort access, $940; 22-inch GT Design wheels in Satin Deep Sea Blue, $600; lane change assist, $950; LED Matrix Design headlights in black with PDLS+, $580; smartphone compartment with wireless charging, $690; head up display, $1720; Porsche logo on side, $560.
ENGINE
Twin-turbocharged DOHC 32-valve V-8 aluminum block and head, direct fuel injection
Displacement: 244 in3, 3996 cm3
Power: 631 hp @ 6000 rpm
Torque: 626 lb-ft @ 2300 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: multilink, air springs, active anti-roll bar/multilink, air springs, active anti-roll bar
Brakes, F/R: 17.3-in vented, cross-drilled ceramic disc/16.1-in vented, cross-drilled ceramic disc
Tires: Pirelli P Zero Corsa PZC4
F: 285/35ZR-22 (106Y) N0
R: 315/30ZR-22 (107Y) N0
DIMENSIONS
Wheelbase: 113.9 in
Length: 194.6 in
Width: 78.6 in
Height: 64.4 in
Passenger Volume: XX ft3
Cargo Trunk Volume, behind front/rear seats: 52/19 ft3
Curb Weight: 4972 lb
C/D TEST RESULTS
30 mph: 1.0 sec
60 mph: 2.9 sec
100 mph: 7.4 sec
150 mph: 19.8 sec
1/4-Mile: 11.2 sec @ 120 mph
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.5 sec
Top Gear, 30–50 mph: 2.7 sec
Top Gear, 50–70 mph: 3.2 sec
Top Speed (mfr's claim): 186 mph
Braking, 70–0 mph: 154 ft
Braking, 100–0 mph: 312 ft
Roadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 14 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/19 mpg
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Tested C/D: 2023 Toyota GR Corolla Circuit Is a Rally-Bred Riot
HIGHS: Oozes fun, its driveline's safe word is "more," chassis balance makes '90s BMWs blush.
LOWS: Econo-grade interior, some might want a stiffer chassis, limited availability will likely drive up transaction prices.
Specifications
2023 Toyota GR Corolla Circuit
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $43,995/$44,420
Options: Heavy Metal paint, $425
ENGINE
turbocharged and intercooled inline-3, aluminum block and head, port and direct fuel injection
Displacement: 99 in3, 1618 cm3
Power: 300 hp @ 6500 rpm
Torque: 273 lb-ft @ 3000 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 14.0-in vented, grooved disc/11.7-in vented, grooved disc
Tires: Michelin Pilot Sport 4
235/40ZR-18 (95Y)
DIMENSIONS
Wheelbase: 103.9 in
Length: 173.6 in
Width: 72.8 in
Height: 57.2 in
Passenger Volume: 85 ft3
Cargo Volume: 18 ft3
Curb Weight: 3269 lb
C/D TEST RESULTS
60 mph: 4.9 sec
100 mph: 12.1 sec
1/4-Mile: 13.3 sec @ 105 mph
140 mph: 29.7 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.4 sec
Top Gear, 30–50 mph: 8.5 sec
Top Gear, 50–70 mph: 7.1 sec
Top Speed (gov ltd): 143 mph
Braking, 70–0 mph: 167 ft
Braking, 100–0 mph: 329 ft
Roadholding, 300-ft Skidpad: 0.94 g
C/D FUEL ECONOMY
Observed: 20 mpg
EPA FUEL ECONOMY (mfr's est)
Combined/City/Highway: 24/21/28 mpg
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Sport Auto France Supertest - Alpine A110 S
Track Conditions: 15deg C - Cloudy / Dry Track
Driver: Christophe Tinseau
Circuit Val de Vienne Lap Time - 1:49,16
Vmax: 221 km/h
Max Lateral G-Force: +1.2G / -1.1G
Acceleration (km/h):
0-100: 4,3
0-160: 9,6
0-200: 15,7
0-400m: 12,5s @ 181 km/h
0-1000m: 22,9s @ 227 km/h
Max Speed: 275 km/h (mfr claim.)
Braking:
200-0: 131 m
Weight: 1,135 kg
Weight Distribution: 43/57%
Tire Brand: Michelin Pilot Sport Cup 2 (In good condition)
Tire Size: 215/40/18 | 245/40/18
Rating: 5/5
Price as tested: 88,186 €
Track Conditions: 15deg C - Cloudy / Dry Track
Driver: Christophe Tinseau
Circuit Val de Vienne Lap Time - 1:49,16
Vmax: 221 km/h
Max Lateral G-Force: +1.2G / -1.1G
Acceleration (km/h):
0-100: 4,3
0-160: 9,6
0-200: 15,7
0-400m: 12,5s @ 181 km/h
0-1000m: 22,9s @ 227 km/h
Max Speed: 275 km/h (mfr claim.)
Braking:
200-0: 131 m
Weight: 1,135 kg
Weight Distribution: 43/57%
Tire Brand: Michelin Pilot Sport Cup 2 (In good condition)
Tire Size: 215/40/18 | 245/40/18
Rating: 5/5
Price as tested: 88,186 €
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Lamborghini Huracan STO Lap Record
59.285 seconds, Autodromo di Modena.
59.285 seconds, Autodromo di Modena.
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2022 McLaren 765LT Spider First Test: A Spaceship on Wheels
With 755 hp and 590 lb-ft of torque, the 765LT Spider is about as ridiculous as it gets.
www.motortrend.com
It's All In The Numbers
Those waiting for their sold-out 765LT Spider will likely spend time at the track with their new four-wheeled weapon once they finally take delivery; and well they should, given the numbers we recorded during our testing. It's not the quickest car we've ever tested, with the 60-mph mark rushing by in 2.9 seconds on to a quarter mile in 10.3 seconds at 142.6 mph (the 0-60-mph number is a bit behind McLaren's estimates). But the McLaren supercar's grip proved to be record-breaking stuff. Its 21.8-second at 1.01 g (avg) run through the MotorTrend figure eight was the best we've ever recorded. The 765LT's braking power is just about as good as its dynamic performance, stopping from 60 mph in a neck-snapping 93 feet"**
Road test editor Chris Walton, who set the MotorTrend record in the 765LT, was blown away by the McLaren's otherworldly performance. "Acceleration is explosive," he said. "Steering is remarkably talkative and tells you exactly how much grip you have." But the big Mac proved to be hard to master during testing, given that there's a "vague sense of understeer on the skidpad with the treat of turning it into oversteer at any moment," according to Walton. This from a guy who test-drives as many as 200 cars a year.
During the straight-line tests, road test analyst Alan Lau reported that the 765LT's Pirelli P Zero tires lacked grip at launch (a possible reason for its 0-60-mph time), and the shifts from its seven-speed twin-clutch transmission were harsh but quick and on time. Its 4.0-liter twin-turbo V-8 mill takes most of the credit here, as it quickly delivers all of its power to the rear wheels, while its relatively low 3,223-pound curb weight aids the performance cause.
"0-60 MPH2.9 sec
QUARTER MILE10.3 sec @ 142.6 mph
BRAKING, 60-0 MPH93 ft
LATERAL ACCELERATION1.17 g (avg)
MT FIGURE EIGHT21.8 sec @ 1.01 g (avg)"
Etc continues in link. Adapted
With 755 hp and 590 lb-ft of torque, the 765LT Spider is about as ridiculous as it gets.
2022 McLaren 765LT Spider First Test Review: Spaceship on Wheels
The 765LT Spider feels like a race car made for the street. We spent a few days behind the wheel and were blown away by its performance.
It's All In The Numbers
Those waiting for their sold-out 765LT Spider will likely spend time at the track with their new four-wheeled weapon once they finally take delivery; and well they should, given the numbers we recorded during our testing. It's not the quickest car we've ever tested, with the 60-mph mark rushing by in 2.9 seconds on to a quarter mile in 10.3 seconds at 142.6 mph (the 0-60-mph number is a bit behind McLaren's estimates). But the McLaren supercar's grip proved to be record-breaking stuff. Its 21.8-second at 1.01 g (avg) run through the MotorTrend figure eight was the best we've ever recorded. The 765LT's braking power is just about as good as its dynamic performance, stopping from 60 mph in a neck-snapping 93 feet"**
Road test editor Chris Walton, who set the MotorTrend record in the 765LT, was blown away by the McLaren's otherworldly performance. "Acceleration is explosive," he said. "Steering is remarkably talkative and tells you exactly how much grip you have." But the big Mac proved to be hard to master during testing, given that there's a "vague sense of understeer on the skidpad with the treat of turning it into oversteer at any moment," according to Walton. This from a guy who test-drives as many as 200 cars a year.
During the straight-line tests, road test analyst Alan Lau reported that the 765LT's Pirelli P Zero tires lacked grip at launch (a possible reason for its 0-60-mph time), and the shifts from its seven-speed twin-clutch transmission were harsh but quick and on time. Its 4.0-liter twin-turbo V-8 mill takes most of the credit here, as it quickly delivers all of its power to the rear wheels, while its relatively low 3,223-pound curb weight aids the performance cause.
"0-60 MPH2.9 sec
QUARTER MILE10.3 sec @ 142.6 mph
BRAKING, 60-0 MPH93 ft
LATERAL ACCELERATION1.17 g (avg)
MT FIGURE EIGHT21.8 sec @ 1.01 g (avg)"
Etc continues in link. Adapted
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2023 Lamborghini Huracán Tecnica LP-640 First Test: A Can’t-Miss Missile
Blending the best elements from the racy Huracán STO with a more livable setup.
www.motortrend.com
Deal Killer?
Hardly. Just look at our test numbers.
With the same 630 hp and 417 lb-ft of torque as the STO being routed through the same seven-speed dual-clutch automatic transmission to the rear tires, the Tecnica matches the STO's acceleration to 60 mph (2.8 seconds) and beats it to the quarter mile by 0.1 second and 2.2 mph. Lacking race-level downforce presents as a double-edged sword here. The lower-drag Tecnica can beat the STO to higher speeds. Once at those higher speeds, however, it lacks the STO's more sure-footed feel, as its spoilers aren't pressing it into the pavement as hard.
Lower-speed handling isn't impacted as much by the Tecnica's lower downforce, with our test car notching a 96-foot stop from 60 mph and 1.09 g (average) on our skidpad, just 1 foot longer and 0.05 g behind the STO's performances. Just 0.3 second separates the Tecnica from the STO on our figure-eight lap—22.6 seconds at an average 0.94 g versus the STO's 22.3 at 0.99 g. More impressive is how close these data points are despite the Technica weighing just shy of 100 pounds more. These figures place the Tecnica in heady company, among the twin-turbo McLaren 720S (which we've tested) and the Ferrari 296 GTB (whose performance estimates line up with the Lambo's).
"0-60 MPH 2.8 sec
QUARTER MILE 10.6 sec @ 134.5 mph
BRAKING, 60-0 MPH 96 ft
LATERAL ACCELERATION 1.09 g (avg)
MT FIGURE EIGHT 22.6 sec @ 0.94 g (avg)"
Etc continues in the link. Adapted.
Blending the best elements from the racy Huracán STO with a more livable setup.
2023 Lamborghini Huracán Tecnica LP-640 First Test: A Can’t-Miss Missile
Blending the best elements from the racy Huracán STO with a more livable setup.
Deal Killer?
Hardly. Just look at our test numbers.
With the same 630 hp and 417 lb-ft of torque as the STO being routed through the same seven-speed dual-clutch automatic transmission to the rear tires, the Tecnica matches the STO's acceleration to 60 mph (2.8 seconds) and beats it to the quarter mile by 0.1 second and 2.2 mph. Lacking race-level downforce presents as a double-edged sword here. The lower-drag Tecnica can beat the STO to higher speeds. Once at those higher speeds, however, it lacks the STO's more sure-footed feel, as its spoilers aren't pressing it into the pavement as hard.
Lower-speed handling isn't impacted as much by the Tecnica's lower downforce, with our test car notching a 96-foot stop from 60 mph and 1.09 g (average) on our skidpad, just 1 foot longer and 0.05 g behind the STO's performances. Just 0.3 second separates the Tecnica from the STO on our figure-eight lap—22.6 seconds at an average 0.94 g versus the STO's 22.3 at 0.99 g. More impressive is how close these data points are despite the Technica weighing just shy of 100 pounds more. These figures place the Tecnica in heady company, among the twin-turbo McLaren 720S (which we've tested) and the Ferrari 296 GTB (whose performance estimates line up with the Lambo's).
"0-60 MPH 2.8 sec
QUARTER MILE 10.6 sec @ 134.5 mph
BRAKING, 60-0 MPH 96 ft
LATERAL ACCELERATION 1.09 g (avg)
MT FIGURE EIGHT 22.6 sec @ 0.94 g (avg)"
Etc continues in the link. Adapted.
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Auto Motor Und Sport Test - BMW M4 CSL
Dyno Test:
Power: 572 PS @ 6,746rpm
Torque: 704 Nm @ 5,129rpm
Acceleration (km/h):
0-40: 1,4
0-80: 2,8
0-100: 3,8
0-130: 5,5
0-160: 7,6
0-180: 9,3
0-200: 11,3
0-220: 17,9
0-240: 22,4
0-260: 29,2
1/4 Mile: 11,6 s @ 203 km/h
Braking:
100-0: 33,6 m
130-0(Cold): 57,5 m
130-0(Warm): 56,6 m
Slalom 18m (TC+ESP=ON): 72,6 km/h
Double Lane Change (TC+ESP=ON): 147,2 km/h
Drag coefficient: 0.36
Weight: 1,618 kg
Weight Distribution: 54.6/45.4%
Tire Brand: Michelin Pilot Sport 4S
Tire Size: 275/35/19 | 285/30/20
Price As Tested: 170,280 €
Dyno Test:
Power: 572 PS @ 6,746rpm
Torque: 704 Nm @ 5,129rpm
Acceleration (km/h):
0-40: 1,4
0-80: 2,8
0-100: 3,8
0-130: 5,5
0-160: 7,6
0-180: 9,3
0-200: 11,3
0-220: 17,9
0-240: 22,4
0-260: 29,2
1/4 Mile: 11,6 s @ 203 km/h
Braking:
100-0: 33,6 m
130-0(Cold): 57,5 m
130-0(Warm): 56,6 m
Slalom 18m (TC+ESP=ON): 72,6 km/h
Double Lane Change (TC+ESP=ON): 147,2 km/h
Drag coefficient: 0.36
Weight: 1,618 kg
Weight Distribution: 54.6/45.4%
Tire Brand: Michelin Pilot Sport 4S
Tire Size: 275/35/19 | 285/30/20
Price As Tested: 170,280 €
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Autocar UK - Britain's Best Driver's Car 2022
Anglesey International Circtuit Lap Time + Acceleration & Braking (A&B) 0-30-60-100-0 (MPH)
AstonMartin DBX 707
Lap Time: 1min 42.5sec
A&B: 1.4s / 3.3s / 7.4s / 12.6s
Overall Score: 164
Ranking: 9
BMW M240i xDrive
Lap Time: 1min 45.0sec
A&B: 1.6s / 3.9s / 9.0s / 14.3s
Overall Score: 156
Ranking: 10 (Draw)
Caterham Seven 420 Cup
Lap Time: 1min 40.6sec
A&B: 1.9s / 4.2s / 9.4s / 14.0s
Overall Score: 197
Ranking: 7
Ferrari 296 GTB (Michelin Cup 2R + High-Octane Race Fuel)
Lap Time: 1min 32.9sec
A&B:1.5s / 2.8s / 5.2s / 9.6s
Overall Score: 221
Ranking: 2
Maserati MC20
Lap Time: 1min 37.6sec
A&B: 1.9s / 3.8s / 7.0s / 11.9s
Overall Score: 189
Ranking: 8
McLaren Artura
Lap Time: 1min 35.4sec
A&B: 1.7s / 3.3s / 6.2s / 10.9s
Overall Score: 215
Ranking: 4
Morgan Super 3
Lap Time: 2min 01.4sec
A&B: -
Overall Score: 156
Ranking: 10 (Draw)
Porsche 992 GT3
Lap Time: 1min 38.1sec
A&B: 1.7s / 3.5s / 7.2s / 12.2s
Overall Score: 225
Ranking: 1 (Winner)
Porsche Cayman GT4 RS
Lap Time: 1min 37.9sec
A&B: 1.8 / 3.8 / 7.6 / 12.2
Overall Score: 220
Ranking: 3
RML Short Wheelbase
Lap Time: 1min 49.5sec
A&B: 2.2 / 4.8 / 10.3 / 15.7
Overall Score: 199
Ranking: 6
Toyota GR86
Lap Time: 1min 49.9sec
A&B: 2.6 / 6.5 / 14.2 / 19.7
Overall Score: 207
Ranking: 5
Anglesey International Circtuit Lap Time + Acceleration & Braking (A&B) 0-30-60-100-0 (MPH)
AstonMartin DBX 707
Lap Time: 1min 42.5sec
A&B: 1.4s / 3.3s / 7.4s / 12.6s
Overall Score: 164
Ranking: 9
BMW M240i xDrive
Lap Time: 1min 45.0sec
A&B: 1.6s / 3.9s / 9.0s / 14.3s
Overall Score: 156
Ranking: 10 (Draw)
Caterham Seven 420 Cup
Lap Time: 1min 40.6sec
A&B: 1.9s / 4.2s / 9.4s / 14.0s
Overall Score: 197
Ranking: 7
Ferrari 296 GTB (Michelin Cup 2R + High-Octane Race Fuel)
Lap Time: 1min 32.9sec
A&B:1.5s / 2.8s / 5.2s / 9.6s
Overall Score: 221
Ranking: 2
Maserati MC20
Lap Time: 1min 37.6sec
A&B: 1.9s / 3.8s / 7.0s / 11.9s
Overall Score: 189
Ranking: 8
McLaren Artura
Lap Time: 1min 35.4sec
A&B: 1.7s / 3.3s / 6.2s / 10.9s
Overall Score: 215
Ranking: 4
Morgan Super 3
Lap Time: 2min 01.4sec
A&B: -
Overall Score: 156
Ranking: 10 (Draw)
Porsche 992 GT3
Lap Time: 1min 38.1sec
A&B: 1.7s / 3.5s / 7.2s / 12.2s
Overall Score: 225
Ranking: 1 (Winner)
Porsche Cayman GT4 RS
Lap Time: 1min 37.9sec
A&B: 1.8 / 3.8 / 7.6 / 12.2
Overall Score: 220
Ranking: 3
RML Short Wheelbase
Lap Time: 1min 49.5sec
A&B: 2.2 / 4.8 / 10.3 / 15.7
Overall Score: 199
Ranking: 6
Toyota GR86
Lap Time: 1min 49.9sec
A&B: 2.6 / 6.5 / 14.2 / 19.7
Overall Score: 207
Ranking: 5
- Messages
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Autocar Road Test - Aston Martin DBX 707 (697 bhp / 664 lb-ft) - (11deg C, damp patches)
Dry Circuit Lap Time: -
Wet Circuit Lap Time: -
Acceleration (mph):
0-30: 1,4
0-40: 2,0
0-50: 2,6
0-60: 3,3
0-70: 4,2
0-80: 5,2
0-90: 6,4
0-100: 7,7
0-110: 9,3
0-120: 11,2
0-130: 13,4
0-140: 16,0
0-150: 19,5
1/4 Mile - 11.6s @ 121.9mph
0-1000m: 21,2s @ 153.0mph
Max Speeds in Gear:
1st: 37mph @ 7000rpm
2nd: 60mph @ 7000rpm
3rd: 87mph @ 7000rpm
4th: 119mph @ 7000rpm
5th: 161mph @ 7000rpm
6th: 193mph @ 6917rpm
7th: 193mph @ 6018rpm
8th: 193mph @ 4980rpm
9th: 193mph* @ 3093rpm
Braking (11deg C, damp patches):
60-0: 2.84s
30-0: 8,8 m
50-0: 23,3 m
70-0: 45,1 m
Tires Brand: Pirelli P Zero
Tires Size: 285/35/23 | 325/30/23
Drag coefficient: 0.40
Weight: 2,278 kg
Autocar Rivals Ranking:
1st: Aston Martin DBX 707 - 4/5
2nd: Porsche Cayenne Turbo GT - 4/5
3rd: Bentley Bentayga V8 S - 3.5/5
4th: Lamborghini Urus Performante - N/a
5th: Ferrari Purosangue - N/a
Dry Circuit Lap Time: -
Wet Circuit Lap Time: -
Acceleration (mph):
0-30: 1,4
0-40: 2,0
0-50: 2,6
0-60: 3,3
0-70: 4,2
0-80: 5,2
0-90: 6,4
0-100: 7,7
0-110: 9,3
0-120: 11,2
0-130: 13,4
0-140: 16,0
0-150: 19,5
1/4 Mile - 11.6s @ 121.9mph
0-1000m: 21,2s @ 153.0mph
Max Speeds in Gear:
1st: 37mph @ 7000rpm
2nd: 60mph @ 7000rpm
3rd: 87mph @ 7000rpm
4th: 119mph @ 7000rpm
5th: 161mph @ 7000rpm
6th: 193mph @ 6917rpm
7th: 193mph @ 6018rpm
8th: 193mph @ 4980rpm
9th: 193mph* @ 3093rpm
Braking (11deg C, damp patches):
60-0: 2.84s
30-0: 8,8 m
50-0: 23,3 m
70-0: 45,1 m
Tires Brand: Pirelli P Zero
Tires Size: 285/35/23 | 325/30/23
Drag coefficient: 0.40
Weight: 2,278 kg
Autocar Rivals Ranking:
1st: Aston Martin DBX 707 - 4/5
2nd: Porsche Cayenne Turbo GT - 4/5
3rd: Bentley Bentayga V8 S - 3.5/5
4th: Lamborghini Urus Performante - N/a
5th: Ferrari Purosangue - N/a
- Messages
- 8,624
Auto Zeitung Test - BMW M4 CSL
Track: Nürburgring GP Circuit (3,6 km)
Lap Time: 1:34,91 (almost 2-seconds faster than previous 2016 BMW M4 GTS 1:36,80)
Vmax: 247 km/h
Driver: Marcel Kühler
Acceleration (km/h):
0-100: 3,4
0-200: 10,3
Braking:
50-0 (Cold): 7,4 m
100-0 (Cold): 31,3 m
150-0 (Cold): 64,6 m
100-0 (Warm): 30,2 m
Weight: 1,618 kg
Tire Brand: Michelin Pilot Sport Cup 2 R
Tire Size: 275/35/19 | 285/30/20
Price: 165,200 €
Track: Nürburgring GP Circuit (3,6 km)
Lap Time: 1:34,91 (almost 2-seconds faster than previous 2016 BMW M4 GTS 1:36,80)
Vmax: 247 km/h
Driver: Marcel Kühler
Acceleration (km/h):
0-100: 3,4
0-200: 10,3
Braking:
50-0 (Cold): 7,4 m
100-0 (Cold): 31,3 m
150-0 (Cold): 64,6 m
100-0 (Warm): 30,2 m
Weight: 1,618 kg
Tire Brand: Michelin Pilot Sport Cup 2 R
Tire Size: 275/35/19 | 285/30/20
Price: 165,200 €
A.P.
High-Rev Hero
- Messages
- 2,116
They truly put race fuel to make the 296 go faster. lmaoAutocar UK - Britain's Best Driver's Car 2022
Anglesey International Circtuit Lap Time + Acceleration & Braking (A&B) 0-30-60-100-0 (MPH)
AstonMartin DBX 707
Lap Time: 1min 42.5sec
A&B: 1.4s / 3.3s / 7.4s / 12.6s
Overall Score: 164
Ranking: 9
BMW M240i xDrive
Lap Time: 1min 45.0sec
A&B: 1.6s / 3.9s / 9.0s / 14.3s
Overall Score: 156
Ranking: 10 (Draw)
Caterham Seven 420 Cup
Lap Time: 1min 40.6sec
A&B: 1.9s / 4.2s / 9.4s / 14.0s
Overall Score: 197
Ranking: 7
Ferrari 296 GTB (Michelin Cup 2R + High-Octane Race Fuel)
Lap Time: 1min 32.9sec
A&B:1.5s / 2.8s / 5.2s / 9.6s
Overall Score: 221
Ranking: 2
Maserati MC20
Lap Time: 1min 37.6sec
A&B: 1.9s / 3.8s / 7.0s / 11.9s
Overall Score: 189
Ranking: 8
McLaren Artura
Lap Time: 1min 35.4sec
A&B: 1.7s / 3.3s / 6.2s / 10.9s
Overall Score: 215
Ranking: 4
Morgan Super 3
Lap Time: 2min 01.4sec
A&B: -
Overall Score: 156
Ranking: 10 (Draw)
Porsche 992 GT3
Lap Time: 1min 38.1sec
A&B: 1.7s / 3.5s / 7.2s / 12.2s
Overall Score: 225
Ranking: 1 (Winner)
Porsche Cayman GT4 RS
Lap Time: 1min 37.9sec
A&B: 1.8 / 3.8 / 7.6 / 12.2
Overall Score: 220
Ranking: 3
RML Short Wheelbase
Lap Time: 1min 49.5sec
A&B: 2.2 / 4.8 / 10.3 / 15.7
Overall Score: 199
Ranking: 6
Toyota GR86
Lap Time: 1min 49.9sec
A&B: 2.6 / 6.5 / 14.2 / 19.7
Overall Score: 207
Ranking: 5
MC20 and Artura slapping.
Tourbillon
Cornering Kingpin
- Messages
- 9,107
Tested: The 2023 Honda Civic Type R Shares Our Faith!
www.caranddriver.com
I. Thou Shalt Not Understeer
This commandment is impossible for a front-wheel-drive car to follow, or so we thought. And yet, this 11th-generation Civic follows the directive from on high despite its 315-hp turbocharged 2.0-liter inline-four hanging ahead of the front axle and 61.4 percent of its weight on its nose. On the street, front-end grip seems inexhaustible as the Type R ducks left and right, forcing you into the seat bolsters.
Go ahead and dive into an apex, because the steering is a mere 2.1 turns lock to lock and the Type R slips in without any drama. Corner exits, which usually require the patience of Job in a front-wheel-drive car, are masterfully orchestrated by the Type R’s limited-slip differential. That unit, coupled with a very crafty anti-torque-steer front strut, puts the engine's power to the Michelin Pilot Sport 4S tires and allows you to empty the 2.0-liter's magazine without widening the cornering line. Next corner. Try again. No understeer, just more exit speed. As if some invisible string is holding the car, keeping it from leaving the road. It makes no sense that a front-driver can do this, so let's just add it to the list of things that don't make sense in 2022.
III. Thou Shalt Not Miss a Shift
Honda's manual gearboxes are special. Light, direct, precise, and a joy to operate, the Type R's mostly carries over from its predecessor and has the same tight throws and positive action. In more than 500 miles of abusively fast shifts, we never heard a crunch from the synchros as we upshifted just shy of the 7000-rpm redline. Nor did we flub any downshifts. A lighter flywheel makes the throttle slightly more alert than before, and a mere tap of the right pedal spins up the engine to match revs on downshifts. For those who want Honda to do it, there's a retuned automatic rev-matching program. It technically works but could be quicker to respond, something more noticeable on the track than on the street.
Etc. Continued in the link, pick your own "Commandments."
"C/D TEST RESULTS
60 mph: 4.9 sec
100 mph: 12.1 sec
1/4-Mile: 13.5 sec @ 106 mph
140 mph: 28.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.9 sec
Top Gear, 30–50 mph: 9.4 sec
Top Gear, 50–70 mph: 6.4 sec
Top Speed (mfr's claim): 169 mph
Braking, 70–0 mph: 153 ft
Braking, 100–0 mph: 308 ft
Roadholding, 300-ft
Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 20 mpg 75-mph
Highway Driving: 30 mpg 75-mph
Highway Range: 370 mi."
Tested: The 2023 Honda Civic Type R Shares Our Faith
Gather 'round for the 10 Type R commandments.
I. Thou Shalt Not Understeer
This commandment is impossible for a front-wheel-drive car to follow, or so we thought. And yet, this 11th-generation Civic follows the directive from on high despite its 315-hp turbocharged 2.0-liter inline-four hanging ahead of the front axle and 61.4 percent of its weight on its nose. On the street, front-end grip seems inexhaustible as the Type R ducks left and right, forcing you into the seat bolsters.
Go ahead and dive into an apex, because the steering is a mere 2.1 turns lock to lock and the Type R slips in without any drama. Corner exits, which usually require the patience of Job in a front-wheel-drive car, are masterfully orchestrated by the Type R’s limited-slip differential. That unit, coupled with a very crafty anti-torque-steer front strut, puts the engine's power to the Michelin Pilot Sport 4S tires and allows you to empty the 2.0-liter's magazine without widening the cornering line. Next corner. Try again. No understeer, just more exit speed. As if some invisible string is holding the car, keeping it from leaving the road. It makes no sense that a front-driver can do this, so let's just add it to the list of things that don't make sense in 2022.
III. Thou Shalt Not Miss a Shift
Honda's manual gearboxes are special. Light, direct, precise, and a joy to operate, the Type R's mostly carries over from its predecessor and has the same tight throws and positive action. In more than 500 miles of abusively fast shifts, we never heard a crunch from the synchros as we upshifted just shy of the 7000-rpm redline. Nor did we flub any downshifts. A lighter flywheel makes the throttle slightly more alert than before, and a mere tap of the right pedal spins up the engine to match revs on downshifts. For those who want Honda to do it, there's a retuned automatic rev-matching program. It technically works but could be quicker to respond, something more noticeable on the track than on the street.
Etc. Continued in the link, pick your own "Commandments."
"C/D TEST RESULTS
60 mph: 4.9 sec
100 mph: 12.1 sec
1/4-Mile: 13.5 sec @ 106 mph
140 mph: 28.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.9 sec
Top Gear, 30–50 mph: 9.4 sec
Top Gear, 50–70 mph: 6.4 sec
Top Speed (mfr's claim): 169 mph
Braking, 70–0 mph: 153 ft
Braking, 100–0 mph: 308 ft
Roadholding, 300-ft
Skidpad: 1.02 g
C/D FUEL ECONOMY
Observed: 20 mpg 75-mph
Highway Driving: 30 mpg 75-mph
Highway Range: 370 mi."
Tourbillon
Cornering Kingpin
- Messages
- 9,107
Tested: 2023 BMW iX M60 Is an EV That Delivers Power and Exclusivity
BMW's range-topping EV SUV isn't easy on the eyes, but it excels everywhere else.
Back in the early days of the BMW 2002, BMWs were rare and driven mostly by enthusiasts. They often flashed their brights upon encountering another member of the then-tiny tribe. These days, BMW sells around a quarter-million cars a year in America, and their drivers are neither committed nor rare enough to observe such niceties. But with the electrically powered iX, BMW might well re-create that exclusivity.
Although it's roughly the size of the X5, the iX has little in common with that established SUV—structurally or visually. The iX was introduced as a newly developed 2022 model with a unique structure made from high-strength steel, aluminum, plastic, and carbon fiber. The chassis uses a mostly aluminum control-arm suspension with dual lower links in front and a multilink layout in the back.
It sports a giant version of BMW's vertical rendition of the traditional twin nostrils, and the iX lacks the full-length character lines of most BMWs. It's a rather shapeless lump, particularly in the contour-smothering Storm Bay Metallic hue of our test car. However, it is a smooth lump, with a drag coefficient of 0.26.
iX M60 Performance
The iX launched as the xDrive50, but now BMW has added the more powerful iX M60. It boasts uprated front and rear electric motors producing a maximum of 610 horsepower (in Sport mode) and up to 811 pound-feet of torque (using launch control). These figures are up by 94 ponies and a whopping 247 pound-feet compared to the xDrive50.
Etc continues in the link.
"DIMENSIONS
Wheelbase: 118.1 in
Length: 195.0 in
Width: 77.4 in
Height: 66.8 in
Passenger Volume: 112 ft3
Cargo Volume, rear seat up/down: 36/78 ft3
Curb Weight: 5778 lb
C/D TEST RESULTS
60 mph: 3.2 sec
100 mph: 7.6 sec
1/4-Mile: 11.5 sec @ 120 mph
130 mph: 15.3 sec
150 mph: 26.4 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.7 sec
Top Gear, 30–50 mph: 1.5 sec
Top Gear, 50–70 mph: 2.2 sec
Top Speed (gov ltd): 154 mph
Braking, 70–0 mph: 160 ft
Braking, 100–0 mph: 330 ft
Roadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY AND CHARGING
Observed: 81 MPGe
75-mph Highway Range: 290 mi
Average DC Fast-Charge Rate, 10–90%: 112 kW
DC Fast-Charge Time, 10–90%: 50 minm"
BMW's range-topping EV SUV isn't easy on the eyes, but it excels everywhere else.
Back in the early days of the BMW 2002, BMWs were rare and driven mostly by enthusiasts. They often flashed their brights upon encountering another member of the then-tiny tribe. These days, BMW sells around a quarter-million cars a year in America, and their drivers are neither committed nor rare enough to observe such niceties. But with the electrically powered iX, BMW might well re-create that exclusivity.
Although it's roughly the size of the X5, the iX has little in common with that established SUV—structurally or visually. The iX was introduced as a newly developed 2022 model with a unique structure made from high-strength steel, aluminum, plastic, and carbon fiber. The chassis uses a mostly aluminum control-arm suspension with dual lower links in front and a multilink layout in the back.
It sports a giant version of BMW's vertical rendition of the traditional twin nostrils, and the iX lacks the full-length character lines of most BMWs. It's a rather shapeless lump, particularly in the contour-smothering Storm Bay Metallic hue of our test car. However, it is a smooth lump, with a drag coefficient of 0.26.
iX M60 Performance
The iX launched as the xDrive50, but now BMW has added the more powerful iX M60. It boasts uprated front and rear electric motors producing a maximum of 610 horsepower (in Sport mode) and up to 811 pound-feet of torque (using launch control). These figures are up by 94 ponies and a whopping 247 pound-feet compared to the xDrive50.
Etc continues in the link.
"DIMENSIONS
Wheelbase: 118.1 in
Length: 195.0 in
Width: 77.4 in
Height: 66.8 in
Passenger Volume: 112 ft3
Cargo Volume, rear seat up/down: 36/78 ft3
Curb Weight: 5778 lb
C/D TEST RESULTS
60 mph: 3.2 sec
100 mph: 7.6 sec
1/4-Mile: 11.5 sec @ 120 mph
130 mph: 15.3 sec
150 mph: 26.4 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.7 sec
Top Gear, 30–50 mph: 1.5 sec
Top Gear, 50–70 mph: 2.2 sec
Top Speed (gov ltd): 154 mph
Braking, 70–0 mph: 160 ft
Braking, 100–0 mph: 330 ft
Roadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY AND CHARGING
Observed: 81 MPGe
75-mph Highway Range: 290 mi
Average DC Fast-Charge Rate, 10–90%: 112 kW
DC Fast-Charge Time, 10–90%: 50 minm"
- Messages
- 10,216
In the latest AutoBild (also will be in the next AB Sportscars issue) the Lambo Urus Performante took the fastest SUV-laptime of Sachsenring: 1:34,86 min.
On Trofeo Rs it was 0.24 s quicker than the previous record holder Cayenne Turbo GT on Corsa tyres.
0-100 and 0-200 kph is virtually the same as the previous Urus: 3,2 and 11,6 s.
On Trofeo Rs it was 0.24 s quicker than the previous record holder Cayenne Turbo GT on Corsa tyres.
0-100 and 0-200 kph is virtually the same as the previous Urus: 3,2 and 11,6 s.
- Messages
- 15,590
- Name
- Rolf
This IX60 is virtually as quick as the AB DBX707 to 100mph, pretty impressive but after 120mph it seems to slow quite a bit, about 13.1sec to 200km/hTested: 2023 BMW iX M60 Is an EV That Delivers Power and Exclusivity
BMW's range-topping EV SUV isn't easy on the eyes, but it excels everywhere else.
Back in the early days of the BMW 2002, BMWs were rare and driven mostly by enthusiasts. They often flashed their brights upon encountering another member of the then-tiny tribe. These days, BMW sells around a quarter-million cars a year in America, and their drivers are neither committed nor rare enough to observe such niceties. But with the electrically powered iX, BMW might well re-create that exclusivity.
Although it's roughly the size of the X5, the iX has little in common with that established SUV—structurally or visually. The iX was introduced as a newly developed 2022 model with a unique structure made from high-strength steel, aluminum, plastic, and carbon fiber. The chassis uses a mostly aluminum control-arm suspension with dual lower links in front and a multilink layout in the back.
It sports a giant version of BMW's vertical rendition of the traditional twin nostrils, and the iX lacks the full-length character lines of most BMWs. It's a rather shapeless lump, particularly in the contour-smothering Storm Bay Metallic hue of our test car. However, it is a smooth lump, with a drag coefficient of 0.26.
iX M60 Performance
The iX launched as the xDrive50, but now BMW has added the more powerful iX M60. It boasts uprated front and rear electric motors producing a maximum of 610 horsepower (in Sport mode) and up to 811 pound-feet of torque (using launch control). These figures are up by 94 ponies and a whopping 247 pound-feet compared to the xDrive50.
Etc continues in the link.
"DIMENSIONS
Wheelbase: 118.1 in
Length: 195.0 in
Width: 77.4 in
Height: 66.8 in
Passenger Volume: 112 ft3
Cargo Volume, rear seat up/down: 36/78 ft3
Curb Weight: 5778 lb
C/D TEST RESULTS
60 mph: 3.2 sec
100 mph: 7.6 sec
1/4-Mile: 11.5 sec @ 120 mph
130 mph: 15.3 sec
150 mph: 26.4 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.7 sec
Top Gear, 30–50 mph: 1.5 sec
Top Gear, 50–70 mph: 2.2 sec
Top Speed (gov ltd): 154 mph
Braking, 70–0 mph: 160 ft
Braking, 100–0 mph: 330 ft
Roadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY AND CHARGING
Observed: 81 MPGe
75-mph Highway Range: 290 mi
Average DC Fast-Charge Rate, 10–90%: 112 kW
DC Fast-Charge Time, 10–90%: 50 minm"
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