News

You know how when there’s a live car chase on TV, helicopter following overhead, the would-be escapee is never driving a fast car? It’s always a clapped-out Grand Caravan or an old Ford Aspire that’s already on a space-saver spare. Well, it seems that when you decide to jump a drawbridge, the same rules apply: If you’re the type of person to smash through a barrier arm and try to make it to the opposite side of a drawbridge, you probably don’t have the impulse control and life skills that would lead to Ram TRX ownership. But like they say, you jump the bridge with the car you have, not the car you want. And, in the case of the Main Street bridge in Daytona Beach, Florida, that car is a old Hyundai Santa Fe. This particular bridge seems to be a hot spot for would-be Jakes and Elwoods to try their luck, since last month a motorcyclist did the same thing during Bike Week. (With a passenger, it seems, who might’ve been a little surprised at that turn of events, given the healthy bounce upon landing.)
This content is imported from Twitter. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

The latest flying leap occurred Monday morning, when the Santa Fe crashed through the barrier arm and caught air with all four wheels as it sailed over the gap. Of the second-gen Santa Fe, we opined that “the soft-riding suspension absorbs bumps well,” and good thing for that.Main Street Bridge is a double-leaf bascule bridge that spans the Halifax River, roughly 20 feet below. So you wouldn’t want to come up short. Our Daytona Beach Travis Pastrana does an on-the-spot assessment of the relevant Newtonian physics and errs on the side of more throttle, sending the Hyundai airborne even though at that point the bridge has just begun to open. We don’t see brake lights until touchdown. The footage ends shortly thereafter, but we trust that the opposite barrier arm got the same treatment on the way out.
This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

What was the motivation here? We can only speculate, but mere impatience seems insufficient. More likely, the Santa Fe driver’s brother just got out of prison and was making derisive comments toward the sensible crossover in which he was picked up. That Santa Fe, if it had the 242-hp 3.3-liter V-6, ran zero to 60 in 8.0 seconds (per our 2007 test). And by the time it got to the opposite side of the Main Street Bridge, he’d probably begrudgingly admit that it has pretty good pickup.
This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io More

Lamborghini unveiled the Miura SV on its Geneva auto show stand in March 1971. The SV, the sensational-looking car that Autoweek called “the world’s first supercar” and C/D described as “the supercar that started it all,” was the last evolution of the successful project code-named P400. Indeed, over on Bertone’s stand was none other than a Countach LP 500, defined as “a concept car for future production.”

The Miura SV (V stands for “veloce,” or super fast) was meant to accompany the S, but was so popular the SV ended up replacing it. Lamborghini says the Miura SV is now the most sought after of its production cars and says it is the “highest expression of the supercar concept of its time and the best of all the Miura versions produced.”Giampaolo Dallara and Paolo Stanzani, Lamborghini’s chief engineers at the time and the Miura and Miura S creators, said the SV benefited from the experience gained during the first five years of Miura production. Well known racer Bob Wallace, a New Zealander, did much of the development driving.

Just 150 SVs were built.
REMI DARGEGEN

The SV’s engine delivered more power, 385 horsepower at 7850 rpm, and above all was more drivable thanks to its smooth torque curve and revised setting on the four Weber triple-barrel carbs (type 40IDL3C, for those taking notes). A separate lubrication system between the engine and gearbox was introduced when the SV was already in production—a modification that wasn’t externally visible but was a huge technical improvement, Lamborghini says. The Miura SV’s official top speed was over 180 mph, and from a standing start the car could cover one kilometer in a bit less than 24 seconds—record performance results back then.The SV’s interior was also upgraded over the S’s, with a more modern look, higher-quality materials, and more leather and chrome.

The SV interior got more chrome and leather.
Lamborghini

The Miura SV was taken out of production in early 1973 after just 150 were built, although two years later a final car was built for Formula 1 team owner Walter Wolf. That car now rests at Mudetec, Lamborghini’s museum in Sant’Agata Bolognese.

Lamborghini sums up the Miura SV nicely: “It was truly the end of an era in which speed and sinuous lines predominated, and in which a small group of young men, driven by an innate passion and blessed with great technical skills, were able to create what for many was, and still remains, the most beautiful car ever produced in series.”We couldn’t agree more.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io More

The EQS is Mercedes-Benz’s first dedicated EV and a new member of the S-class family. Single-motor (rear-wheel-drive) and dual-motor (all-wheel-drive) variants are available, ranging from 329 to 516 horsepower.The 2022 Mercedes-Benz EQS goes on sale this fall. The 2022 Mercedes-Benz EQS is the marque’s first dedicated electric vehicle and the first of Mercedes’s EQ brand to reach the U.S. market. Sporting what the automaker claims is the world’s lowest drag coefficient (0.20) and the world’s largest in-car screen (56 inches), and making as much as 516 horsepower, the EQS, inspired by the F015 concept, aims to put the Mercedes stamp on the electric-vehicle segment by starting at the top.

The EQS will be available in two versions. The EQS450+ is rear-wheel drive and makes 329 horsepower, and the EQS580 4Matic is dual-motor all-wheel drive, with 516 horsepower. Both go on sale this fall. Both models offer adaptive air suspension and four-wheel steering as well as Mercedes’s full driver-assistance package, a panoramic sunroof, and a host of techno-goodies including the latest MBUX infotainment system, Burmester 3D sound, wireless smartphone connectivity and charging, and six USB-C ports.

The star of the EQS’s interior show, however, is the optional Hyperscreen. “What’s really revolutionary is it’s the first time the whole instrument panel is a screen. We literally dematerialized [the hardware],” said Mercedes-Benz design chief Gorden Wagener. “Nobody else has done it, and I think, talking about screen sizes before, it makes everything else look old.”

Mercedes-Benz

Coated in a single piece of Gorilla Glass, the Hyperscreen spans the entire dashboard, incorporating three displays within. The instrument panel display is a standard LCD display, while the center and passenger displays are OLED, for greater brightness and contrast. The new screen combines with a new “Zero Layer” layout for the MBUX user interface, layering machine-learning-powered widgets over a 3D map of the area around the car. The widgets, which can control anything from the HVAC to the stereo to your phone (and more), learn from the driver’s behavior, eventually anticipating needs and surfacing information based on usage patterns. If you don’t tick the Hyperscreen option box, you’ll get a 12.8-inch portrait-orientation single display, mounted tablet-style in front of the dash. The EQS’s 400-volt powertrain is fed by a low-cobalt (about 10 percent) battery pack with 107.8 kWh of usable energy, developed in-house, which enables a WLTP range rating of 478 miles, although no EPA range estimate has been announced. A crash structure in the underbody protects the battery, and the car can automatically shut off the high-voltage system in case of emergency.Mercedes says the EQS’s slippery 0.20 coefficient of drag (Cd) is the lowest of any production car ever, enabled in part by the One-Bow exterior design but also by extensive attention to detail throughout the exterior, including special effort to smooth the underbody, as well as an optimized rear-end design and spoiler and special arrow-shaped front and rear wheel spoilers.

Mercedes-Benz

Mercedes also understands the EQS’s customers may be concerned with more than their personal luxury and comfort. Accordingly, 176 pounds of the EQS’s curb weight is composed of resource-saving materials like recycled plastic, recycled yarn, and sustainably produced aluminum. The EQS is built at Mercedes-Benz’s Factory 56 in Sindelfingen, Germany, which offers carbon-neutral production thanks to its solar power array and also features rainwater recycling, planted roofs, and recycled concrete in the building’s facade.Look for official pricing info to be released closer to the vehicle’s launch in fall 2021.
This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io More

Embracing a legacy of unibody pickups is the new Hyundai Santa Cruz, which will be available this summer.A turbocharged 2.5-liter four will be available offering more than 275 horsepower.The Santa Cruz shares much of its engineering and production plant, as well as its looks, with the new Tucson crossover. CORRECTION: This story originally said that the University of California at Santa Cruz does not give letter grades. Because the policy has changed, we updated the story to reflect that.Hyundai prefers the term “Sport Adventure Vehicle” over “truck” to describe the new Santa Cruz. Okay, whatever. But it sure looks truck-ish, if not strictly a truck. At its core, the Santa Cruz is—to oversimplify—the new 2022 Tucson shorn of its roof aft of the second-row seat. And that’s an idea that goes back at least to the 1957 Ford Ranchero and the 1959 Chevrolet El Camino. Maybe the idea goes even further back than that, to the first owner who cobbled together cargo bodies for their Model T. Point is, the Santa Cruz is new, but the notions behind it aren’t.
Designed primarily in Hyundai’s California studios, the Santa Cruz has an angular ruggedness that’s missing from the Tucson. It’s not merely another pickup, but it’s not strictly a traditional truck, either in looks or capability. A distinctive design element is the daytime running lights that emerge from behind the grille to make a sort of segmented cascade down each side of Santa Cruz’s face. It’s attractive, even if it’s not shy.The Santa Cruz’s 118.3-inch wheelbase is 9.8 inches longer than that of the new Tucson, and the 195.7-inch overall length is up 12.4 inches. That wheelbase is also 14.0 inches longer than that of the 2002–2006 Subaru Baja to which the Santa Cruz seems a spiritual successor. However, the old Subaru’s 193.3-inch overall length is only 2.4 inches shorter than the new Hyundai’s. If the Subaru Baja’s rear overhang has been haunting your dreams, here’s an escape from the nightmares.

But while it’s longer, much of the Santa Cruz’s unibody structure is directly connected to the Tucson. The inner steel stampings—most of the floorpan, nose architecture, door structures and windshield surround—are common. The actual windshield glass will swap between the two vehicles. Inside the Santa Cruz, the relationship between the two is even more obvious as the open-bed machine shares almost all its innards with the crossover. That includes the flat-panel instrumentation forward of the driver and the center stack with its display. The one immediately apparent interior difference between the two is that the Tucson uses a push-button transmission selector between the front seats, while the Santa Cruz uses a more traditional shift lever.
Suspension design is also in common with the Tucson. Confirming expectations, the front end is held up by a pair of MacPherson struts, while the tail rides on a multilink system. In the things-with-open-beds category, the Santa Cruz joins the Honda Ridgeline in the independent-rear-suspension club. And, like the Honda, the Santa Cruz offers a trunk behind the wheels that can be used as an ice chest.Wheels will range between 18 and 20 inches, and the tires will mostly be all-season rated and on-road-oriented.Where the Santa Cruz may have a clear advantage is in its powertrain. The standard powerplant will be the 2.5-liter four that Hyundai drops into plenty of products including the Sonata sedan and the Tucson. Hyundai promises it will be rated at 190-plus horsepower. The only transmission with this engine is a conventional eight-speed automatic that feeds either the front wheels or an all-wheel-drive system. More promising is a turbocharged version of the 2.5-liter engine that Hyundai promises will deliver 275-plus horsepower. The turbo engine will come attached to an eight-speed dual-clutch transmission and all-wheel drive. If Hyundai has kept the curb weight reasonable, the Santa Cruz may turn out to be pretty quick.Hyundai also plans to rate the 2.5 turbo all-wheel-drive model to tow up to 5000 pounds, which is about 1500 pounds greater than the lug rating for the naturally aspirated version. While the Tucson shares the standard 2.5-liter four with the Santa Cruz, it’s available also as a hybrid model. Hyundai hasn’t announced a hybridized version of the Santa Cruz, and the 2.5 turbo engine won’t be available on the Tucson.
Now about that bed: Hyundai has it stretching out between 48.4 and 52.1 inches, depending on how it’s configured. That’s about a foot shorter than in vehicles such as the Toyota Tacoma, Nissan Frontier, and Honda Ridgeline. And unlike conceptually similar (though not in scale) vehicles like the old Chevrolet Avalanche, there’s no way to extend the bed into the cab by folding down the second-row seat and bulkhead. The truckish nature of the Santa Cruz will only go so far.The city of Santa Cruz is one of the odder ones in California. Located along the north central coast, it’s one of the largest in the state that’s not connected by interstate highway or major artery like the 101 freeway. It’s also home to the eccentric University of California, Santa Cruz, which at one time didn’t issue grades and which has the Banana Slug as its sports mascot. Santa Cruz is proudly weird. And maybe the Hyundai Santa Cruz is just weird enough for the town.Hyundai pushes the California heritage a bit by stamping the words “Designed in California” into the taillamps. You know, like Apple does with its China-assembled iPhones. But shouldn’t Alabama get some credit for building the thing, too? So, clearly, the left taillight should have “Designed in California” embossed into it while the right should proudly carry “Built in Alabama.” As for pricing, the 2022 Santa Cruz should start short of $30,000 and range up toward $40,000 with a full load of frippery. Final pricing should be available closer to the Santa Cruz’s on-sale date this summer.
This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io More

F1 2021 launches July 16 for PlayStation 5, Xbox Series X and S, PlayStation 4, Xbox One, and PC.Compete against your favorite drivers on this year’s hottest circuits for the 2021 FIA Formula One World Championship.Start Career mode as a Formula 2 driver with friends online, and build a team that can dominate the series.There’s a new game coming this summer. You’ll be able to jump into the hot seat of your favorite virtual Formula 1 team this summer when F1 2021 launches on July 16. The game follows the 2021 FIA Formula One World Championship and adds three new circuits: Portimão, Imola, and Jeddah.A new story mode makes its debut, too, called Braking Point. Players will start off as a Formula 2 driver and compete to earn a spot with the big dogs in Formula 1. Real rivalries take place, and players will get a taste of the drama on and off the track.

There’s also a bigger and better Career mode that will make navigating the 2021 Formula One season more fun this year. Play with a friend as a team working together, or you can play out your own Red Bull Racing versus Mercedes AMG Petronas conflict. Every player will control their own team’s assets and can begin at any point of the Formula 1 season with real-time driver and constructor standings.Two-player split-screen play is also back, and Codemasters and EA Sports say loading times have been improved, leaving even more time for wheel-to-wheel racing. F1 2021 can be preordered on PlayStation 5, Xbox Series X and S, PlayStation 4, Xbox One, and PC for an exclusive Braking Point Content Pack. The preorder bonus gives you 5000 PitCoins and more exclusive in-game items. A digital F1 2021 Deluxe edition includes the Braking Point Content Pack as well as access three days early and 18,000 PitCoins.If you’re still waiting to jump on the next-gen console wagon, fear not; F1 2021 supports upgrading from PlayStation 4 to PlayStation 5 and Xbox One to Xbox Series X or S for free. No need to buy the game twice.
This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io More