Sentences with phrase «than engine noise»

Speaking of sound, at times during our drive we noticed that the car would send more road noise into the cabin than engine noise.

Not exact matches

We are probably more used to listening to the waveforms of the things that are around us, like the noise of an engine, the sound of a drop of water, or the comforting voice of a loved one, rather than imagining that we can use a melody to describe data and information.

Firstly, an electric motor makes less noise than a conventional engine and secondly, most electric cars are fitted with specially - developed low rolling resistance (EV) tires that make less noise than traditional car tires.

Acceleration was louder and slower (the 2.0 liter engine with 164 horsepower has been revised making the car quicker than before) than I wanted from this car and road noise was noticeable.

«It has a very strong engine, but it's coarse, with more idle noise than a good diesel.»

Noise — whether from wind or road — is subjectively much lower in the S3 than in competitive cars, and the engine noise that does make it into the cabin has the carefully manicured feel of auditory bonsai, with boy - racer overtones totally abNoise — whether from wind or road — is subjectively much lower in the S3 than in competitive cars, and the engine noise that does make it into the cabin has the carefully manicured feel of auditory bonsai, with boy - racer overtones totally abnoise that does make it into the cabin has the carefully manicured feel of auditory bonsai, with boy - racer overtones totally absent.

jamboree alight: 220mph capability, shockwave presence, flame - shooting exhausts, granny - felling engine noise, rear tyres wide enough to attract an acid rain micro-climate (they're even wider than the Lambo's!)

The V - 6's noise signature was still being fine - tuned (largely through the use of different mufflers, though intake noise also filtered into the mix) at the time of our drive, but it's safe to say that this engine sounds better and more aggressive here than in any other GM application.

There is a rattle noise in engines, when we run it with wrong octane grade (commonly lower than specified), or the ignition timing is not correct, or a higher gear is selected but not corresponding...

At low revs, there is more cabin noise from the diesel engine than you might expect, but once up and running, refinement levels are supreme and easily on par with a diesel - engined Mercedes S - class.

In the same way that Ferrari has long stuck with flat - and V - 12 engines, Ducati has spent more than forty years developing and perfecting the oversquare 90 - degree V - twins that give its bikes a narrow profile and a low center of gravity while also making noises that are among the most recognizable and agreeable in all of internal combustion, starting with the 750's mellow sonority in 1972.

After turning on the seat massager (yep, you can get one in the top - of - the - line F - 150 Platinum), we found that even under power, the engine doesn't make much more noise than the compressor that fills the seat's air bladders.

The noise the engine emits through the optional Akrapovic exhaust is far fruitier than the previous model.

With less sound deadening, the engine seems to fill the cabin beautifully when you start it up, neither too loud nor too quiet and with a deeper more guttural noise than an RS.

There is a rattle noise in engines, when we run it with wrong octane grade (commonly lower than specified), or the ignition timing is not correct, or a higher gear is selected but not corresponding with the vehicle load, speed and / or street angle.

Also off - putting is the character of the synthesized engine noise, which sounds like a bass - heavy V - 8 rather than the sharp rasp of an inline six.

With a so - called Sound Creator channeling intake noise, keeping the engine on a boil in the 5000 to 6000 rpm range fills the cabin with the gritty engine note, which is definitely different than the Beetle - like sound of other Subaru engines.

Top speed is the same, and when the little two - cylinder range - extending engine is running there's a little more noise, but it's still quieter than most conventional cars.

The Hybrid's unusually loud engine noises wouldn't be as much of an issue if the Highlander Hybrid weren't $ 48,160 with destination, $ 7,130 more than 2013 — a 2014 Lexus RX 450h is $ 47,320, though much smaller on the inside.

The engine has a throatier noise in the upper register than the Elantra, which can sound tinny or gritty in the same situation.

The 1.6 T engine is just as quiet as the bigger fours, but emits a perceptible growl under hard acceleration that's more pleasing to the ear than the coarse noises from the 2.4 - liter four.

Other than the noise, the engine's characteristics don't change; the rev needle pings round the dial with every prod of the throttle and it accelerates through the first third of its nine gears at a remarkable speed.

Inside, the cabin space has been optimized for rear passengers, and all manner of sound deadening material has been applied to keep unwanted noise out, other than the engine snarl.

I didn't venture far but the combination of little steering lock, a very firm ride, the sheer noise of the engine and «box and the centrifugal clutch's quite abrupt take - up made it feel less resolved than, say, an Atom 3.5 R or Radical RXC Turbo would do.

A side effect of the reduced wind, road, and tire noise is that engine noise is more prominent than before and your ears will pick up the refined but nonetheless mechanical sounds of the otherwise innocuous six - cylinder.

A calm and supple ride complements the quiet cabin, the first hint of anything other than total serenity is some breathy wind noise, but rather than being dominant it's only really audible because there isn't any engine noise to help drown it out.

And so it is with the new Lusso: The cabin is a gorgeous «twin - cockpit» layout (as an option, the front - seat passenger even gets a personal 8.8 - inch color touchscreen with engine performance gauges and infotainment controls), the armrests are softer than before, noise insulation is vastly improved, the climate - control system is more efficient and 50 percent quieter, and in the center of the dash lies a beauteous 10.25 - inch HD touchscreen for easily controlling and displaying everything from navigation to climate controls to Apple CarPlay.

Another point of contention we had with earlier Elantras was the higher than normal amount of road and engine noise that made its way into the cabin.

Diesels may benefit even more than gas engines with the proliferation of multi-speed automatics, the extra ratios going a long way to disguising their relative lack of top - end power, not to mention keeping the revs down so that noise, vibration and harshness is minimized.

Go hard on the pedal in either car and the engines get quite loud and there's a sense of drama, but the amount of noise is greater than the rate at which you gain speed.

There's less engine noise, too: The four - cylinder turbo actually sounds more refined than the V - 6.

The noise it makes here is more muted than in the snarling Jaguar coupe, but it's still a visceral roar, and really gives the XE that extra dimension — a «proper Jaguar» engine.

Nevertheless, it's a reasonably competent motorway cruiser with one of the more powerful diesel engines under the bonnet — although wind noise is higher than we'd like.

The interior is less isolated from noise generated by the 3.7 - liter V6 than in the Lexus, but that can be forgiven thanks to the engine's pleasant snarl under acceleration.

To be competitive and remain atop the subcompact space, it would help for the third - generation, 2014 Honda Fit to incorporate: improved NVH (noise, vibration, harshness), better gasoline - engine fuel economy (40 not 30 mpg), more than five speeds in the non-hybrid automatic transmission, a more modern navigation system with a backup camera, and Bluetooth that doesn't require you to buy navigation.

Poking the accelerator, the Grand Cherokee EcoDiesel feels a tad more sluggish than its gasoline - powered equivalent, and the engine noise comes through in the cabin.

The diesel engine generates a little more noise and vibration than the 2.5 Liter engine, but it's still a better choice thanks to its snappier acceleration (both on flat surfaces, and going uphill) and gives excellent fuel economy.

Rather than the easy power of the V - 6, I had to get on the throttle harder with the four - cylinder, and was treated to more intrusive, and less pleasant, engine noise, not what I would want in the A6.

Engine noise does intrude into the cabin to a higher degree than we expected, but only at highway speeds where the Navigator drones a bit.

When you want, the GS 450h lets you plod around in highly adjustable sofa - like chairs, insulated and isolated from excessive engine noise or road harshness, while netting fuel efficiency not far below hybrids with less than two - thirds the power.

For added drama, there's a Sport mode in which the transmission shifts gears at higher rpm, the steering gets a bit meatier, and the engine makes more noise than in the default setting.

Although his 2.5 - litre five - cylinder turbo engine is somewhat more sophisticated than the AMG four - cylinder, its standing and driving noises run a few decibels lower than the CLA, but its voice is loud and clear.

Even with the roof up the cabin can get a bit noisy in highway driving with wind noise and the buzzy engine adding to the tire roar on less than ideal pavement surfaces.

Granted, it might be hard to silently move more than a ton of car, using a small engine; but the fact remains that the noise level, under hard acceleration, is high.

Tyre noise has been an issue for Mazda in the past, but while the Bridgestones fitted to the Mazda6 Atenza wagon tested remained noisier than the car's engine or airflow over the body, the updated model earns itself a pass mark this time around for the revised suspension and other noise - suppressing countermeasures.

You get engine noise at low speed and tire noise along with wind noise at speeds higher than 45 mph.

The new transaxle is some 16 % lighter than the P410 transaxle, and features a redesigned a new torsional vibration damper to help suppress engine noise as well as the transfer of vibration between the engine and transaxle.

Even at the top of the rev range the engine's deep hum never sounds harsh and noise levels are lower than many competitors.

Engine noise is softer than what is experienced on most competing models in this class.

While the SE's smaller 1.5 - litre EcoBoost is more than adequate, it does work a lot harder and produces more noise than the larger engine.