Not exact matches
The 4.4 - litre twin - turbo lump delivers its maximum 500 lb ft of
torque from just 1500rpm — the polar opposite to the screaming race - derived V10 from its predecessor — and it produces 52bhp more while consuming 30 per
cent less fuel.
In the wet, of course, the Quattro versions — which can divert up to 85 per
cent of
torque rearwards — would rely much
less on the traction control under load.
Much as with the Convertible, it's the 552bhp 4.4 - litre twin - turbo V8 that takes centre stage, pulling off the impressive trick, for a blown motor, of seamlessly melding masses of low and mid range urge (500 lb ft of
torque from just 1500rpm) with an equally fierce rush to the 7200rpm red line while managing to use 30 per
cent less petrol than the V10 that powered the previous generation M6.
Taking advantage of the additional, instant and continuously available
torque from the electric motor, the Optima Hybrid uses 10 per
cent less fuel on the combined cycle, 28 per
cent less on the urban cycle and produces 21 per
cent less CO2 than the 1.7 - litre diesel Optima automatic.
Along with the introduction of electronic
torque vectoring to improve agility, the front and rear tracks have increased by 30 mm and 10 mm respectively for a wider stance, and there's 20 per
cent less friction in the steering to help feel.
Volkswagen says the options take - up rate on base Polos was previously
less than five per
cent, with a similar number of buyers opting for diesel power, which the new downsized turbo - petrol engine all but emulates in terms of
torque and efficiency.
While output has increased by around 10 per
cent and maximum
torque is up by more than 30 per
cent, the new BMW M5 burns over 30 per
cent less fuel than its predecessor.
Granted, following an upgrade to meet Euro 6 emissions standards — which also brings a quoted «three to four per
cent» improvement in fuel economy — it makes slightly
less power and
torque -LRB--3 kW / -4 Nm).