Sentences with phrase «into fast corners»

Point the nose into a fast corner and you'll find yourself having to open the steering just a fraction as the Renault turns in quicker and more sharply than you anticipate.

And while differences are subtle, the GT also seemed more willing than the coupe or sedan to stick its nose into faster corners.

So I'll cut to The Chase... Literally... I saw 274km / h soft - pedalling into the fastest corner in Australian racing.

Not exact matches

Inc. took this thing for a spin on the CES floor and, admittedly, it was a lot of fun — especially after a company rep advised me to cut corners faster by leaning into my turns.

If this new dollar menu retains positive momentum throughout 2018, I'm left wondering what comes next for the fast - food giant as we turn the corner into 2019.

Or that sick, diseased, «SAVED» alcoholic that comes around the corner to fast and wipes out a family of 6, and continues to drink himself into death.

She goes too fast around a corner, loses control, swerves into the oncoming lane, and is run over by a semi.

We developed into a fast - casual like Corner Bakery or Panera.

No, not because he scored last night but because he is fast, strong in the tackle, cynical, brave, has guts, does not get bullied on or off the ball, gets into good goal scoring positions from set plays and corner kicks, good on the ball and can also play out from the defence.....

When I am really going fast through a corner, it is as if the car and I are all molded into one.»

First, Gabbiadini whipped a shot through the legs of Javier Manquillo and into the bottom corner before Perez restored the Magpies» lead, reacting fastest to Forster saving his initial shot by squeezing in the rebound from the angle.

Seth thinks things are going too fast, but Chelsea pushes things as far as they can go, exerting even legal pressure to corner him into submitting.

The CLK is dancing every which way into and out of corners, including the dauntingly fast Signes sweeper, the signature bend on the Paul Ricard racetrack.

After entering a corner a bit too fast in the high - powered crossover, this video shows the SQ7 understeering and slamming into a barrier, doing some damage to the front end of the development vehicle.

Bovingdon confirms: «The sensations come thick and fast — the spookily effective, almost surreal traction, the way the tyres squeeze into the surface through each corner, the short sharp split - seconds where the tyres slip then grip.»

Naeslund tells us that the secret to driving this car fast on the track is to switch on the stability control, brake early, and then slew the car into the corner so the stability control is triggered and the dashboard is bright with warning lights.

«The steering has bundles of feel but is light and seems to twitch the nose of the car into corners almost unnaturally fast at first,» he wrote.

Getting close to the limit of grip this way may feel fast, but with this bad habit in check I find I'm able to carry a little extra speed into, through and out of a corner, exiting in a cleaner, more controlled fashion.

It's bloody fast, the 4 - litre V8 is a really sweet, progressive engine and the eight - speed gearbox is just about quick enough — although it lacks the precision and speed of the same» box in cars like the F - type R Coupe — but it's not a car to carry speed into corners or attempt to hustle.

The exit speed out of fast corners is now absolutely mind - boggling, the underlying rear bias remains a factor all the way into triple digit terrain, and traction and grip are simply extraterrestrial.

Mostly it just soaks up the power and takes you exactly where you point it, but get that left - foot braking going and the MR allows you to slide into and out of faster corners, all four wheels ripping at the surface with no opposite lock required.

Going fast in a straight line is fun for a little while, but if you're into turning corners, you'll find yourself wishing for more connection to the car — and the road beneath those sticky Pirellis.

This Cayman S also feels a bit looser going into corners and a lot faster on exit compared to the Boxster S, but we chock this up to our growing confidence after several laps around this track with its challenging elevation changes and long, fast corners.

Stay neat and tidy and the chassis is beautifully neutral, just nudging into faint understeer if you turn - in too fast, while squeezing on the power as the corner unfolds gets the rear - end working to its maximum, with a degree or two of oversteer as reward.

Pitch the car into a medium speed or fast bend and it snaps sharply into the corner without a trace of understeer, then leans onto its outside wheels in a very tautly controlled way.

Funny, it was still apparent from the passenger seat that the GT - R was a little piggish through low - speed corners, but it was amazing the speed he could carry into and out of the faster sections of the track.

All - wheel drive makes you more aware of the front tires in slow corners, and it can fool you into thinking the car is pushing, but you should remember that the i8 is meant to go fast, and the 49 percent front / 51 percent rear balance, the wide track dimensions of the chassis, and selection of tire sizes front and rear are set appropriately.

«In a fast corner, it's easy to ask too much of a car and oversaturate the tires, and you get understeer or oversteer,» Milner says as we finally roll slowly into the pits after a cooldown lap.

It begins with a little smile during the triple - digit approach to a braking zone, gestates into giggles as you fly around a long, constant - radius right - hander fast enough to bend your neck like licorice, and finally breaks into full - on snorts as the car comes off the corner and accelerates into oblivion for about the 23rd time in the past three minutes.

There's a touch of front - end vagueness when entering fast corners, but once tucked in, the Turbo tracks into the apex nicely, with the rear - wheel steering offering an almost - perceptible shift in yaw as it settles into its groove with reassuring tautness.

It relishes a fast corner entry, braking right to the apex — the front tyres gripping as they are being forced into the tarmac as the nose dives.

Go into a corner a bit faster than you should've and yes, the front tyres will scrabble for grip while going straighter than you intended.

The V - 8 engine itself weighs about 55 pounds less than the twelve - cylinder engine, so there's less weight hanging off the front axle of the car, which makes any of the Continental GT V8 models better tools for diving into corners and making time on fast, challenging roads like Ortega Highway.

The steering responds with encouraging immediacy: a roll of the wrists is all that's needed to peel into fast - and medium - speed corners.

It didn't understeer even when I dove too fast into a corner, and it didn't become unsettled even when I flew over a hump and then transitioned almost immediately into a right - hander.

There are some curious suspension traits too: the rear axle goes out of its way to help you into fast turns, there's sway at the top of the damper travel and you always seem to exit corners with too much lock on, the weighted front wheel struggling to deal with the torque and angle.

This is fine through the simple, medium - speed corners, but through the scary - fast second part of the Palmer Curves, understeer dominates, and wrestling the car into oversteer doesn't feel (or prove) any faster.

Our route takes us out into the sticks, with faster, more open roads spiced with knotted combinations of corners to challenge the Clio's core ability.

Until the tyres have got a bit of heat into them there is a bit of understeer to manage through the tighter corners and you can get the 650 to oversteer if you're on the throttle with the boost building early enough, but by and large the car is simply stunningly fast and completely composed without an ounce of slip.

The road rolls gently at first and then plunges into dense woodland and chases through a valley, the turns coming thick and fast and the GTS mainly stretching out in third gear with the odd foray into fourth and gratuitous downshift to second for the tightest corners.

It has a tossability that's rare in today's cars, and although it's not very fast, the taut suspension lets you carry speed into a corner unlike nearly anything at its price point.

The chassis is impressive too, especially when you consider our slightly rolly comfort set - up: it bites keenly into tighter corners and ducks and dives along faster sections with a real feeling of agility.

Granted, anything you throw into a corner too fast will understeer, but we played around with the throttle and never busted the rear end loose even though we had it in «dynamic» mode up there in the mountains.

When I got into Formula Ford, things improved considerably, but even my short - wheel - base Lola 204 had a slight tendency to oversteer in fast corners, so you had to stay alert.

«There are several fast corners with long transitions into the straights, which is very challenging for traction control.

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We'd made a couple of set up changes to try and get a bit more front end grip just before qualifying, but it ended up giving us a bit too much oversteer into some of the faster corners.

Rather than understeering out or oversteering into the corner, the coupe just plants and goes faster.

Oh, even though the rain's starting to come in thick and fast, I can still hurl it into corners at silly speeds with that four - wheel drive system stubbornly clinging on to the tarmac.

Rather than understeering out or oversteering into the corner, the sedan just plants and goes faster.