22, 51, 55, 64, 73, 75 (blue blood) ❤🧡💛💚💙💜💖

Emmm my love!!! Sorry this took ages to get around to!!! You always spoil me 🥰

Are there certain types of writing you won’t do? (style, pov, genre, tropes, etc)

I refuse to write anything in the first person, that just... isn't my style. There aren't many genres I wouldn't be willing to give a go. A few months ago I might have said I'd never touch horror, but for some reason the things that disturb/irk me have become endlessly fascinating to write about? I'd never read it, but writing about it is like a unique challenge!

What’s your total AO3 word count?

467,726 YOIKES.

Of the characters you write for, which is your favorite? Has that choice been swayed at all by your followers/readers’ reactions to certain ones?

Honestly, there's something about Kinn that really just... clicks with me. I can get into his head and divine his motivations and emotions with less effort than it takes with PORSCHE (the bastard, he's an elusive one sometimes). But it has to be said, I've never written a character that has inspired such an amazing reaction as Prawinn. Truly, the hatred and vitriol spewed towards him every week gave me such life. It was a pleasure to be evil with him.

Something you love to see in smut.

Little attention to detail, blink and you miss it moments of realism that compound the impact of the story. For example; the initial discomfort and pain during anal! For some reason, I REALLY love it when fics acknowledge this and give it time to breathe. It makes everything feel more intense and grounded, and adds so much to the experience for me. This also includes accurately describing most physical sensations; pressure building in your head when you're being choked, the tingling of extremities after hyperventilating, the bunching and coiling of abdominal muscles as they're caressed, the tug of anticipation behind your navel that makes your chest feel tight. Just little realistic physical things.

What do you think makes your writing stand out from other works?

Oh god. Ask me on a day when I'm feeling more confident about it 😂 uhhhhh I suppose I like to think my works stand out for their vivid visual imagery? I pour a lot of attention and detail into describing fluid physical sequences, highlighting the moments that stand out to let them impact and giving the text weight and shape. There's a rhythm and flow to it that's very innate.

What scene in [Blue Blood] took the longest to write? What was difficult about it? 

The scene in chapter 12 when Porsche decides to leave Kinn after they've fucked. Fuck me if that scene didn't get rewritten half a dozen times. I could not, for the life of me, figure out what was going on in Porsche's head and how to transcribe that onto the page. All I remember is a maelstrom of complicated emotions that wouldn't order themselves correctly. I'm still not 100% happy with it.

THANK YOU MY LOVE 🥰🥰🥰

Ask me something!

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The Concours of Elegance, recently named ‘Motoring Spectacle of the Year’, has announced Chubb as its new Official Insurance Partner

Chubb’s reputation for service excellence, including its cover of valuable vehicle collections, makes it the perfect partner for Concours of Elegance

Attracting the world’s greatest car collectors, and displaying the finest cars, Concours of Elegance returns to Hampton Court Palace from 4th-6th September 2020

Tickets are on sale now

The Concours of Elegance will be returning to Hampton Court Palace from 4th-6th September 2020 with a brand new Official Insurance Partner: Chubb Insurance. The partnership between the UK’s finest concours d’elegance event and one of the world’s most exceptional insurance specialists is all the more fitting because of Chubb’s extensive experience in insuring high value vehicle collections and fine historic vehicles, exactly like those on display at the Concours.

Now in its ninth year, the Concours of Elegance has quickly become one of the most acclaimed concours events on the global calendar, welcoming some of the biggest names in the classic car industry and the most eminent collectors from around the world. Concours of Elegance has recently received a slew of major global awards, including the title of Motoring Spectacle of the Year from the Royal Automobile Club. The addition of Chubb as Official Insurance Partner, is just the latest chapter in the event’s continued growth and evolution.

Andrew Evans, Concours of Elegance Managing Director, said:“Everything at the Concours of Elegance has been carefully curated; the finest cars, the most astonishing venue, the best luxury products and now the perfect Official Insurance Partner. A very warm welcome to Chubb, a team of people that are perfectly aligned to our ‘best-of-the-best’ ethos, and who we’re greatly looking forward to developing our event with over the coming years.”

Whether you own a cherished classic car or a large collection of rare supercars, Chubb’s motoring policies set the benchmark for quality insurance cover. Created more than 20 years ago, Chubb’s Masterpiece policy caters specifically to high net worth individuals in the UK and it is widely recognised by car collectors for its service excellence.

The breadth of this policy is complemented by outstanding claims handling and appraisals. Chubb also offers Masterpiece clients the added benefit of motoring-themed money-can’t-buy experiences, reflecting Chubb’s insight that insuring your valuable car is so much more than a financial decision; it’s an emotional one, too.

Annmarie Camp, Head of Personal Risk Services Europe, Chubb said: “I am proud and delighted that Chubb is the new insurance partner for the Hampton Court Concours of Elegance. This is a wonderful event in a fabulous historic setting which has become synonymous with showcasing some of the best and most beautiful motor cars ever built. As insurers of prestige, vintage and exotic vehicles we share a passion for motoring and I am very much looking forward to watching this partnership flourish.”

In 2019, the Concours of Elegance’s collection of vehicles was more breathtaking than ever, featuring a world-first gathering of every single Aston Martin Zagato model ever built (17 in total), a gathering of 166MM Ferraris, including the most significant Ferrari in the world, the first Bentley to race at Le Mans and the first Bentley to win back-to-back at Le Mans. The event’s expert Steering Committee is already underway inviting entrants for 2020, in what is shaping up to be the best Concours of Elegance yet.

Tickets to Concours of Elegance 2020 are available now from www.concoursofelegance.co.uk/tickets

General information: Iain Campbell, Thorough Events Ltd Tel: 020 3142 8542

About the annual Concours of Elegance: Established in 2012, the inaugural Concours of Elegance was held within Windsor Castle to mark the diamond jubilee of Her Majesty The Queen’s reign. Organised by Thorough Events, the first Concours of Elegance set a new global benchmark for a classic car concours; winning prestigious awards in the process; unheard of for a ‘start-up’ event in its first year. The second Concours of Elegance was held in 2013 to equal fanfare at the historic Royal Palace of St James in London, with the widely acclaimed third Concours set in the stunning grounds of Hampton Court Palace in September 2014, before heading to the Palace of Holyroodhouse in 2015. Only cars of the highest calibre are invited to the Concours of Elegance, from all over the world, painstakingly selected by the Concours Steering Committee; a respected team of authoritative historic car experts. A key objective of the annual Concours of Elegance is to raise significant sums for charity. http://www.concoursofelegance.co.uk

About Chubb Insurance Chubb is the world’s largest publicly traded property and casualty insurance company. With operations in 54 countries and territories, Chubb provides commercial and personal property and casualty insurance, personal accident and supplemental health insurance, reinsurance and life insurance to a diverse group of clients. As an underwriting company, they assess, assume and manage risk with insight and discipline. They service and pay their claims fairly and promptly. The company is also defined by its extensive product and service offerings, broad distribution capabilities, exceptional financial strength and local operations globally. Parent company Chubb Limited is listed on the New York Stock Exchange (NYSE: CB) and is a component of the S&P 500 index. Chubb maintains executive offices in Zurich, New York, London, Paris and other locations, and employs approximately 30,000 people worldwide. Additional information can be found at: chubb.com/uk

Historic Royal Palaces Hampton Court Palace is cared for by Historic Royal Palaces, the independent charity that also looks after the Tower of London, the Banqueting House, Kensington Palace, Kew Palace and Hillsborough Castle in Northern Ireland. We help everyone explore the story of how monarchs and people have shaped society, in some of the greatest palaces ever built. We raise all our own funds and depend on the support of our visitors, members, donors, sponsors and volunteers. With the exception of Hillsborough Castle, these palaces are owned by The Queen on behalf of the nation, and we manage them for the Secretary of State for Culture, Media and Sport. Registered charity number 1068852. For more information, visit www.hrp.org.uk.

Hampton Court Palace is a Grade I listed royal palace in the London Borough of Richmond upon Thames, 12 miles south west and upstream of central London on the River Thames. Building of the palace began in 1515 for Cardinal Thomas Wolsey, a favourite of King Henry VIII.

1953 Porsche 356 America Roadster

Facel Vega Facel II

Ferrari Dino 206

A number of exceptional new vehicles have joined Concours of Elegance 2020, exemplifying the event’s dedication to ‘the world’s rarest cars’

A one-of-17 Porsche 356 America Roadster, is joined by a one-of-57 (of which only 16 are thought to remain) Aston Martin Cloverleaf

Stunning Ferrari Dino 206 SP will appear alongside one of only three manual right-hand-drive Facel Vega Facel II models, this one with just 20,000 miles since new

Established in 2012 to bring together the world’s rarest cars, the Concours of Elegance 2020 is once again set to gather the finest line-up of vehicles on display in the UK this year. Cars continue to join the event by the day, with the latest new extraordinary additions so rare that it’s unlikely they’ll ever have been seen together before in the UK.

Acclaimed in 2019 as the Motoring Spectacle of the Year, the 2020 Concours of Elegance on 4-6 September will gather more than 1,000 cars in the beautiful gardens of Hampton Court Palace. However, at its heart is a collection of around 60 of the rarest, most beautiful and most innovative cars ever built. So fierce is the competition for a space in this line-up, that cars must be hand-picked by a committee of global motoring experts. These are just the latest additions to that line-up:

Porsche 356 America Roadster This isn’t technically a Speedster, but the Type 540 –known more commonly as the America Roadster–started the idea. The air-cooled, 1.5-litre flat-four produces 70 horsepower, which may not sound like much until you realize that in 1953 the regular 356 produced just 40. Not to be confused with the 356 Speedster—that came later and cost two-thirds the price—America Roadsters weren’t a commercial success. U.S. importer Max Hoffman convinced Porsche it needed a lightweight convertible to compete with the best from Jaguar. But the production methods used to create the America Roadster’s aluminium body proved to be too expensive, and in 1952 Porsche built only 17 units before its discontinuation in 1953.

Ferrari Dino 206 SP As is well known, Ferrari was challenged by Ford at Le Mans in the mid-’60s and responded with a series of Sports Prototypes; the 330P-series. Early in February of 1966 Ferrari introduced the 4-litre 330P3 to the press in Maranello, alongside the smaller all-new Dino 206 SP. It was Ferrari’s intention to build 50 of these smaller V6 cars to qualify them for homologation as two-litre Group 4 sports cars. For various reasons that never happened and only 17 of these cars were created, including this example here, which raced at the 1000km of Nurburgring and the 12 Hours of Sebring.

Aston Martin Cloverleaf The chassis no. 1926 produced in 1923 is one of the oldest road-going production Aston Martin models in existence. Only 57 ‘Bamford and Martin’ Aston Martins were made in total and it’s estimated that fewer than 16 examples still exist around the world, in one form or another. Lionel Martin’s own Cloverleaf was scrapped in the 1930s. This machine is almost identical to Lionel Martin’s own Cloverleaf and took 2nd place at Aston Hill in1924. XR1981was competitively driven until the end of the 1960s, in the course of which it won the prestigious St John Horsfall Trophy race at Silverstone in 1969. It then languished in the family garage, unused for nearly 40 years, before undergoing a five-year restoration that brought the car to its current condition.

Facel Vega Facel II Founded by Jean Daninos in 1939, Forges et Ateliers de Construction d’Eure-et-Loir (FACEL) specialised in the construction of aircraft components and metal furniture, before turning its hand to luxury cars like the Facel II. Powered by a 355-horsepower Chrysler V-8, the four-passenger Facel II was not only one of the fastest cars, but also one of the fastest accelerating – in fact it was quicker from 0-60mph than the Aston Martin DB4 and Mercedes 300SL Gullwing, while also boasting Rolls-Royce-like comfort. This example was the original press car, one-of-three right-hand-drive manual examples and has covered just 20,000 miles since new.

Presented by A. Lange & Söhne, the Concours of Elegance is one of the global top three concours events and attracts many of the world’s most eminent car collectors together with their astonishingly rare, beautiful and valuable machines. The cars are displayed in the open air amid the ancient trees and manicured lawns of the Royal palace’s 60-acre Fountain Gardens, guaranteeing visitors plenty of space to view the exhibits in the safest and most enjoyable way possible.

As well as its main line-up of cars the 2020 Concours of Elegance will include unique coachbuilt Alfa Romeos, priceless pre-war Rolls-Royces, the McLaren F1 GTRs that finished 1st, 3rd, 4th, 5th and 13th at Le Mans 24 Hours 25 years ago, a display of future classics and a new Junior Concours celebrating the best of half-scale cars. In total, nearly 1,000 cars will be on display over the course of the weekend.

CONCOURS OF ELEGANCE ON TRACK FOR A GREAT EVENT IN SEPTEMBER AT HAMPTON COURT PALACE

The Concours of Elegance will go ahead in the spectacular gardens of Hampton Court Palace this September, it has been announced today. The rare car show will grace the palace gardens in late Summer, following their re-opening this week. The Concours of Elegance 2020 – 4-6 September – will be the first major international concours d’elegance event since Amelia Island in March.

Liz Young, Head of Events for Historic Royal Palaces said ‘We are thrilled to be re-opening our gardens this week, and very excited that this means the Concours of Elegance can go ahead in September. It is always a brilliant event, with the palace gardens making a spectacular backdrop for the cars on show. We look forward to working with the event organisers to ensure that all of our guests can have a safe and enjoyable visit.’

The Concours of Elegance takes place within the 60-acre Fountain Gardens of the palace, measuring ¾ of a mile in length. From its very inception, the event has sought to avoid feeling crowded, allowing the cars the space they deserve.

James Brooks-Ward, Thorough Events CEO, said: “Clearly, above anything else, we want to ensure that we’re hosting our event responsibly. As September nears, we’ve become confident that all the pent-up demand we’ve seen from visitors, commercial partners, car clubs and car owners can be satisfied, with the approval of our friends at Historic Royal Palaces. We’re incredibly grateful for their support, and that of our presenting partner A. Lange & Söhne, in allowing us to develop our event into something we feel isn’t just safer than ever, but more exciting than ever too.”

1939 Alfa Romeo 2300B Mille Miglia

1939 Alfa Romeo 2300B Mille Miglia

1951 Alfa Romeo 6C 2500 SS

The Concours of Elegance will welcome two one-off Alfa Romeos to its 2020 event, displayed among a curated collection of nearly 1,000 rare cars of all ages

A 1938 Alfa Romeo 6C 2300B on display is one of four built with Graber coachwork, and the only with a Mille Miglia-specification engine and chassis

A 1951 Alfa Romeo 6C 2500 SS by Ghia is one of four ever built, and unique among the four in having a specially crafted tubular chassis manufactured by Gilco

Concours of Elegance recently also confirmed its centerpiece display; a collection of the McLaren F1 GTRs that finished 1st, 3rd, 4th and 5th at Le Mans 24 Hours in 1995

The Concours of Elegance 2020 takes place from 4th-6th September

The Concours of Elegance, presented by A. Lange & Söhne, has revealed two very special members of its 2020 Main Concours display: a pair of unique Alfa Romeo 6Cs, showcasing the best in contemporary engineering and hand-crafted design

The Alfa Romeo 6C 2300B and 2500 were among the most expensive cars in the world during the ’30s and ‘40s, featuring engines designed by one of the great automotive designers of all time; Vittorio Jano. The 6C’s mixture of dual overhead cam power, independent suspension and hydraulic brakes helped the 6C 2300 and 2500 to amass a number of impressive race victories. They finished 1st and 2nd in their class at the 1937 Mille Miglia, 1st, 2nd and 3rd at the 1937 Targa Abruzzo in Pescara, took victory again at Pescara in 1938 and won the Targa Florio in 1950.

Aside from their racing successes, both the 2300 and 2500 are responsible for some of the most beautiful and intricate coachbuilding of all time. An Alfa Romeo 6C 2300B appearing at Concours of Elegance this September features a body designed by Swiss coachbuilder, Graber. In total, Graber bodied four 6C 2300s in a cabriolet style, but this example is the only existing one and the only with the Mille Miglia-specification engine and chassis. It was ordered when new by Martin Mueller, CEO of Bruggmuehle Goldach, one of the largest wheat mills in Switzerland. In 2014, it underwent a three-year restoration to return it to the condition in which it was first produced by Graber.

The 6C 2500 SS was the successor to the 2300, and Concours of Elegance will be hosting one of the most intriguing examples of this particular model. One of four bodied by Ghia with Supergioiello – or ‘Super Jewel’ – coachwork, it’s known that three of the cars were built on Alfa Romeo chassis, but this car was the only one built on an advanced tubular chassis produced by Gilco. Gilco is renowned as an innovative engineering firm responsible for building the chassis of the first ever Ferrari, the 125, as well as advanced projects for Maserati, Lancia and more.

The lightweight but sturdy tubular chassis, likely built in 1950, was a technological masterpiece compared with the steel ladderframe chassis that most 6C 2500s were equipped with. The running gear, suspension, and brakes are all period Alfa Romeo 6C components which appear to date primarily from 1948.

Originally ordered by SIRCA, the dealer in Milan that served as Carrozzeria Ghia’s representative for the region of Lombardy, this car eventually found its way to the UK in 1959. By 1961 is was up for sale again at just £895 (just under £25,000 today), remained in the UK for a few more years and then found its way to America in 2016 via Austria and the Netherlands, with a full nut and bolt restoration along the way. Its current owners, underwent another full restoration with the car in 2016 to take it back to its original specification, which took over 2.5 years.

Andrew Evans, Concours of Elegance Director, said: “Although our event has grown enormously since its award-winning debut in 2012, we always retain a central collection of around 70 painstakingly curated vehicles for our main concours d’elegance display. Our Steering Committee of motoring experts scours the globe for the finest examples of automotive design, innovation or rarity, and these unique Alfa Romeos are arguably the perfect blend of all three. Yes, they’re incredibly beautiful, but they also perfectly represent the very best of the automotive spirit in a difficult era in European history, spanning the years before WWII and the years after. We’re enormously privileged to have them attending, and we can’t wait for our guests to see them in the Fountain Gardens of Hampton Court Palace this September”.

Outside of the main concours d’elegance competition around 1,000 other rare and significant vehicles are curated into special features and displays over the course of the event. This year’s flagship Centrepiece Display is dedicated to McLaren’s victory at Le Mans in 1995. A collection of the McLaren F1 GTRs that finished 1st, 3rd, 4th and 5th at Le Mans 24 Hours 25 years ago will take pride of place over the course of the event, from 4th-6th September.

The 2020 event will cement Concours of Elegance’s global reputation for gathering the finest cars in the world in one of the UK’s most stunning settings; the Fountain Gardens of Hampton Court Palace. With the gracious support of Concours of Elegance patron, His Royal Highness Prince Michael of Kent, no other UK motoring event offers the same prestige.

F1 GTR winning car at Le Mans 1995

CONCOURS OF ELEGANCE 2020 REVEALS McLAREN F1 GTR 25TH ANNIVERSARY DISPLAY

Concours of Elegance will be returning to the picturesque Fountain Gardens of Hampton Court Palace from 4-6 September, crowned by a very special display

The McLaren F1 GTRs that finished 1st, 3rd, 4th and 5th at the 1995 24 Hours of Le Mans will gather for a 25th anniversary celebration of motorsport’s finest achievement

The racing McLarens will form a centerpiece display at Concours of Elegance, lining up alongside nearly 1,000 motoring legends from Bugatti, Ferrari and more

Full line-up for Concours of Elegance 2020 is currently being decided by the event’s steering committee of motoring experts

The Concours of Elegance, presented by A. Lange & Söhne, has revealed its specially curated centerpiece display for 2020; a line-up of the McLaren F1 GTRs that finished 1st, 3rd, 4th and 5th at Le Mans 24 Hours in 1995. Taking place from 4-6th September in the spectacular Fountain Gardens of Hampton Court Palace, the Concours of Elegance is celebrating the 25th anniversary of McLaren’s unique motorsport achievement.

Concours of Elegance’s centerpiece display is reserved only for the most extraordinary vehicles or astonishing motoring feats, which in the past has included a celebration of the Jaguar D-Type’s 1-2-3-4-6 finish at Le Mans. But, arguably, the McLaren F1 GTR’s achievement is all the more remarkable, not least because a motorsport-ready McLaren F1 was never part of the production plan.

The McLaren F1 GTR was an afterthought, demanded by F1 customers that wanted to take their cars racing. To that end, the F1 GTR began testing in January 1995, with the Le Mans 24 Hours race only 5 months away, where it would be competing against not only modified production cars but prototype vehicles designed specifically for endurance racing. Unfazed, the F1 GTR swept to victory in one of the most comprehensive motorsport victories of all time, taking four of the top five places overall and the top four GT1 places. The achievement shouldn’t be understated; with only very few modifications to the road car, the F1 GTR beat many vehicles specifically designed and engineered for the track, in a race that takes in a whole season’s worth of racing in just 24 hours.

All four cars will be parked side-by-side at Concours of Elegance 2020; the winning Kokusal Kaihatsu Racing car, the third-place Harrods-liveried car of Andy Wallace, Derek Bell and Justin Bell, the fourth-place Gulf Racing F1 GTR and the Giroix Racing Team F1 GTR that finished fifth.

Andrew Evans, Concours of Elegance Director, said: “The Concours of Elegance is all about shining a light on the most astonishing stories and creations in the motoring world, and bringing them to one of the world’s most beautiful palaces for our visitors to enjoy. Arguably there’s no more emotive story than that of the F1 GTR; a car that no one expected anything of which then went on to one of the most convincing victories ever seen at the world’s hardest motor race. We’re excited to bring these amazing vehicles together in 2020, but it really is just one small part of a very carefully curated selection of special features and world-class automobiles set for our event.”

The 2020 event will cement Concours of Elegance’s global reputation for gathering the finest cars in the world in one of the UK’s most stunning settings; the Fountain Gardens of Hampton Court Palace. With the gracious support of Concours of Elegance patron, His Royal Highness Prince Michael of Kent, no other UK motoring event offers the same prestige.

Once again, more than 60 of the finest cars ever built will gather in the event’s Main Concours, celebrating the finest innovations in design, performance and technology stretching right back to the invention of the motorcar. Each of these cars is invited to attend by the event’s Steering Committee, and even securing a place is deemed a prodigious achievement, such is the quality of the cars on display.

Concours of Elegance will also bring together a number of other displays and special features, curated to the very highest standards, to create three days of automotive and luxury celebration, including around 1,000 motoring greats of all types and ages. During 2019, for example, the event gathered one of every single Aston Martin Zagato variant ever produced, and hosted around 50 significant Jaguars as part of the Jaguar Trophy.

  CONCOURS OF ELEGANCE SET FOR SEPTEMBER IN LONDON The Concours of Elegance, recently named ‘Motoring Spectacle of the Year’, has announced Chubb as its new Official Insurance Partner…

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ford fiesta insurance 22 year old

What is it?

The X5 was BMW’s first SUV, nee SAV (Sports Activity Vehicle in BMW speak) and it set the tone for models of the type. Genuinely sporty and surprisingly versatile, the X5 has been a favourite for keen drivers and luxury buyers for long. In India too, the X5 has had a good run over the three generations yet. The fourth-gen X5 is out and it marks a slight shift in focus for the model; there’s a greater emphasis on luxury than before. If that’s good news or bad and how the latest X5 fits into the India scheme of things is what we’re going to find out.

What’s it like on the outside?

The new X5 is bigger than you think. Unlike the X3, which looks visually larger than its predecessor, this new ‘G05’ X5, from a distance at least, looks much smaller than the outgoing ‘F15’ X5, despite it being 36mm longer, 19mm taller and a solid 66mm wider. In fact, you might mistake the X5 for an X3 or even an X1, up until the point it pulls up next to you.

This is because of its design, which features sharper lines, tighter skinning and some exaggerated details. The most controversial of these is the enormous chrome-heavy, single-piece kidney grille, which absolutely dominates the front end. From this sprouts a pair of slimmer, more angular headlamps – now with the electric-blue signature of BMW’s Laserlight high-beam system (which gives a throw of 600m) – and, of course, the new-age, C-shaped take on BMW’s LED corona ring DRL signature. The waistline crease flows into a pronounced haunch over the rear wheel, adding some muscle, and this xLine trim looks far more elegant than the M Sport version, which is currently only available with the petrol engine.

Some of us aren’t fans of the way BMW has abandoned the classic L-shaped tail-lamp signature for a more generic, rectangular look, but we like that they’ve stuck with the trademark split tailgate. As for some perspective on just how big this car has gotten, look at the wheels – they have a decent amount of tyre sidewall and don’t look that big, but they’re 20 inches in diameter. A few years ago, this would have been the largest size; now it goes up to 22 inches. And as for the stance, you can go from jacked-up off-roader to hunkered-down M car at the flick of a switch, thanks to the two-axle air suspension new to the X5 (previous cars only had it on the rear axle, so you couldn’t vary the ride height). As ever, you get different-sized front and rear tyres, with the ones at the rear being almost comically wide, with a 305 section – the same as a Lamborghini Huracán!

What’s it like on the inside?

The latest BMW X5’s greater dimensions have, naturally, translated into more interior space. The 42mm increase in the wheelbase to 2,975mm can be easily felt as soon as you slip into the back seat and stretch out, but the even greater sense is of width. The previous X5 was not a narrow car, but in the new one, it feels like there’s a chasm between you and your fellow passenger. It’s a comfortable back seat too, but some might find the backrest a bit too upright, and it’s not adjustable. You can flip it down to free luggage space of course, and if you do, you’ll find the already vast 650-litre space expanding to 1,860 litres, and a really cool motorised luggage cover that whirrs out from its deployed position to under the floor when not needed. What you won’t find anymore are the pair of tiny rear jump seats – they have been left out of the India-spec car this time, likely to differentiate it from the upcoming, three-row X7. What you do get, happily, is a space-saver spare tyre.

Back to the cabin, and more than the outright comfort, it’s the ambience that’s taken a quantum leap. It’s not a stretch to say this xLine variant is approaching 7 Series levels of luxury. Thick bars of dull, unvarnished wood veneer sit on the dashboard, central console and doors, and these are framed in brushed aluminium, which you’ll also find the door handles are fashioned from. The ‘Vernasca’ leather upholstery, available in this cream colour, as well as tan, brown, or black, is wonderfully soft, and there’s even double-stitched leather on the dashboard. The front seats (powered, with a memory function, of course) are big and plush, with a wide array of adjustments, including shoulder support. There are 12 choices of colour combinations for the LED ambient lighting, which even extends to a panoramic sunroof – Sky Lounge, as BMW calls it – and it looks incredible at night.

There are some things that stand out for the wrong reasons in the otherwise high-quality cabin. Those chrome central AC vents, though incredibly well-finished, appear as an uninspired piece of design in this classy BMW cabin. The mode select buttons feel a little flimsy and are tricky to click properly, especially on the move. Then there’s the cut-glass effect on the gear lever, iDrive click-wheel and start button, which has been very polarising. Some find it cool, others find it gaudy, and while on one hand it doesn’t smudge with fingerprints like the standard plastic lever, on the other, in bright sunlight, the reflections off it can hit you right in the eye.

Speaking of points of contention – there’s the new all-digital dial system. While the previous generation of this system (in the 5 Series, for example) mirrored BMW’s classic twin round dials, this new one, which you’ll find on all upcoming Bimmers, adopts a more sci-fi-feeling angular look. This would be fine if it functioned well, but the numbers aren’t as clear to read, the tachometer spins counterclockwise, and when you switch to Sport mode – the tacho needle disappears entirely! Plus, being a screen, they’ve tried to cram it with as much info as possible, which would be helpful, but it’s small and hard to read, which means it’s more distracting to try and find it. The navigation map between the dials, for instance, is monochrome, not full colour, so it blends in rather than standing out. It just seems unintuitive; I wish there was at least the option of returning to the classic dial layout.

We can’t talk tech without mentioning the latest version of BMW’s class-leading iDrive infotainment system, which is presented here on a crisp 12.3-inch touchscreen. Apart from touch, it can be operated by the traditional click-wheel, the touch pad, voice commands and gesture control as well. The tile-based home screen has been replaced with a more tablet-computer-like clustered system, which takes a little getting used to, but ultimately works better at giving you all your vital data at once; and it’s customisable. You also get readouts for real-time power and torque usage, G-force, pitch and yaw angle, and other off-road parameters. There’s also the 360-degree camera with the fun ‘augmented reality’ system that puts a 3D model of the car in a camera-generated depiction of your surroundings. And if you opt for the M Sport trim, you’ll get a head-up display too.

The equipment list on the whole, in fact, is vast and impressive. Apart from what we’ve already discussed already, you’ll find the likes of wireless mobile charging, hands-free parking, four-zone climate control, a 16-speaker Harman Kardon hi-fi, soft-close doors, paddleshifters, adaptive dampers, a powered tailgate with remote opening, auto stop-start, Apple CarPlay (but no Android Auto) and eight airbags. Interestingly, there is only one conventional USB port, but there are three of the new-generation USB-C ports – one at the front, two at the rear – so chances are you’ll have to buy a new cable to make the most of them.

What’s it like to drive?

As we’ve said already, the new X5 is bigger than you think, and while that may apply to its appearance, it isn’t quite as true from behind the wheel, as it was with previous X5s. It’s a trend we’re seeing in most new BMWs – a general ‘softening’ of the driving experience to cater to a wider audience and offer a more luxurious experience, but here, much of the change can be attributed to one mechanical difference – two-axle rear suspension. Previously, X5s only offered air suspension at the rear to aid comfort, but now that it’s at all four wheels, it’s allowed for much more. For one, the ride height can be raised or lowered (in five steps) for varying situations, but the main benefit is a far more luxurious ride. Sure, the massive wheels and tyres can cause a bit of lumpiness over bumps, but overall, the ride is incredibly plush. If you find it too floaty in Comfort mode, switching to Sport gives it a good balance.

Sound insulation, too, is far improved, but again, it’s those big tyres that play spoilsport a bit over expansion joints. The steering has been blunted and softened too, to the point that it is incredibly light at low speeds. It’s almost enough to make you forget this car’s mammoth dimensions; almost.

So it’s great at low speeds, but the contention arises when you’re driving for enjoyment, and here’s where some of the razor-sharp agility of previous X5s is missing. The steering does feel a little mushier, and even in Sport mode there is noticeably more body roll; you really do feel the X5’s size in the corners. But perhaps I’m being a bit harsh because it still handles better than most 2.1-tonne SUVs, with perhaps only a Porsche Cayenne being able to break the laws of physics better. Those massive tyres also afford it prodigious grip, and, despite the AWD, it always has a distinctly rear-biased feel.

Whether you’re barrelling up a mountain road or weaving through traffic, you’ll love the straight-six diesel engine (there’s a straight-six petrol too) and its 8-speed automatic gearbox. With 265hp and 620Nm of torque, it’s got more than enough pulling power to compensate for the X5’s size and weight. It’s not just effortless, it’s downright quick, with 0-100kph coming up in only 6.55sec. And with the quick-acting ZF gearbox (it seems to get better with every new car launched) doing its thing, kickdown acceleration is equally brisk. The good news is the characteristic (and quite thrilling) shove in the guts typical of BMW’s diesel engines is still there. Take it out of Sport mode and – apart from a little bit of hesitation if you catch the gearbox off guard – it is smooth and refined, as is befitting this new, more luxurious X5.

Should I buy one?

The X5 starts at Rs 72.90 lakh (ex-showroom, India). This xLine variant, though, will set you back Rs 82.40 lakh, putting it dangerously close to seven-seat luxury SUVs like the Audi Q7, Volvo XC90 and even the Mercedes-Benz GLS. It stings even more when you realise this isn’t a full CBU import; it’s assembled in India. However, you have to consider a few things, like how much more this car gets you. Not only is it more spacious, it’s more comfortable, thanks to the air suspension, and far better appointed and better equipped now. Then there’s BMW’s updated SU – sorry, SAV – range. The X3 has grown, you also have an X4 now, there will soon be an X7 and below that a new X6; all the models have been moved up the ladder. Sure, it’s not quite the ultimate driving machine that its forebears were, but it’s still pretty damn good to drive – and that can be forgiven for how much better a luxury SUV it is. It’s gotten more expensive, but it’s also a lot more car for the money.

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Porsche’s New $133,000 911 Is Worth Ladling On All the Upgrades

(Bloomberg) — More than a mere model-year update, there are enough changes on the 2020 Porsche 911 Cabriolet to cause an Instagram comment war. The Porsche 992 (as the brand calls it internally) is the most significant redo of the iconic sportscar since 2011. It may also be the last non-hybrid 911 ever built.

While test-driving it through sunny countryside near Athens, some of my fellow travelers described the enlarged rear end, widened by two inches and with larger rear tires, as “ample” and “fulsome”—about how they’d describe Kim Kardashian. Others, however, called the new stance too big, a case of butt implants gone bad. If you can imagine them saying this right after sucking a lemon slice, you get the picture.

By the same token, as I dodged lazy dogs and Grecian pot holes the size of kiddie pools down the rural roads of Attica, I loved the smooth screens of the interior and the quick shifter that replaced the conventional joystick setup of the previous generation. They felt fresh and modern, easy to read and use. But after reviewing photos from the drive, several friends (and when I say friends, I mean Instagram acquaintances) said those dual 7-inch screens erase the car’s “classic” spirit. They hated the shifter’s tiny “tic-tac” shape.

To which I say: Haters gonna hate. Better a car that causes a polarized reaction than no reaction at all.

The goal here, as with any new iteration of a well-known model, is to get the most out of the car, and on that front, Stuttgart’s designers and engineers have more than succeeded. If you are yourself considering a new Porsche convertible—and aren’t we all, at least in our dreams?—here’s how to further maximize that investment.

Buy the all-wheel-drive version.

This is an easy one. If you’re at all worth your salt as a driver and sporting enthusiast, I imagine that (1) you want to drive your fun car year-round, not just in summer, and (2) many of the roads you wish to transverse are not 100 percent serene and smooth—what you’d really need to push a rear-wheel-drive sports car.

The roads in Greece were narrow, with lanes tangled like a sidewinder, no roadside signage indicating upcoming curves, and only halfway paved, half the time—in other words, the opposite of a pristine German highway.

Drop the additional $7,300 on an AWD Porsche 911 Carrera 4S Cabriolet (starting at $133,400), and you’ll be able to drive confidently in dirt and snow and ice, with more contact and control on the road at every turn, whatever the season. The increased practicality will help you more fully embrace this driver-oriented car.

Get the paddle shifters.

I realize this is a controversial suggestion. I realize it’s scary to let go of the idea that a manual Porsche is the only way to go. I can hear you now: “What will the other guys say when they see it at my Sunday cars ’n’ coffee? They won’t respect my driving abilities as much, or they’ll think I can’t handle a stick shift!”

I agree with you: For any classic Porsche—and racing Porsches and Porsches you’ll want to drive like a demon, in general—go for the manual. It’s more fun and makes you feel more engaged as a driver. You’ll be touching history as the star of your own movie, like Steve McQueen for 2019.

But this is a convertible. It is made to be comfortable and accommodating and suitable for enjoying swooping vistas overlooking sapphire oceans while you (me) listen to The Kinks—and to maintain that attitude, even if you get stuck in the sort of inclement conditions that daily driving provides, such as pockmarked side streets, hilly neighborhoods, and stop-and-go traffic. (Yes, those were all me, too, on this recent Athenian drive.) As anyone who has done it once, let alone daily, will tell you: Working a manual under these conditions is among the most annoying ways to spend your time.

Let the PDK paddle shifters be your saving grace. The new eight-speed configuration has better fuel efficiency and enhanced performance in the lower gears, compared to previous seven-speed models—and it’s faster to drive than the manual stick, too. The 433-horsepower 911 Carrera 4S hits 62mph in 3.4 seconds; the rear-wheel-drive 911 Carrera S version gets there 0.1 second later. Top speed for the AWD 4S is 188mph, and it’s 190 mph for the S.

From behind the wheel in Greece, I felt the car wrapping the road like a boa constrictor, hugging it so closely I never felt it falter or hesitate, even when I tried to push it past the Sunday Drive range.

Disengage the Start/Stop.

I’m all for fuel efficiency, but oh, how I loathe the automatic start/stop function of most modern cars. Shutting off the engine the moment you roll up to a stoplight or are standing in traffic makes for slower starts off the line, and it’s especially jarring when you’re driving a manual. Half the time, I think the car has died outright.

In Greece, I spent an entire 12-hour test drive looking for the button to disengage it and never found it. Usually, it’s set in the center console, in the steering wheel, or in the roof of the car, near the rearview mirror. Here, it’s buried in the infotainment system. Or if you have the Sport Chrono Package, it can be deactivated via the programmable Individual mode or by switching the car into Sport or Sport Plus mode when you start it. This multi-step approach is annoying, but it’s the unfortunate reality we’re dealing with here. (Fix this, Porsche engineers.)

Put a premium on safety.

The 992 model line has a new night vision system ($2,540), dynamic chassis control ($3,170), park assist ($1,430), and side mirrors that fold in automatically when the car is parked (the latter’s $370 cost is a pittance, given how often they saved me problems on narrow streets during innumerable breaks for strong, dark espresso on this test drive).

The lift kit that raises the front nose ($2,770) also saved my bacon several times negotiating odd inclines on driveways and park paths. When you consider that these all can help avoid some serious collisions, it more than pays for itself.

And for your own good, consider the $2,720 Sport Chrono Package, which adds two driving modes—Sport Plus and Individual, which lets the driver create a personal vehicle setting configuration—to the standard Normal, Sport, and Wet options. The latter is special, too, a new standard feature on all 2020 911 models. It monitors the level of water on the road and automatically adjusts the throttle, rear differential, rear spoiler, and ABS of the car, and warns the driver of potential hydroplaning. It’s worth getting even if you, like most, will never put this car on a track.

Choose the options that matter.

A big part of the fun in getting a new car—any new car—is making it your own. And the new 911 Carrera 4S Cabriolet is a fantastic canvas. Here’s what I’d do: Get the cool Carrera Exclusive Design wheels ($2,630) painted in Jet Black Metallic ($1,290); the ceramic composite brakes painted in high gloss black ($9,860); a bespoke paint job to match my cocaine-white personality ($11,430); a bright red tachometer dial ($420); and black leather ($1,260) and carbon-fiber trim ($2,100) with personalized illuminated door-sill guards in carbon fiber as well ($1,640).

Extras such as the $400 ionizer (just put down the roof!), the $1,060 lane-change system (just open your eyes!), and especially a $690 leather pouch for your key fob (for the first time ever, the car doesn’t even use a key to start the engine; you turn a nubbin on the left side of the steering wheel), seem a waste of money to me.

Skip the sport exhaust.

Do us all a favor, speed racer, and leave the $2,950 sport exhaust in the shop window. You want your neighbors to stay friendly, right?

And keep the top down.

Have you ever seen a car that looks better with its rag top up? Neither have I.

The top of this Carrera has new magnesium layers to make it stronger and quieter in the cabin when the roof is in use; sure, it comes in four color options (please avoid the brown one) and is probably more durable than your average canvas flap. But it still looks pretty bad when it’s up. Soft tops inevitably ruin what often is an otherwise-beautiful body line. They look cheap when the rest of the car looks well-made; even after all these years, many leak wind and rain, flutter in the wind, and generally disintegrate over time while the rest of the car remains stoic.

(To really see my point on what soft tops lack, look no further than the new McLaren 720S Spider—at twice the price of this Porsche, it’s not in the same league, but its glass roof is incredible.)

If you have the cash to buy a convertible, you might as well slap on some sunscreen and drive it like one.

Embrace the infotainment.

Porsche’s redesign of its infotainment system to be quicker and more intuitive spoke to my inner, impatient New Yorker with no proclivity toward nor interest in technology. If you’re smarter than the average bear, you’ll be able to connect to Bluetooth in less than a minute. (Finally!) Of its new comfort and convenience functions, I appreciated the 911’s “100 percent connectivity,” in which you can ask the car to find gas prices, parking garages, even hotel and restaurant ratings, or plot your destination via “Voice Pilot” without having to manually type an actual address.

One note: The placement of the steering wheel—even when adjusted—blocks the two new seven-inch screens that form the dashboard gauges behind the wheel. This is unfortunate; I found myself ducking a bit in my seat to see the indictors behind the wheel as I drove.

Make delivery an experience.

Ensure that the first minutes behind the wheel are as memorable as possible. You can pick up your car at the Porsche Experience Centers in Atlanta or Los Angeles for $525 or $550, respectively. Each has a track, lounges, a restaurant, and a historical component where you can learn more about the brand that produced the car. Or pick up your new car for free (minus flights and accommodations, of course) at factory headquarters in Leipzig, Germany, and Zuffenhausen, Germany.

Most of all, get out and drive.

It’s tempting to keep mileage low on new cars, like keeping a new pair of shoes in the closet to ensure they’re pristine. But no one likes a garage queen! Cars are meant to be driven.

With the Porsche 911 Carrera Cabriolet, Porsche has updated an icon, making it appealing enough to those who want a shiny new sports car while maintaining enough of its original body and soul. The 992 combines the best attributes of a sports car, a daily driver, and a grand tourer. You might as well enjoy every inch of its voluptuous glory.

The post Porsche’s New $133,000 911 Is Worth Ladling On All the Upgrades appeared first on Businessliveme.com.

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1940 Ford Pickup with a Modern Twist

We are in a day and age where both parts makers and builders are going to new heights in the automotive world. If you want to make a big splash with your vehicle, you will need to be creative and use new ideas that others have not conjured. Yes, there are a number of aftermarket companies that help us modernize these vintage haulers but you will need to add your own special touches in order to create a unique ride that will get noticed.

Chris Church knows this all too well as he was raised with a wrench in his hand. Growing up, his uncle lived two blocks away and Chris would ride his bike to help him work on his 1968 Mustang. Chris’ uncle was such a gearhead that his house was filled to the brim with car parts. The kitchen cabinets were a place to store oil and air filters rather than dishes. He was the kind of guy who lived and breathed cars. Having a mentor like this, Chris was hooked on customizing vehicles.

Continuing to round out his skills, Chris built VW engines at a corner service station by the age of 15. Then, at his high school auto shop, he swapped a small-block Ford into a vintage Austin Healey. By the time he was 18, Chris had also completed a frame-off build of a 1970 Ford Bronco. Chris further honed in his skills as a fabricator and even dabbled in custom car audio as well. Over the years, Chris has had many experiences being around many types of vehicles, and all have brought inspirations.

While Chris had been busy working on his own rides, his wife, Angela, was eagerly waiting for her turn to own a custom vehicle. She is also a fan of early Ford trucks and when they came across a 1940 Ford pickup at a swap meet they had to snag it. There were big plans for the truck and to get it to do what they wanted the foundation needed updating. Schroeder Speed & Custom was called upon to create a beefed-up version of the original frame. The front features a Mustang II–style IFS system with Wilwood dropped pro spindles and a set of Slam Specialties SS6 airbags. The rear utilizes a pair of Slam SS8 ’bags and a four-link suspension to hold the Moser-fabricated 9-inch rearend in place. This was all set up for a set of two-piece forged VF498 American Racing Wheels with Toyo Proxes R888R tires, all backed by 12.9-inch Wilwood disc brakes to bring this truck to a halt.

Giving the brakes a reason to work hard is the Wegner Motorsports–built 376ci LS3 engine with a Whipple 2.9 supercharger. Utilizing all forged internals and a Holley Terminator management system, this engine is a complete beast that puts out 935 hp and 800 torque. Delivering that power to the rear wheels is an A-1 Performance Transmission–built 4L80E transmission with billet torque converter. Controlling the transmission is done with a combination of the push button and paddle shifters from Powertrain Control Solutions.

Ensuring that this truck is something worthy of stopping crowds in their tracks, Chris looked again to the capable team at Carolina Kustoms in Portland, Oregon, to help bring his vision into reality. There the 1940 sheetmetal was worked straight and shaved of a few items, like the door handles and driprails. Up front, 1939 Ford coupe headlights were attached to the fenders and new bumper sections were formed from raw steel. The center hood seam was welded and the front grille was made from aluminum stock and honeycomb-shaped material. The cab was modified to fit a single-piece custom windshield and a big back window from a 1952 F-1 pickup. New bed pieces were resourced along with the Mar-K bed floor that was customized to open in the center. The rear was topped off with a race-inspired fuel filler and Throwback Designs custom taillights that were frenched in. Finishing the exterior is a paintjob that was inspired by a classic Porsche that Chris and Angela drove on an exotic vacation.

Modernizing the interior is a host of red leather and carbon-fiber inserts. Jim’s Custom Upholstery customized a set of TMI Products seats and covered them in leather with stitching to tie in the honeycomb design. For improved functions, an ididit steering column with Billet Specialties wheel was installed. The dash has been enhanced with a custom bezel that holds the Dakota Digital HDX gauges and Restomod Air A/C vents. For Chris, no interior is complete without a kickin’ sound system and the one in this truck is no different. Being a bit of an audiophile, he equipped this truck with a Rockford Fosgate system controlled by an Alpine Halo9 touch-screen head unit.

The combination of custom and modern parts on this 1940 Ford makes it a real stunner. This truck is not just a showpiece either as it has all the right goods to leave the rest in its dust. Lucky for Angela, her husband has many years of building experience that he was able to craft one wicked ride for her.

1940 Ford Pickup Chris & Angela Church

Chassis Shop: Schroeder Speed & Custom Frame: Boxed reproduction for the original with laser-cut pieces and braces Rearend / Ratio: Moser fabricated 9-inch / 32-spline axles / Eaton Tru Trac limited-slip differential / 3.73:1 gears Modifications: Notched rear Front Suspension: No Limit Engineering Mustang II IFS / Slam Specialties SS6 airbags / Wilwood ProSpindles / Hotchkis antiroll bar / RideTech Q-series shocks Rear Suspension: AVS heavy-duty four-link / Michigan Metal Works Watts link / Slam Specialties SS8 airbags / RideTech Q-series shocks / Brakes: Wilwood 12.9-inch slotted and drilled discs with six-piston calipers / Wilwood aluminum tandem master cylinder / Wilwood forward swing brake pedal / Lokar performance products emergency brake handle Steering: Rack-and-pinion / QA1 bumpsteer rods Front Wheels: 19×8 American Racing Wheels VF498 with 5 inches of backspacing Rear Wheels: 20×12 American Racing Wheels VF498 with 5.25 inches of backspacing Front Tires: 245/30R19 Toyo Tires Proxes R88R Rear Tires: 305/35R20 Toyo Tires Proxes R88R Gas Tank: Custom 17-gallon aluminum by Carolina Kustoms / Aeromotive Phantom 1000 dual fuel pump Accessories: ViAir compressors / AccuAir management system

Drivetrain Make: Chevrolet Performance LS3 Displacement: 376 ci Machining / Assembly: Wegner Motorsports Crankshaft: Forged 8-bolt Rods: Forged 4340 Pistons: Wegner machined Camshaft: Bullet SC 0.660 lift Heads: Aluminum ported LS3/LSA Valvesprings: Inconel exhaust / HD stainless intake Rockers: Upgraded Trunnion kit Valve Covers: Wegner Motorsports with hidden coils Ignition: Holley Dominator engine management system Headers: Custom Ultimate Headers Accessory Drive: Wegner WAK-040 Exhaust / Mufflers: 3-inch stainless / Borla XR-1 mufflers / DEI titanium heat wrap Manifold / Induction: Whipple 2.9L supercharger / Nick Williams DBW 103mm throttle body and 1.750 spacer / K&N filter Cooling: C&R Racing radiator, heat exchanger, oil and transmission coolers / SPAL electric fans Transmission: A-1 Performance Transmission–built 4L80E / Alto Red Eagle clutches / Billet torque converter Shifter: Powertrain Control Solutions paddles and push-button Driveshaft: QA1 carbon fiber

Body Style: Shortbed resourced from Dennis Carpenter Ford Restoration Parts / Mar-K wood floor and strips / Custom opening floor center Modifications: Shaved driprails, door handles, cowl, stake pockets, and bed bracing / Custom one-piece windshield from Sanders Reproduction Glass / 1952 F-1 big back window / EVOD Industries custom billet badges / Custom fuel filler in tailgate Fenders: Stock Hood: Shaved of center seam Grille: Custom aluminum with honeycomb inserts built by Carolina Kustoms Bodywork and Paint by: Mike Purcell and Chad Espinoza with Carolina Kustoms Paint Type /Color: PPG Porsche Sport Classic Gray Headlights / Taillights: 1939 Ford coupe buckets customized with carbon fiber and aluminum / Morimoto dual LED projectors / hand-fabricated LED halos by Church Built Customs / Throwback Designs sand-casted custom 1960 Pontiac Outside Mirrors: Modified motorcycle mirrors Bumpers: Hand-fabricated front bumpers / flattened, clipped, and coved rear

Interior Dashboard: Custom fabricated by Church Built Customs Gauges: Dakota Digital HDX-2060-S-Custom Air Conditioning: Restomod Air with Diablo Mini Smooth helix vents and Stealth hex controller Wiring Harness: Painless Performance Products Stereo: Alpine Halo9 touch-screen head unit / Rockford Fosgate T1000X5AD five-channel 1,000-watt amp, Punch P3S subwoofer, and power 6.5-inch T5 speakers / Installation by Church Built Customs Steering Wheel: Billet Specialties BC29409 D-shaped 14-inch Formula with leather Steering Column: ididit 30-inch Seating: TMI Products buckets / Crow Enterprises cam-lock four-point blackbird driver restraints / six-point rollbar Upholstery by: Jim’s Custom Upholstery / Church Built Customs Material / Color: Top grain “Burnt Orange” Coach leather Door Panels: Custom with leather, PVC and carbon-fiber inserts Carpet: Daytona weave in charcoal Pedals: Lokar Performance Products Insolation: Kilmat

The post 1940 Ford Pickup with a Modern Twist appeared first on Hot Rod Network.

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Tesla Model 3 Performance Track Mode (Release Version): Ludicrous Handling

Resident racer Randy Pobst and I are sitting on two black vinyl bar stools in the cinder block building next to Willow Springs’ Streets circuit. He leans in: “It was fascinating to have that engineer sitting next to me, hanging on for dear life, holding a laptop and actually typing into it while I’m driving at speed.” Changing its code? “Yes. And I could feel it in the car.” He cockeyed-smiles with a sort of amused, “What the heck?” look on his face.

Nearby, the Tesla engineers have more of a look of cool relief. Earlier, a Model 3 Performance—software-flashed with its latest Track mode nervous system and mounted with 10mm-wider Michelin Pilot Sport Cup 2s and track-friendly Brembo brake pads—had lapped the course in a 1:21.49. That hammers the 1:23.90 it set six weeks ago on its standard 235/35-20 Michelin Pilot Sport 4S tires under the software supervision of Track mode’s earlier, wobblier prototype code.

What no one is quite saying out loud, though, is that a 1:21.49 snips a lifetime-like 1.29 seconds from Randy’s recent lap in the Alfa Romeo Giulia Quadrifoglio. The new time essentially matches a 2016 Porsche Cayman GT4 and even beats a former Best Driver’s Car winner, the 2011 Ferrari 458 Italia (1:22.30). Until the new BMW M3 shows up, that perches the Model 3 atop the podium as the world’s quickest sport sedan—at least around this track.

Exactly 42 days ago, however, the mood here was much darker. By the end of our comparison lapping of the Model 3, Giulia Quadrifoglio, and Jaguar I-Pace, we ended up tip-toeing around a Team Tesla that was in a stoic but quietly pissed-off mood. Not only had the Alfa, with its grip-centric tires, dimmed Track mode’s luster, but Randy had also bounded off Turn 11 at 90 mph after a couple of road undulations discombobulated the Tesla on its fast approach into its brake zone.

None of this sat well with the engineers. Nor, one suspects, Elon Musk. When Randy’s hot laps in the original Track mode car were done, he rolled in to the pits. I opened the passenger door to pop the memory cards from the Vboxes and glanced up at him. He was already staring down at me with that pent-up laser look from his black open-faced helmet when he’s about to say something he really, really means. “Kim,” he started, “these guys should hire me.”

Elon must have been thinking the same thing. A few days later I got an email from Tesla asking for Randy’s contact information. Then a couple weeks after that, Tesla said they were renting Willow, hiring Randy for a day of development driving, and inviting us to come watch—if we behaved ourselves.

Twelve of us showed up. “You never told us you were bringing 12 people!” the Tesla PR rep chirped. But it was too late. Our photographers and videographers were already arriving and unloading.

The day’s agenda would progress in methodical stages. First, Randy takes familiarity laps in a Model 3 set exactly as it was on September 17. Then he moves to another car to confirm that Track mode’s updates are hitting their marks.

Randy then moves to yet another car sporting that updated software, the Pilot Sport Cup 2 tires, and a set of track-ready Brembo brake pads (which results in the 1:21.49).

After that, it would be lapping and experimenting to start shaping a future software update. In total, three Teslas were tag-teaming through the lapping, as software, tires, and pads are swapped, the battery packs Supercharged to 95 percent capacity (giving the battery room to absorb regenerative energy) and thermally preconditioned (cooling both motors and the battery; underway, the hotter motors use the big battery as a heat sink).

The Alfa’s 1.12-second advantage back in October wasn’t all that terrible, considering that the Model 3 Performance’s everyday tire is necessarily a Swiss army knife of vulcanized rubber—simultaneously good for ride quality, quietness, grip, and that ever-critical low rolling resistance. But against the Alfa’s mission-specific, asphalt-biting Pirelli P Zero Corsas, it’s a really nice Swiss army knife brought to a gunfight.

Watching Tesla struggle to offer a track-oriented tire has been curious to watch. For energy-scarce electric cars, efficiency is their touchstone. Raising your hand in an engineering meeting to suggest a sticky tire that’ll shorten an electric vehicle’s range by maybe 12 percent will get you quickly walked to the parking lot with a small cardboard box filled with your family photos. But look at the two tires’ peak grip around the track’s final corner (aptly called the skidpad): 0.90 g vs 0.96 g. That’s the brass ring.

I brought along a little model of a Tesla and handed it to an engineer, asking him to act out what exactly is going on as Track mode traverses a typical corner. Immediately, there’s something to explain. Track mode noticeably amplifies lift-accelerator regen, which eases the thermal load on the brakes. But it also shrinks the transition from acceleration to braking into a blink: just lift your right foot. Couldn’t be quicker.

Angling into the corner under braking, Track mode seems to illogically instruct the rear motor to briefly overpower the rear, stepping the tail out a few degrees to target what the math model thinks is the maximum available lateral acceleration given the suspension’s compression. Then it tailors that prediction by analyzing the tires’ actual slip rates. Post-apex, the front motor takes the lead role, delivering just enough power to cause a muted understeer, pulling the car out of the corner as the rear motor ladles in what’s needed to maintain that attitude.

This simple ballet is kept carefully balanced from entry to exit by the lightning responsiveness of the electric motors and brake pads that individually and automatically kiss their discs to laterally redirect power across the open differentials. Only a from-scratch, fully integrated solution can keep all these balls in the air. (It makes me really wonder what Porsche is doing to make the Taycan handle around the Nurburgring). According to Tesla’s calculations, Track mode lets the car apex earlier and begin accelerating sooner.

That’s the engineer’s version with his hand sliding a model car across a piece of paper.

Randy, from his perch on that bar stool, explains the same thing but in its full-scale, tire-screeching, g-tugging, adrenaline-addled reality: “That prototype version of Track mode a few weeks ago was … inconsistent. I had this distinct impression of approaching a corner flat-out and thinking, ‘I wonder what’s going to happen?’ But this one (with the updated software) is far, far better.”

The engineer explains that to provide more driver confidence, the software does not tip-toe quite so close to the edge. As part of his consulting work, Randy notes: “One thing we did was reduce the regenerative braking at lower speed. There’s naturally less of it at higher speeds because the battery can’t absorb that rate of power. But the last time we were out here, the car kept slowing down a lot when I’d lift off the accelerator; they showed me the data, and it’s about 0.3 g of deceleration. The trouble is that I’m a trail-braker, and its adding that strong brake force while I’m turning. Now it’s less, more like a normal car’s engine braking. This is a huge step forward.

“At first there was too much front regen, which made it pushy on the entry phase, so they shifted it to the back,” he continues. “There’s a tremendous amount of torque here (450 hp and 471 lb-ft of torque), so the car can be slid around a little bit—but actually not that much because the front motor comes back in and balances everything out. At the apex, it has a little bit of initial power oversteer from the rear motor, then it fixes itself and wants to power understeer. We made some progress on refining all that. I tried the car on the Pilot Sport Cup 2s and Brembo pads, and it was really hooked up.”

As for braking over that double bump at end of the back straight (the site of his prior off-track excursion), how was that situation accounted for?

“When you’re straight and balanced, the car stops extremely well with a hard attack of the pedal,” Randy says. “But in a corner or over a bump, I want to lay into it softly so as not to instigate the ABS. When the car is lightly loaded (cresting a bump), there’s more ABS intervention than with the supercars we sometimes drive here. After talking to the engineers, I started braking after the first bump and straightened out my line in the brake zone so I didn’t have much cornering load, which helped a lot.” Although the Model 3 doesn’t feel as heavy as it actually is, nevertheless, the weight of a battery-electric car invites this sort of ABS moments as it heaves over undulations.

There’s nothing at all new about a racing driver developing the chassis of a high-performance car; adjusting anti-roll bars or tuning shocks at a racetrack are part of the checklist. But on October 5, at Streets of Willow, we opened the door to a new place. Computer code and human instincts confronted each other. The millions of lines of Tesla’s Track mode software were amended instantaneously by a guy with decades of experience, someone who may have danced more different cars around racetracks than anyone on earth.

Here’s the coolest thing: Less than a week after that test session, Randy’s tuning expertise will be available to all. Today—November 8—Tesla expects this “Release Version” software to be accessible to owners of all Model 3 Performance cars (with the redundant-sounding Performance option, now standard). The combined wizardry of engineers in Fremont, California, and our own Randy Pobst is being beamed via over-the-air updates. All you have to do is find a track and push a button.