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Originally posted by ram57ta
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I could beat the hellcat in my 87 using its current flintstone era powerplant.. -
A cow could sprint faster that that.sigpic🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄🐄
Without my gun hobby. I would cut off my own dick and let the rats eat it...
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LOL, smoke them if you got them...........all the way to the 330' mark.
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Donot care about green car, but is that a stock Tesla, no like super battery, different voltage or anything? wowComment
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Stock. May not even be the new AWD version.Originally posted by zachary View PostZOMBIE REAGAN FOR PRESIDENT 2016!!! hehComment
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That Tesla is quick!
The Challenger displays a really common theme with today's crop of high-hp offerings - too much car and not enough driver.When the government pays, the government controls.Comment
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Havent seen a Hellcat with a good run yet.Originally posted by Da PrezOriginally posted by VETTKLR
Cliff Notes: I can beat the fuck out of a ZR1
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7 Boosh?
God bless.It is easier to build strong children than to repair broken men -Frederick DouglassComment
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Yes, It is all-wheel drive.
I figured a two-wheel drive car would spin too easily with all of that torque available right from 0 rpm.
But scrambling to the same 60 mph time in the P85D bears no resemblance to that at all. With one transmission gear and no head-bobbing shifts, it's instead a rail-gun rush down a quarter-mile of asphalt bowling lane. Nothing in the drivetrain reciprocates; every part spins. There's no exhaust smell; the fuel is invisible. The torque impacts your body with the violence of facing the wrong way on the train tracks when the whistle blows. Within the first degree of its first revolution, 100 percent of the motors' combined 687 lb-ft slams the sense out of you. A rising-pitch ghost siren augers into your ears as you're not so much accelerating as pneumatically suctioned into the future. You were there. Now you're here.
The wormhole between the two is courtesy of a second motor on the front axle. At 221 hp, it's smaller than the P85+'s existing 470-hp rear machine (total: 691), and for the non-Performance 60- and 85-kW-hr Dual Motor Model S, it'll be the rear motor, too. Lift the front trunk's lid (the frunk, they call it), and you're struck by how much all of this was anticipated back when the Model S was penned. What was a recessed cavity near the firewall becomes the new forward engine room with enough left to swallow a duffle bag and retain its terrific 5-star frontal crash performance. Equal-length front halfshafts thread through new branched chassis rails and hub uprights—and that's about it. Replacing the now-discontinued P85+ as the apex Model S, the P85 Dual Motor gains 197 pounds, tipping the car's weight distribution from 47/53 (f/r) to 51/49. Anti-roll bars and shock valving are suitably thicker and firmer, but the Michelin Pilot Sport PS2 tires are the same, as is the car's 0.91 g of lateral grip. However, around our quirk-exposing figure-eight course, the D's handling wasn't Novocained by the added nose heft (as you'd expect), nor was its steering garbled by torque-steer cross-talk (as you'd expect); instead, all four tires now want to be in on the traction action. Feathering the accelerator (or rather, the accelerator pedal's potentiometer) now rotates—and also bends—the car's trajectory via regen brake drag that instantly reallocates between both axles (no longer limited to the rear). Essentially, the two motors' email-instant reflexes mean the stability control system is the drivetrain itself—and vice versa—not a Band-Aided layer of throttle- and brake-mitigating technologies overlaid on a big-inertia crankshaft and flailing pistons accustomed to Pony Express reaction times.
Read more: http://www.motortrend.com/roadtests/...#ixzz3PNWl1oCsComment
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