Sentences with phrase «rear end grip»

Porsche also runs wider wheels and tires at the rear, which not only adds visual gravitas to the Macan's stance, but also provides more rear end grip and helps sharpen the steering.

We've been working away with a rear end grip problem the whole week and we thought we'd got on top of it at night practice last night and then this morning the car was quite a handful.

Not exact matches

It features Suntour ® XCT front end suspension & KS rear shocks, Atlus Shimano ® 9 - speed shifting and gear system, Tetko ® disk brakes on both Kenda ® brand tires, King Meter ® SPAS, Velo ® brand hand grips and a Velo mountain bike seat.

The width of your grip will be dependent on flexibility, but generally a narrower (closer to your shoulders) grip will help create a meaty shelf for you to place the bar on out of the muscles in your upper back (the bar will end up sitting on your rear deltoids).

Body roll is pretty well contained and feels well matched with the grip afforded by the tyres, but the 320d does that nodding - dog trick that many diesels are afflicted with: the weight of the engine seems to gradually upset the damping until the front and rear ends seem to get out of phase with each other and the car feels a bit like an unbalanced dumb - bell.

The end goal, Audi claims, was to marry the chassis balance and steering feel of a rear - wheel - drive car with the grip and idiot - proof nature of all - wheel drive.

You expect sensational rear grip and traction from a 911 but what you don't appreciate initially is just how strong the front - end grip of the Carrera S is.

Front end bite is tremendous, there's magnetic mid-corner grip and the four - wheel drive system manages to combine traction and rear - wheel drive attitude all in one go.

Smash the optional carbon ceramic brakes, turn in, gas it, let the e-diff grab the rear end by the scruff, and lean on the aero as you whip around that decreasing radius with hair - ripping grip.

The new front end has been developed to improve grip on the front axle while the larger rear tyres have the job of trying to rein in the engine's considerable power.

The extra weight towards the back of the car means the rear end can be surprisingly mobile in certain situations, but it also seems to adjust the front - to - rear balance enough that the estate doesn't grip as keenly as the hatch, and is even more affected by torque steer and tramlining.

What's more, improving rear - end grip hasn't had a detrimental effect on the M4's balance.

Sudden dips and rises lead to much more significant changes in front - and rear - end grip.

Front - end grip is monumental (partly thanks to an extra 30 mm of track), while the M Diff at the rear helps you to deploy the power ridiculously early — for a 552bhp rear - wheel car it's surprisingly friendly and straightforward.

Once again we begin with the standard car, and once again it more than upholds Renaultsport's reputation: the Mégane's trademark rapid - but - measured steering response, strong initial turn - in grip and rear - end stability being the stand - out qualities.

While its rear - wheel steering attempts to cushion the slide, front - end grip is limited, so it takes a fairly hard stab on the throttle to push the Lusso T sideways.

With appreciably more grip from the rear end and still with the standard car's three - cylinder driving those wheels it's very hard to unstick it but as it struggles less for traction the ACS8 can still slingshot you out of corners in an immensely satisfying fashion.

The 185/55 13» Avon ZZS tyres might well help make the front end so communicative and progressive, but they also give the rear axle a significant amount of grip.

Without much in the way of rear - end adjustability, all loss of grip results in scruffy understeer.

You can tip it into a corner late on the brakes to bring the rear end into play or get your braking over earlier and enjoy the poise and grip as it digs in and powers off up the next straight.

In instances where the front end runs out of grip, the third motor can also send power directly to the rear motors.

The little idiosyncrasies associated with a live rear axle might be more endearing if I fit in the car better, but fighting with the rear end isn't entertaining with a so - so grip on the wheel.

I found rear - end grip to be superb; the Pirelli rubber really compliments the Mustang power.

There's lots of grip, but not too much — the Clio has a beautiful handling balance that enables you to pay the front and the rear ends off against each other, the decision on which end loses grip first left pretty much up to you.

Also speaking volumes about this Infiniti's attitude was its rear - end grip.

It's powered by the original 426 / 425hp Hemi engine mated to the original 4 - speed manual transmission, and the original Dana 60 rear end with a Sure - Grip differential.

The first left - hander I tackle with a bit of ambition, the front end grips... then goes alarmingly light, and then the rear end appears to be quite unconnected and unhelpful until you get on the power.

Grip levels are high, and the pointy front end and obedient back axle mean that the 125i rarely feels rear - driven.

There isn't enough rear bias dialled in to rotate the rear to help out, so you're stuck with tyre - torturing front - end wash until more grip becomes available.

The driver can also rely on extreme rear - axle grip and high stability when changing direction quickly, without the usual tendency for the rear end to break out.

The detailed engine compartment houses and upgraded, date - coded 1969 440ci Six - Barrel engine with a rebuilt carburetor and Mopar Performance valve covers, which is coupled to a TorqueFlight 727 3 - speed automatic transmission that transfers power to the pavement through the Sure Grip posi - traction rear end with 3.23 gears.

Front stock disc brakes, rear drum brakes with a sure grip rear end with posi 3.23 gears.

It's definitely less car - like on a track, unsurprisingly, with body roll and rear - end tyre squeal accompanying a trip towards the grip limits.

With front - end grip that's out of this world, superfast electronics taking care of rear - end traction and great inherent chassis balance, the F12 berlinetta's racetrack limits are quite approachable.

Nervous, inert and unpredictable were other adjectives used when discussing both steering response and rear - end grip levels.

Plus, a nice side effect of the more pliable rear end is that the Mustang is simply more comfortable on the highway, even when you're not testing the limits of its rear - end grip.

- Reduce rear - end lift and increase high - speed cornering grip (the magnitude varies depending on a vehicle's shape).

With 755 horsepower the 2019 Chevrolet Corvette zr1 is the most powerful Corvette ever it's also the most technologically advanced behind me are the rolling s's at Road Atlanta and we're here to see if we can reach to the supercar levels of performance afforded by this thing's massive power big tires and the tall wing on the back after that we'll take to the streets to see if a car this powerful can behave itself in public this is a monster of a car I've had some brief track opportunities moving this morning to get used to the pace of this machine which is phenomenal we're gonna warm up as we get out to the road Atlanta and sort of build up to the pace that this car can operate at now initially when you hop in this car you have this shrine to the engine right above you you see the line of the hood it kind of dominates the center of the view you can see over it it doesn't affect visibility but it's immediately obvious and that kind of speaks to what makes this car special it's a monster of an engine listen to that [Music] that is tremendous tremendous acceleration and incredible power but what I finding so far my brief time here at the Atlanta is that everything else in the car is rut has risen to match hurt me while I lay into it on the back straight look you know 150 mile - an - hour indicated we're going to ease up a little bit on it because I need to focus on talking rather than driving but like I was saying the attributes of the rest of the car the steering the braking capability the grip every system of this car is riding to the same level of the power and I think that's what makes it really impressive initially this is undoubtedly a mega mega fast car but it's one that doesn't terrify you with its performance potential there's a level of electronic sophistication that is unparalleled at this price point but it's hard not to get you know totally slipped away by the power of this engine so that's why I keep coming back to it this car has an electronically controlled limited slip differential it has shocks filled with magnetically responsive fluid that can react faster to inputs and everything this car has a super sophisticated stability control system that teaches you how to drive it quick but also makes you go faster we haven't even gotten into exploring it yet because the limits of this car are so high that frankly it takes a while to grow into it but [Music] I think what's impressive about this car is despite how fast it is it is approachable you can buy this car to track dates with it and grow with it as a driver and as an owner I think that's a really special [Music] because you will never be more talented than this car is fast ever unless you are a racing driver casually grazing under 50 miles an hour on this straight okay I'm just going to enjoy driving this now [Music][Applause][Music] this particular Corvette zr1 comes with the cars track performance package a lot of those changes happen underneath the sheet metal but one of the big differences that is immediately obvious is this giant carbon fiber wing now the way this thing is mounted is actually into the structure of the vehicle and it makes you know loading the rear hatch a bit more difficult but we're assuming that's okay if you're looking for the track performance this thing delivers also giving you that performance are these Michelin Pilot Sport cup tires which are basically track oriented tires that you can drive on the street but as we wake our way to the front of the thing what really matters is what's under the hood that's right there's actually a hole in the hood of this thing and that's because this engine is so tall it's tall because it has a larger supercharger and a bunch of added cooling on it to help it you know keep at the right temperature the supercharger is way larger than the one on the zo six and it has a more cooling capacity and the downside is it's taller so it pops literally through the hood the cool thing is from the top you can actually see this shake when you're looking at it from you know a camera from the top of the vehicle this all makes for 755 horsepower making this the most powerful Corvette ever now what's important about that is this not just the power but likewise everything in the car has to be built to accommodate and be able to drive to the level of speed this thing can develop that's why you had the massive cooling so I had the aerodynamics and that's why I had the electronic sophistication inside [Applause] we had a lot of time to take this car on the track yesterday and I've had the night to think about things Matt today two crews on the road and see how this extreme performance machine deals with the sort of more civil minded stuff of street driving the track impressions remain this thing is unquestionably one of the most capable cars you can get from a dealer these days a lot of that's besides the point now because we're on the street we have speed limits they have the ever - present threat of law enforcement around every corner so the question is what does this car feel like in public when you slow this car down it feels like a more powerful Corvette you don't get much tram lining from these big wheels though we as the front end doesn't want to follow grooves in the pavement it is louder it is a little firmer but it's certainly livable on a day to day basis that's surprising for a vehicle of this capability normally these track oriented cars are so hardcore that you wouldn't want to drive them to the racetrack but let's face it you spend more time driving to the track than you do on the track and the fact that this thing works well in both disciplines is really impressive I can also dial everything back and cruise and not feel like I'm getting punished for driving a hardcore track machine that's a that's a really nice accomplishment that's something that you won't find in cars that are this fast and costs maybe double this much the engine in this car dominates the entire experience you can't miss the engine and the whole friend this car is sort of a shrine to it the way it pops out of the hood the way it's covered with coolers around the sides it is the experience of this car and that does make driving this thing special and also the fact that it doesn't look half bad either in fact I think it has some of the coolest looking wheels currently available on a new car this car as we mentioned this car has the track package the track package on this car gives you what they call competition bucket seats which are a little wide for my tastes but I'm you know not the widest person in the world this automatic transmission works well I mean there's so much torque again out of this engine that it can be very smooth and almost imperceptible its clunky on occasion I think I'd might opt for the manual although Chevy tells me about 80 % of its customers will go for the automatic I don't think they're gonna be disappointed and that's gonna be the faster transmission drag strip on the street - and on the racetrack man it was a little bit more satisfying to my taste though we've talked about the exhaust I have it set in the track setting let's quiet it down a little bit so you can hear the difference now I've set that separately from everything else so let's put it stealth what happened to the engine sound that's pretty that's pretty amazing man stealth is really stealth and then go back to track Wow actually a really big difference that's that's pretty great the Corvette has always been a strong value proposition and nowhere is that more evident than this zr1 giving you a nearly unbeatable track performance per dollar now the nice thing is on the road this doesn't feel like a ragged edge track machine either you could genuinely drive it every day the compromises are few and that's what makes this car so special if you like what you see keep it tuned right here and be sure to visit Edmunds.com [Music]

Upgraded 440 Magnum Six - Pack engine, pistol - grip 4 - speed manual transmission, big Dana rear end, 4.10 gears, new paint and striping, new headliner, vinyl roof.

The multi-plate clutch, which distributes torque between the front and rear ends, is marshaled electro - hydraulically and is infinitely adjustable, depending on the level of grip available — and, of course, what the stability control system tells it to do.

Also helping with the grip situation is the sport - tuned suspension with its multilink rear end and 215 - width all - season tires wrapped around standard 17 - inch wheels at all four corners.

Thanks to light, responsive steering, the good overall visibility and the raised driving position that crossovers typically feature, the Mazda CX - 5 is a vehicle that you can place with relative confidence on the road, with the slightly restricted rear window size being alleviated somewhat by the reversing camera that comes as standard on all variants bar those with the 2.0 - liter engine Factor in those attributes with the good grip levels and controlled body lean when cornering, and the Mazda CX - 5 ends up being a vehicle that's rather enjoyable to drive, and is surprisingly able to hold onto a line when cornering when you consider the height of the vehicle.

And while our drive of the RF along Tokyo freeway was unlikely to unseat any dynamic blunders, the car felt well acquitted on smooth corners, with excellent road - holding, predictable front - end grip and lithely rear - drive dynamics we've come to know and love.

A challenge from Richie Stanaway in the # 99 entry forced Gavin to play a rear - guard action and the chase continued for laps on end, with James Calado joining the fray and creating an gripping three - way, sprint race - style dogfight that captivated the television cameras.

It features a 3» driveline, 8.75 Sure - Grip narrowed rear end with 430 gears, HEMI torsion bar in the front, super stock springs in the rear, and a custom 15 - gallon stainless - steel fuel tank.

The broad rear end of the new BMW M2 highlights its firm grip on the asphalt, a quality further reinforced by the horizontal lines in the boot lid and rear apron, the M rear spoiler on the boot lid, and the rear diffuser integrated into the rear apron.

The driver can also rely on extreme rear - axle grip and high stability when changing direction quickly, without the usual tendency for the rear end to break loose.

It is finished in the rare shade of Medium Gold and is highly optioned with a rear defroster, AM / FM radio, power disc brakes and steering, Tic - Toc - Tach, Sure - Grip rear end and stripe delete.

The muscular - looking rear end conceals a wider track that not only improves directional stability but also increases the potential cornering grip.

What can be said about the Liberty's handling is that it's safe, with enough front - end grip to keep the car on track, but without being easily prompted to step out at the rear on a trailing throttle.