Sentences with phrase «gear at»

With the automatic transmission manually locked in fifth gear at 70km / h the diesel four - cylinder was hovering around 1500rpm, but with just some mild booming evident, such as you would expect in a petrol engine at the same speed.

It runs great, but when I shift from second to third gear at 40 or 45 mph, there seems to be a dead spot where the engine just doesn't want to accelerate.

Electronic stability control (ESC) gets it switched off by - default, and the transmission holds a lower gear at all times to give you instant thrust as soon as the accelerator pedal is tapped.

In sixth gear at 100km / h the engine is pulling a relaxed 1600rpm, which will pay off at the pump.

It will trickle along at 1800rpm in top gear at 100km / h, then rev like a mad banshee well past 7000rpm if you want it to.

-- The Lincoln Machete, a four - passenger concept coupe with a highly unusual, highly aerodynamic body featuring «deployable» aero gear at front and rear that can help either to keep the car glued to the road under speed or to slow it.

Optional features: backup camera, heated seats, leather upholstery, moonroof, 4 - wheel disc brakes, eight gear at, air conditioned, at, anti-lock braking...

With ample gears closely stacked, the «box always finds the right gear at the right time.

In such circumstances, you can achieve a fuel consumption around 8 l / 100 km, also supported by the extraordinary flexibility of the new automatic gearbox that allows driving in the ninth gear at 90 km / h with just 1,200 rpm.

Gearshifts are nearly imperceptible, and multi-gear downshifts (if you're in eighth gear at 60 mph and you floor it, for example) are slow, but also smooth.

Obviously in second gear at 5 mph it takes time to get it going, but when rowing through all six, it's fine.

Mazda's tried to soften that blow by throwing a heap of high - tech gear at the XD; a long list is highlighted by fuel saving i - Stop idle - stop system and i - Eloop regenerative braking.

Gears change from second - to ninth - gear ratios with precise clutch - to - clutch shifting, where the clutch is engaged in one gear at exactly the same time it is released from another.

A clear LCD readout on the instrument panel shows the selected gear at all times.

Once you get into cruising mode, such as sixth gear at 70 mph on the interstate, the engine settles into a fairly quiet and semi-smooth groove.

Even with launch control engaged, burying the throttle in first gear at 3,500 rpms will simply cloud your rearview mirror with smoke.

Refinement is brilliant and both gearboxes are superb, shifting with such smoothness that you often won't realise they've changed gear at all.

And we can't complain: Drive mode has the car in sixth gear at 80mph on the freeway, with the engine turning at only 2,500 rpm.

When you take the car out of gear at a stoplight, the engine shuts itself off to save gas.

The transmission is smooth and doesn't falter, being in the appropriate gear at the appropriate time.

It won't hold onto a gear at the very top of the rev range even in manual mode, though, shifting up automatically well short of the marked 6500rpm redline.

In fifth gear at 65 mph the engine hums.

In second gear at 50 mph, the engine speed only began pushing towards redline.

It offers you the flexibility to drive it in 3rd gear at speeds of around 30 - 40kmph without the need to downshift, and it also does about 80kmph in 2nd gear at around 4000rpm (redline starts) without feeling harsh or stretched.

100 km / hr comes up in 3rd gear while the C63 touches the ton in top gear at a notch below 2000 RPM.

The cogs shift smoothly and the gearbox intelligently selects the desired gear at the right time, all the time.

By moving into the next gear at the right time, the Eagle resumes its ascent without fuss.

The fuel - saving mode holds the engine ticking over at about 1800rpm in eighth gear at the open - road speed limit.

In traffic, the DCT handled itself well, making smooth shifts at low speeds and pitching no fuss when it had to sit in first gear at a stop light.

The eight - speed tiptronic, like in the 3.0 TDI, has the knack of finding the right gear at the right time without a judder or fluffed shift in sight.

Certainly part of that is due to the seven - speed transmission, which pretty much guarantees the right gear at the right time.

We noticed that the program tended to upshift earlier than we would have, for example running all the way up to seventh gear at 45 mph, keeping the tachometer about 1,500 rpm.

While operating on engine alone, the Panamera S e-Hybrid seemed more than content to putt around at 100 km / h in eighth gear at a very low 1,900 rpm.

And with only 250Nm of torque (the least of the three), it also wasn't as quick in gear at the test track.

It also changes up very late, changes up into 7th gear at around 65 mph?

Performance bona fides established, neither of the two models is a prima donna; they are both very easy to drive at more rational speeds, and can be lugged in a higher gear at low rpm without complaint.

If you're not that serious with the throttle the PDK slaps into the next gear at 5000rpm.

This boxer six - cylinder has plenty of muscle, but I did notice the transmission hunting for the right gear at times.

The system always seems to find the right gear at the right time in a snap, and you are almost never left asking for more.

Fourth proved a sporting gear at these speeds, too, delivering pull when the revs crept too high for third.

Under these conditions, the transmission shifted early, attaining fourth gear at only 35 mph.

Which means that in any gear at any speed, when you put your foot down, stuff happens!»

Great looking car and drives very well, the powerful diesel engine pulls easily in top gear at 70mph for effortless overtaking.

Its performance doesn't disappoint, either, with an automatic transmission that hits the right gear at the right time.

The automatic transmission, for the most part, does a decent job of being in the right gear at the right time.

You change into fifth gear at about 45 mph - much sooner than you are accustomed to if you drive a car with a stick.

Change gear at part throttle and a fuel - cut punctuates the transition, adding an audible crispness.

If you need even more power, the 572bhp 911 Turbo S model is the quickest in the range, getting to 0 - 62mph in 2.9 seconds and accelerating just as vividly in any gear at any time.

And it is addictive: We found ourselves dropping back a gear at almost every opportunity, just to experience the sheer explosiveness concentrated in the upper reaches of the rev range.

The GT750 Super was relatively powerless at low engine revolutions, only coming to life at 3,400 revs with the changing of gear at around 5,000 revs for the best effect, not always easy with just three speeds to play with.