Sentences with phrase «of gearbox shifting»

«They caught wind of Gearbox shifting resources (despite still collecting milestone checks as if the team were full size) and lying to SEGA AND 2K about the number of people working on each project.

Not exact matches

It'll be the first time Smith has raced a car with a paddle - shift gearbox and he's anticipating some issues getting to grips it, but how can anyone assume that this won't be resolved given that the 76 - year - old brings vast experience, and will definitely be hoping to teach a few of the younger drivers (including Ferrari juniors Marcus Armstrong and Robert Shwartzman) some tricks.

It's revolutionary semi-automatic paddle - shift gearbox was part of what made the car so quick... and so unreliable.

Why no other manufacturer has done it is beyond me, for it fuses the effortless control and excitement of a paddle - shift gearbox with the greater engagement of a manual.

Its dual - clutch gearbox is much more refined, whether it's being shifted by the wheel - mounted paddles or left to its own automated devices, and its optional dynamic suspension makes for a broader range of ride comfort.

So rather than trying to send much of the 510 lb - ft of torque to the rear axle, I concentrated on enjoying the smooth shifts available from the short - throw, six - speed gearbox, which is a great box but, I might offer, no better than the one in the Roush Mustang that we drove a few months ago.

The auto «box is more than up to the task, though, and only loses a little to the Porsche's more sophisticated gearbox in terms of shift speed.

The V8 still comes with a six - speed manual as standard, but the optional six - speed Sportshift gearbox has gone, replaced by a new seven - speed Sportshift II «box - the extra cog helping to mix improved acceleration with all new levels of shift quality and refinement.

Stripped of air - con and stereo and fitted with PCCB brakes, a six - speed stick - shift gearbox and the smaller, lighter battery, it comes in under 1300 kg (the 1M tips the scales at 1570 kg).

There's no sledgehammer effect in your kidneys - there's simply too much mass being pushed forwards for that - but the V8's breadth of torque (that 900Nm is produced between 2,750 and 4,000 rpm) and the snappy shifts from the MCT gearbox are more than enough to deliver a suitably rapid and linear progression from slow to fast.

The gearbox then redeems itself with damn - near imperceptible part - throttle shifts that happen within, oh, fourteen - billionths of a second of tugging on one of the steering - column - mounted magnesium paddles.

Tweaks to the shift speeds of the eight - speed gearbox and the combination of BMW's xDrive four - wheel drive system result in an M4 GTS - beating 3.7 sec 0 - 62mph (BMW claims a 0 - 60mph time a tenth quicker) and a top speed of 189mph if you opt for the M Driver's Package.

It's been many years since I owned a stick - shift or front - wheel - drive car; I am, contrary to most in this business, a huge fan of double - clutch gearboxes.

The gearbox, with its snappy, short - throw shift, is a great partner for the sparkling six, and the brakes, while laughably grumbly (in finest M tradition) and a little over-servoed at the top - end of the pedal travel, stand up well to fast road driving.

The gearbox seems manual, there's a plate on the dashboard, in front of the shifter with the «position» for each of the gears... Don't think F1 cars had sequential gearboxes until late 80's.

The manual gearbox means you often opt not to shift, relying on the torque, enjoying the deep sound of the mid-range.

The new gearbox is quite refined as well, although there is a noticeable pause between the beginning and end of a completed shift.

Back in the transmission's normal mode the shifts are slurred like a traditional automatic gearbox, but the same mighty performance is always on tap regardless of your driving mode.

And speaking of the gearbox, there are no changes to the seven - speed dual - clutch unit, so you get the same slightly lazy shifts in auto mode but much faster changes using the wheel - mounted paddles.

While all the new dual - clutch gearboxes slur their shifts together in an endless flow of silky smoothness, the Lambo changes gears hard enough to trigger the traction control system.

Operated by flicking a shift lever forward or pulling it back, the electrohydraulic gearbox combined the worst of all worlds.

The manual gearbox has long, although positive, shift action, but the clutch has an extra long amount of travel and uses every bit of it.

That bone of contention — the gearbox — remains a six - speed, dual - clutch paddleshift affair, but Renault has revised it to deliver 50 per cent quicker shifts in its most exuberant Race mode.

Shifts come quick enough in manual mode from the paddle - shiftable dual - clutch gearbox (borrowed with some improvements from the Dodge Dart and Alfa Giulietta) when you don't feel like dictating every shift, the auto mode does a reasonable job of predicting when you'd like to drop a cog or shift into top gear.

The Tremec gearbox is a variant of the one used in the Viper; happily, shift efforts here are lower, but the linkage is notchy, with a strong centering spring that wants to keep you in the 3 - 4 gate.

Of the three gearboxes across the range - seven - and nine - speed torque converter autos and the SL 63's multi-plate wet clutch automatic - it's the SL 63 with the fastest shifts, but it still doesn't quite match the latest generation of twin - clutch autos for snappy changeOf the three gearboxes across the range - seven - and nine - speed torque converter autos and the SL 63's multi-plate wet clutch automatic - it's the SL 63 with the fastest shifts, but it still doesn't quite match the latest generation of twin - clutch autos for snappy changeof twin - clutch autos for snappy changes.

We initially kept getting lost in the seven - speed manual gearbox, but after many months, we can guide the shift lever through its gates with smooth flicks of the wrist.

Speaking of keeping it in a lower gear, shifting the RS4 is a blissfully simple task thanks to the wonderfully fluid and straightforward six - speed manual gearbox (the only transmission available) and perfectly tuned clutch.

It is, foremost, a lot of fun to drive, with accurate steering, a firm chassis, and an available six - speed manual gearbox (in addition to a quick - shifting six - speed automatic).

The electric Smart's advantage is its single - speed transmission, which means that it doesn't suffer from the slow and jerky shifts of the standard car's automated - manual gearbox.

It develops its 148bhp at 6000rpm and 140 lb ft of torque at 4500rpm, and is coupled to a close - ratio five - speed gearbox with a short - shift mechanism.

When fitted with the electro actuated gearbox, the faster shift times (down to 100ms) and increase in power enable the GranTurismo Sport to accelerate from 0 - 62mph in just 4.7 seconds, reaching a top speed of 186mph.

With abundant torque on a wide band, there's no need to work the clutch pedal and gearbox as much as in the days of the peaky E30 M3, but we do it for fun — a rev - match feature helps execute perfect shifts, down and up.

On the plus side, the revised gearbox has a snappier and more precise shift action, while the brakes make up for a lack of monster stopping power with a pedal action that's well - weighted and progressive, which helps to make light work of heel and toe downchanges.

This time we expect Audi will switch to a dual - clutch automatic for snappy and fast shifting, but spy shots of the TT RS coupe reveal a manual gearbox may be offered as an option, at least in Europe.

Sure, the headline number of 0.2 second to execute a shift is impressive and, because this is a dual - clutch gearbox, shifting doesn't interrupt power delivery, so you can bang off upshifts or downshifts in the middle of a curve without upsetting the chassis.

When both gear shift paddles are pulled together the gearbox will disengage both of its clutches, letting go effectively «dumping» whichever clutch controls the appropriate gear.

Think of Alfa Romeo's new Stelvio Quadrifoglio instead as a taller, all - wheel - drive Giulia Quadrifoglio sport sedan — that's pretty much what it is, being based on the same chassis and suspension design, and featuring the same 505 - horsepower, twin - turbocharged, 2.9 - liter V - 6 engine and eight - speed paddle - shift automatic gearbox.

Its brakes are by Alcon, the gearbox itself is a six speed sequential by Hewland with pneumatic shifters, actuated by two small carbon - fibre paddles on either side of the steering wheel.

The auto transmission slings home the shifts ably enough, but disappointingly for a car as apparently driver - oriented as this one, full gearbox control is lacking — more of which later.

The only negative aspect is that while its engine and smart - shifting dual - clutch automatic gearbox are eager to pull the Golf R out of corners; when hurling towards a curve there is a wisp of understeer.

The gearbox responded quickly to slaps of the shift paddles, especially when multiple downshifts were required.

I'll never forget my brief time behind the wheel of a giant International semi truck (let alone trying to shift the 18 - speed gearbox), but the most memorable vehicle piloted during my employment?

Here in North America, we got a 192 - hp version of the inline - four, and the gearbox had a standard H - type shift pattern.

Although the DCT gearbox feels off the pace of the latest twin clutch transmissions the shift speeds are far from lazy or ponderous.

This twin - turbocharged 5 - litre V8 motor produces 1341bhp and 1011 lb ft of torque, and sends drive to the rear wheels through a seven - speed paddle - shift gearbox.

Even if you're used to driving these performance - oriented gearboxes that keep first gear out of the way (as it's typically only used for setting off from a stop), shifting this worn - out transmission, with its long throws and sloppy actuation, requires concentration.

You could buy a pair of these for the price of one Abarth 695 Tributo Ferrari — a similar car, save for an extra 45bhp, a five - speed paddle - shift gearbox and a smattering of carbonfibre and fancy trim.

Power is funnelled through a ZF - sourced eight - speed automatic gearbox with Alpina's trademark «Switch - Tronic» shift buttons on the back of the steering wheel.

Responsive and exhilarating, the torque - rich V - 8 and easy - shifting gearbox don't just turn the Challenger into an extension of your right foot, they transform that appendage into a fearsome instrument of bona - fide butt - kicking.