Sentences with phrase «damper setting for»

The Adaptive M suspension, fitted as standard for the UK market, also provides COMFORT, SPORT and SPORT + modes, enabling the driver to choose between a more comfortable damper setting for urban driving, for example, or a stiffer set - up for dynamic driving on country roads.

Monday, Aug. 15 — What's the best damper setting for you on the rower?

Other changes on the Wraith include a marginally quicker steering rack (now three turns lock - to - lock rather than the 3.2 of the Ghost), increased roll control thanks to tweaked anti-roll technology, revised spring and damper settings for the air suspension, a 24 mm wider rear track for greater cornering stability, and extra strengthening for the under - body to compensate for the lack of a B - pillar.

It is the world's first production system to employ model - based predictive technology that continually optimizes damper settings for the widest possible range of conditions.

Not exact matches

The heat seemed to put a bit of a damper on the attendance, and we fell very short of breaking the national record, but a new record was set for the state of Colorado with around 200 women participating!

While setting yourself up for orgasm disappointment is certainly something to avoid, realize that having tunnel vision for that climax can put a damper on your sex life as well.

A fire damper comprises a set of louvres which are set to the open position for most of the time in order to allow air circulation, but which will close in the event of fire, operated either by a fire sensor or a remotely operated switch.

As for off - road prowess, East Coast Defender included KAM heavy duty axles with electronic locking differentials both front and rear, heavy duty steering arms, a custom suspension system made up of King Off - Road Racing shocks and steering damper, as well as a 2 - inch lift thanks to a set of Old Man Emu coil springs.

Drivers looking for the sportiest setting will likely dial the system to the so - called Dynamic mode, which stiffens the dampers, sharpens the steering, and elicits an ominous red glow from the cabin's mood lighting.

Shorn of lesser E60 5 - series» run - flat tyres and active steering, the M5 is a deeply satisfying steer on the twisty stuff, not least for its consistently fine ride, whatever damper setting you manage to access via the still largely unfathomable iDrive system.

Body rigidity has been improved, and a special track - biased suspension set - up has been achieved - but customers can switch the dampers back to a softer road setting for nomal use.

Even in the stiffer damper mode — which is part of the standard - fit Drive Select system — there's enough pliancy; in fact, for the extra body control it also delivers it becomes the default setting for spirited driving, regardless of the nature of the road surface.

There's tons more of course — two stage adjustable dampers, a specifically tuned Sport Handling setting for the stability and traction control, ceramic brakes, new Michelin Pilot Cup 2 tyres, a new active rear locking differential.

At the same time, the clutch is predictable but a bit heavy, the brakes have lots of bite, and the two - position setting for the dampers takes the sting out of rough pavement when set in Normal mode.

There are Comfort, Sport, and Sport Plus settings for the dampers, steering and throttle mapping, plus three modes for the gearbox, and you can run with full DSC in the more relaxed MDM mode or with stability control dialed out completely.

You can set up a certain level of quick adjustment via the Individual drive mode, but it's not nearly as simple as a hard button strictly for the dampers.

The springs and dampers are also set up for better compliance on the road, though Caterham has retained the 620R's uprated brake master cylinder and limited - slip differential.

Adaptive dampers are standard fit, while certain chassis settings — anti-roll bar stiffness, toe and camber — can be adjusted for circuit use.

We also modified the software that masterminds the four - wheel - drive system, chose a slightly more compliant damper setting, and introduced torque vectoring, which automatically decelerates the inner rear wheel on turn - in for more neutral handling behavior.

It's impossible to tell what changes have been made mechanically, but given it's based on the i30 N hatchback, you can expect the same specification, which runs to adaptive dampers and a wide range of settings for the steering, throttle and suspension.

This makes the owner's pre-delivery offer to me all the more remarkable: spending a few days testing at Sonoma Raceway (formerly Sears Point) and on the roads around the Napa Valley to set the car up on its Öhlins dampers before taking it for an all - day blast on some spectacular northern California roads for final driving impressions and the photo shoot you see here.

The chassis has benefitted from revised damper and anti-roll bar settings, whilst electronic power steering, reprogrammed for improved feel, is standard in all but the range - topping VXR model.

Therefore the Nitron springs and three - way adjustable dampers have their own settings, yet retain the Cup's adjustability (24 clicks for rebound and low - speed compression, 16 clicks for high - speed compressions).

You can also create an Individual mode, allowing you to have softer dampers but the most aggressive engine mapping and ESP set to «Sport Handling» mode, for example.

Externally similar to other Abarth 500s, the Biposto sheds weight from the standard car, with a dry weight of 997 kg, dumps the rear seats for a titanium strut brace, gains a set of OZ Racing wheels and Brembo brakes, coilover dampers and a series of impossibly cool options — including polycarbonate windows and an # 8000 dog - ring gearbox with an open-gated gearshift.

For the most time the Giulia at its best, and calmest, with the dampers in their softest settings.

I would look for a set of adjustable dampers for the car if I ever take the plunge and own an Evo so I could be more comfortable on the street and rotate a dial to firm things up for track days.

The «comfort» setting for the adjustable dampers and the 480 - hp rating are two blatant lies.

For # 1052.40 you can drive out with a full alignment and a set of lowering springs and Koni adjustable dampers - not cheap, but enough to give the 3 the cornering chops to match its sharp looks.

For less favourable conditions there are the «ice» and «low grip» (read: wet road) settings, which make the dampers softer, while regular ASR takes over from F1 - Trac, allowing less slip and activating individual brakes if necessary to maintain stability.

This demo car is a shop window for what BBR can do, so in addition to the boosted motor it has the firm's own suspension set - up, comprising adjustable Spax dampers with BBR - spec springs that are 10 per cent stiffer all round and a little lower at the front, but not at the rear so as to preserve wheel travel.

Instead, it has a four - level damper control system with soft (ish) settings for normal road use.

We should say that the BC is around» 60 - percent finished» for our first taste of the car in Sicily (Caiola's place of birth), with much fine - tuning of the latest Bosch stability control systems still to complete, a revised set of the trick inboard and fully adjustable Öhlins dampers due the very next week and the engine running around 760bhp.

Variable damper controls allow the driver to choose a comfort setting for fussy family members, an automatic mode allows the car to select optimal settings, and a sport mode enhances more spirited driving.

Like other recent M cars, the M3 and M4 will offer numerous customizable driver settings for the stability control, steering feel, damper stiffness, and throttle response which fit into Comfort, Sport, and Sport + modes.

That means selecting Sport Plus, setting the dampers to their firmest setting, and using the electric energy for boost rather than efficiency.

papers over the cracks of the slightly tardy and unresponsive gearbox, the Sport Handling ESP setting is beautifully judged and you can drive right into it and let it set and hold the perfect angle of attack, and the body control with the Sport damper mode selected is superb for a big, heavy car.

Three driving modes are offered: Normal, Dynamic and Track, the latter a first for an XE and you'll notice eco is now missing... Switching between settings adjusts the dampers, steering, throttle, torque vectoring, the four - drive drive system and the stability control responses accordingly.

The stiffer damper mode is worth exploring on the road — so often these firmer settings are really only appropriate for smooth circuits — because having a touch more support at each corner does take away the very small degree of floatiness in the body that can be felt in the softer mode, without completely ruining pliancy over bumps.

Race mode stiffens the dampers to their most aggressive setting, reducing body movements and increasing adhesion to the road for more precise high speed driving.

The miles vanish beneath the M5's wheels with a distant murmur, the adjustable dampers are on the middle setting (I find full soft a bit too soft; even for motorway driving it's nice to feel the surface through the seat and steering wheel) and the chassis feels totally assured; even the seven - speed SMG gearbox shifts much more smoothly than previous M5s and M6s I've driven.

All told, the Spider weighs only 50 kilos more than the coupe (for comparison, opting for an Audi R8 Spyder adds around 100 kilos to the coupe's weight) and, as you might expect, Ferrari's engineers have made various mechanical adjustments to finesse the car for its perceived clientele: slightly softer damper rates (though the spring and anti-roll bar settings are unchanged), a gentler throttle map (more on this is a moment) and specific induction and exhaust tuning to re-master the 458's V8 soundtrack for maximum aural gratification.

Firmer dampers, bigger front brakes, 18in wheels and revised settings for the electric power steering, intended to make it feel more naturally weighted, complete the mechanical changes.

With the buttons for gearbox, dampers and ESP all set to «R» mode, there was some playful power oversteer to be had out of slower corners too.

On activation of SPORT PLUS mode, Porsche Active Suspension Management (PASM) and, in the S models, optional Porsche Dynamic Chassis Control (PDCC) and optional rear axle steering adapt for enhanced roadholding performance by switching to a sportier damper setting and offering more direct turn - in on entering the corner.

Other significant options include 19 - inch wheels and tires, Electronic Damper Control (EDC; with Sport, Normal and Comfort modes), M Drive with steering - wheel button to instantly activate a set of pre-programmed dynamic variables, front - seat backrest - width adjustment, fold - down rear seatbacks, Navigation system with iDrive, high - definition and SIRIUS satellite radio, USB - enabled port for iPod and iPhone control and Technology and Premium Packages that include groups of the above.

Complementing the optimised chassis set - up — with modified rubber bearings and new dampers — and the self - levelling air suspension for the rear axle is the standard - fitted Electric Power Steering.

However, as a general rule, if you keep the standard adaptive dampers in their softest setting and select Efficient mode via the Drive Performance button - for tamer accelerator response and less aggressive gearchanges, etc - the M5 bumbles around in a more relaxed fashion than the always more aggressive - feeling Mercedes - AMG E63.

The Affalterbach - based power house fitted the cars with the in - house developed AMG RIDE CONTROL + multi-chamber air suspension that continuously adjusts the sporty spring / damper set - up for better driving dynamics and ride comfort.

Other exclusive chassis features include sports suspension with spring rates, bushings and antiroll bars — all of which are stiffer than those found in Focus ST, and two - mode switchable dampers, which offer a firmer setting for track driving.