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    The 10 Best Police Scanners to Buy 2020

    Active and aware community members want to follow along with local updates as they happen—and there’s no better way to follow the movements of public safety personnel than with a police scanner. Scanners come in all forms, from handheld to desktop, but they all have the same purpose: to keep you and your family safe and informed with regards to the activity of area emergency personnel.
    However, police scanning is not only for staying updated on local emergencies and events. In recent years the pastime of listening to public band radio has blossomed into a hobby with its own vibrant online community. Listeners follow emergency personnel frequencies in all situations, at home, while driving, or even while out and about. Listeners on scanners nationally and internationally can also key into private events like sports and conferences using public frequency radios. At the end of the day, listening to radio scanners is one of the only hobbies that’s both fascinating and could simultaneously save your life!

    Factors to Consider in a Police Scanner
    Handheld or Desktop?
    There are two major design families for police scanner: desktop scanners for at-home use and handheld scanners for when you’re moving around. Desktop scanners are larger and plug into the wall; they typically have more features and better antennas. Portable scanners are handheld and look similar to a walkie talkie, but they have limited battery life and require recharging. If you want something to use while driving or traveling, a portable scanner is best. For home use and keeping your family updated during emergencies, pick up a desktop scanner.
    Some scanners also have different mounting options, notably brackets for hanging the device on a wall or slots to insert a scanner in your car stereo. If the scanner has one of these unique mounting mechanisms, it will typically also have a flat bottom and installed speaker to function on any flat surface.
    GPS Capability
    Typically only available on handheld models, GPS-equipped police scanners can automatically tune into local frequencies as you physically move between different municipalities. Due to the fact that desktop scanners usually stay in the same place, devices meant for home use usually don’t have this feature.
    Trunking Capability
    Many governmental agencies that use two-way radio to communicate utilize a technology called trunking, where the radios rapidly switch between frequencies during broadcasts. By doing this unpredictably, they make it difficult to listen to transmissions.
    If the organizations you listen to use trunking-equipped radios, you’ll have to buy a scanner that is able to listen to those same frequencies. To see if your local public safety personnel uses trunking technology, check radioreference.com for a curated list of all of the channels in your area.
    Programming
    Scanners are better than conventional radios because of their ability to cycle through, or ‘scan’ through different frequencies and stop when the unit picks up radio chatter or activity. A good police scanner has an accurate and simple-to-use scanning function that is easy to program. Programming allows you to identify exactly which frequencies you’d like to monitor, whether that be airport, police, or fire department chatter. Without easy programming functions, it will be difficult to listen to the frequencies most interesting or relevant to you.
    Computer Connection
    With small and difficult-to-read screens and buttons, a scanner’s full potential can only be unlocked when plugged into a personal computer. Higher-end models typically have proprietary software that allows users to customize and access information and data, although less advanced models lack this functionality entirely.

    Top 10 Best Police Scanners 2020

    1. Best Overall Police Scanner: Uniden BCD536HP HomePatrol

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    Why we like it: This relatively expensive scanning unit is capable and simple to use directly out of the box, but is also capable of more advanced technical listening.
    Editor’s Rating:

    Technical Specs
    Form Factor: Desktop/Car StereoGPS Capability: YesTrunking Capability: Yes
    With a full clock and great antenna sensitivity, this scanner is a middle-ground option, suitable for just about anyone looking for something capable to grow with them. If you need something simple for now, but you’re hoping to get in touch with more difficult-to-access frequencies later, this is a great option.
    The unit is capable directly out of the box without any setup, but has plenty of features to explore. Because of its tiered levels of technical difficulty, the high-price unit has one of the best learning curves of all scanners on the market.
    Containing technology that allows the scanner to connect to WiFi, the unit is also mobile compatible via an app called ‘Siren,’ designed by Uniden, which connects via an internet network and allows you to manipulate and control the radio scanner via your smartphone. Be aware that in recent years Uniden has begun to favor PC software over the phone app and thus the app now receives only limited and infrequent updates.
    Some users report the screen’s LED backlight dimming over time, but as the unit is incredibly long-lasting, something has to fail first. The dimming doesn’t render the unit unusable, and even without a screen the unit would be functional via the phone software, the full suite of buttons, and the phone app. In fact, screens are practically a recent innovation with police scanners, so some dimming after years of use is practically a non-issue.
    The unit can be equipped with an SD card, but that’s only necessary if you need the device to scan more advanced and less-used frequencies. Setup of this feature is technically challenging, but using the SD card is an option if you’re looking to unlock the device’s full potential.
    It’s fully capable out of the box: just plug in the zip code. However, for the tinkerers, there’s a world of possibilities to be unlocked.
    Programming
    Out of the box, this unit offers programming at its simplest, accomplished simply by plugging in your zip code. Its WiFi capability means it can also be programmed with the mobile app or the scanner’s GPS function. You can also program frequencies by hand with the keypad, although that is a bit more difficult

    Pros

    Capable out of the box, but can grow technically as your skills develop
    WiFi-equipped
    Compatible with Uniden’s proprietary ‘Siren’ phone app
    Can be set up with an SD card

    Cons

    LED backlight dims over time
    App receives limited support

    2. Easiest Police Scanner to Use: Uniden BC75XLT

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    Why we like it: An inexpensive unit without trunking still holds its weight against more expensive units, featuring a GPS-equipped setup, reliable reception, easy use, and solid construction.
    Editor’s Rating:

    Technical Specs
    Form Factor: HandheldGPS Capability: YesTrunking Capability: No
    While the Uniden BC75XLT is not set up for radio buffs, it is still a capable unit that will pick up all the channels needed to keep you and your family safe. With no trunking capability, it can only pick up simple analog signals used by only the smallest of police departments.
    While police listening is limited, there’s still plenty of traffic on non-trunked airwaves: 32,000 available frequencies contain the majority of American radio traffic. Civil servants, firefighters and more public safety agencies still operate on bandwidths with non-trunked, analog frequencies.
    The device itself is incredibly easy to use, and a separate GPS plug-in will allow you to unlock new frequencies while driving. This keeps you from having to program new frequencies or zip codes while on the highway.
    The handheld unit is thoughtfully built. A rubber-coated antenna won’t break or bend and provides ample reception for the most used frequencies. Soft buttons and a numeric keypad make menu navigation and programming easy. Power comes via a USB port that allows the unit to connect to a computer using Uniden software, and the device is compatible with some aftermarket software as well.
    Programming
    The soft numeric keypad and GPS capability make programming during use relatively easy with the buttons, but the easiest way to bypass scrolling through menu after menu with your thumbs is hooking the unit up to a computer.

    Pros

    Simple use and operation
    Good build quality with a rubberized antenna
    Soft buttons make the unit easy to navigate and program
    GPS compatibility

    Cons

    No trunking capability

    3. Best Budget Police Scanner: Uniden Bearcat

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    Why we like it: A remarkably capable scanner is easy to use, durable, and inexpensive, although without trunking technology, it can only access analog frequencies.
    Editor’s Rating:

    Technical Specs
    Form Factor: HandheldGPS Capability: NoTrunking Capability: No
    Uniden nabs another entry on our list with an inexpensive handheld police scanner that has much of the same functionality as other offerings at a lower price. For a $100-ish price tag, the scanner is remarkably capable, containing 30,000-plus monitorable frequencies and ten separate memory banks to isolate programming. Scrolling through about 500 channels per second, the scanner is not only loaded with memory, but works quickly as well.
    For new listeners, programmed presets will have you monitoring frequencies in your area without so much as entering your zip code. Although, because the model doesn’t have trunking capability, make sure that your public safety personnel doesn’t employ the technology or you won’t be able to listen along.
    To avoid programming or GPS-based setup, the radio uses a cool technology that detects the closest signals and monitors those, so out-of-the-box user input is practically unnecessary. If you program specific frequencies, though, you can use the backlit screen and numeric keypad, which are upgrades from more expensive scanners like the Uniden BC355N, which doesn’t have either.
    The package feels a little cheap, and the rubber antenna and plastic case feel made-in-China. The soft buttons can be unresponsive and make the device difficult to program. Power comes via two AA batteries, and although they’re easy to find, they don’t last and you’ll need to invest in rechargeable batteries if you want to get any reasonable duration from a charge. Plenty of other scanners can be directly plugged into a wall.
    Programming
    Solving some of the woes of handheld programming is the scanner’s connection capability, as proximity-based programming means you can just turn on the scanner and be good to go. The unit can also be plugged into personal computers and programmed via Uniden’s free software. If you upgrade to rechargeable batteries, you can also use this time to juice-up—the batteries can conveniently be recharged via USB.

    Pros

    USB charging
    Good memory bank
    Backlit screen

    Cons

    No trunking capability
    Cheap plastic case
    Poor battery life

    4. Best Desktop Police Scanner: Uniden BC365CRS 500

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    Why we like it: A desktop analog scanner still is useful in areas without much digital trunking traffic and provides great bang for your buck.
    Editor’s Rating:

    Technical Specs
    Form Factor: DesktopGPS Capability: NoTrunking Capability: No
    Taking a different approach to police scanning and the traditional radio form factor, the Uniden BC365CRS 500 is a more passive police scanner. It has a form factor similar to an alarm clock, and its clock feature means the concept is relatively similar to most radio alarm clocks. Set the timer, and the radio turns on at a specified time.
    The similarities stop there: instead of scanning commercial radio channels, the device scans your selection of preset public safety channels. You can program up to 500 frequencies on the device, all via the numeric keypad and back LED screen.
    Without trunking capability, this will function best in areas that don’t use trunking technology, although you’ll still be able to get some practical use in areas that have recently-upgraded systems by listening to non-trunked radio traffic.
    For example, if you live in Chicago, you’ll be able to listen to the Office of Emergency Management, Department of Transportation, and the Fire Department. Unfortunately, you won’t be able to listen to organizations with sensitive information; departments like the Sheriff’s Office or the Police Department require more advanced technology.
    All this is to say that, depending on your priorities, the Uniden BC365CRS 500 could mean the best bang for your buck among desktop units. It’s not the most technically advanced unit in the world, and it is beat out in terms of features even by user-friendly units like the Uniden HomePatrol-2. However, dollar for dollar, especially if you live in an area that uses non-trunked tech, this is the way to go when it comes to desktop scanners
    Programming
    Programming all happens with the numeric keypad and backlit LED screen. Some additional mode and preset dials make programming easier than most button-only units, but the best option is still something with software integration.

    Pros

    Programming of up to 500 channels
    Inexpensive price
    Alarm clock feature
    Great bang for your buck

    Cons

    Doesn’t have computer software programming support of more expensive models
    No trunking technology

    5. Best Premium Police Scanner: Uniden SDS200

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    Why we like it: The best scanner that money can buy delivers on its high price with the ability to listen to nearly every public frequency in the United States.
    Editor’s Rating:

    Technical Specs
    Form Factor: Desktop with standGPS Capability: YesTrunking Capability: Yes
    The premium Uniden SDS200 is not the Rolls Royce of police radio scanners, it is the F16 fighter jet. And with a manufacturer suggested price tag of almost $700, it costs almost as much. As evidenced by this model, though, to get the best performance, sometimes you have to pay the price.
    The SDS200 is a desktop rethinking of Uniden’s former industry-standard model, the SDS100. Its build quality is top-notch, and the included stand that comes with the scanner is made of solid metal designed to screw directly into a table or cabinet. It can also be used without this stand and sit flat on a table or counter.
    The key innovation with this scanner is Uniden’s I/Q Receiver and Trunk Tracker X technologies. Along with luxury touches like a backlit keypad, machined metal volume dial, and multicolor LCD screen, what you’re really paying for with this device is access to the most technologically advanced radio systems. Governmental departments in recent years have switched to more advanced technologies, locking many out of listening to formerly publicly available transmissions. Uniden has spent millions of dollars in research and development to emulate and track these systems, allowing you to listen to almost every public frequency user in the US and Canada.
    For passive listeners in many metropolitan areas, you’ll be able to pick up pretty much everything on a device like the entry-level Uniden BC355N, but for avid enthusiasts who are looking to maximize technological capability, listen to all bands of frequencies simultaneously, or play around with decoding strange bandwidths and simulcast frequencies, the SDS200 simply cannot be beaten.
    For the most dedicated of radio heads, the SDS200 has NXDN, DMR, and ProVoice capability to listen to agencies that use those technologies, although these limited use cases require an additional paid license.
    Programming
    With a proprietary software made by Uniden for programming the unit’s many memory banks, setting up this scanner is a breeze. There are frequencies that this system can access that aren’t even listed publicly, a testament to Uniden’s incredible commitment to the production of the best products and systems on the scanner market.

    Pros

    Proprietary technology allows countrywide listening
    Top-notch build quality
    Additional upgrade capabilities
    Color screen

    Cons

    Astronomical price

    6. Most Affordable Trunking Police Scanner: Whistler WS1065

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    Why we like it: A relatively inexpensive model that is both easy to use and contains most new radio trunking technologies is well equipped to take on industry titan Uniden, at least at this price point.
    Editor’s Rating:

    Technical Specs
    Form Factor: DesktopGPS Capability: NoTrunking Capability: Yes
    Containing the latest trunking technology for a fraction of the price, Whistler produces a worthy adversary for the industry’s highest-priced manufacturers with the WS1065. As public safety continues to make the shift from stable analog frequencies to trunked, constantly changing digital frequencies, listeners need to have technology that keeps up.
    In a lot of areas, conventional analog technology is still commonly utilized. In those areas, a cheaper unit like the Uniden BC75XLT is perfectly adequate for staying up to date. However, as big and mid-sized cities continue to use trunking technology and smaller cities begin to adapt to new systems, non-trunked technology is slowly falling out of use. The Whistler WS1065’s advantage is making trunking technology available at an accessible price, and while it doesn’t stay up-to-date with the very newest systems, it functions properly in a vast majority of the country.
    The desktop unit has a solid but mainly plastic construction. Switches, dials, and buttons are all solidly built, but Whistler does have some warranty provisions in place just in case the unit breaks. A built-in speaker and a headphone jack permit multiple listening methods.
    The Whistler W1065 gets the job done in most places, with a great bang for your buck, but for those who are trying to get access to every frequency possible, systems like the Uniden SDS200 simply have more advanced trunking capability. It’s probably prudent to check a database site like radioreference.com to make sure frequencies used by public authorities in your area can be accessed by this police scanner.
    Programming
    Programming is most easily done manually via the Whistler WS1065’s button dashboard, which is less than ideal. Although the keypad does have a full numeric keypad, it can still be pretty painful to program individual frequencies, let alone entire memory bank presets. The least painful part of programming is using the large, easy-to-read, backlit screen. There is a PC/IF jack that allows the device to connect to a computer, but you have to buy a separate cable to do so. Whistler doesn’t offer its own software.

    Pros

    Inexpensive trunking technology gets the most bang for your buck
    Easy-to-read screen
    Solid construction and warranty

    Cons

    Difficult programming
    Trunking technology isn’t comprehensive

    7. Whistler WS1040

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    Why we like it: The expensive Whistler WS1040 scanner is trunking capable but mainly designed for at-home use, reading frequencies from almost all agencies in case of emergencies.
    Editor’s Rating:

    Technical Specs
    Form Factor: HandheldGPS Capability: YesTrunking Capability: Yes
    The Whistler WS1040 is only beat out by the Uniden HomePatrol-2 in terms of easy use and navigation. With a screen that rivals that of smartphones in both size and readability, this unit is targeted at buyers looking for a reliable user-friendly unit and are willing to pay a high price. With high price comes high-tech, and the Whistler WS1040 offers a trunking capability similar to the Uniden SDS200.
    The handheld unit stands up by itself, so it’s possible to set it out on a kitchen counter for casual listening without issue. Should an emergency situation come up, its small size allows it to be picked up in a second and become instantly mobile.
    Whistler is Uniden’s biggest competitor for the top tier of police scanning units, and they have a response to every single model in Uniden’s lineup. This model, on the other hand, is unique and doesn’t really have a comparable Uniden version. It treads a unique line between home friendly and technically capable, simple to use but also incredibly wide in terms of accessible frequencies and programmability.
    Programming
    Programming is similar to the desktop or wall-mounted Uniden HomePatrol-2. Just key in your zip code and the device will automatically populate its memory banks with segmented frequencies based on departments depending on where you’re located. Banks are extensive, and even the agencies using the most advanced trunking technologies can be picked up.

    Pros

    Easily programmable by GPS or Zip Code
    Extensive memory banks
    Simple to use
    Highest level of trunking technology

    Cons

    Quite expensive

    8. Best Police Scanner for At-Home Use: Uniden HomePatrol-2

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    Why we like it: A simple-to-use color touchscreen and the option to mount the device on the wall make this the perfect unit for home use.
    Editor’s Rating:

    Technical Specs
    Form Factor: DesktopGPS Capability: YesTrunking Capability: Limited
    While most scanners daunt with complex programming, alphanumeric keypads, and loads of difficult technologies to decipher, the Uniden HomePatrol-2 is meant for a buyer looking to stay updated with the news, but not the tech. The admittedly expensive unit is almost like using a simple smartphone or a home security system, as the touchscreen-equipped unit is incredibly easy to use.
    This unit is based on a desktop setup, but includes hardware that permits it to screw onto a wall for simplicity’s sake. The color display is bright and easy to read, the touchscreen is responsive. The software itself on the screen itself is simple, using a series of stacked and well-organized menus to manage the radio scanner. Presets are easily accessible, and the speaker is loud and high quality, nice for casual listening while performing household tasks.
    The trunking feature allows the system to tap into most networks but it is not as complete as more expensive setups like the Uniden SDS200. It’s still quite comprehensive, though, and in almost every area of the country you’ll be able to pick up most public safety agencies. Police, hospitals, fire departments, and local emergency response personnel are all fair game, but some of the more intricate niche frequencies for aircraft or private use aren’t available.
    For scanner listeners mostly interested in buying something for home use to stay up-to-date during area emergencies, the Uniden HomePatrol-2 is a perfect pick.
    Programming
    Programming is incredibly simple for the average user, just enter your zip code and you’ll be automatically reading the frequencies of local authorities. You can also connect a GPS receiver, but given that this is meant for home use, it’s largely unnecessary. While it can be connected to a computer to interact with Uniden’s software, most programming functions (everything from presetting channels to creating scanning banks) are relatively simple to accomplish just using the touchscreen.

    Pros

    Just plug in your zip code to start scanning
    Sensitive touch screen makes programming easy
    Color screen is easy to read
    Includes hardware to mount the unit on walls

    Cons

    No access to niche frequencies
    Premium price tag

    9. Best Entry-Level Police Scanner: Uniden BC355N

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    Why we like it: Another Uniden offering is a simplified version of more expensive models, providing the same support and build quality without trunking capability.
    Editor’s Rating:

    Technical Specs
    Form Factor: DesktopGPS Capability: NoTrunking Capability: No
    Using similar technology to its superstar big brother, the Uniden SDS200, the Uniden BC355N is a desktop unit that is simple to use for listeners new to scanning technology. At less than $100, it’s one of the cheapest police scanners on the market.
    Uniden’s simple platform comes encased in an inexpensive but sturdy plastic case. The unit itself is quite small, about palm-sized, but the speaker is big enough to hear clearly. The buttons are clearly labeled and give good tactile feedback; the screen is bright and easy to read, although it lacks the color and LCD capability of other options.
    The key feature that this system lacks is its inability to listen to trunked radio systems. A large percentage of governmental departments using radios to communicate use trunking technology to prevent casual listeners from listening in. To do this, they use radios that hop frequencies to make listening difficult. This scanner lacks that capability, and thus won’t pick up a lot of radio traffic in areas with trunked systems. Check what technologies your local authorities use to prevent disappointment down the line.
    Programming
    The Uniden BC355N uses a technology that scans about 100 frequencies per minute, with a memory bank of about 300 frequencies. Programming can be a little bit difficult due to the device’s limited keypad, so have patience and read the owner’s manual in case you run into difficulties. This device doesn’t connect to the computer, so all programming has to be done manually with the buttons on the receiver.

    Pros

    Inexpensive
    Good for entry-level users
    Bright screen

    Cons

    No trunking capability
    Programming is difficult

    10. Uniden BearTracker Scanner

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    Why we like it: Uniden delivers top-level scanning and trunking technology for a price about half that of their most expensive models, although the setup is best handled by someone with experience.
    Editor’s Rating:

    Technical Specs
    Form Factor: Desktop/Car StereoGPS Capability: YesTrunking Capability: Yes
    While at first glance the Uniden BearTracker appears like a cheaper alternative to the twice-as-expensive Uniden SDS200, a look at the programming method behind this scanner quickly reveals the flaws in this piece of equipment.
    Namely, ease of use. With no included instruction manual and an extensive, technical programming process, only radio buffs will get value out of this system—the most frequent complaint on this item is that new users physically can’t get the radio even scan frequencies.
    For the devotees, though, this device represents a different story. It’s actually a completely fully-featured unit. Sure, it takes hours of Youtube videos to set up (and maybe an advanced degree), but in the same way that the Uniden HomePatrol-2 isn’t useful for the experts, this one is.
    Complexity is obviously difficult to manage, but it’s also remarkably capable. 9000 available channels, location-based scanning, and reprogrammed public safety notifications all are features not typically found on sub-$500 units. This model permits radio memory banks that can be set up to read different frequencies, departments, and municipalities, all for under $200.
    The scanner’s physical format fits directly into your car’s stereo slot, but it can also be used as a desktop set as it has a built-in speaker. Solid construction and plastic buttons are a testament to Uniden’s build quality, backed up by a 12-month manufacturer warranty.
    Programming
    Although there is an option to connect your personal computer directly to the scanning unit, it barely helps. Frequencies are inaccessible except with intricate programming, accessible only behind layers and layers of menus. Trunking ability exists, but it’s the same way—it can only be found after hours messing with strangely organized menus. Once you’re familiar, though, you’re locked in, and this is a unit that can be rewarding for buffs at an inexpensive price.

    Pros

    Inexpensive for a model with full trunking capability
    Compatible with car stereo mounts
    Radio buffs can unlock full capability for an inexpensive price

    Cons

    Programming requires advanced skill
    Hard to set up the radio to scan proper frequencies

    Guide to Buying the Perfect Police Scanner
    Police scanners range from simple models meant for at-home emergency monitoring like the Uniden HomePatrol-2 all the way up to complicated and enthusiast-oriented models like Uniden SDS200.
    When shopping, it is important to identify your priorities. Take a serious look at why you’re looking to buy the unit. Unlike other products, higher prices don’t necessarily yield a superior product. What they will get you is a more complex police scanner. Key when shopping is to examine what agencies or services (police, fire, public emergency, aircraft, or others) you’d like to listen to, and then eliminate all of the options that can’t access the frequencies you’re looking for.
    Police Scanner 101
    Most public authorities use radios to communicate—police officers talk to each other, 911 operators talk to fire departments, EMTs talk to dispatchers, almost everyone from a government agency uses a radio to communicate. Most of these radio frequencies are not encrypted; they’re available for use by almost anyone. This is where a police scanner comes in: the object is to pick up those transmissions and listen in on local happenings.
    A police scanner is not just a radio to tune into a specific public channel, it’s a scanner. The key difference is that it has is the ability to cycle through various radio frequencies and stop when there is activity. When that activity is done, (a conversation between a police officer and a 911 operator, for example) the scanner will resume cycling through frequencies until it picks up on more radio activity.
    There are thousands of channels across the country, most of them relatively active, and you can’t listen to them all. When you purchase your scanner, you’ll have to decide what you’re looking to listen to. Are you looking to be aware of emergencies or are you listening to airport or racetrack chatter for fun? You can program your interests or needs into your scanner.
    To find out which frequencies your local authorities operate on, head to radioreference.com for a comprehensive list of channels and their descriptions. Some scanner manufacturers will have that information contained in their proprietary computer software, which you can use to program your radio, or in booklets that they’ll include with their scanners.
    After you’re set up, just sit back and listen, whether that’s for fun or for safety. You can continue to listen to new channels and play with functionalities as you learn more about your unit.
    What Can I Use My Scanner For?
    Police
    Police scanners, as evidenced by their name, are most commonly used to monitor police activity. Police officers are the most active and versatile of all emergency personnel, so by listening to police chatter, you’ll be able to catch pretty much everything interesting happening in your area.
    Fire Department
    Fire department channels are great frequencies to listen to if you’re looking to monitor emergency situations. While firefighters and fire dispatchers aren’t typically as active as police officers, they do happen to be most on-the-go in big events like natural disasters, fires, and civil unrest. Typically, if there’s an event you need to be worried about, there will be chatter about it on frequencies reserved for fire departments.
    Air Traffic
    For plane spotters and enthusiasts, monitoring air traffic controllers is another way to further engage with the hobby. While you’ll have to be relatively close to an airport to listen in, there’s a wealth of interesting information, protocol, and even inside jokes to catch up on. Air Traffic is best on a scanner but now there are online feeds that service major airports.
    Auto Racing
    While auto-racing is in a separate category from other types of public-band radio access, motorsports enthusiasts across the world use it to get a unique picture of race day. Each team is assigned a different radio frequency, and they use it to communicate with their drivers, race officials, and within their team. Even if you’re not a huge racing fan, listening in can be fascinating.
    Adding GPS Capability
    Radio towers are stationary, so if you take off driving with your scanner keyed in to the same frequencies as at home, you’ll quickly lose reception. While it’s possible to plan your trip in advance and program in the frequencies on your route or pull over and update periodically, the simplest and most efficient way to keep up-to-date is by hooking up your radio unit to a GPS.
    Not all police scanners have GPS functionality, and even fewer have actual built-in GPS. For those with the optional functionality, you can buy a GPS device like the GlobalSat BR which plugs into your transmitter and, as if by magic, will automatically listen to the proper channels.
    Improving Reception
    One of the biggest issues users have with police scanners is getting reliable reception. It’s incredibly frustrating and dangerous to try to get up-to-date emergency information and be foiled by your own equipment.
    There are two products in particular you can buy if you’re having trouble getting a signal at home. The first is an external antenna. These antennas attach to your roof or some outdoor point and feed into your scanner at home. Upgraded antennas are also available for handheld scanners to improve reception. You can also buy a signal amplifier, which is an auxiliary device that boosts the incoming radio signals.
    Why is a Physical Scanner Better than an App or Website?
    With the advent of police scanner technology that broadcasts directly online via websites or through downloadable phone apps, the number of people who listen to police scanner activity has skyrocketed.
    While apps and websites are cheap and convenient, there are a number of advantages to having your own physical scanner at home or in your vehicle.
    Clarity is greatly diminished for any transmission that passes through an online transmitter. If you want to be able to hear police activity clearly, you’ll want a physical scanner.
    You’re no longer reliant on internet and cell coverage. Everything on a phone app or online comes through the internet, so if your coverage, internet, or power goes out, you’re pretty much hosed. A battery power scanner is dependable for getting you the vital information you need even when other services have failed.
    Once you have a scanner, you’ve made an investment you won’t have to keep paying. Apps typically charge monthly or use advertising to make money, while websites run advertising during the broadcast that can block you from getting access to the most current information.
    A scanner doesn’t have owner-imposed restrictions because you are the owner. Websites sometimes restrict active police channels for various reasons, but you’ll never lose out on the action with your own scanner.
    You typically can’t listen to more than one channel on monitoring apps and websites. Physical scanners are programmed specifically to be able to pick up multiple frequencies simultaneously.
    Scanner websites have to be updated with the most accurate frequencies, and when they aren’t updated or they’re missing a channel, you’re out of luck.
    Online Communities
    While monitoring scanner activity used to be a pretty solitary activity, online communities have sprung up on forums to share technologies, interesting events, and updates. Communities are welcoming and happy to teach newcomers the ropes. Radio is a passion for many and it’s something that’s rewarding, fascinating, and intellectually stimulating. The two main online communities are listed below:
    Radio Reference: Along with keeping an updated record of all public radio frequencies, the website runs a forum of passionate radio listeners who love to talk about the technical details.
    RDForum: Mostly for HAM radio heads, the community has a dedicated group of police scanner listeners that love to chat.
    Legality
    When listening to authorities it can feel exciting and even secretive—but is it legal to listen to these broadcasts? The answer is an unequivocal yes. Anything that you can hear through your radio is classified as public information, so get curious about it! There’s plenty of interesting and exciting things to be found.
    It is enshrined in federal law to be able to listen to these types of communications. In fact, while other radio communication is encrypted, most authorities continue to leave transmissions unencrypted specifically so that they can be listened to by the public. Law enforcement groups sometimes use ‘trunked’ radio signals that periodically change frequencies to discourage casual listeners, but most scanners on the market have the same technology and as such will be able to key into conversations as they hop across the different radio bandwidths.
    Wrapping up
    Looking for a police scanner is a big deal: it’s an expensive purchase, and as with any personal safety device, it’s something that can potentially affect your life in a big way. Remember, at the end of the day, any police scanner is better than nothing, and as long as you have a device that can listen to the most active frequencies, for you and your household everything else is just icing on the cake. You’ve already made the best decision: the one to buy a piece of equipment that can protect you and your family during emergency situations. More

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    The 10 Best Go Karts for Kids In 2020

    Go-karting is one of the most enjoyable activities imaginable for a child. The thrill of careening downhill with the wind blowing through your hair or pulling off the perfect drift on the neighborhood cul-de-sac is impossible to beat—and the real thing is so much more exciting than even the most closely fought Mario Kart Grand Prix.
    Are you looking to spoil your little one rotten on their next birthday? They’ll love you forever if you bring a brand spanking new go-kart home. Here’s everything you need to know about go-karts and our top 10 recommendations so you can shop with confidence and pick out the perfect product for your child.
    Three…two…one…go!

    Things to Consider when Buying a Go-Kart
    Buying a shiny new go-kart is a pretty significant investment, probably the most expensive toy you’ll ever purchase for your child. So to ensure you don’t regret your decision, you must factor in several considerations before hitting the ‘buy now’ button. Here are the top things to think about when shopping for a go-kart.
    Safety
    ‘Safety first,’ as the old saying goes, and never has the idiom been more important than the safety of your child. Before anything else, you need to consider whether the go-kart you’re looking to buy is appropriate for a child of that age (we include a recommended age range on all our reviews). Next, take a look at the safety features on board. Does it have (and does it need) seat belts, shoulder straps, foam padding, bumper bars, and a roll cage? Is the frame likely to withstand a significant impact? These are important questions that we’ll cover in our reviews.
    Cost
    With kid’s go-karts ranging from a couple of hundred bucks to a couple of grand, there’s something out there on the market to suit every household economy. But as much as you’d love to spoil your child, you mustn’t overstretch your budget. Work out how much you can afford to pay, set yourself a maximum limit, and stick to it. Your child will still love you if you go for a cost-effective model, so don’t feel pressured to splurge. Having said that, if you’ve got the funds, there’s no harm in picking up a top-of-the-range machine.
    Type of Go-Kart
    As cool as go-karts are, kids love mucking around on trikes, buggies, and quad bikes as well. Which option is best for your little one, then? Well, it depends on your budget and the type of terrain where they will use the vehicle. Trikes and karts tend to work better on roads, while buggies and quads can venture off the beaten track. If you live out in the sticks, it might be worth looking at a more all-terrain go-kart.
    The Engine
    Go-karts work through one of three different propulsion systems: pedal power, an electric motor (12V or 24V), or a gas-powered internal combustion engine.
    Pedal-powered machines are easy to maneuver and won’t go fast (except down steep hills), so they’re better for little kids aged 3-7.
    Electric powered karts range from slow to fast, making them great for kids between 6 and 10.
    Gas-powered karts, on the other hand, can be menacingly quick, and the added danger factor means they generally aren’t suitable for children under 11. There are some exceptions, though, such as the TrailMaster MINI XRX Kart.
    The load capacity
    Go-karts are rated to carry a set amount of weight, which is known as the load capacity. Only consider buying a go-kart in which the load capacity significantly exceeds the weight of your child. If daddy plans on doing a few burnouts around the block, then factor in his weight as well. Some go-karts can carry two passengers, in which case you’ll need to add up both their weights before comparing the final sum to the load capacity.
    To learn more about the exhilarating world of go-karts, jump ahead to our Go-Kart Buyer’s Guide.

    Top 10 Best Go Karts for Kids 2020

    1. Best Go-Kart Overall: Razor Dune Buggy

    View on Amazon
    Why we like it: This beautiful electric powered machine is a child’s ideal introduction to the automotive world.
    Editor’s Rating:

    Fast Facts
    Type: BuggyEngine: 24 V (2x 12V) 350-watt electric motorTop speed: 9 mphSafety features: Bucket seats, seatbelt, foam paddingAge range: 8 years and upWeight: 100 poundsLoad capacity: 120 poundsBattery life: 40 minutes
    Review
    If you’re looking to give your little one their first taste of driving, you can’t go wrong with this fantastic electric-powered buggy. You probably recognize the brand Razor for their awesome, kid-friendly scooters—rest assured this buggy adheres to the same high standard of quality workmanship and unbridled fun.
    With a top speed of 9 mph from the 350-watt electric engine, Razor’s midrange Dune Buggy goes fast enough for thrills but won’t put your little one at risk. And should they get nervous, the cushy bucket seat and seatbelt will help them remain firmly tucked in place.
    We love the versatility of this model, too, as your child can enjoy embarking on both off-road and on-road adventures. The kart’s air-filled 8-inch knobby pneumatic tires and all-terrain suspension make it suitable for cruising around the backyard, the park, or the campsite. Your kid will get 40 minutes of use out of a single charge, which isn’t bad considering the terrain it can tackle.
    And once they’ve had their fun, you can lift the 100-pound product up (with a little effort) and stash it away vertically. The machine comes fully assembled as well, a godsend for us less mechanically-minded parents.
    On the downside, there’s no reverse function, which is a bit of an issue at times. However, the thing handles beautifully and has a tight turning circle, so your child shouldn’t get it stuck too often.

    Pros

    Perfect first motorized vehicle
    Fun yet safe
    Can venture off-road
    Easy to control
    Well-known and trusted brand

    Cons

    Can’t reverse
    Only suitable for kids up to 120 pounds

    2. Best Budget Go-Kart: Hauck Lightning – Pedal Go Kart

    View on Amazon
    Why we like it: It’s the best pedal-powered go-kart you can get for under a hundred bucks.
    Editor’s Rating:

    Fast Facts
    Type: Go-kartEngine: Pedal powerSafety features: Ergonomic seat with high backrestAge range: 4 – 7 yearsWeight: 23 poundsLoad capacity: 120 pounds
    Review
    You don’t have to be wealthy to buy your kid a go-kart, as many pedal-powered models are cheap enough for the average American family to afford. And this delightful unit from Hauck is the best of the budget-minded bunch and you will still receive change from a Benjamin.
    The Lightning stands out among other pedal-powered go-karts for its impressive functionality and design. The kart’s rubber wheels are notably better than its competitors (often plastic), and the race-inspired pedals, sporty steering wheel, and eight ball-style hand break let your kid feel like they’re driving the real thing.
    It’s suitable for both indoor and outdoor use, and can even be taken off-road, although it quickly becomes tiring to pedal on rough terrain like gravel and grass. Little kids love tearing around in the Lightening, and it comes in three cool colors (green, pink, and orange) to suit both boys and girls.
    As for the cons, some assembly is required, although it’s not particularly difficult. The turning circle could be a bit better, and the chain is rather flimsy, but you can’t expect perfection at this price point.

    Pros

    Easy to pedal
    Good for indoor and outdoor use
    Possible to take off-road
    Cool race-inspired design
    Affordable

    Cons

    Requires assembly
    Turning circle could be better

    3. Best Electric-Powered Go-Kart: Radio Flyer Ultimate Go-Kart

    View on Amazon
    Why we like it: The Ultimate looks like it’s straight out of Mario Kart and it is a joy to drive.
    Editor’s Rating:

    Fast Facts
    Type: Go-kartEngine: 2x rear electric motorsSafety features: Speed governor, seatbelt, visibility flagAge range: 3 – 8 yearsTop speed: 8 mphLoad capacity: 81 poundsBattery life: 45 minutes
    Review
    American toymaker Radio Flyer is best known for its iconic red toy wagon, but the Ultimate Go-Kart proves the company knows a thing or two about automotive fun as well.
    Perhaps the best thing about this cool electric go-kart is how well it grows with your child. The adjustable seat suits kids aged anywhere from 3 to 8, which is a broader age range than most competitors. It’s also got a nifty parent-controlled gear lock, A.K.A. a speed governor, so you can inhibit the highest gear until your child is old enough to handle the unit.
    Speaking of gears, unlike our top-rated Go-Kart Overall: the Razor Buggy, this fantastic kart has a reverse gear so your little one can easily navigate out of a tight spot.
    Once your kid gets access to the third (and highest) gear, they’ll love doing drifts everywhere—a pure adrenaline-pumping pleasure thanks to the kart’s wide rear slicks. Said tires are indeed plastic, which isn’t ideal, but they do allow for some pretty gnarly drifts. And the fun lasts for at least 45 minutes on a single charge thanks to the high-capacity 12V battery.
    Kids love its traditional go-kart design, which is especially endearing when dressing up as Mario to act out a wild race from the popular Nintendo game—add real-life banana peels for hilarious effect.
    Going off-road is doable depending on the weight of the child, but you’ll always get better performance on a nice smooth surface. It’s a bit slower than the Razor Buggy as well, which means it’s not ideal for serious thrill-seekers. The unit requires some assembly, but nothing too complicated.

    Pros

    Grows with the child
    Parent control of the gears
    Long battery life
    Suitable for a wide age range
    Looks like a go-kart from Mario Kart

    Cons

    Not as fast as other electric karts
    Requires some assembly

    4. Razor Force Drifter Kart

    View on Amazon
    Why we like it: Its classic go-kart design and high-powered electric engine make this a drifting machine.
    Editor’s Rating:

    Fast Facts
    Type: Go-kartEngine: Variable-speed, chain-driven electric motorTop speed: 12 mphSafety features: bucket seat, shoulder strap, flagAge range: 7 years and upWeight: 72 poundsLoad capacity: 140 poundsBattery life: 40 minutes
    Review
    Razor makes our favorite Go-Kart for Kids Overall with their widely popular Dune Buggy. And this ultra-fun Drifter Kart could have enjoyed pole position if not for one significant flaw—the batteries can be problematic and sometimes die completely. But bear in mind, the issue is relatively rare.
    Aside from that issue, the Force Drifter Kart is a hoot. It’s faster than most electric competitors, topping out at an impressive 12 mph. And that extra juice—coupled with its specially designed rubber slicks—makes the kart perfect for drifting around town. Fishtails, burnouts, and 180s are way too much fun on this exhilarating drift machine.
    Controlling the kart is a breeze because it comes with a responsive handbrake and three variable speeds. But unlike the Radio Flyer Ultimate Go-Kart, parents can’t lock the gears in place so expect your little one to careen around at breakneck speed. Always check your child has fastened the shoulder strap because you don’t want them to crash at maximum velocity.
    Some assembly is required, and your kid will get 40 action-packed minutes out of a single charge. Note that the slick tires make this thing terrible for taking off-road.

    Pros

    Faster than most electric karts
    Awesome at drifting
    Solid safety features
    Ease to control

    Cons

    Battery can be unreliable
    No parental lock on the gears

    5. Best Pedal Powered Go-Kart For Kids: Hauck Batmobile Pedal Go Kart

    View on Amazon
    Why we like it: What little kid doesn’t want to cruise around in the Batmobile?
    Editor’s Rating:

    Fast Facts
    Type: Go-kartEngine: Pedal-poweredSafety features: Comfortable backrest, handbrake on both wheelsAge range: 4 – 8 yearsWeight: 22 poundsLoad capacity: 120 pounds
    Review
    Hauck does the best pedal-powered karts on the market; their Lightning: Pedal Go Kart is our top budget pick. But for fans of the Batman franchise—and what little kid doesn’t love Gotham’s famous superhero?—the Batmobile Pedal Go Kart can’t be topped.
    In this model, which retails for only a little more than the Lightning, you get much of the same quality design features that make Hauck so great: responsible steering, an adjustable bucket seat, race-style pedals, quality rubber tires, and a cool 8 ball brake.
    The biggest bonus, of course, is that your kid gets to act out their superhero dreams. Fighting crime in Gotham City will be a blast in the Batmobile!
    Putting the kart together takes about 20 minutes and isn’t especially tricky. Annoyingly, the Batman cover on the front tends to fall off sometimes, which kind of ruins the whole fantasy (you can just stick it back on, though).

    Pros

    Cool Batmobile design
    Quality pedals and brakes
    Responsive steering

    Cons

    The batman cover sometimes falls off
    Requires a bit more assembly time than others

    6. Best Quad Bike for Kids: Razor Dirt Quad

    View on Amazon
    Why we like it: This brilliant off-road vehicle comes with superb suspension to soak up the bumps.
    Editor’s Rating:

    Fast Facts
    Type: Quad bikeEngine: ElectricTop speed: 8mphSafety features: NoneAge range: 4 – 8 yearsWeight: 80 poundsLoad capacity: 120 poundsBattery life: 40 minutes
    Review
    Looking for something your little one can tear up the countryside in? Then look no further than the Dirt Quad from Razor. This awesome electric quad bike has been specially designed for outdoor use, making it the perfect toy to rip around the campsite or farm.
    Razor includes tough 13-inch pneumatic knobby tires plus a terrain-tracing rear suspension and a coil shock absorber, all of which equates to epic off-road capability. And that means your child can trample over even the most rugged terrain with ease.
    At 8 mph, it’s certainly not the fastest electric machine we’ve looked at, but neither is it meant to be. The Dirt Quad is all about off-road adventures along tough, bumpy trails. Shifting gears lets the rider adjust their speed, and there’s plenty of torque to churn its way uphill. Coming down, the hand-operated disc brake keeps your kid in control at all times.
    Another big plus to this machine is its durability; powder-coated tubular frame and shatter-resistant plastic fairings will see it last for years to come.
    On the downside, there’s no governor to limit the top speed, and it’s a little tricky for a newcomer to master. More importantly, quad bikes (both kid’s toys and the adult version) are famous for flipping over when turning a corner too hard. It’s imperative you keep a close eye on your little one as they learn to ride.

    Pros

    Awesome off-road driving
    Durable design for optimal longevity
    Variable gears
    Powerful disc breaks

    Cons

    Challenging to master
    Prone to flipping

    7. Best Premium Go-Kart for Kids: Coleman Powersports Off Road Go Kart

    View on Amazon
    Why we like it: The kart boasts a powerful 196cc engine to give you oodles of off-road fun.
    Editor’s Rating:

    Fast Facts
    Type: Go-kartEngine: 196cc, single-cylinder, 4-stroke engine with 6.5 hpTop speed: 31 mphSafety features: Padded seating, safety harness, roll cage, hydraulic disc brakesAge range: 13 years and upWeight: 330 poundsLoad capacity: 400 pounds (two seater)
    Review
    If you’re willing to splash out on a gas-powered go-kart to spoil your kids with serious thrills, then let the Off-Road Go Kart from Coleman Powersports be it.
    Why, you ask? Simple: this thing is an absolute weapon.
    Boasting a chunky 196cc 4-stroke engine, she’s capable of reaching a terrifying top speed of 31 mph on flat terrain. And the kart isn’t even designed for racing as off-road is where it really shines. Low-pressure tires and soft, bouncy suspension soak up the bumps to let your kid blast through the bush without a care in the world. And with side-by-side twin seats and a load capacity of 400 pounds, two siblings can enjoy simultaneous off-road adventures—such nice wholesome fun!
    Of course, high-performance, gas-powered go-karts are a little on the dangerous side, so it’s nice to know Coleman has included an array of protective features. A padded roll cage and a four-point safety harness help to keep the kids out of harm’s way in a crash. She’s also got a kill switch and ultra-responsive hydraulic disc brakes to help prevent one from occurring in the first place. And yes, everyone definitely does need to be wearing a helmet.
    The drawback, of course, is the cost—you’re looking at thousands rather than hundreds here. And as it’s got a sophisticated gas-powered engine, you’ll need to perform regular maintenance to keep her running sweet.

    Pros

    Goes really fast
    Excellent off-road vehicle
    Incredibly fun
    Advanced safety features

    Cons

    Very expensive
    Requires constant maintenance
    Dangerous if not driven carefully

    8. Fisher-Price Power Wheels

    View on Amazon
    Why we like it: It’s an excellent all-terrain option for young toddlers who love going off-road.
    Editor’s Rating:

    Fast Facts
    Type: ATVEngine: Electric motor powered by a 12-volt batteryTop speed: 5 mphSafety features: Automatic power-lock brakesAge range: 3 – 7 yearsWeight: 68.5 poundsLoad capacity: 130 poundsBattery life: One hour
    Review
    American toymaker Fisher-Price has thrown their name into the go-kart market with this respectable electric ATV. It’s designed especially with the little ones in mind, so it only goes a modest 5mph and is super easy to control. Much like the Costzon Electric Go Cart, the Power Wheel sees the child brake by taking their foot off the accelerator—it doesn’t get much easier than that.
    The Power Wheels does have a few extra advanced features to entice young minds. Two gear settings let the driver dictate their speed (2.5 mph or 5mph), and the manufacturer has included a gear for reverse. The highlight, however, is its impressive off-road prowess—the Power Wheels can power through wet grass and rugged terrain with ease.
    For little kids who love exploring outdoor areas like the backyard or the local park, Power Wheels is an excellent choice.
    We’re not too keen on the plastic wheels, though, as rubber would have been the superior option.

    Pros

    Great for toddlers
    Easy to control
    Excellent off-road
    Variable gears and reverse

    Cons

    Slow
    Boring for older kids
    Plastic wheels only

    9. Best Gas-Powered Go-Kart for Little Kids: TrailMaster MINI XRX Kart

    View on Amazon
    Why we like it: Toddlers with a need for speed will adore the horsepower of this potent machine.
    Editor’s Rating:

    Fast Facts
    Type: Go-kartEngine: Air-cooled, 4-stroke, 163cc engine with 5.5hpTop speed: 25 mph with a speed governor set as low as 4 mphSafety features: hydraulic disc brakes, seat beltsAge range: 5 – 9 yearsWeight: 176 poundsLoad capacity: 400 pounds
    Review
    If you’ve got a toddler who just won’t settle for the lackluster power of electric karts like the Costzon, then the 163cc engine of the MINI XRX should satiate their desire for thrills.
    This particular go-kart is specially designed for younger kids who want to tear around the racetrack at breakneck speed. And with a maximum velocity of 25 mph, it won’t disappoint.
    Now, 25 mph is clearly going to be reckless for a 5-year-old child, which is why TrailMaster has included a speed governor into the mix. Simply set it at the desired threshold (minimum 4 mph), and you’ve instantly tamed the savage beast. Other safety features include a seat belt, a padded roll cage, and hydraulic disc brakes.
    Like all gas-powered go-karts, it requires substantial financial investment and continuous care. Unlike the Powersports Off Road Go Kart, the MINI XRX doesn’t do well in the rough, so we highly recommend sticking to smooth surfaces. As a result, you’ll probably have to take this to a racetrack to get proper use out of it, which will entail additional costs.
    The fact two kids can enjoy the ride at the same time helps justify the high price tag. If you’ve got older kids, however, then take a look at the next size up, the TrailMaster MID XRX.

    Pros

    High-powered machine for little kids
    Speed governor
    Goes very fast
    Good safety features

    Cons

    Expensive
    Too small for children ten years and up
    Requires maintenance

    10. Best Go-Kart for Young Kids: Costzon Electric Go Cart

    View on Amazon
    Why we like it:
    Editor’s Rating:

    Fast Facts
    Type: Go-kartEngine: Electric motor powered by a 6V batteryTop speed: 3 mphAge range:  2 – 6 yearsWeight: 16 poundsLoad capacity: 55 poundsBattery life: One hour
    Review
    You don’t have to spend hundreds of dollars to grab your kid an electric-powered go-kart because this machine comes in at well under three digits. Now, the first thing you need to note is this is a little kid’s go-kart; anyone over six is going to get bored of its low top speed and excessive simplicity. But for parents with go-kart-loving toddlers, Costzon deliver the goods.
    The brilliant thing about this product is just how simple it all is. Forget about gears and handbrakes and whatnot, the kart only has one pedal to accelerate, and when you take your foot off, it automatically applies the brake. And that’s why the kart can be suitable for teeny tots as young as two.
    Of course, kids that age are going to treat it pretty rough, which is why Costzon has built it tough with a P.P. and iron chassis, DHPE wheels, and a waterproof surface that’s simple to clean. And just in case your child gets into a crawling speed accident, there’s a tiny little seat belt to keep them safe. Adorable.
    The go-kart comes fitted out with cool flashing lights on the bottom, and the battery lasts an impressive one hour on a single charge.

    Pros

    User-friendly design for young children
    Funky flashing lights
    Durable materials
    Affordable

    Cons

    Very slow
    Too simplistic for big kids

    Go-Kart Buyer’s Guide
    Looking to learn more about go-karting in general? We’ll cover everything you need to know about this fun, kid-friendly pastime right here in our comprehensive Go-Kart Buyer’s Guide. If you just want to know what you need to consider before purchasing a go-kart, then jump to our mini buyer’s guide at the top of the page.
    What Is a Go-Kart?
    As the name implies, a go-kart is a cart that goes. Simple, right?
    Go-karts come with a wide range of propulsion systems, from petite pedal-powered devices to elite gas-guzzling beasts. The vehicles vary in shape and size, too—the traditional design is an open-wheeled car-like machine, although some have roll cages that mimic the style of the buggy.
    In our buyer’s guide, we’ll include dune buggies, trikes, and quad bikes under the umbrella ‘go-kart’ term so you’ll have more choice when shopping for your kid.
    We don’t, however, include gravity powered go-karts, A.K.A., soapbox derbies, or billy karts, as these don’t fall under the technical definition of a go-kart.
    What Powers a Go-Kart?
    A go-kart is run on one of three propulsion systems.
    Pedal-powered go-karts
    These are the simplest type of go-kart on the market and operate through—you guessed it—pedal power. The child must spin the pedals with their legs to make the vehicle move forward, much the same as you would with a bike.
    The key advantage to the simple system is cost—with no expensive engine to install or maintain, pedal-powered go-karts are super cheap.
    On the downside, pedal-powered karts can only go as fast as your kid’s little legs can carry them, which isn’t very fast at all. Bigger kids will find these too slow and infantile to fully enjoy; don’t bother with these for a child over six or so.
    Another advantage of their simple nature is safety. Because the karts can’t travel quickly, your child is unlikely to injure themselves in an accident.
    Check out our favorite Pedal Powered Go-Kart For Kids: the Hauck Batmobile Pedal Go Kart.
    Electric Go-Karts
    Electric go-karts operate on an electric motor powered by a 12V or 24V rechargeable battery, either lithium or lead-acid. These machines have been invented relatively recently and represent the next step up in the go-kart hierarchy. Lower end models can only travel a modest 3-5 mph, which makes them suitable for little kids. The best electric go-karts on the market can hit a thrilling 8-12 mph, making them perfect for kids aged seven and up.
    Electric go-karts are easier to operate and maintain than gas-powered go-karts, although they’re more complex than their pedal-powered counterparts. Pricewise, electric go-karts also sit somewhere between the two.
    Check out our favorite Electric-Powered Go-Kart for Kids: Radio Flyer Ultimate Go-Kart.

    Gas-powered go-karts
    Gas-powered engines are the premium members of the go-kart family—expensive, challenging to maintain, and capable of reaching exhilarating speeds of 30 mph or more. The vast majority on the market use two-stroke engines, with four-strokes generally reserved for serious racing go-karts.
    When measuring the potency of a gas-powered go-kart engine, we tend to look at two metrics: cubic centimeters (cc) and horsepower (hp). Some manufacturers use just one in their advertising, while others might display both to entice the more mechanically-minded buyers out there.
    Gas-powered go-karts for kids tend to be smaller than 200 cc—anything bigger would be too dangerous to give to the average child. In the same vein, anything from the 5 to 10 hp range is okay for a responsible child, but you shouldn’t go for engines more powerful than that for safety’s sake.
    Check out our favorite Gas-Powered Go-Kart for Kids: Coleman Powersports Off Road Go Kart.

    The Benefits of Buying a Go-Kart
    Despite the considerable financial outlay, investing in a go-kart is a fantastic decision that few families ever regret. Let’s take a look at some of the benefits of owning these exciting automotive machines.
    Less Screen Time
    Kids these days spend far too much time inside looking at a screen, whether it’s a tablet, a smartphone, or when playing Xbox. Developing these bad habits from an early age causes a whole host of issues: sleeping disorders, mental health issues like anxiety and depression, and obesity.
    Although go-karting doesn’t provide a tremendous amount of exercise—except for pedal-powered karts, which require a jolly good workout—it does at least get kids outside and socializing. And in an age where young eyes are constantly glued to the screen, that can only be a positive thing.
    An Appreciation for the Great Outdoors
    We live in a spectacular country, and getting your kid a go-kart is the first step towards teaching them to appreciate the beauty of the world. Rather than being cooped up inside all day, go-karting gets kids exploring the neighborhood and savoring the great outdoors.
    The go-kart driving experience is particularly enjoyable on camping trips when your kid can hop on their off-road go-kart and start tearing through the surrounding countryside.
    Wholesome Family Fun
    Go-karts provide hours of fun for the whole family to enjoy. Mum and dad can teach the child the theory behind driving, and the entire family can spend quality time together on a weekend karting excursion. Owning a go-kart allows you to enjoy wholesome fun for years to come.
    Develops driving skills
    Driving is an essential skill we all must learn to make it in this world, so why not give your little one a leg up by getting in early? Go-karting gives kids the chance to hone their driving skills from a young age and will make the learning process much easier once they’re old enough to use a real car.
    Crucial driving skills your child will master through go-karting include braking, accelerating, navigating corners, checking mirrors, and dealing with unpredictable terrain.
    Learning to Share
    Even if you’ve got an only child, it won’t take long before your kid is obliged to share the go-kart with a long list of friends. Giving your child a go-kart will teach them the value of sharing. Children who practice these skills from an early age enjoy enhanced social development and will reap the benefits later in life.
    The Disadvantages of Buying a Go-Kart
    We’ve made a pretty convincing case for the benefits of the go-kart, but there are two significant downsides to consider as well.
    The Cost
    We won’t sugarcoat it: go-karts are expensive.
    The minimum you’ll need to fork out for something long-lasting and fun is about $100. And should you fancy spoiling your child with a high-end, gas-powered machine, the outlay could soar into the thousands.
    The one simple reason most American families don’t own a go-kart is they don’t come cheap. Nonetheless, not many other toys offer the same level of satisfaction, so the investment is entirely justifiable.
    The Danger Factor
    Like driving a car, go-karting involves a degree of risk. Regardless of how careful your child drives and what safety features come included with the kart, there’s always a chance your kid could get injured.
    As a parent, you can do three things to mitigate the risk:
    Purchase an age-appropriate go-kart
    Purchase a go-kart with suitable safety features for its speed
    Train your child how to drive the machine safely and supervise them at all times
    Following these three steps will reduce the risk to virtually zero.
    How Fast Will My Child’s Go-Kart Go?
    Go-karts max out anywhere between 3mph and 50mph, depending on the type and size of the engine. Perhaps a more appropriate question would be: “How fast should my child’s go-kart go?”
    Younger kids aged between three and six don’t have the coordination or responsibility to manage a fast machine, so look for a go-kart that maxes out around five mph or less. Kids up to 10 are capable of safely handling more sophisticated engines, so you can confidently give them a go-kart that reaches a top speed of 12 mph. Kids over 10 are starting to transition into adults and can comfortably handle a serious piece of mechanical hardware; aim to buy them something that goes up 30 mph, with the upper limit only suitable for responsible teens.
    Can I Control How Fast the Go-Kart Travels?
    Parents who feel worried a go-kart may travel too quickly for their child can purchase a model with a speed governor, kind of like a parental control that dictates the maximum velocity the kart may reach.
    Some speed governors work by prohibiting gears. For example, the Radio Flyer Ultimate Go-Kart allows parents to prevent the child from entering into third gear. Other speed governors simply prohibit acceleration once a threshold mph figure has been reached.
    What Do I Need to Know About Safety?
    Keeping your child safe at all times is of utmost importance because there’s no denying that go-karting involves a degree of risk.
    High-powered go-karts require special safety features like seat belts, padded roll cages, harnesses, and hydraulic disc brakes, while slower machines don’t need any of these.
    Pedal-powered go-karts, for example, are only capable of hitting a few miles per hour so there’s not much point installing a four-point safety harness. Electric go-karts will need a few basic safety features, while gas-powered beasts require the works.
    In any case, make sure your child is wearing a helmet whatever they drive.
    How much do I need to spend?
    We’ve recommended go-karts with price tags ranging from $90 to $1,700, so it’s really up to you to determine how much you will spend. To give you a rough idea of what you’ll be looking at, consider the following price ranges:
    Pedal-powered go-karts: < $100 Electric-powered go-karts: $100-400 Gas-powered go-karts: $1000-2000 As you can see, gas-powered go-karts are quite a substantial step up from the others, which is why they’re primarily popular among keen enthusiasts. Where Can my Kids Drive Their Go-Kart? It’s illegal to drive a go-kart on the road in America, whether it be pedal-powered, electric, or motorized. Having said that, plenty of American families let their kids cruise around the cul-da-sec in a low-powered machine. Although it’s possible to modify a gas-powered go-kart to make it street legal, the process requires a significant financial investment and plenty of perseverance. Besides, you probably don’t want your little one venturing off onto the open road anyway. Gas-powered go-karts that require an asphalt surface—such as the TrailMaster MINI XRX Kart — could see you paying a day-use fee at a go-karting track every time you want to drive it. Off-road go-karts and buggies can be driven around rural areas, campsites, beaches and the like. Always check for county restrictions because motorized vehicles may be prohibited in your area of choice. Families in rural areas will have no shortage of places to drive around in their off-road go-kart, while city-living enthusiasts will have to dig around a bit. The Finish Line You’ve now learned everything there is to know about the exciting world of go-karting. Take the time to evaluate the pros and cons of each of our recommended products to determine which is the most suitable for you. By purchasing a go-kart for your child today, you’ll be providing them with a whole host of benefits that will stick with them for years to come. And let’s not forget: driving a go-kart is a whole bunch of fun. Enjoy the race! More

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    The 10 Best Breathalyzers to Buy 2020

    We’ve all been there. A few drinks after work and we tell ourselves, “I’m fine to drive home,” although deep down, you probably know you shouldn’t.
    “It’s okay,” you reassure yourself, “It’s only a twenty-minute journey.”
    For millions of Americans, this is a regular dilemma. Should we, shouldn’t we?
    Alcohol-related fatalities occur on our roads every 50 minutes, and the saddest part is that they’re entirely preventable.
    So why risk it?
    The simple answer is that we humans are terrible at perceiving how drunk we are. Even if we feel completely fine, blowing a positive result can have disastrous consequences, especially if you depend on your license for your career.
    Removing the guesswork from the equation is a good starting point, and we can do this by understanding how our body deals with alcohol.
    Portable breathalyzers help us develop that understanding and enable us to make well-informed, potentially life-saving decisions.

    Keys to Finding the Perfect Breathalyzer
    Before we dive in, let’s take a minute to discuss exactly what you should be looking for in a breathalyzer.
    Sensor Type
    There are two main types of sensors used in most at-home breathalyzers.
    Fuel Cell
    Fuel-cell-based breathalyzers are more accurate, more precise, can provide more consecutive readings, and they last longer. They also don’t need to be calibrated as often, and they tend to last longer. The downside is that they’re usually far more expensive.
    Semiconductor
    If you don’t need incredibly accurate results, you may want to consider a breathalyzer that uses a semiconductor. For most users they’ll work well enough, typically returning a BAC that’s accurate to two decimal places rather than three or more at a cheaper price.
    Accuracy and Precision
    Even among different breathalyzers within each sensor category, there will be a wide variation between how accurate and precise each breathalyzer is. With different margins of error and the number of decimal places displayed varying between each device, these are two of the most important considerations to pay attention to.
    Calibration
    Depending on the type of device you purchase, recalibration may be necessary. Recalibration ensures the internal breathalyzer sensors are giving consistent and accurate readings, which is incredibly important if you’re using your breathalyzer in a professional setting. Some devices need more recalibration than others, so we’ll be sure to point out how often it’s required.
    Usually, this involves a small cost, as well as sending your device away for a few weeks at a time. Alternatively, some models allow you to change the sensor itself, at home.
    Agency Approval
    If you’re buying a breathalyzer in order to ensure that you or your employees comply with various agency regulations, you’ll need to make sure it’s accurate enough to satisfy their requirements. Though not essential, it’s a good shortcut to choosing a device that has been proven to be reliable.
    Without further ado, let’s jump into the reviews!

    Top 10 Best Breathalyzers 2020

    1. Best Overall Breathalyzer: BACtrack S80 Professional Breathalyzer

    View on Amazon
    Why we like it: Simple to use, professional-grade precision, convenient to carry and does the job in under 10 seconds. What more can you ask for?
    Editor’s Rating:

    At a GlanceSensor Type: Fuel cellBattery: 2x AA BatteriesPrecision: 3 decimal placesAgency Approval: DOT, NHTSA
    If you’ve been hunting around for a breathalyzer, chances are you’ve come across BACtrack.
    BACtrack is one of the best-known brands in the breathalyzer space and for a good reason. With superior technology, easy to use interfaces, and incredible reliability, their devices really stand out among the crowded marketplace.
    Their flagship pro-model is the S80 Professional Breathalyzer. Uber convenient and straightforward to use, it’s our top pick when it comes to portable breathalyzers. On top of that, all BACtrack devices come with a one-year warranty, so you can have peace of mind that should anything go wrong, you can have it attended to swiftly.
    Features
    So why do we love it so much? The BACtrack S80 boasts a one-touch operation, making it super convenient and quick to use, especially when you’re on the go.
    The reading flashes up in just 10 seconds on an easy to read LCD display, and the device stores your 10 most recent readings in its history, making it easy to keep track of your past performance.
    There’s also no app to fumble around with. Simply remove it from the bag, blow into the device, and get your reading in lightning-fast time.
    While ‘smart’ devices can be useful, they do add a somewhat unnecessary step to what should otherwise be a simple process, especially if you need to use your phone to obtain your reading.
    The downside of all BACtrack models is that they require regular recalibration, however, it’s an important step to ensure your readings remain as accurate as possible.
    Compared to other models in the range, the S80 is also a little slow to warm up, but for most of us, that shouldn’t be too much of an issue.
    Accuracy
    This model is highly accurate and comparable to law enforcement grade devices. This is down to the use of BACtracks Xtend Electro-chemical fuel cell technology, a superior method of testing.
    The S80 is a professional-grade device, but at such an affordable price point, it’s a wise choice for anyone serious about monitoring their BAC (blood alcohol content).
    If you’re a small business owner, the device can be used to monitor and test your employees to ensure compliance with your company policies. At home, you can use this to self-monitor or keep a closer eye on your teenage children.

    Pros

    Simple to use
    Save your last 10 readings with the inbuilt memory
    DOT and NHTSA approved
    Precision accuracy
    One-button operation

    Cons

    Annual recalibration is required to maintain performance
    Higher price point than other devices
    10-20 second warm-up time

    2. Best Smart Breathalyzer: BACtrack Mobile Professional Breathalyzer

    View on Amazon
    Why we like it: If you’re looking for fun features and to geek out on stats, this smartphone-connected device is an ideal choice.
    Editor’s Rating:

    At a GlanceSensor Type: Fuel cellBattery: RechargeablePrecision: 3 decimal placesAgency Approval: None
    Sometimes it seems devices are made ‘smart’ for the sake of it (take the smart toaster as a shining example). This is certainly not the case in this smartphone-compatible device from BACtrack.
    The BACtrack Smartphone Breathalyzer was incredibly close to securing our top spot. The reason it was pipped to the post is simply that the app is a ‘nice to have’ feature, but not entirely necessary.
    Features
    Compatible with just about any smartphone, this device challenges you to guess your BAC before you receive your official results.  Although it’s a fun game to play, it’s a real eye-opener as to how bad we humans are at understanding our level of tolerance.
    A wonderfully useful feature is the time to zero function, a timer that will predict how long until your BAC reaches 0.00%.
    If you or a loved one has struggled with dependency on alcohol in the past, the BACtrack app allows you to hold yourself accountable by sending real-time samples using video or photo messaging and allowing you to add notes to your readings to identify problem behavior.
    But while the app has a ton of useful features, some are, well, odd. If you’re a person who loves to (over)share their daily lives on social media, you can publish your results for the world to see, directly from the app. We are not sure when, or if, this would ever be necessary, but it’s another way you can hold yourself accountable to your friends and family.
    Design
    Aesthetically, the BACtrack Mobile looks pretty cool. With a majority white body and LED blue light in the mouthpiece, it’s very discreet and won’t draw too much attention when you’re out and about.
    The downside? The BACtrack Mobile doesn’t have an onboard screen, so, unfortunately, it cannot be operated without a smartphone.
    You may think this isn’t a problem in today’s connected world. But after a heavy night on the town, it’s not entirely unheard of for those who have had a few too many to become separated with their device. At which time, the device would be unusable.

    Pros

    Hold yourself accountable by sharing your results with loved ones
    Integration with Apple Health
    Track your results over an extended period of time
    Predict when your BAC will reach zero with the time to zero function
    Add notes to your readings

    Cons

    May encourage oversharing!
    Requires a smartphone to operate

    3. BACtrack Trace Professional Breathalyzer

    View on Amazon
    Why we like it: More affordable than the BACtrack S80, the Trace is a feature-packed, ultra-portable alternative to the brand’s flagship model
    Editor’s Rating:

    At a Glance
    Sensor Type: Fuel cellBattery: 2xAAA batteriesPrecision: 3 decimal placesAgency Approval: DOT and NHTSA
    Features
    The Trace Professional Breathalyzer is incredibly simple to use, as with all BACtrack devices, they operate with just a single push.
    The Trace is designed with convenience in mind. This slimline model is small enough to slip into your back pocket and weighs only three ounces. Simply chuck it into its neat little carry case and away you go. The device also comes with six replaceable mouthpieces, allowing you to share your device with friends and family in a more hygienic way.
    Accuracy
    Using the same fuel cell technology that hospitals and police use, you can be confident that your results are accurate and will prevent you from a run-in with the law.
    If you can’t justify the expense of the S80, the BACtrack Trace is an excellent substitute. The Trace Pro is a professional-grade device on par with the accuracy of the S80—though it will require more frequent recalibration.

    Pros

    DOT/NHTSA compliant
    One-year warranty
    Easier to carry than the S80
    Highly accurate

    Cons

    Regular recalibration required (every 6-12 months)

    4. Best Premium Breathalyzer: AlcoMate REVO Breathalyzer

    View on Amazon
    Why we like it: With pinpoint accuracy, and a sleek and lightweight design, this device is perfect for use in a professional environment where accuracy is vital.
    Editor’s Rating:

    At a Glance
    Sensor Type: Fuel cellBattery: 2xAAA batteriesPrecision: 3 decimal placesAgency Approval: Coast Guard, FDA, DOT and NHTSA
    The REVO is the flagship model from AlcoMate, representing the most accurate and reliable breathalyzer in their current line up.
    Accuracy
    The REVO makes use of highly-accurate fuel cell sensors to give the most reliable readings. In fact, the REVO is so accurate, that it operates with pinpoint accuracy, with a +/- 0.005 margin of error. When you compare this to the +/-0.01 range of REVO’s cheaper alternative, the AL7000, its increased accuracy more than justifies the price.
    On the subject of price, the REVO is undoubtedly one of the more expensive devices on our list. But if you’re in a position where accuracy matters (such as for anyone who needs to ensure agency compliance), it’s an investment worth making.
    Design
    Better still, the REVO is compact and light, more or less the same size as a small smartphone, so it’s super convenient to take out and about with you.
    The most significant benefit is that no AlcoMate device requires recalibration. After around 200 uses, simply replace the sensor with a ready to go, pre-calibrated module. This is especially important if you rely on your device for regular use. Sending off your breathalyzer for a few weeks can be an annoyance that AlcoMate devices entirely avoid.
    AlcoMate is yet to manufacture a smartphone-compatible device, which is one of the drawbacks of this model. Still, smartphone connectivity may not be a priority for you, especially if you’re using the REVO in the workplace.
    Furthermore, it’s not possible to store previous readings within the REVO, so if this is important to you, check out some of the other models on the list which support this functionality, such as our top pick.

    Pros

    No recalibration needed – simply change the sensor yourself
    Pinpoint accuracy with an impressive +/- 0.005 margin of error
    Lightweight and extremely portable
    DOT, FDA, NHTSA and US Coast Guard approved

    Cons

    Expensive
    Doesn’t store past readings

    5. Best Compact Breathalyzer: BACtrack C8 Breathalyzer

    View on Amazon
    Why we like it: Used with or without your smartphone, this compact device doesn’t compromise when it comes to its wealth of features.
    Editor’s Rating:

    At a Glance
    Sensor Type: Fuel cellBattery: 1xAAA batteryPrecision: 3 decimal placesAgency Approval: None
    Features
    One thing to note is that the C8 makes use of BACtrack’s BluFire fuel cell technology. Essentially, this is cutting-edge tech, which delivers professional-grade accuracy, and some of the closest results to police-caliber devices.
    The C8 is also smartphone compatible and works in conjunction with the BACtrack app to deliver a ton of handy information about your readings. If you’re above the legal limit of 0.08%, you can even call an Uber directly from the app.
    What this breathalyzer has over the BACtrack Mobile, however, is that it doesn’t need a smartphone to operate. Instead, the onboard LED screen will deliver your results directly from the device, which is perfect if you don’t want to be fumbling around with your phone every time you want to check your BAC.
    Design
    If size is a concern, you won’t have any issues with the BACtrack C8. This pocket-sized device fits in the palm of your hand, without compromising on functionality.
    Although it’s not as small as the BACtrack C6 keychain breathalyzer, it makes up by offering a higher degree of accuracy. And while we’re comparing the two, the C8 displays your ‘time to zero’ countdown directly on the device, perfect if you’re looking to rely less on your smartphone.
    As with most of the Smart BACtrack devices, the C8 looks incredibly sleek and stylish. Better still, its small and discreet, so you can check your levels without drawing too much attention to yourself.
    If you’re a social butterfly, the C8 comes with 3 removable mouthpieces so you can share it among friends or family, without sharing any of the nasties.
    Price
    When it comes to price, the C8 is incredibly affordable and definitely won’t break the bank. However, the BACtrack Trace Pro can be bought for almost the same cost. For that, you are getting a device with a much higher degree of accuracy (though it’s not as compact), so it’s worth keeping that in mind. The C8 is perfect if you’re looking for something low-key yet feature packed to use on the go.

    Pros

    BluFire Tech makes this device on par with professional-grade devices
    Share your results with friends and family
    Pair with your smartphone for on the go analytics
    Rely less on your smartphone by using as a standalone device.

    Cons

    Slightly expensive, especially when the BACtrack Trace Pro can be bought at a similar cost

    6. Best Budget Fuel Cell Breathalyzer: BACtrack Scout Breathalyzer

    View on Amazon
    Why we like it: Discreet and understated, if you’re looking for a low-cost professional-grade device from a reputable brand, the Scout is it.
    Editor’s Rating:

    At a Glance
    Sensor Type: Fuel cellBattery: 2xAAA batteriesPrecision: 3 decimal placesAgency Approval: None
    BACtrack pitches this device as the most affordable breathalyzer in their range, but it’s so much more than that.
    The Scout is part of BACtrack’s professional line-up, meaning it has been put to the test against devices used by law enforcement, and can compete on every level.
    Features
    If you’re looking for something low-key, the Scout is both sleek and discreet. Encased in an all-black shell means you won’t attract too much attention if using it in public. It’s also incredibly power efficient, with just one set of batteries lasting 1,000 tests.
    One of the best features is its size. Smaller than an iPhone, you can carry this with you everywhere you go, in your purse or bag, with minimal fuss.
    From powering up, the Scout will deliver your result in lightning speed; from start to finish, you can have your results in under 10 seconds. Most models take at least 10 seconds to warm up, so if speed is important to you, you should seriously consider the Scout.
    Accuracy
    Results are delivered to 3 decimal places, so it’s highly accurate, which we would expect nothing less from a professional-grade device.
    The downsides? Well, the Scout doesn’t connect to your smartphone. Whether or not that is a big deal is an entirely personal preference. If you ask us, smartphone compatibility is a neat feature to have, although it’s not entirely necessary.
    One complaint we have about the Scout is that the flow sensor is a little sensitive. The flow sensor alerts you if you’re not providing an adequate sample.
    Just keep in mind that all BACtrack devices will need to be recalibrated at some point (check out our guide below for further details). Although it’s an additional cost, recalibration is vital in ensuring the ongoing accuracy of results.

    Pros

    Professional-grade device
    Extremely affordable
    Compact – smaller than an iPhone
    Fast response time (receive your results in under 10 seconds)

    Cons

    Not smartphone compatible
    Sensitive flow sensor

    7. Best Low-Maintenance Breathalyzer: AlcoMate Premium AL7000 Professional Breathalyzer

    View on Amazon
    Why we like it: No recalibration needed! Simply replace the sensor at home by yourself in less than a minute. Perfect if you rely on your device for regular use.
    Editor’s Rating:

    At a Glance
    Sensor Type: SemiconductorBattery: 2xAA batteriesPrecision: 3 decimal placesAgency Approval: Coast Guard, DOT, NHTSA, and FDA
    Features
    The AL7000 makes use of AlcoMate’s patented PRISM technology, which for you, means that recalibration isn’t necessary. Rejoice!
    AlcoMate claims that the process of recalibration is flawed, as it does nothing to address the degradation of the sensors, which occurs through frequent use.Instead, the AL7000 allows you to completely replace the sensor with a pre-calibrated module, which takes just a few minutes.
    Accuracy
    To get the most accurate results, it’s essential to use your device correctly. One of the most common “user-errors” experienced when utilizing a breathalyzer is insufficient airflow through the device.
    The AL7000 will monitor the volume of air passing through, letting you know if it is insufficient enough to gain an accurate reading.
    This model does suffer a little on accuracy when compared to it’s bigger brother, the AlcoMate REVO. Still, for home use, the AL7000 is more than sufficient.
    Design
    Although the AL7000 comes at a premium price point, the look and feel of the device, particularly the sleek metallic finish, assure you this was made to a high standard. This goes some way to justify the premium you are paying over similar models.

    Pros

    No recalibration needed – simply change the sensor module yourself
    US Coast Guard approved
    Airflow monitoring to ensure accurate results

    Cons

    Expensive
    Not as accurate as the AlcoMate REVO

    8. Best Keychain Breathalyzer: BACtrack C6 Keychain Breathalyzer

    View on Amazon
    Why we like it: With a sleek design with smartphone compatibility, this low-cost device is a perfect compact keychain breathalyzer
    Editor’s Rating:

    At a Glance
    Sensor Type: Fuel cell
    Battery: 1xAAA battery
    Precision: 3 decimal places
    Agency Approval: Coast Guard, DOT, NHTSA, and FDA
    Recent improvements in breathalyzer technology mean you can now carry this high-tech gadget directly from your keychain.
    Features
    The benefit of the C6 is that it is smartphone compatible. By connecting to the BACtrack app you can keep track of your readings, test your perception and estimate your’ time to zero’ (the time until your BAC falls to 0.00%)
    And if you’re looking for more stats and get a bit nerdier, check the app on your phone for a wealth of information, which enables you to track past readings and make notes against each one.
    Accuracy
    The best part? It’s a top performer when it comes to accuracy. That’s right, the C6 boasts being able to go toe to toe with some of the more expensive models on the market, at a fraction of the cost.
    Don’t believe us? Check out this Fox News segment where researchers pitched the C6 in a head-to-head battle with police-caliber devices and matched its performance every step of the way
    The smartphone app can sometimes be a little temperamental. But the advantage the C6 has over the Mobile Pro from BACtrack is that it can be used as a standalone device.
    If you’re just looking for quick and simple reading, the LED display on the device will tell you precisely what you need to know. Without the phone, it’s just a regular breathalyzer.
    Design
    Unlike the original keychain breathalyzer from BACtrack, this looks a lot more professional and less like a toy.
    Another difference is that the C6 is powered by a single AAA battery, compared to the rechargeable battery featured in the Mobile Pro. The benefit of this is that you can simply purchase a new battery if you’re caught running low, instead of having to waste time charging it up, or worse, making a stupid decision.

    Pros

    Battery-powered – never get caught with a low battery again
    Can be used completely separate from your smartphone
    Very discreet
    Inexpensive – almost half the price of BACtrack mobile
    Competes with pro-grade devices

    Cons

    App can be a little unreliable

    9. Best Budget Breathalyzer: BACtrack Keychain Breathalyzer

    View on Amazon
    Why we like it: A no-frills, easy to carry breathalyzer, this device provides reliable results at a rock-bottom price.
    Editor’s Rating:

    At a Glance
    Sensor Type: SemiconductorBattery: 1xAAA batteryPrecision: 2 decimal placesAgency Approval: None
    A simple, uber-portable pocket-sized device, the BACtrack Keychain breathalyzer is perfect if you’re looking for a device that does a good job and nothing more.
    Features
    This compact device builds on BACtrack’s superior technology to give you BAC readings on the move. Attached directly to your keychain, this device will provide you with instant, on the spot feedback in around 5 seconds.
    It’s also incredibly affordable, which is a big plus if you’re just looking for something that gets the job done.
    Accuracy
    At such a low price point, it’s no surprise you have to make trade-offs somewhere.
    The most obvious is the accuracy. While it is not on the same level as some of the more expensive models on our list, that’s okay. The device will also only show up to two decimal places on its LCD display.
    Another downside of this device is it’s not really discreet, so if you’re keeping an eye on your habits or just want something a bit more subtle, this flashy looking keychain is probably not your best bet.
    Like all BACtrack devices, you’ll still need to calibrate the keychain breathalyzer regularly. Given the cost of recalibration is almost on par with the cost of the machine itself, you may find it more economical to simply purchase a new one.
    If you’re looking for something with a bit more functionality, while retaining the same level of portability, we would recommend the newer C6 Model.
    Educating yourself and understanding your level of tolerance is a worthwhile investment. If you’re not wanting to spend a ton of money on one of the professional-grade breathalyzers on the list, we recommend the BACtrack Keychain Breathalyzer.

    Pros

    Test within seconds from your keychain
    Small and portable
    Inexpensive

    Cons

    Indiscreet
    Still requires expensive calibration
    Display only shows results to 2 decimal places

    10. Rofeer Digital Breathalyzer

    View on Amazon
    Why we like it: An entry-level breathalyzer that won’t break the bank, this small and compact device can go with you anywhere.
    Editor’s Rating:

    At a Glance
    Sensor Type: SemiconductorBattery: 3xAAA batteriesPrecision: 3 decimal placesAgency Approval: None
    Low cost doesn’t have to mean poor performance. This pocket-sized device is small enough to carry in your back pocket, and the fast warm-up and quick delivery of results make it a quick way to get instant feedback.
    Features
    Even though the Rofeer comes at a low price point, it is packed full of useful features. One unique setting that none of the other devices on this list have is that the Rofeer allows you to display your alcohol levels in 6 different measurement units, commonly used in countries around the world. For that reason, it’s perfect for chucking in your suitcase when traveling overseas to ensure you stay on the right side of the law.
    Coloured LED lights make it easy to see when you’re close to the limit. Blow green, and you’re good to go, but the LED will start to go red as you approach unsafe levels to give foolproof feedback on your current condition. If that wasn’t clear enough, audible beeps will warn you at each reading. If you hear two beeps, it’s probably best to call a taxi.
    The Rofeer also comes with ample memory storage, allowing you to keep track of your last 32 readings.
    Design
    Aesthetically, the Rofeer is not as well-made as some of the other devices on our list. When you compare it side by side with a BACtrack device, for example, it’s quite easy to see which one is the cheaper model.
    Rofeer is relatively unheard of in the breathalyzer space, which is something you should consider before purchasing, as it could affect ongoing support should something go wrong with your device.
    Despite its drawbacks, if you’re looking for a no-frills personal device to use at home, the Rofeer is a good entry point.

    Pros

    Shows your alcohol level in 6 globally recognized measurement units
    Inexpensive
    Easy to read color and sound indicators
    Compact and easy to carry
    Inbuilt power saving

    Cons

    No regulatory approval
    Relatively unknown brand

    The Complete Guide to Breathalyzers
    Why You Should Buy A Breathalyzer
    I know we all like to think of ourselves as responsible adults who should know when enough is enough, but there are some very valid reasons for owning a personal breathalyzer device.
    Personal breathalyzers are designed for monitoring purposes, to help us stay accountable and to help us to make smart, informed decisions. Driving after consuming any alcohol, regardless of your BAC, is ill-advised. Don’t do it!
    Help Save Lives
    Arguably the most significant reason you may choose to invest in a device is down to their life-saving potential.  There is a fine line between reality and perception, and knowing when you are feeling a little ‘buzzed’ compared to drunk is a lot harder than you may think.
    A 2016 study proved that we often determine our level of intoxication based on those around us. The drunker those around us are, the more sober we feel.  Making the decision to get behind the wheel under these circumstances is incredibly dangerous. Breathalyzers help you to make smart choices when our judgment may be otherwise impaired.
    Avoid Expensive Fines—or Worse
    Law enforcement’s tolerance to driving above the limit is zero, and rightly so. Although most states have different DUI laws, the punishments for being caught driving under the influence can be severe and life-changing. In some US States, fines can exceed $6,000, and that’s a best-case scenario. At worst, repeat offenders could land jail time, community service, or revocation of their license.
    What does BAC mean?
    After drinking, alcohol works its way through your body before eventually ending up in your bloodstream. The percentage of alcohol in your blood is referred to as the blood alcohol concentration, often abbreviated to (BAC), and is quoted as a percentage.
    A reading of 0.10% simply means that your blood contains 1 part alcohol, for every 1,000 parts blood.
    Your BAC measurement does not tell you exactly how much alcohol you have consumed.
    Instead, it measures the effect alcohol will have on your body. For that reason, the same quantity of alcohol consumed by two different people is likely to produce entirely different results.
    Amongst other things, your BAC can be affected by:
    How many drinks you have consumed
    The amount of time over which you consumed those drinks
    Your body weight
    Whether you have eaten
    The legal BAC limit across all US states is 0.08%. Blow more than this, and you’ll find yourself in deep trouble.
    How Do Breathalyzers Work?
    The most accurate way to measure your BAC is through a blood test. However, a more straightforward method, and the way most of us are familiar with, is through the use of a breathalyzer.
    Alcohol quickly enters into our bloodstream after drinking, and some of that alcohol enters our breath via our lungs as it makes its way through our bodies. The job of a breathalyzer is to measure the content of alcohol in your breath and use that figure to estimate how much alcohol is in your blood. Using a ratio of 2,100:1, the breathalyzer calculates that for every 1 milliliter of alcohol in your breath, there are 2,100 milliliters in your blood.
    How Do I Use a Breathalyzer?
    Though the exact method of using each model varies, there are some commonalities among all breathalyzers. To ensure accurate results, follow these steps:
    Wait at least 20 minutes after eating, drinking, smoking or using mouthwash before using a breathalyzer—failing to do this can invalidate your test results.
    Power your device on and blow into the mouthpiece for about five seconds, or until your device indicates a result.
    Read the result: and keep in mind that even if you’re below the legal limit, any amount of alcohol in your blood can reduce your reaction time and make driving unsafe.
    Wait at least 15 minutes before retesting your BAC—again, failing to do this can lead to inaccurate results.
    Recalibration
    After a period of use, most breathalyzers will need to be recalibrated. This is because the sensors inside the device that measure the level of alcohol in your blood can become ‘saturated,’ leading to inaccurate readings.
    The process of calibration ensures your breathalyzer is measuring BAC levels accurately, so it’s incredibly important to know when and how to calibrate your device.
    If you buy a model from one of the more popular brands, such as BACtrack, calibration is a reasonably straightforward process and can be done through their website. You can learn more about the BACtrack recalibration process here.
    The process of recalibration isn’t free and can cost up to $40, depending on the brand of your breathalyzer. You’ll also need to send your device back to the manufacturer for them to perform the process, which can be a little inconvenient, especially if you use it regularly.
    But fear not! If you simply can’t cope without your device for that length of time, consider purchasing an AlcoMate device like the AlcoMate REVO Breathalyzer.
    One of the most significant advantages of AlcoMate breathalyzers is that they do not require recalibration. Instead, you can simply replace the internal sensor with a newly calibrated module by yourself.
    How Often Should You Calibrate Your Breathalyzer?
    How often you need to recalibrate your device depends on the brand, the type of technology, and how often it is used.
    As a rule of thumb, most manufacturers recommend you recalibrate your device each year, to ensure maximum levels of accuracy. If you are using your device frequently, you may need to recalibrate sooner. If you start to notice inconsistent results with your breathalyzer, it’s a good sign that recalibration may be required.
    Most manufacturers also recommend you use your device at least once per month, to prevent the internal sensors from drying out and giving inaccurate readings. Always check the manufacturer’s requirements to determine what is best for your device.
    Do you Need A Smartphone Compatible Device?
    Everything is ‘smart’ these days, and breathalyzers are no exception. It’s now possible to connect your smartphone to some models via Bluetooth. Whether or not this is important to you is for you to decide. Still, there are some really great features associated with owning a smart device that you should at least consider before deciding on which equipment to purchase.
    Some devices allow you to guess your BAC before taking a real-life reading, helping you to confirm whether your perceived level of intoxication is, in fact, accurate. Trust us, you’ll be shocked as those numbers flash up on the screen.
    One feature we love about some of the app-enabled devices is that they will give you a real-time prediction of when your BAC will return to 0%, known as ‘time to zero.’ This is a fantastic addition to help you make educated decisions before getting behind the wheel.
    Note that some devices, such as the BACtrack Mobile Smartphone Breathalyzer, cannot be operated separately from your smartphone, which is worth keeping in mind if you’re someone who doesn’t carry your phone everywhere you go.
    Personalization and tracking of past results are handy methods to help keep you accountable.
    Agency Approval
    If you’re looking for the most accurate and reliable results, it makes sense to use technology that law enforcement, rehabilitation centers, and professionals use in their professional capacity. Agency-approval isn’t required, but it can be a quick shortcut to a device that’s been proven to work well.
    Some devices use technology that has been approved by the Department of Transport (DOT) and the National Highway Traffic Safety Administration (NHTSA), so you can have confidence that the results being shown meet the highest of standards. Some devices, like the AlcoMate Premium AL7000 Professional Breathalyzer have been approved by just about every agency imaginable.
    It’s important to note that being approved by these agencies simply means it performs to their strict standards, much like their own tests. However, negative results from a personal breathalyzer will not override results given by law enforcement.
    My Breathalyzer Says I Am Under The Limit, Can I Still Drive?
    It should be noted that most manufacturers of personal breathalyzers clearly state they are to be used for informational purposes, and that they should not be used as a tool to determine whether you are fit to drive.
    While it’s incredibly useful to know your blood alcohol content, we would always recommend that after consuming any amount of alcohol, you avoid driving altogether.
    Final Thoughts
    Purchasing a personal breathalyzer is a wise investment that can help us make smart, educated decisions and develop our understanding of how alcohol affects our bodies.
    While breathalyzers will give us the knowledge we need to make these decisions, it’s up to us to act responsibly. If you often find yourself treading the fine line between drunk or sober, or you’re simply curious to learn about your body’s chemistry, a breathalyzer is a great buy. More

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    Tested: 1978 Porsche 928 Changes the Sports Car Game

    From the June 1977 issue of Car and Driver.
    Davis: We drove the cars on Saturday morning. Stepping out into the courtyard at the Mas d’Artigny, high above Nice, we could peer out through the gate to the parking lot and see a whole bouquet of gleaming Porsche 928s awaiting our pleasure. Sun shining, temperature about 45 degrees Fahrenheit, a perfect day to drive the most spectacular production car to come along in ten years.

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    Most of the cars arrayed before us were white, but there were just enough reds and dark metallic blues (like our cover car) to provide contrast and dramatize the stunning effect of the white ones. I’d already climbed all over the car they’d had on display the night before in the hotel conference room, but sitting in that navy-and-olive-checkered seat, knowing that I was about to fire it up and drive it away, put my old adrenal glands on full red alert. There doesn’t seem to be anything ordinary or commonplace on the whole car.
    The instrument panel is adjustable in concert with the steering column. Release the flat latch on the column’s underside and the whole steering wheel/instrument cluster can be raised or lowered to suit your demands. Since the height adjustment precludes an adjustment for reach, the pedals can be moved. All this, plus the range of seat adjustment, makes it almost impossible to be uncomfortable in the 928.
    As I sat there fiddling with the controls and waiting for Yates to join me, 928 project engineer Helmut Flegl squatted at my elbow and said, “Put it in first.” I swung the lever over to the left and pushed it straight ahead. “Put it in first,” he said again. So I came back to neutral, reflected for a moment, then put it back where I’d had it in the first place. “That’s second, put it in first!” Oh god, I haven’t even started the engine and I’ve already made a fool of myself. First in the all-­new Porsche five-speed manual is down and to the left, in the same plane as reverse. This makes it possible for the gears most often used to lie in the conventional H-pattern we all know and love. It makes perfect sense, once you’re told where first is. A Mercedes-Benz three­-speed automatic built to Porsche specifications will be offered as an alternative, though none was available for us to try out at the introduction.

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    Ken Osburn/Brock YatesCar and Driver

    We were to drive a 108-mile loop that took us from our hotel at Vence, west through the hills overlooking the French Riviera to Grasse, thence to Draguignan and back to home base via the Auto­route. The first leg was mine, and Yates immediately began to get carsick. We tried to deal with the problem via the vents, but the ventilating system just wasn’t up to the job, so we were forced to make the whole run with the windows cracked open. Yates’s malady was traced to the unpleasant smell of under­coating that seemed to permeate our car. The inability of the ventilation system to deal with it was unforgivable. Any American car, any BMW 320i would have kept the air inside fresh and odor­-free.
    We began our drive by getting lost. After screaming past the same bemused villagers from several different directions, we spotted a sign for Grasse and we were on our way. The flexibility of the car’s all-aluminum V-8 is remarkable, and we found that three gears would be quite ample to transmit all that power under any circumstance. The five-speed box is really a cosmetic device in this car, so willing is the engine. The 928 is the most stable and reassuring Porsche I have ever driven. Coming off a rough corner in any intermediate gear, at any point in the mid-rev range, you just open the throttle and the sensation is like that of dialing up a rheostat. More and more and faster and faster, change up, the process repeats itself, and so on until the trees are all blurred and the kilometer stones seem to be coming by every ten seconds. The car never hints that this awesome display of advanced vehicle dynamics is anything out of the ordinary. A driver’s car, unquestionably, but a very civilized touring car at the same time. Yates says that the 928 is the fulfillment of an old enthusiast’s dream—the sports-racing car tamed tor use on the street—and he’s right.

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    Ken Osburn/Brock YatesCar and Driver

    Setright: The Dynamics of the Idea. The late Dr. Ferdinand Porsche pursued, as a car designer, a retrogressive career. He began as the first protagonist of front-wheel drive, when working for Lohner. He proceeded, or perhaps receded, by designing for Mercedes-Benz some front-engine, rear-wheel-drive cars of some historical and considerable aesthetic importance. Finally he made his name inseparably linked with cars whose rear wheels were driven by engines immediately in front of, or behind, them. In the Grand Prix racing cars he proposed for Auto Union, the otiose weight of a propeller shaft and its infringement upon the ideal location of the driver (and hence upon either the frontal area or the transmission efficiency of the car) combined with the superior traction given by the greater load on the rear tires of the inherently tail-heavy car to give it a theoretical advantage in performance over the then-more conventional rivals, although the solecisms of his independent suspension made that advantage always difficult and often impossible to realize in practice. In the people’s car that he created for the KdF (Kraft durch Freude: Strength through Joy) movement, superior traction again constituted an attraction of driving in mountainous or agricultural country, and this combined with the advantages of mechanical simplicity and unrivaled manufacturing economy to make the tail-engine Volkswagen a similarly persuasive design. After the fall of Hitler (a customer whom he accorded surprisingly scant respect), the remembered glamour of the Auto Union and the revived availability of useful components from Volkswagen offered another persuasive combination, which led to a series of rear-engine sporting cars that have borne the name of Porsche with increasing distinction through all the years that have followed. No such arguments, neither the exigencies of racing nor the constraints of humble circumstances, could prevail upon his successors in title when they conceived the 928 as a materially new answer to a notionally old question.
    In a car weighing 3200 pounds, a modest length of Cardan shaft is not an insupportable burden. In a car putting 1.2 square feet of tractive rubber firmly in contact with the road, there is no need to pile a quarter of a ton of engine on top of them to amplify a grip that is already sufficient. In a car whose occupants, sit­ting side by side, may be presumed to require more elbow and shoulder room than they need at pelvic level, the separation of their seat cushions by a drive­shaft tunnel has no effect upon the frontal area of the car, nor much effect on the sociability of its passengers.
    On the contrary, the 928 has been made as a dynamic dumbbell, with its major masses disposed at its extremities to give it a high polar moment of inertia. The effect of this has been exaggerated by an admittedly deliberate attempt to keep the wheelbase short, an attempt so successful that the overall length of the car is 78-percent greater than the length of the wheelbase. Porsche may come in time to regret this piling of Tedium upon Ossian, for it has an unnecessarily cramping effect upon the room in the posterior seats: It would have done little behavioral harm and much spatial good had the whole apparatus been stretched by a few inches inserted between the axles. The car is only fourteen feet, eight inches long, the same as a Lotus Elite; if it grew another four inches it would still be a foot shorter than a Jaguar XJ-S. However that may be, it seems that Porsche recognized that it was going to build a car with uncommonly good responses and that, if an ordinary driver’s capabilities were not to be unreasonably strained, it would be advisable to exploit a fairly high polar moment to mollify the twitchiness that they would otherwise have expected.

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    Ken Osburn/Brock YatesCar and Driver

    A high polar moment of inertia is not altogether a good thing. Its advantages have been sought in the yawing plane where it makes no small contribution to directional stability. All too frequently overlooked (remember the MGC?) is its effect in the pitching plane, where the high-pitch frequency and small-pitch amplitude of a rear-engine or mid-engine car (or indeed any other with a low polar moment of inertia) is altogether preferable. Yet if these two pitch factors can be separated, the picture may be changed: A low-pitch frequency can be more restful, provided that the pitch amplitude is not suffered to grow correspondingly larger as it would if uncorrected. The means of correction are a commonplace of modern suspension design: By geometrical artifices that resist tail-squat in acceleration and nose­dive in braking, the detrimental habits of a short-wheelbase car with a high polar moment of inertia can be eradicated, leaving the advantages unobscured.
    Even more important than the polar moments of such a car is the position of its center of gravity, which in the 928 is located ideally at mid-wheelbase. The weight distribution of a rear-engine car is inimical to that first-class adhesion for the front wheels that is particularly important in a fast car. This would be most apparent when the car was in the acceleration mode, when the opposition of its great tractive effort at the rear wheels and the inertia of the car’s mass acting through its center of gravity would produce a transfer of load onto the rear wheels and off those at the front. This transfer is sufficient in a front-engine but well-balanced car such as the 928 to insure an adequate coefficient of friction between the rear tires and the road so as to permit full-power acceleration without wheelspin. It would be a mistake to suppose that its needs are extravagant: Capable of accelerating from standstill to 62 mph at an average rate of 0.42 g, the 928 will not exceed a peak instanta­neous rate of 0.77 g in bottom gear.
    The value of weight transfer on the front tires is greater in braking, where again the adhesion between the tires and the road increases in proportion to the vertical load on the tires. Even when the car is merely in the overrun condition, this forward load transfer is significant, though its magnitude is naturally less; but the concatenation of Pirelli P7 tires, anti-dive suspension, and beautifully judged balance makes it feasible that on a suitable surface a rate of retardation of 1.2 g might be reached, and this may informatively be compared with the rate of acceleration already quoted.
    There is a further disadvantage common to tail-heavy cars that the balance and morphology of the 928 naturally combat. In a well-streamlined car (and it is inconceivable that Porsche should produce any other), the aerodynamic center of pressure moves forward as the speed increases: Should it move ahead of the center of gravity, the car becomes directionally unstable. There are sundry body-shaping tricks that can serve in mitigation, but most of them look ugly or increase drag if not both.

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    Ken Osburn/Brock YatesCar and Driver

    Davis: As Yates began to feel better with the windows open and I became accustomed to the 928, we began to hurry. The power steering is a Porsche design, using a special Bosch pump, and its boost eases off as the speed increases. It is about as good as any power-assisted steering we have ever driven. The car behaves itself even when driven by an over-enthusiastic editor/publisher fresh from America’s polite traffic and boring speed limits. Only once did it stumble, and then I couldn’t get it to repeat its mistake. Yates got out to take some pictures, and I was manfully tossing around the selected corner, lifting abruptly as I got past his position on the roadside. Once, not quite off the corner, I lifted my foot and the tail jumped to the outside quite abruptly; exactly the sort of behavior the Weissach axle (see Mr. Setright below) is supposed to prevent.
    Setright: The Suspension and Steering. The more I examine the 928 specifications, the more I see the car as a commercial version of the jewelescent Pagaso Z103 that preceded it by twenty years. Alas, commercial is almost always a pejorative term, and in this case its use may be unfair. Yet we must remember the firm’s reason, after years of building low-polar-moment cars in the tradition of the Grand Prix Auto Union P-­Wagen, for suddenly turning out a high­ polar-moment job in the idiom of that racer’s rival, the GP Mercedes-Benz: “We have done so because we cannot find 15,000 customers named Bernd Rosemeyer!” In other words, it is better for Porsche to perform a volte face in the showroom than for a customer to do one on the road.
    Nor would it find so many ready to pay dearly for something as severe as the Pegaso. If anything distinguishes the modern sporting car from the old-fashioned sort (and on the evidence of these two cars, there cannot be much), it must be the compliance that is built into the modern one to insulate it and its occupants from the lively tattoo of the tires beating on the road surface. Today’s radial is a snare drum, from which every flam and paradiddle is transmitted to the car’s structure through the most direct route, which is the suspension linkage. Some resilience is necessary in its joints if the vibrations are to be mollified; in particular, the Pirelli P7 needs longitudinal compliance to soften the exceptional longitudinal stiffness of its belts. This degree of freedom is built into the lower wishbone pivots at front and rear.
    Porsche sought American advice on the translation of the 928 specifications into English and got into a terrible mess when it came to the suspension. Somehow the company was tricked into talk of trailing arms, but the reality is double wishbones—and if you dislike the term, would you be any happier with the kinematic engineers’ “four-bar linkage”? It might mean more than Porsche’s new term for its rear suspension, called the Weissach axle.

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    Ken Osburn/Brock YatesCar and Driver

    Weissach is the place where they have a test track, and there is no axle. There is just a four-bar linkage, but the lower bar is wishbone-shaped and pivots about a diagonal axis on elastic bushes. These suffer axial compression when the wheels are driving the car; on the overrun, they extend themselves again and thus give the rear wheels a measure of toe-out. It happens in lots of cars, especially in the 911: Lift-off oversteer has become the handling hazard supreme. A study of cornering accidents revealed that most of the cars involved ended their gyrations inside the corner: Each driver thought he was going too fast and naturally lifted his foot from the accelerator pedal, producing a sharp nosing into the corner that only made his predicament seem more acute. In the 928, the cure is another degree of freedom in the front pivot of the rear bottom wishbone: As movement in one (induced by variations in tractive or braking thrust) tends to toe the wheel outwards, similarly induced movement in the other toes it commensurately inwards. The result is as near to neutrality or insensitivity to throttle as is possible in a short-wheelbase car with a great potential for longitudinal load transfer. The transfer might be more remarked were it not for the anti-dive geometry of the front suspension and the anti-squat at the rear. In both cases it is of the inertial type, which does not interfere so much with steering geometry—and in the 928 it would be bad otherwise. The negative scrub radius of the steering demands that castor be reduced to a minimum, because its jacking effect as the wheel is turned is aggravated by the king-pin inclination, instead of being reduced by it as in conventional steering geometry. Porsche has been unable to cram the entire length of the kingpost inside the wheel, so it has to be tilted rather steeply to give the negative offset it sought. Even so, the jacking effect is likely to be considerable: Unwinding lock when going slowly in the 928 would be hard work without the ZF power steering.
    Davis: At the halfway point, coffee was laid on by the Porsche people in a little bistro near St. Cezaire. I was rushing along at a great rate, charging through one downhill second-gear corner after another, when suddenly there was old Karl E. Ludvigsen, sitting, drinking his coffee right where I seemed to be headed, about a hundred meters straight ahead. It was the coffee stop. Yates shouted, I went for first gear and braked quite sharpishly into the parking lot past Ludvigsen, who watched coolly over the edge of his expresso cup. As we disembarked, he ambled down and allowed as how ours was the most spectacular arrival so far.
    Looking at the test cars in the parking lot, perched on the edge of a deep gorge complete with a mountain stream rushing below at full chat, we couldn’t help being impressed with the “rightness” of the design. The absence of wheel flares and spoilers is especially welcome. The night before, designer Tony Lapine had said, “One of the nicest things about a completely new design is the fact that we can do it right. Spoilers and wheel flares simply show that the engine and suspension have become faster than the shape. The 911 Turbo has to look the way it does, but the 928 can be clean—at least until it starts going faster.” To prove his point, the 928 is only fractionally less efficient in aerodynamic terms than the winged and spoilered Turbo.
    To prove the flexibility of the engine, Yates managed to exit the parking lot in third gear, mentioning that he thought it was an extraordinarily long first. I waited until I was sure the fancy double-plate clutch would hold before commenting. The undercoating smell got to me a bit too, but like an enthusiastic traveling dog, I breathed deeply at the open window and kept myself well. Yates thought the clutch was spongy and slow in response. I hadn’t noticed it, but the suggestion has been made that this could be related either to its two-plate construction or the great mass of drive shaft with which it must deal.

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    Ken Osburn/Brock YatesCar and Driver

    When we struck the Autoroute below Draguignan, Yates went mad and laid it on 230 kph for about twenty miles. Now, one must bear in mind that the Auto­route, though wide, is not straight, and on that particular day they were allowing other people to drive upon it—God knows why. We smoked past car after car, a sort of parade of European tourists going by in reverse, a film run backwards. I maintained some semblance of courage by doing a running parody of French CB, if there was any: “‘Ay Beavair, een zat Deux Cheveau four-wheeler, what’s you ‘andle, come back? You got eet copy of me zair, Beavair? Zees eez zee Ugly American, headed for zat Nice-town. ‘Ow she look ovair you shoulder, keed?” Yates didn’t even notice my forced jollity. He just blew off everybody in southern France.
    Setright: The Engine. Six years have passed since Mr. Jackson of Petrol Injection Ltd., realizing the shortcomings of all fuel-injection systems including his own Tecalemit-Jackson apparatus, created a new one in which a pair of butterflies in series created a constant-depression metering chamber so that at long last the mass air flow could be directly measured instead of being indirectly (and inaccurately) inferred. Thereafter, an impressively short interval was allowed to pass by Bosch before it produced its own clumsier but equally efficacious version. Since that time, the Bosch K-Jetronic injection system has been an enormous success, and it comes as no surprise to find Bosch dominating the scene in the engine compartment of the new P-Wagen. Very modern and European it makes it look; but let us look back a few more years.
    Sixteen years, at least, have passed since Chrysler devised a formula where­with to calculate the length of intake ducts that would insure the greatest amplification of the engine’s volumetric efficiency at the desired speed for maximum torque. The length of each of the eight ram pipes feeding the Porsche 928’s inlet ports accords with that formula, to set the peak of the torque curve at 3600 rpm, when it renders 267.6 foot­-pounds, corresponding to a brake mean­ effective pressure of 149 pounds per square inch.
    European and American engineering are blended well in the 928 motor, surely the nearest thing yet seen to a mid-Atlantic engine. It is a 90-degree V-8 with a two-plane crankshaft, zero-lash hydraulic tappets and parallel valves arranged in line to open into cuneiform combustion chambers allowing a modest inlet ­valve area approaching nineteen percent of the piston area. Mostly Michigan, so far, but each row of valves is surmounted by an overhead camshaft, driven by a toothed nylon belt (the longest yet), and the heads are clamped down by long shear-relieved resilient studs seated at the bottoms of the cylinders. Aping a current European fad, the entire engine from heads to sump is a stacked­-up sandwich of light-alloy die castings, the cylinder block being of the open-­deck style that always makes for good coolant flow but sometimes creates sealing problems. The Western influence shows in the material of the block: It is the high-silicon Reynolds 930 alloy that permits the relief-etched bores to be unlined, given suitably coated pistons.
    Another fashion enjoying some currency among European engine-men is for the crankcase to be split along the plane of the main bearings’ axis, the nether half taking the form of a ladder or crate embodying all the main bearing caps. The idea is to improve the rigidity of the crankshaft’s support, but it is a poor way of holding the base of the block in shape. Chrysler’s system of deep skirts embracing caps that are bolted up and across but not through (a vital distinction seldom appreciated in Europe) has more to commend it, but Porsche (probably for production convenience) has chosen the latter and suffered for it: An oil-pressure relief gallery had to be introduced before the thing would remain weep-free, despite the miracle-of-modern-science plastic gasket that alone was thought capable of perfectly sealing the joint. Es irrt der Mensch so lang er streht (Man errs so long as he strives): Goethe must have known a thing or two about engineering.

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    Ken Osburn/Brock YatesCar and Driver

    So did Ts’ai-ken t’an, the Taoist who wrote: “The stillness in stillness is not the real stillness. Only when there is stillness in movement can the spiritual rhythm appear.” We may scarcely doubt that he was referring to the balancing of the inertia forces in an engine: When the pistons assume a momentary stillness at top or bottom of the stroke, primary inertia forces reach their maxima but are easily counterweighted by a two-plane V-8 crankshaft, whereas the secondary forces due to connecting-rod angularity reach their greatest values at about mid ­stroke, when piston acceleration is fiercest. The problem can be eased by making the rods as long as possible (if they were infinitely long, the problem would disappear), but long rods make a V-8 both tall and wide. Porsche makes the con rods of the 928 a little shorter than the conventional length between centers, which is twice the stroke: At 1.92 times, they result in the piston acceleration at maximum safe engine speed (6300 rpm) reaching 70,980 feet per second. Thus the wrist pin is burdened twice each revolution by a piston that bears on it with 2204 times its own static weight. The pin looks as though it can stand it, as it should—such loadings are about average for a modern engine. The rods themselves, though, are rather special, being made by sintering die-compacted steel powder, followed by a coining to improve the mechanical properties. It is a good process, resulting in rods that are lighter than forgings and stronger than castings.
    A sensitive driver will never put them to the 2204-g test. With maximum power (240 horses) rendered at 5250 rpm and 133 pounds per square inch bmep, and with the gearbox ratios so closely and evenly spaced, there is little point in revving the 928 beyond 5700 or even 5500 rpm, and even less to be gained if the option of an automatic transmission is exercised. Even without the benefits of hydrokinetic conversion, the engine’s full-throttle torque exceeds 81 percent of maximum all the way from 5600 down to 1500 rpm. Would it be mischievous to point out that the shape of its torque curve is very much like that of the old Chrysler Ramcharger?
    Davis: After our drive, we had lunch with Tony Lapine and probably bored him with our boyish enthusiasm. Lapine is one of the good guys. I knew him in Detroit in 1953, when he was laboring at GM Styling and sports cars were slow. Funny that somebody who was just one of the guys around Detroit over twenty years ago would be sitting here with us in Nice, about to become no-fooling-honest-to-gosh famous when the 928 hits the streets.
    After lunch I took a nap. When I awoke it was getting dark, and all the other guys had taken a bus to Monaco and then to dinner at some Mexican restaurant. I wandered into the bar and found one of the Porsche people who graciously suggested that I have dinner with his party instead. As it turned out, his party included Dr. Ernst Fuhrmann, the head man at Porsche, and my trip was made.
    Dr. Fuhrmann is a feisty little gent, deceptively dove gray in color. His suit, his hair, his eyes all suggest a monochrome until he begins to speak. As he warms up, he begins to shift into the translucent grays and blues of an industrial diamond-flashing, sparkling, by turns ironic and comic. A very stimulating and entertaining dinner companion.
    After the formalities were over and the first bottle of wine was two-thirds gone, he asked, “Why do Americans buy Porsches? They can’t drive them as they are meant to be driven.” I answered that even under America’s Victorian speed laws, a Porsche was still a rewarding car to drive, that Americans treasured its mechanical sophistication and respected its potential, even though they might never experience its performance at the absolute limit.

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    Ken Osburn/Brock YatesCar and Driver

    He then said, “It’s not surprising that a car that is designed to be good at 230 kph would be good at 100. It would be very surprising if cars designed to be good at 100 kph could be good at 230. Our cars are not as they are because we are better engineers than General Motors. Our cars are as they are because Germany has no speed limits. If I was running General Motors or Ford, my cars would probably seem just as dumb as Estes’s or Ford’s. I run a small company with very few customers, and it is easy for me to look smart—only my risks are proportionately greater.”
    He warmed to his subject as we wrecked a perfect sea bass and ordered red wine for the cheese. “I design cars for a thousand people or so. I don’t have to design cars for everybody. At Daimler­-Benz or General Motors, I would have to listen to this one or that one: ‘The car is too small; it is too big; old people won’t like it; it must have four doors.’ I am in an enviable position. If I don’t like it, it won’t get built.”
    “One man can design a car. A small group of men can design a car. But a large group of men will always design gray mice. I promise you that anyone who has owned a Turbo or a 928 for one year will never forget it. On the other hand, a man who has owned a gray mouse—no matter how good it is—will look back twenty years later and say to his wife, ‘What was that car we had? It was a very good one, but I can’t remember the name.’ ”
    I asked Dr. Fuhrmann about Tony Lapine. He thought about my question for a moment, then grinned wickedly and said, “He is, of course, crazy. But that is my problem. One does not expect to ride a fine, spirited horse without some trouble. He is not your average citizen; he is one of the best and that will make anyone unusual.”
    This was the transition point. After reflecting on Tony Lapine for a moment, he was led to comment on the kind of company Porsche is. “We can bring a new design to market two years faster than Daimler-Benz. We can act out of simple conviction in a way that the giants cannot. For instance, we committed 200 million Deutschmarks to the 928 project in 1974—against annual sales of only 600 million. In 1974, mind you, when nobody would give you a penny for the future of the sports car. There was an energy crisis, a recession, and most of the people running car companies had—I don’t know how to say this nicely in English—uh, brown in their underwear. But we went ahead. We couldn’t look back.”
    “The 928 is not ‘the car of the year.’ It’s a car for the Eighties, a car for the decade. We think it’s the car of the future. The 911 is the end-product of twenty years’ development. The 928 is only the beginning of a new era.”

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    Ken Osburn/Brock YatesCar and Driver

    “In the old days, we developed our cars the hard way. We had no test track, no fancy instruments. We used the public roads and our own asses. Now we are much more sophisticated, with the most comprehensive facilities for research and development. But when it’s time to make the decisions, we still have to drive the cars and trust our asses. There is no other way. How it feels is more important than what the instruments tell you.”
    “You know Zora Arkus-Duntov? He was very helpful to us in our early development. He drove for us at Le Mans, in the 1100cc class, and in those days our cars suffered from instability. He told us what was wrong. Not how to fix it, but at least what he knew the problem was. Years later, General Motors sent a Corvette Sting Ray, one of the first ones, over here for Auto Motor und Sport to test, and they said it was undrivable. Arkus-Duntov flew over to see what was wrong, and they all went to Hockenheim and ran on the short circuit there. Duntov drove the Corvette, and one of their editors drove an NSU Sport Prinz, about 1000cc, and they lapped him in fifteen laps. They couldn’t tell him what was wrong, you see, but they did point out that his car had a problem. Maybe he learned something from that.”
    Now we left the dinner table and went to the bar, where I had a Williams pear brandy and he had a scotch. Swirling the scotch and its ice cubes, he said, “Speed is what automobiles are all about. If it wasn’t so, we would walk. The government cannot legislate a value on speed, or any limitation of it. They cannot set our priorities for us…they don’t know how fast I want to go or how soon I must be where I’m going. Speed has little to do with energy conservation. The United States has speed limits, and it wastes more gasoline than Germany uses. Is that fair? No. Speed is what it’s all about.”
    Setright: The Transmission and Driveline. Given the generous torque and the characteristic K-Jetronic flexibility of the 928, it makes sense for top gear to be direct-drive, that being the quietest and least consumptive. If it had no other virtue, the arrangement would at least preserve us from lots of ill-defined talk about whether a geared-up ratio actually constituted an overdrive; instead we can content ourselves with the knowledge that the highest gear of the 928 is a fairly long-striding one, such that at the 143 mph declared by Porsche to be conservative maximum speed, the crankshaft is turning 5400 revolutions to the minute. The four lower ratios are all indirect and are beautifully close, getting closer with every succeeding upward change. Without exceeding 5500 rpm, that gives 40, 59, 80 and 108 mph for the indirect gears, all of them naturally Porsche-synchronized and selected by a double-rod linkage contrived to isolate the shift lever from vibrations.
    The whole cog cluster is in a liberally finned casing integrated with the final drive, on the end of a tubular beam rigidly fixed to the barrel-housing at the back of the engine. Through this tube passes a multi-piece drive shaft supported in a couple of bearings to prevent whirling of its slender and torsionally flexible wheel. Its dimensions (the shaft is less than an inch in diameter) are governed not only by the torque it has to transmit, though that in itself is significant: The maximum torque multiplication is in bottom gear, by a factor of 3.601, and were the gearbox bolted to the back of the engine, the shaft would have to be sturdy enough to cope with 964 pound-feet of torque. Instead, the shaft never has to transmit more than the engine supplies, so it can be as surprisingly slender as it is. All that needs to be determined is the clutch location, and this is something that has provoked argument ever since these polarized transmissions first came into use.
    When the clutch is disengaged to permit a gear change, the driven plate rotates with the gearbox input shaft, adding its rotational inertia to the other rotating masses that have to be accelerated or braked by the synchromesh. The more power the clutch has to transmit, the greater its diameter tends to be, and its rotational inertia increases as the square of that diameter; so Porsche has done the sensible and expensive thing that follows as a matter of course in motorcycles and racing cars, increasing the number of clutch plates and thus their frictional area while allowing their diameter and rotational inertia to be minimized. So far, the thinking is sound, and, if the clutch were at the tail of the drive shaft, that shaft could be made larger in diameter, perhaps as a thin-walled tube, reducing its whirling tendencies, increasing its strength and stiffness (notably in torsion), and fitting it admirably to share with the clutch driving-plates some of the duties of the engine flywheel, enabling that customarily burdensome component to be made just a little less substantial.
    Instead, Porsche has put its nice new clutch on the back of the flywheel, right behind the engine, just where you would expect to find it in a more humdrum car. The result is that, when the clutch is disengaged, not only its driven plates but also the entire length of the drive-shaft assembly is added to the rotating masses whose inertia must be overcome by the long-suffering synchromesh mechanism. To minimize this rotational inertia, the shaft has to be made as slender as possible, and in the process acquires a flexibility in torsion that may be thought undesirable. Not only does it make the driveline feel rather elastic, it also strengthens the possibility of resonant torsional vibrations passing through that slender shaft. Perhaps we need not worry unduly: Porsche’s designers may have nodded when drafting the layout, but they must have done their subsequent sums well enough to insure that torsional oscillations never become intrusive or dangerous. Why else do you suppose that the driveline is an assembly of short shafts, rather than one long one?
    Davis: Soon you’ll be able to buy a Porsche with a 4.5-liter aluminum V-8 engine in the front. It will be nearly as fast as the Turbo, ten times easier to drive and a lot less trouble to own. It will cost you almost $25,000, but if you can afford it, it will be the car of which you’ve always dreamed. Furthermore, it will make you the envy of every red-blooded adult male in the civilized world.
    About once every ten years, some car comes along that forces the automotive community to re-examine all of its preconceptions and conventional wisdom. The Porsche 928 is exactly that kind of automotive phenomenon. It will blow your mind, knock your socks off, toss your hat in the creek. If some Philistine should suggest that you could buy a pretty nice mobile home for the same money, stick your fingers into his nose and rip it off his face. For ten years or more Motor Trend and Road & Track have been bilking gullible citizens into purchasing magazines with “The All­ New Mid-Engine Corvette for 1968-70-75-80-85” (choose one). When this Porsche hits the street, an all-new mid­-engine Corvette will look at least a day late and a dollar short.
    Porsche purists are already muttering that the 928 is not a “real” Porsche. They are, of course, entitled to their opinions, but they are also, of course, wrong. The 928 is an almost poetic reaffirmation of Porsche’s bedrock understanding and appreciation of the fundamental automotive verities. It is a sensational car. Its technology is such that it could have been a BMW or a Mercedes-Benz—and either firm would be delighted to have it, thank you—but only Porsche conceived it and had the courage to bring it to market. In 1974 with annual sales of $240 million, with the energy crisis and its speed limits and predictions of gloom and doom all around, Porsche committed $80 million to the realization of a totally new high-performance sports car, a super-car that would put everybody back to Square One over­night. Brave guys.
    Cars like the Mercedes-Benz 450SLC and the Chevrolet Corvette suddenly look very obsolete indeed. The BMW 630CSi instantly becomes a bit more ordinary than its specifications and performance originally led us to believe. This is a new car. Not a rehash, not a copy of somebody else’s successful theme, not a refined agglomeration of sedan components, this new Porsche is as fresh and exciting as the first Porsche 1300 Super I drove in 1953, and it will have the same dramatic effect on the enthusiast world’s notions and perceptions. It will be controversial, but it will become the standard by which other sports cars are judged for at least the next decade.

    Specifications

    Specifications
    1978 Porsche 928
    VEHICLE TYPE front-engine, rear-wheel-drive, 2+2-passenger, 2-door coupe
    PRICE AS TESTED (C/D EST) $23,000
    ENGINE TYPE SOHC 16-valve V-8, aluminum block and heads, port fuel injectionDisplacement 273 in3, 4474 cm3Power 240 hp @ 5250 rpmTorque 268 lb-ft @ 3600 rpm
    TRANSMISSION 5-speed manual
    CHASSIS Suspension (F/R): control arms/control armsBrakes (F/R): vented disc/vented discTires: Pirelli P7, 225/50VR-16
    DIMENSIONS Wheelbase: 98.4 inLength: 175.0 inWidth: 72.3 inHeight: 51.7 inCurb weight: 3197 lb
    PERFORMANCE (FACTORY DATA) 62 mph: 6.8 sec100 mph: 13.5 secTop speed (mfr’s est): 140 mph

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    Tested: 2020 BMW M8 Competition Rockets into Absurdity

    View Photos

    Marc UrbanoCar and Driver

    Q: How much “too much” is enough?A: More.
    The Hulk when Abomination finally succumbs. Patrick Bateman splatting his ax into Paul Allen. Marshawn Lynch powering into the end zone after punching his way through another defensive line. That cathartic moment after you’ve let the beast inside run wild, and you look back at what you’ve wrought, and you see that it is good. That’s how we imagine BMW’s engineers feel lately.

    The M8 Coupe and Convertible Make 600 HP Seem Sane

    The 2020 BMW M8 Offers Up to 617 HP

    Even the regular 8-series can be had with up to 523 horses, 23 more than the E60 M5 that first stopped the general public in its tracks back in 2005. Five hundred horsepower? From a V-10? Wait. Back up. BMW made a V-10? And it revved to what? Back up further. Five hundred twenty-three horsepower is more than double the output of the 1988 E28, the car that first forged the M5 legend. But now, 523 is available in a regular BMW—well, technically it’s an M Performance model, but that’s just marketing malarkey.

    HIGHS: Good God, the power. And its ease of use.

    It sounds crazy, we know. But if 523 horsepower is crazy, then 600 is believing that porcelain doll propped up in the spare bedroom is Mother, and 617 is the happiness you feel when she hands you a plate of fresh cookies. But you aren’t hallucinating, and those really are your choices with the new M8: 600 horsepower from a twin-turbocharged 4.4-liter V-8 or 617 in the M8 Competition.
    Hankering for a taste of the madness? (Hint: Yes, you are.) Set it to Sport mode, make sure the transmission is in its most aggressive setting, and Hulk-smash the brake first and then the gas. A notice flashes in the IP that launch control is engaged, and when you release the brake, the M8 smashes you back. It blasts through 60 mph in just 2.5 seconds and clears the quarter-mile in 10.7 at 129 mph. Just 15 seconds from stopped, it’s at nearly 150 mph. How’s this for an unexpected comparison? The M8 is quicker to 60 mph than a 710-hp Ferrari 488 Pista. With its tidier frontal area and significant power-to-weight advantage, the traction-on-launch-limited rear-drive Ferrari takes the lead by 100 mph, but that’s crazy performance from anything, especially something 16 feet long and weighing more than two tons. Goes to show how a car can leverage all-wheel drive to benefit acceleration.

    View Photos

    Marc UrbanoCar and Driver

    You’ll likely need the carbon-ceramic brake rotors because every time you crack the whip, you’re going to be adding 15, 20, even 40 mph. The left pedal will get a lot of use hauling this much mass back down to responsible cornering speeds. On a tight road, there’s no finding your rhythm if you so much as touch the gas. It’s all eye-widening acceleration followed by panic braking. Good thing the Pirelli P Zero PZ4s cling to the skidpad at 1.03 g’s. With those tires and 15.7-inch rotors up front and 15.0s in the rear, the M8 sheds brake heat like Rambo does water. At the test track, its 70-mph panic stop required just 146 feet.

    LOWS: Looks so much like a Mustang; weighs so much more than one.

    The M8’s electrically assisted steering offers both variable assist and a variable-ratio rack. It’s not the most communicative, but it is awesomely immediate off-center, helping the car feel smaller than it is. To really feel the M8 contract around you, turn all the aids off, switch all the various powertrain and chassis settings to their most extreme modes, and cut the power to the front axle. The car takes its set in a corner, and a little prod of the gas only makes the outside-front tire squeal louder. But a big prod wags the tail nice and easy, and a puppy-dog spirit emerges and begs you to steer with the rear.

    View Photos

    Marc UrbanoCar and Driver

    The big M8 isn’t quite as comfortable hanging it out as its predecessor, the M6, was, with less seamless transitions between a proper line and “woo-hoo!” The reluctance to indulge might be the fault of the extra weight over the nose, or maybe it’s the reduced tire stagger—the M6 wore 265s up front and 295s out back, while the M8 has 275s under the nose and 285s in the rear. Or maybe it’s the fact that the M8 is designed to be, and optimized for, all-wheel drive. But that playfulness is present, and regardless of why it’s diminished, it is a welcome (and unsurprising) discovery.

    BMW will paint your M8 Java Green Metallic for $5500, but we’d put that money toward keeping a ticket-fixing attorney on retainer.

    The 8-series designation returns for this generation—BMW having shelved it back in 1997—in an effort to reinvent prestige higher than the number 6 provides. But like the last generation of the 6-series, the 8 shares much of its architecture with the 5-series sedan. The M8 is actually 1.2 inches shorter than its M6 predecessor, a skosh wider, and a metric smidge lower.
    Mostly, though, it looks smaller because of the svelte new shaping. A sharp bone line runs along the door, vast concave scallops below it drawing visual tonnage from the profile. Similar suck-it-in-and-hold-it styling deflates the shapes along the hood and in the rear. Long, thin headlights with an aggressive squint flank an enlarged grille and gaping intakes in the lower fascia and only enhance the shrinking effect. But the car still carries visual heft. If the phrase “Big M8” doesn’t make you giggle, take a minute to Google it. You’re welcome.

    View Photos

    Marc UrbanoCar and Driver

    But inside, the M8 is not so huge. The back seat isn’t as laughable as, say, the Aston Martin DB11’s, but being second funniest isn’t a good thing here. Even up front, the M8 wears passengers out. On our 2000-mile campaign against the mayflies of Michigan’s Upper Peninsula, we did a lot of fidgeting and would have stopped to stretch more than we did, but we prefer those bugs pulverized against the front fascia rather than tangled in our hair and buzzing down our backs. And the transmission tunnel forces an extreme pedal offset, which led to serious knee and ankle aches. Even so, the engine seems like it should maybe be pushed back farther still, considering the M8 carries 55.0 percent of its 4251 pounds over the nose.
    As the sportier version of an already obscenely powerful and heavy car, the M8 awkwardly straddles the line between the GT and sports-car worlds. It’s a little stiffer than the M850i but not quite as comfortable, and it isn’t as consistently excellent at balancing its two priorities. BMW’s new variable brake feel is a good example of this. In classic first-gen-innovation form, it’s not all that great in either of its two settings. It’s squishy in Comfort mode and less squishy but still unnatural in Sport. History has taught us that we will gripe about this for a couple years and then BMW will improve it and it’ll be fine. Right now, it’s not quite fine.

    The M Driver’s package raises top speed from 155 to 189 mph, but not to worry; it comes with a day of perform­ance-driving school.

    Even though the M8 is capable of lunatic shenanigans, we’re not sure it deserves such a wild color. It’s called Java Green Metallic, and there’s about a hectare of it here. That name makes no sense until you see it. It is caffeine for your eyeballs. Although maybe Drinking Ten 5-Hour Energys to Get Fifty Continuous Hours of Energy Green would have been more appropriate. A guy in an orange Mustang laughed at us. So did a kid with the sides and back of his head shaved and the mop on top bleached blond. We can’t say we blame them.

    View Photos

    Marc UrbanoCar and Driver

    The M8 coupe starts at $134,995. The base price for an M8 Competition is $147,995. The car we tested is about as expensive as you can make an M8—or any BMW other than a fully loaded M760i. The custom paint cost $5500; the ceramic brakes, $8150. Carbon-fiber exterior trim adds $5400 to the bottom line, the 16-speaker Bowers & Wilkins stereo accounts for $3400, and the active safety stuff that we switched off immediately every single time we turned on the car, $2800. It might not seem worth $2500 to raise your top-speed limiter from 155 to 189 mph, but trust us when we say the time will probably come when, on an empty freeway, you mat the throttle and are surprised to see a number greater than 155 in the head-up display. To help prepare you for this moment, that option also scores you a day at a BMW high-performance driving school.
    Yes, our car’s $175,745 price seems crazy, but what’s crazier is that this is one of the cheapest ways to get into the 10s in the quarter-mile. That the M5 Competition will do it for some $60,000 less and includes an extra set of doors makes this M8 seem almost sane.

    View Photos

    Marc UrbanoCar and Driver

    Counterpoint
    Typically when launching a vehicle, you’ll notice some engine wailing, torque-converter stalling, and adrenaline-building drama leading up to the event. The M8 Competition is different. With the driveline preloaded and the reactor out front snarling at a launch-control-determined 2800 rpm, the M8 blasts off without a chirp of the tire, shifting twice before 60 mph. Need 170 mph in 22.0 seconds? Easy. Please spare me the Java Green hue. Acceleration this unassuming deserves something more subtle. —David Beard

    Specifications

    Specifications
    2020 BMW M8 Competition
    VEHICLE TYPE front-engine, rear/all-wheel-drive, 4-passenger, 2-door coupe
    PRICE AS TESTED $175,745 (base price: $147,995)
    ENGINE TYPE twin-turbocharged and intercooled V-8, aluminum block and headsDisplacement 268 in3, 4395 cm3Power 617 hp @ 6000 rpmTorque 553 lb-ft @ 1800 rpm
    TRANSMISSION 8-speed automatic
    CHASSIS Suspension (F/R): multilink/multilinkBrakes (F/R): 15.7-in vented, cross-drilled, carbon-ceramic disc/15.0-in vented, cross-drilled carbon-ceramic discTires: Pirelli P Zero PZ4; F: 275/35ZR-20 102Y ★ R: 285/35ZR-20 104Y ★
    DIMENSIONS Wheelbase: 111.3 inLength: 191.8 inWidth: 75.1 inHeight: 53.6 inPassenger volume: 81 ft3Trunk volume: 15 ft3Curb weight: 4251 lb
    C/D TEST RESULTS 60 mph: 2.5 sec100 mph: 6.3 sec150 mph: 15.5 sec170 mph: 22.0 secRolling start, 5–60 mph: 3.5 secTop gear, 30–50 mph: 2.3 secTop gear, 50–70 mph: 2.4 sec1/4 mile: 10.7 sec @ 129 mphTop speed (mfr’s claim): 189 mphBraking, 70–0 mph: 146 ftBraking, 100–0 mph: 288 ftRoadholding, 300-ft-dia skidpad: 1.03 gStanding-start accel times omit 1-ft rollout of 0.2 sec.
    C/D FUEL ECONOMY Observed: 15 mpg
    EPA FUEL ECONOMY Combined/city/highway: 22/19/26 mpg More

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    Tested: 1983 Volkswagen Rabbit GTI Was Worth the Wait

    From the November 1982 issue of Car and Driver.
    The automotive business may be topsy­-turvy these days, but there’s still no question about where the world’s best drivers’ cars come from. For sheer quantity, you can’t beat the Fatherland: Audi, BMW, Mercedes-Benz, Porsche, and VW turn out more great rides than the rest of the world’s carmakers combined. Even the Japanese still think German cars are magic—and they’re working furiously to close the gap.

    Best Hatchbacks of 2020

    New VW GTIs Always Make Us Happy, Here’s the Mk 8

    So without further ado, allow us to introduce the latest autobahn panzer to grace our roads, the Volkswagen Rabbit GTI, from—wait a minute—Westmoreland County, Pennsylvania? That’s right. Volkswagen of America is now producing a home-grown version of the little hatchback we’ve been waiting for, the GTI—the perennial benchmark of high­-performance European econoboxes. Better still, it works so well, you’d swear it came from Wolfsburg.
    If you find this leap of faith a little hard to accomplish, we understand. For one thing, the German-made GTI is one killer shoe box. The intense VW engineers take the three letters on the grille very seriously, and the result of all their tuning is a poor man’s hot rod capable of running with BMWs on the autobahn and on twisty Bavarian back roads.

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    Robin RiggsCar and Driver

    Nor was there any reason to anticipate such a car from VW of America. The cars rolling out of Pennsylvania farm country have been the farthest things from Teutonic boy racers. Since opening its U.S. plant in 1978, VW has soft-pedaled its German heritage in favor of an Americanized image. Suspensions turned flaccid, seats became bench-flat, and the flash and filigree levels rose alarmingly. If you wanted a German-style driver’s car, you had to choose from one of the imported models on the dealer’s floor, like the Jetta and the Scirocco.

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    Robin RiggsCar and Driver

    That era, we’re happy to report, seems over. With sales off 45 percent from a year ago, VW of America is trying a whole new approach. Jim Fuller, then vice-president of Porsche and Audi, was shipped in last spring to get the lights turned back on, and a new corporate campaign—internally called “Roots”—has been established to foster a more vital image for the company.
    This game plan, as you might guess from the name, is for VW to “Germanize” its Americanized, U.S.-built cars. Aside from the image-making GTI—which is intended to cast a glow on the whole line—the program calls for firmer suspensions, better seats, and more understated trim across the board.

    View Photos

    Robin RiggsCar and Driver

    Judging by the GTI, VW seems serious enough to do it. Everything about this car is calculated to make an enthusiast salivate in anticipation. From suspension to seats, all the important parts have been uprated to full autobahn-­class standards—quite an accomplishment, considering the long arm of the cost accountants.
    From ten paces, the transformation is quite subtle, though still visible enough that no keen enthusiast will miss it. A small air dam pokes out beneath the front bumper. Molding and bumpers are blacked out. A thin red molding encircles the grille, and simple red badges are stuck on the grille and the rear deck—just like on the German model. The only other giveaway to this car’s identity lurk in the wheel wells: meaty, P185/60HR-14 Pirelli P6 tires on 14.0-by-6.0-inch alloy wheels.

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    Robin RiggsCar and Driver

    Clue number two that this is no ordinary economy car comes the second you pull open the door and slide behind the soft, molded, four-spoke Scirocco wheel. The driving environment is aggressively businesslike, but also pleasantly luxurious—more like what you’d expect in an Audi. The highlight of the interior is a pair of deeply sculptured sport seats like those found in the Scirocco, upholstered in heavy-weight corduroy—deep blue with red stripes in the case of our jet-black test car. A somewhat misshapen center console contains a clock, an oil-temperature gauge, and a voltmeter, which supplement the tach, the speedo, the fuel gauge, and the coolant-temp gauge in the instrument cluster. The final touches are a golf-ball shift knob and the substitution of pseudo brushed aluminum for pseudo wood on the dash and console faces.
    What you key to life on the other side of the firewall is also something you won’t find in any normal Rabbit: a 1.8-liter four-cylinder that packs more power than any other U.S.- spec Rabbit ever has—90 horsepower at 5500 rpm, to be exact. This 16-hp improvement over the stock powerplant is the result of a variety of revisions. The engine has been bored out from 1715cc to 1781, and compression has been bumped from 8.2:1 to 8.5. The breathing has been improved by opening up valve sizes and adding a low-restriction exhaust system with a 3mm-larger-diameter pipe.

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    Robin RiggsCar and Driver

    The 1.8-liter’s 22-percent power improvement is still 16 horses shy of the 1.6-liter German GTI’s power peak—something the engine engineers claim is intentional. The cam from the stock 1.7-liter four was retained, they say, to fatten up the midrange for better around-town response, which is sadly lacking in the high-winding German edition.
    Before you roll your eyes at what sounds like an excuse, you should know that this powerplant is a delight to live with. It’s spunky down low and pulls hard for the redline. The new motor muscles the 2100-pound GTI to 60 mph in a brisk 9.7 seconds, nearly two seconds faster than the standard Rabbit five-speed—and nearly a second faster than a 5.0-liter Trans Am four-speed. There’s even enough power to push the VW’s boxy body through the atmosphere at 104 mph.

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    Robin RiggsCar and Driver

    The new engine is more than just stronger, it’s more refined as well. VW’s engine team used this opportunity to reduce piston weight by twenty percent and to lengthen the connecting rods by ten percent—two key changes that combine to make this engine one of the world’s most velvety fours. A portion of the GTl’s improved noise-and-vibration control can be traced to a most unlikely source—a new slip-joint connection between the exhaust header and the tailpipe. The upgraded system eliminates the tinny exhaust note of Rabbits past, replacing it with a mellow, expensive-sounding hum.
    Another measure of driving pleasure comes through from the gearbox: a GTI unit imported from Germany. The ratios are the closest you’ll find this side of a race car, and they make it easy to keep the free-revving engine in the choice section of the power band.

    View Photos

    Robin RiggsCar and Driver

    Of course, an equal portion of the European GTI’s prowess is derived from the poise its chassis shows under pressure. Here, too, VW of America has come through. Since the U.S. car is about 140 pounds heavier than its German counterpart, U.S. spring rates and shock valving had to be revised. They were chosen specifically to match the European car’s handling characteristics, however. To maintain the best possible quality control, the front struts come from VW’s European supplier, and the rear shocks are Sachs units. The U.S. car does benefit from the same front and rear anti-roll bars used on the German GTI, as well as the foreign car’s ventilated front disc brake rotors.

    View Photos

    Robin RiggsCar and Driver

    The first thing you notice when you put all these gourmet pieces into motion is what they don’t do to our old friend the Rabbit. The new GTI is not a hard-edged street racer. The engine isn’t shrill or peaky; the suspension doesn’t jiggle or crash over the bumps. The GTI is far more sophisticated and refined than that. It will stick like glue—0.78 g is available for cornering work—but excellent roadholding is only half the story. It’s almost as composed and supple as the high-dollar brands are over bad pavement, always on its toes through mountain switchbacks, and quick to answer your right foot at any speed. It never seems to breathe hard.
    Despite short gearing—4300 rpm shows on the tach at 80 mph—the GTI is a quiet and comfortable long-distance cruiser. For long hauls or short, the front seats work wonders—this despite being handicapped by having only fore­-and-aft and backrest-angle adjustments. Even the new, optional four-speaker AM/FM-stereo/cassette radio sounds plenty good.

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    Robin RiggsCar and Driver

    Next to all-around performance like this, a Scirocco pales. This once-humble Rabbit, in fact, now qualifies as a full-fledged GTI hatchback. What ultimately makes the GTI truly significant, however, is that it’s the first car sold in the U.S. to marry this level of driving satisfaction with the utility, compact dimensions, and fuel efficiency of an economy car. Our test GTI returned an impressive 26 mpg during five days of leadfooted road testing—including a morning of instrumented track tests. That happens to be exactly the same real-world mileage we netted with a stock five-speed Rabbit three-door we tested recently. What’s more, if driving enjoyment in a small car is your paramount concern, you’d be hard pressed to beat the cost-benefit ratio inherent in the GTI’s eight-grand admission price.
    For that sum you will not be overwhelmed by clever features, a component sound system, or infinitely adjustable seats. In true German fashion, VW equips the GTI only with what’s needed to get the job done, thank you. When it comes to sheer driving enjoyment, though, the new GTI currently stands in a class of one. True to its pedigree, it can make you feel great—and that’s the best thing any car can do for its driver.
    Counterpoint
    Listen, we ought to give this car a medal or something. Partly because it’ll put the hurt on so many so-called sports cars in the stand-on-it-and-steer-it mode. But mostly because the GTI isn’t another one of those dumb boy racers that ride like produce wagons and make power like blenders stuck on purée.
    I mean, even a fast car should live up to certain minimum standards. So I don’t mind that the GTI rides like a Jaguar. I can live with first-class furnishings in the passenger cabin. I can stand a smooth, powerful engine that squeezes a bunch of miles out of every gallon of gas. If this is the sacrifice I have to make for a car that does business as good as the C/D performance specs say the GTI does, I’m ready to bite the bullet.
    Like everybody else, I expected a kind of Porsche Speedster—an uncivilized, fast little car. Imagine how lucky we are that this Eighties-style Speedster is civilized as well as fast. It’s a fast little car without the nonsense. —Michael Jordan
    As a self-proclaimed forward thinker, I’m sent into a quasi funk every time I think of what the GTI could have been. With Euro horsepower (110 DIN) and fewer black-speed decorations, this box could have left for dead every other performance car in the country.

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    Robin RiggsCar and Driver

    But I am sheered back up again by thinking of what it is. This car just down-the-road drives better than any other box I’ve tried in the past year. The suspension has the right resilience, and the steering has the right feel. There’s a wonderful sense of balance. Balance is the hardest quality to engineer in—harder by far than horsepower—and VW has done it right. You can really make some moves in this car.
    Seats are nearly as difficult. For my anatomy, the GTI’s buckets fit better than the best that can be done with all the knobs and squeeze bulbs in Camaros and Supras. For around $8000, I don’t know of a friendlier place to sit and drive. —Patrick Bedard
    Universal esteem for anything—automobiles, moving pictures, jelly doughnuts—is unheard-of in this office. Yet everybody loves the Rabbit GTI, including me. But let me enter a short list of this car’s deficiencies into the record for the sake of objectivity. The clutch pedal vibrates underfoot at times. It’s difficult to heel-and-toe. The steering is too slow for my tastes. Lastly, the Rabbit is by now an old car, a condition I’ll mention in passing without actually holding it against the GTI in any way. Let us instead say the car is mature.
    The most interesting thing to me about the GTI is that it’s a true original even though the idea of a sport box has been bandied about for years. The Japanese have nothing of the sort. Chevrolet can only dream of such a car. The Ford Motor Company is working hard on the Escort GT, but the fruit of its labor is not yet ripe. Now that VW has done the definitive econoracer, copying it should be easy. This is one case where cribbing is encouraged, at least by me. —Don Sherman
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    2021 Kia K5 Rolls Out a New Name for the Optima

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    Michael SimariCar and Driver

    Don’t get hung up by the new nameplate on the redesigned 2021 Kia K5. This is very much the shapely mid-size sedan formally known as the Kia Optima. We’re a little sad to see a perfectly good vehicle name fall to alphanumeric nonsense, but the Optima has always been known as the K5 in the Korean market. The badge on the trunklid takes nothing away from its family sedan goodness. Like its predecessor, it upholds Kia’s increasingly impressive ability to balance upscale execution, design, and value.

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    At the center of the Optima-to-K5 metamorphosis is the latter’s adoption of the Hyundai-Kia conglomerate’s latest N3 platform, which also underpins the similarly fresh 2020 Hyundai Sonata. We had a brief drive of the new K5 last year around Kia’s home market of South Korea. Compared to the outgoing Optima, the new sedan is 2.0 inches longer, 1.0 inch wider, and 0.8 inch lower. Its 112.2-inch wheelbase also is up 1.8 inches, with that growth primarily going to expanding rear-seat space. Even with the K5’s sloping roofline, six-footers can easily sit behind six-footers.

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    Michael SimariCar and Driver

    The Optima was always a looker, and the K5 arguably is even more so with its strong character lines, balanced proportions, and intricate detailing. We’ll leave it to you to decide if the K5’s sharper lines, zigzag LED running lights, and “sharkskin-inspired” grille treatment work better than the Sonata’s demurer look, but there’s no denying this Kia pushes style and design further than what’s expected of the segment.
    Driving the Change
    Things are comparably tame under the K5’s hood, although the GT model will address that when it arrives later this year with a 290-hp turbocharged 2.5-liter inline-four and an eight-speed dual-clutch automatic transmission. The front-wheel-drive GT-Line and EX models that we drove in Michigan featured the standard 1.6-liter turbo-four—180 horsepower and 195 pound-feet of torque—mated to a conventional, smooth-shifting eight-speed automatic. In our testing of a similar 2020 Sonata, this setup was good for a zero-to-60-mph run in 7.3 seconds. That car also returned 36 mpg on our 75-mph highway fuel-economy test, although some competitors such as the Toyota Camry can top 40 mpg in that measure. For the K5, its EPA estimates top out at 29 mpg city, 38 mpg highway, and 32 mpg combined.

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    Michael SimariCar and Driver

    The K5 breaks from the front-drive-only Sonata by offering all-wheel drive. That system will be available later this year as an option only on the volume LXS and GT-Line trim levels. The upgrade won’t come cheap, though. Bundled with a host of otherwise optional equipment, all-wheel drive will add $2100 to the price of the LXS and $3700 to the GT-Line.
    Kia says the K5 was tuned separately from the Sonata, yet both share a similar characteristics on the road. The K5’s steering is precise but numb in feel, there’s an initial softness to its brake pedal that firms up when you stand on it, and it goes around corners with reassuring competence and stability. The relatively soft suspension returns good overall ride comfort and moderate body roll in corners, but we would like more insulation from the road. Both of the cars we drove rolled on 18-inch Pirelli P Zero All-Season tires (16s are standard on lesser trims) that provided reasonable levels of grip. Yet, despite a standard acoustically laminated windshield and increased sound-deadening material, road noise is prominent on most surfaces and the big wheels thwack loudly over bumps and pavement seams.

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    Michael SimariCar and Driver

    The K5’s 1.6-liter is content with being worked lightly, doling out its peak torque at just 1500 rpm with a subdued thrum. Sport mode energizes things a touch by prompting the eight-speed to hold on to lower gears longer and pumping slightly more engine noise into the interior through the stereo speakers. It also firms up the steering effort a little, albeit with no change to its tactility. But only the K5’s GT model gets paddle shifters, and the standard transmission will upshift on its own well before the engine’s 6500-rpm redline, even with the shift lever slotted into its manual mode.
    Interior Evolution
    Kia has significantly upped the Optima’s interior game with excellent fit and finish and a thoughtful sprinkling of not-too-shiny bits. The K5 succeeds in incorporating various styling elements from both Kia’s sportier Stinger hatchback and the Telluride SUV, along with exemplary functionality and ease of use. GT-Line models can be optioned with jazzy red leatherette upholstery with GT-Line logos emblazoned on the front headrests, but we preferred the cooler ambiance of the more luxurious EX model with its greater feature count and its convincing fake-wood detailing. While we would’ve liked to lower the front seats even more in their tracks, the K5’s thrones don’t feel perched as excessively high as the latest Sonata’s.

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    Michael SimariCar and Driver

    There are some budget-minded elements to be found, including hard plastics on the door panels, center console, and lower dash. EX models add more soft-touch points and a few niceties that we wish were standard across the range, such as rear climate-control vents. But all K5s come with dual-zone automatic climate control, a crisp (albeit small) 4.2-inch instrument cluster display, and an 8.0-inch center touchscreen. A 10.3-inch touchscreen is optional. Wireless Android Auto and Apple CarPlay connectivity are standard, but strangely, you’ll have to use a power cord to sync with the larger 10.3-inch touchscreen. Kia says it may address that discrepancy with wireless connectivity in a future technical update. Other tech highlights include an optional 12-speaker Bose stereo and wireless device charging.
    Even the K5’s competitively priced $24,455 LX base model comes with loads of standard safety gear and driver aids, including forward-collision avoidance with pedestrian detection, automatic high beams, a driver-attention monitor, and lane-keeping assist. Moving up through the lineup unlocks additional assistants, such as navigation-supported adaptive cruise control with stop-and-go capability, rear cross-traffic detection, and blind-spot monitoring. Fully loaded, the front-drive Kia K5 GT-Line costs about $28K, while the more indulgent EX tops out around $32K. That’s slightly less than a new Sonata Limited yet a bit more than you’ll pay for a similarly equipped Honda Accord or Toyota Camry.

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    Michael SimariCar and Driver

    The new Kia K5 may not be as engaging to drive as the Accord, which remains our top pick in the segment. And had it been around for our most recent comparison test of family sedans, it probably wouldn’t have improved upon the Sonata’s second-place finish. To be sure, we will let the Kia and the Honda duke it out soon enough. But what the K5 does offer is an impressively styled and smartly executed package that’s studded with features and technology. Optima still has a better ring to it than K5, but Kia’s redesigned mid-sizer is good enough that we don’t really care what it’s called.

    Specifications

    Specifications
    2021 Kia K5
    VEHICLE TYPE front-engine, front- or all-wheel-drive, 5-passenger, 4-door sedan
    BASE PRICE LX, $24,455; LXS, $25,455; GT-Line, $26,355; EX, $28,955; GT, $31,455
    ENGINES turbocharged and intercooled DOHC 16-valve 1.6-liter inline-4, 180 hp, 195 lb-ft; turbocharged and intercooled DOHC 16-valve 2.5-liter inline-4, 290 hp, 311 lb-ft
    TRANSMISSION 7-speed dual-clutch automatic, 8-speed automatic
    DIMENSIONS Wheelbase: 112.2 inLength: 193.1 inWidth: 73.2 inHeight: 56.9 inPassenger volume: 102–105 ft3Trunk volume: 16 ft3Curb weight (C/D est): 3100–3400 lb
    PERFORMANCE (C/D EST) 60 mph: 5.2–7.4 sec100 mph: 17.8–20.1 sec1/4 mile: 13.5–15.7 secTop speed: 135 mph
    EPA FUEL ECONOMY (C/D EST) Combined/city/highway: 29–32/26–29/35–38 mpg

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    Tested: 2020 Ioniq Electric Runs 150 Miles on Its New and Larger Battery

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    Michael SimariCar and Driver

    Hyundai’s 2020 Ioniq Electric isn’t all about the range. If you want an EV that will go more than 200 miles on a charge, a Hyundai salesman will walk you over to the $38,330 Kona Electric SUV with a 258-mile EPA range. And the Kona isn’t the only alternative. There are plenty of other choices for just a few thousand more than the Ioniq EV’s $34,020 base price. A Chevrolet Bolt and its 259-mile range starts at $37,495, the Nissan Leaf Plus offers 215 miles of range for $39,125, and the 250-mile range Tesla Model 3 Standard Range Plus opens for $39,190.

    HIGHS: Exceedingly energy efficient, surprisingly classy cabin, strong value versus rivals.

    But, let’s say you don’t want to spend the extra dough and that the refreshed Ioniq’s 170-mile EPA range works for you. That range is an improvement over the first Ioniq Electric, which traveled 124 miles on a charge, and it beats the smaller-battery $32,525 Nissan Leaf’s 149-mile range. Credit the new and larger battery (28.0 kWh to 38.3 kWh) for the added range. Charging can also happen faster thanks to a slightly upgraded onboard charger that goes from 6.6 kW to 7.2 kW to help speed charging times for the Ioniq’s larger battery.

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    Fully Electrified Hyundai Ioniq Driven

    Enough with the EPA talk; we have our own range test, one where we drive at a steady 75 mph on the highway. We didn’t subject the previous Ioniq to the same methodology, so there is no direct comparison for the 150 miles of highway range we observed in the updated Ioniq. That makes its freeway legs longer only than the 2017 BMW i3 and both the Bolt and Leaf can cover 180 miles, so don’t expect to road trip. But it is worth noting that the 12 percent drop from it’s EPA range is among the least we have seen, meaning Hyundai is very honest in its own test practices and reporting.

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    Michael SimariCar and Driver

    Trucklike Braking and Flappy Paddle Fun
    The 2020 Ioniq Electric also comes with a more powerful permanent-magnet synchronous AC motor than last year. While it zaps the same 218 pound-feet of torque to the front wheels, the motor now generates 134 horsepower (up from 118). The additional electrified ponies don’t change the acceleration times much compared with the last Ioniq we tested back in 2017. A run to 60 mph takes a tepid 8.3 seconds, while a Bolt EV does it in 6.7 ticks, and the smaller-battery Leaf does it in 7.4 seconds. The Hyundai still feels punchy around town, especially for anyone who isn’t familiar with the sensation of an electric motor’s instant torque. However, the Ioniq feels particularly languid at highway speeds. It needed 4.9 seconds to make it from 50 and 70 mph, again trailing both the Chevy and Nissan’s EVs.

    LOWS: Meh acceleration, 170-mile range puts it a class below the Bolt and Model 3, tires aid efficiency but hurt braking distances.

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    Michael SimariCar and Driver

    As reluctant as the Ioniq was to speed up, it was even less willing to slow down in a hurry. We measured a long stopping distance of 191 feet from 70 mph. That’s longer than a 5602-pound GMC Sierra 1500. The Hyundai’s braking performance isn’t an outlier, though. The Bolt EV and Leaf recorded equally long 70-mph-to-zero stops. Blame the low-rolling resistance tires, selected for their ability to stretch every electron, not for grip. Despite the slipperiness of our Ioniq’s narrow 205-section-width rubber, which registered an SUV-like 0.79 g of grip on our 300-foot skidpad, we like how Hyundai gives the driver control over regenerative braking. Controlled via paddles on the steering wheel, it’s possible to select between three different levels of deceleration, or you can hold the left paddle to activate the full potential of regenerative braking. It’s strong enough to bring the car to a complete stop. Never having to touch the brake pedal and maximizing regenerative braking is a fun distraction from the electrified Ioniq’s otherwise commuter-car driving behavior.

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    Michael SimariCar and Driver

    Classier Inside and Cheaper Than Rivals
    A larger battery and longer range aren’t all that’s new. The 2020 Ioniq Electric also receives a lovelier interior. The redesigned instrument panel benefits from richer materials and a more stylish aesthetic that’s set off at night by the blue glow of ambient lighting. The cabin is also modernized with a new high-res digital gauge cluster and touch-sensitive climate controls, and on our high-spec Limited model, you also get a larger 10.3-inch touchscreen that’s standard on Limited models. Too bad many of the updates are prettier than practical. Hyundai replaced most of the physical buttons with touch controls that don’t offer the same feedback or reliable responses as a button.
    Our gray Ioniq Electric Limited arrived with an as-tested price of $39,590, but if you forgo some features like blind-spot monitoring and power front seats, you can get into the SE-trim Ioniq for just $34,020. We’d recommend the SE, since the Limited doesn’t add any range, and if you’re willing to spend nearly $40,000 on an EV, you should get one of the aforementioned ones with longer legs.

    Specifications

    Specifications
    2020 Hyundai Ioniq Electric
    VEHICLE TYPE front-motor, front-wheel-drive, 5-passenger, 4-door hatchback
    PRICE AS TESTED $39,590 (base price: $34,020)
    MOTOR TYPE permanent-magnet synchronous motor, 134 hp, 218 lb-ft; 38.3-kWh lithium-ion battery pack
    TRANSMISSION 1-speed direct drive
    CHASSIS Suspension (F/R): struts/torsion beamBrakes (F/R): 11.0-in vented disc/11.2-in discTires: Michelin Energy Saver A/S, 205/60R-16 92H M+S
    DIMENSIONS Wheelbase: 106.3 inLength: 176.0 inWidth: 71.7 inHeight: 58.1 inPassenger volume: 94 ft3Cargo volume: 23 ft3Curb weight: 3433 lb
    C/D TEST RESULTS 60 mph: 8.3 sec100 mph: 26.1 secRolling start, 5–60 mph: 8.1 secTop gear, 30–50 mph: 3.1 secTop gear, 50–70 mph: 4.9 sec1/4 mile: 16.5 sec @ 84 mphTop speed (governor limited): 108 mphBraking, 70–0 mph: 191 ftRoadholding, 300-ft-dia skidpad: 0.79 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
    C/D FUEL ECONOMY Observed: 121 MPGe75-mph highway driving: 127 MPGeHighway range: 150 miles
    EPA FUEL ECONOMY Combined/city/highway: 133/145/121 MPGeRange: 170 miles

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