Sentences with phrase «pound car feel»

The huge ceramic composite disc brakes are incredible, and in concert with the massive 19 - inch tires, make the 3,500 - pound car feel like it weighs far less.

With such high grip limits and stellar brake performance, it gave us confidence to push the car hard throughout our session, and all the chassis changes did a good job making this 3,800 - pound car feel much lighter than it really is.

The 3,672 - pound car felt quick - but not that fast.

Not exact matches

At the same time, Floraday notes, «The car is heavier than the competition — in most cases by about 200 pounds — and it feels enormously heavy from the driver's seat in a bad way.

The entire car exudes a substantial feel unrivaled by any other automobile; it's as if the Bavarians somehow managed to carve a luxury coupe from a 4000 - pound chunk of platinum and bless it with a leather - lined interior that is nothing short of opulent.

The race car should get three or four more ponies and is lighter still — a mere 2,100 pounds less fuel and driver — so it accelerates more briskly and feels more nimble when changing direction.

At the track, the XFR's compliant chassis and quick, positive - feel steering mask the car's heft and inspire you to drive the 4306 - pound sedan like a small sport coupe.

With about 500 pounds of downforce, the car offers less aerodynamic grip than the RS 3 LMS, but you still feel it working, and it allows for carrying serious speed through Road Atlanta's quicker turns.

The Rapide feels more spot - on, pleasingly agile for a car that weighs nearly 4400 pounds.

Despite a drop of nearly 1000 pounds compared to the 3,803 - pound road version, the NSX GT3 doesn't feel insanely fast in a straight line, but I quickly gather that the race car has serious pace.

Weighing only 2,712 pounds certainly adds to the nimble race - car feel.

Building the body of carbon - fiber took 550 pounds out of the car's body - in - white weight, and on a Tochigi handling track, the car feels light and lively, like a CRX from the»80s (a car whose mention elicits high enthusiasm from engineers when mentioned in comparison with the new one - mode hybrid model).

The 356 feels similar to the Speedster in terms of power — maybe a tad slower, actually, on account of its added weight (about 300 pounds) and, on this car, muffled exhaust — but its brakes are thoroughly superior.

The Maloo's 3,794 - pound curb weight is an obvious anchor to the powerful engine; the optional six - speed automatic transmission shifts cleanly but feels outdated; and the starting price of about $ 56,000 (more than $ 80,000 Australian) means it would notionally compete with seriously desirable performance cars including the BMW M2, the Cadillac ATS - V, and the Ford Shelby GT350.

However, the epic crescendo of horsepower (which culminates in the needle pounding itself into a soft redline at the 8,500 rpm mark) feels more philosophically in line with an eager go - getter of a track car rather than the stately effortlessness of a grand tourer.

At 800 pounds heavier than the V - 8 SLS, the E-cell doesn't feel as agile, but mounting the battery pack low in the center of the car makes for profoundly less body roll.

The optional carbon - fiber bucket seats that save 44 pounds over the standard chairs hold you in nicely, and you realize how natural the driving position is, how good the steering wheel feels in your hands, and how this car is tailored to people who like driving.

The cars felt planted and stable in quick transitions, a real feat considering the curb weights for both sedan and wagon hover around 4000 pounds.

It feels like a lot of engine in a car this small and relatively lightweight (just a shade over 3000 pounds).

Cadillac's brand new Alpha platform, which the 2013 Cadillac ATS shares with the new CTS, gets lots of the credit: Only a few other cars in the segment are this light — our test car weighs 3574 pounds — and feel as rigid.

The average red - blooded enthusiast might feel socially sheepish at the controls of this (up to) 4,593 - pound vehicle, but at least on Hawaii's open roads, the Odyssey manages to lurch past dilly - dallying locals and rental cars with ease.

Yes, the tail feels light — the car weighs only 3000 pounds — and abruptly lifting the throttle will cause the car to spin faster than Shaun White.

2.0 - liter turbo four - cylinder with 280 horsepower and 306 pound - feet of torque, isn't blindingly fast, but it feels quick, which does more to make the car feel fun.

This model, which is powered by a 2.0 - liter turbo four - cylinder with 280 horsepower and 306 pound - feet of torque, isn't blindingly fast, but it feels quick, which does more to make the car feel fun.

Though the SL450 never feels like a compact car (minimum weight is still around 4,000 pounds), it's arguably the most enjoyable of the SL group on a twisty road, feeling a little more nimble and agile than its larger - engine siblings.

The engine feels powerful, allowing this 4,000 - pound car to hit highway speeds in under five seconds.

It's sticking; recovery is good and it doesn't feel like a 3,800 - pound car with those Trofeos trying hard to keep you on rails.

The car feels beautifully planted and controllable on any pavement, and sometimes so quick that it's hard to believe there's «only» 350 pounds of torque on tap.

Neither of the pre-production cars at the debut had a hood I was allowed to lift, but power will come from a new direct injection 2.0 L turbo four doing 237 horsepower and 258 pound feet of torque that comes on mostly between 1,400 and 4,000 RPM, so it should feel bigger than it is.

When we did push the 3,500 - pound car, the steering felt reasonably direct and well - weighted for its class.

Weighing some 4,190 pounds, the rear - drive 450h is no lightweight, but its variable - geared electronic steering, the well - sorted chassis and suspension and adaptive suspension contribute toward making the car manageable, nimble and grippy on twisty roads, while also helping it feel very stable and planted at high speed.

With 495 hp, this car feels light on its feet, even carrying 3,600 pounds.

The Lusso, despite weighing more than 4000 pounds, feels light and agile in a way that few modern cars do.

That's not a criticism — both V8 and W12, coupe and convertible, feel like they can be hustled more than a 5,000 - plus pound car should.

When's the last time you drove a new sedan and thought, «This car feels 500 pounds lighter than it is»?

A 5,000 pound SUV isn't supposed to be able to beat sports car, nor is it supposed to feel like one.

Two quibbles: The «speed sensitive» power steering lacks feel, and although the overall weight of about 3,800 pounds isn't excessive, the car feels much heavier in sharp corner.

Under the hood, my review car has a 2 - liter 4 - cylinder engine with a turbo charger, putting out 292 - horses, but it feels like a lot more since the Golf only weighs 3200 pounds.

Even though it weighs 300 + pounds more than a 328 the ride is fine and the car feels mostly as balanced as any other 3 - Series I can recall, with good, poised, suspension calibration.

I think the «professionals» that do the test drives are so diluted with the massive range of cars trucks SUV's etc that they drive they loose the ability to fine tune what matters to the specific group of people into this type of car... Also there is a lot of room in the front seat - seems to have endless adjustment to it - I am a huge guy 6» 3 and 250 pounds and just to feel like the Santa fe I have to have the seat upwards, I will slowly adjust this back as I get used to the car... Also no one wants to discuss the arguments about the 19 inch wheels adding a little to the ground clearance - an engineer showed me this huge equation that in the end said it added 1.45 inches... who knows... But I am impressed with the power, I thought it was slightly bigger and more powerful that the CX - 5 and handled just as good maybe better off regular roads....

That said, the S4 Cabriolet test car did not feel as spirited as the S4 sedan we drove, possibly due to the extra 300 pounds of structural support required to compensate for the missing top.

That feeling of lightness extends to the car itself, which belies its 4,211 - pound curb weight.

The engine is a rocket, but this car does feel a bit heavy (4,619 pounds).

The extra weight of the Energi's battery pack (about 300 pounds more than the basic gas - powered Fusion) actually serves to give the car a more hunkered - down feel on the road too.

It's about 300 pounds heavier than its predecessor, but it still feels somewhat nimble when judged against more modern cars (The E90 / E92 / E93 chassis dates from the mid-2000s).

While the lighter A6 does a great impression of a car a segment smaller, in the S6 we could feel every single pound, a feeling that we could not really write off to a stiffer suspension.

With its 3,267 - pound weight and its softspoken, solid - citizen mannerisms, the 300ZX Turbo has little of that edgy, high - strung feeling associated with sports and performance cars.

The car weighs just over 3,000 pounds and that makes it great in the power - to - weight stakes and it feels light and nimble with brilliant feedback fro the steering.

The car is not nearly as tossable as a Miata, since the Spyder outweighs it by almost 1300 pounds, but it doesn't feel soft and floppy either.

The all - wheel - drive system adds weight to the car, but it feels lighter than its 3,812 pounds.