Ford Mustang Boss 302 (1970)

The story has it  that the designer of this car whose name was Larry Shinoda was asked about this project during development and at the time it was still a secret so he just responded with he’s working on the boss’s car hence the name boss and it’s stuck and it’s fitting because this car is pretty boss. The boss 302 mustang is an extremely popular car not only for mustang fans but for muscle car fans in general and one of the reasons is because this is the street going version of the Trans-Am Racecar that Ford was obligated to sell to the public to make the Mustang platform legal for trans am racing. The boss 302 debuted in 1969 and was mildly revised for 1970 and the most noticeable change on our car is that it is painted in code “T” which is candy apple red a brand new color for the boss for nineteen seventy. The nineteen sixty-nine cars only came in four colors but for expanded that to more than 16 colors for nineteen seventy which included a special color option as well and they may just over seven thousand boss 302 in the 1970 model year up from just 1628 in 1969 and just over 500 of those were painted red for nineteen seventy.

They ride on special suspension with disc brakes magnum 500 wheels with good year Polly glass GT tires to help improve the handling as well. The GT and a poly glass tire indicates that these are 60 series aspect sidewall tires whereas the regular polygon lass with no GT was a 70 series. And a lowered stance which was all designed to give this car cornering ability as well as high-speed performance.

Another small detail is the elimination of the quarter panel scoops that are normally found right behind the door handles. Those scoops were non functional so designer Larry Shinoda remove them from the boss 302 design. The boss 302 also has less bright trim than the fancier mustang mach 1 package or even some of the base model Mustangs. But the boss wasn’t just an appearance package. The 302 engine was different from the typical 302 in the fact that it had a higher nickel content block for better strength the crankshaft was held in place with 4 bolt main caps and a quick identifier of a boss block our screw in type freeze plugs rather than the press in peace is found on standard 30 tues. Ford claimed the power output to be 290 horsepower at 5200 RPM, but these engines were designed to live at higher rpm and featured a new cylinder-head design to flow more air. Some of the internal parts were carried over from the hi-po 289 engine like the connecting rods, but the crankshaft was a cross drilled forged unit for better strength and durability. The camshaft was a solid lifter design with for 77 inches of lift and 290 degrees of total duration which was designed to pull a lot of air through that large valve Cleveland style heads. The valves sighs actually were reduced in some of the later 1970 cars to aid in lower rpm street driving manners. These cars had domed Pistons which yielded a 10.5 to 1 compression ratio and the fuel mix was sent through a huge Holly 784 barrel carb an aluminum intake manifold and it was lit off by a duel distributor. Many of these cars featured a mechanical rev limiter to keep them alive on the street, and it kind of seems ironic on a race inspire car, but these engines also featured a new smog control system installed from the factory, and as you can imagine most of these systems were removed, but properly restored cars like this one have to feature all the correct smog parts to maintain accuracy.

This car features a 391 rear gear and a four-speed manual transmission, and it was capable of 0 to 60 times in the high six second range and quarter mile times in the mood for teens. It wasn’t the fastest Mustang on the drag strip, but those were approaching big block numbers and this was churned out by a little 302. And after all the boss was designed for the road course and not necessarily the drag strip. Inside you won’t find many luxury amenities in a 70 boss 302, but the bucket seats were supportive and the driver set low in the chassis making it a little difficult to see out of the slope sports roof rear window, but it is one of the most comfortable muscle car cockpits we think we’re ever built.

For nineteen seventy the production numbers increased dramatically on the boss 302 and they made just over seven thousand boss 302 in the 1970 model year up from just 1628 in 1969 and just over 500 of those were painted red.

SPECIFICATIONS

Engine: 301.6-cu-in/4942cc OHV V-8, 1×4-bbl Holley carburetor.
Power and torque (SAE gross): 290 hp @ 5800 rpm, 290 lb-ft @ 4300 rpm.
Drivetrain: 4-speed manual, RWD.
Brakes: front: solid disc; rear: drum.
Suspension: front: control arms, coil springs, anti-roll bar; rear: live axle, leaf springs.
Dimensions: L: 187.4 in, W: 71.7 in, H: 50.4 in.
Weight: 3300 lb.
Performance: 0-60 mph: 8.1 sec, quarter mile: 15.8 sec @ 90 mph, 60-0 mph: 112 ft (Motor Trend), April 1970.

 Review Ford Mustang Boss 302 (1970) video and sound

Source: https://cartofuture.com/ford-mustang-boss-302-1970/

Nissan GT-R 2017 – review

That’d be a completely new car, but the GTR is under on its most significant revamp since the r35 version debuted in 2009. Given its credentials, it wasn’t a whole lot of room for improvement in the performance department. So he’s on engineers instead, decided to put the majority of the reference into the GT qualities of the GTR, but before we get to the practical enhancements, let’s touch on the performance updates. 3.8 liter twin-turbo v6 has been retuned ever so slightly to put up 565 horsepower, and 460 seven pound feet of torque gains of 20 and 4 respectively.

Welcome result of the retuning efforts is a wider power band complemented by a more seamless transition to the mid-range. The six-speed dual-clutch automatic has been refined, as well transmission engagement from the stop, now feels more akin to that of a traditional automatic. The one to shift has been smoothed out considerably and unlike before, your changes at low speeds, no longer sound like thunder clap.

ON THE TRACK

Now let’s see how old this translates to a track environment. That more than thirty nine hundred pounds the GTR is by no means light that it finds its way well like me. Parts of the front structure of in step in to help quickly and turn in and the steering has been recalibrated for reader’s straight line stability and precision. The steering actually feels a bit softer almost watered down compared to the previous generation, just great for highway cruising and driving around town, but not is engaging on the racetrack. Design claims that virtually all of the aesthetic revisions were aimed at improving airflow to the engine and increasing down force. Going about 20 miles an hour right now and everything it’s fine i’ll take their word for. It another nice touch is that the panel sippers have been relocated from the column to the steering wheel, so you don’t have to take your hands off the steering wheel of your hundred and ten thousand dollar GTR during your chances. No changes were made in the all-wheel-drive system or the brakes but then, were needed.

IN THE STREET

This is, where the GTRs made some huge strides, ride quality and comfort mode it’s actually a bit smoother than that of a Porsche 911 and thanks to an acoustically control front windshield, was canceling microphones and reduced exhaust drone the cabin is impressively quiet, for this class of car.

Source: cartofuture.com

Published: Patrik Jonsson

Lamborghini Huracán LP 580-2

Legend has it that, in the early 1960's, tractor manufacturer Ferruccio Lamborghini thought the Ferrari he owned could be improved. His suggestions to Enzo Ferrari didn't exactly result in hugs and a warm friendship. Thus a rivalry was born, a beautiful one at that. The LP 580-2 is the newest version of the Huracán. This is Lamborghini's most affordable model, unfortunately, and you can tell this is coming a mile away it starts at $200,000. This one is $221,000. Look at it this way, investment grade modern art? Way more expensive. The 580-2 is rear-drive. Engineers didn't just chuck the drive axel in front and call it a day. Both fascias are different. There's a retuned suspension, recalibrated stability controls, plus new power management and steering set-up. So the feel is different than all-wheel drive models.

The rear drive of this car is all about getting the back end to break away in a controlled manor. The 580's cornering capabilities are epic. Even when leaving the main highway, inducing oversteer on public roads requires higher speeds, sharper curves, and steeper insurance coverage than I have access to. But no doubt, the rear-drive quality can be felt. It's a joy. This is pretty easy to drive. Ride quality is pretty firm as you'd expect. Lamborghini, the businessman, didn't just compete out of spite with Enzo. Repurposed parts kept costs down. That philosophy remains, Huracán' starts with an aluminum and carbon fiber architecture Audi R8 is based on. Forza comes from a 5.2-liter V10. You've already heard what 580 horsepower and 397 pound-feet of torque sound like when armed but it's hard to get enough of it.  A seven-speed dual clutch automatic is the only choice. Drive modes provide various amounts of safety net, Corsa apparently Italian for "you're on your own".
 

In case you're borrowing your friends Lamborghini, some things you should know. Turn signals are here, not on a stalk. Raise the control to lower the windows. Hopefully they bought the $3,500 hydraulic lift or you WILL scrape the chin. There's no drive selector, pull this paddle shifter to go. And it does go. Lamborghini claims Huracán howls to 60 miles-an-hour in 3.4 seconds. Huracán, not exactly a quiet car. That's pretty good. Great fun for a morning of intense gymnastics, the ride quality is forgiving for a super car, but I wouldn't want to travel vast distances. At cruise, half the cylinder banks shut down and it switches between the two of them. Lamborghini, if nothing else, all about fuel efficiency.

The impeccably crafted cabin gets the same angular geometry as the exterior, as if it were designed by bees that pilot F-18s. Wow, and I thought visibility in the Camaro was bad. At $3,900, the back up camera is NEEDED. The gauge cluster is quite configurable. Lamborghini is owned by Volkswagen so Audi owners will recognize this, all the information is front and center though some can get blocked when the wheel is turned. There's some storage here and there but helping friends move with a Huracán is unwise. And now for a little light comedy. Again, not a great cross-country companion. To drill down on the LP 580-2 a little deeper, it's some 72 pound lighter, there's two percent less weight in the front than the all-wheel drive 610-4 with a 40/60 weight distribution (the back is heavier). The car was developed to be both rear and all-wheel drive, this is not some afterthought. BTW, LP stands for Longitudinal Posterior or "engine mounted behind the driver". Carbon ceramic brakes are available but were not on this particular car.  Huracán sure whips up a crowd. The aluminum body panels are a menacing form of origami. The all-wheel drive Huracán 610-4 might provide better lap times on a track but there's more emotion in the corners with the 580-2.

Lamborghini operates a carbon fiber innovation lab in Seattle, partly due to the fact that Boeing uses a lot of it. I hope to do a story on it some day.

Source: https://cartofuture.com/lamborghini-huracan-lp-580-2/

BMW i8 review

Car manufacturers are forever banging on about innovation and groundbreaking technology, but most of the time, these innovations only push the needle by a fraction. The i8 however pushes the needle on to another dial entirely. BMWs plug-in hybrid supercar is nothing short of a motoring landmark. A car of the future that you can buy today.

Design

Now, we record their very alignment, that the looks automatic, as any color of the future should most of what you see before you is made of plastic, reinforced with carbon fiber and that has a number of benefits. It helps keep weight down, but maintain strength the versatility of the material, also allows the designers to throw some pretty cool shapes. Just look at this air duct, which runs over the rear wheel arch and pretty much bus through the backlight. You will not see that anywhere else and that is just one example. There are mind-bending curves increases simply all over this car and the two-tone color scheme and super cool doors, just add to the theater.

Things feel pretty futuristic in here as well like the bodywork the interior has all sorts of wacky shapes and textures and these two screens display all the information that regular Doyle’s wood along with the lowdown on what’s currently going on, with the it’s complicated drive train. The middle screen is also the basis for operating most of the cars for conventional functions, and it’s all pretty easy to use. Importantly for a car costing this much money the cabinet feels plush, as well as futuristic, with gorgeous high-great materials. However, it’s best not to view the crap rear seats as anything other than extra luggage space, which you might need, because the boot is tiny.

Characteristics

Explaining all the complexities about how the i8’s plug-in hybrid drive train works would take us all day and we’re going to go a couple of minutes. All you really need to know is that it uses a combination of electric motors lift your mind batteries and a 1.5 liter turbocharged petrol engine to deliver supercar performance along with city car running costs. The other thing you really need to know, is what it feels like to drive and the answer is this simply said station.

Select the cars sports is driving mode like so and you get the full force of all the various power sources amounting to a total 357 brake horse power. It doesn’t have quite the same organ bashing, all of once performance you get from intervention house. But with 0-62 mph in just 4.4-seconds it’s still easily fast enough to put a big stupid smile on your face.

And then, there is that noise the petrol engine in this thing only has, three services but listening to it you’d swear it had at least double. And the handling is even more exhilarating, than the noise because lightweight stature makes it builds supremely the agile when you’re changing direction and you’ve also got enormous grip unshakable morning control and steering that is packed with field and precision. And then when you get to the end of your favorite country road, you can just slow down a bit select one of the other driving modes one that concentrates less on performance a bore an economy, and you can just travel along in their silence. The suspension also something’s off to give what is actually a forgiving and quite comfortable right, and that makes the i8 a surprisingly relax car in which two people through town or bloody up and down motorways. A full charge of the factory will allow you to drive up to 22 miles on electric power and that helps the car achieve an official fuel consumption bigger of wait for it 134 miles per gallon. Now achieving that in the real world is going to be very very tricky indeed, but even so that figure is deeply impressive.

The BMW i8 delivers all the performance glamour and excitement of a conventional super car but with regular plugging it will also deliver unbelievably low running costs. It’s even pretty affordable – bye-bye supercar standards and for the amount of technology you’re getting it looks like something of a bargaining. If you’re after a super girl with a conscience this is it.

Source: https://cartofuture.com/bmw-i8-review/

Published: Patrik Jonsson

The Toyota Mirai

Introducing the Toyota Mirai. A hybrid vehicle there is a turning point in automotive history.  The Mirai’s revolutionary power train has too power sources hybrid battery and the Toyota fuel cell stack. They provide electricity to the electric motor for quiet inefficient acceleration. Like most hybrid vehicles when cruising and decelerating. Some of the energy that would normally be lost energy is captured and stored in the hybrid battery for later use. The Mirai’s power train is the proven Toyota hybrid system.

Toyota’s fuel cell stack uses stored hydrogen fuel and oxygen from the outside air to produce electricity for powering the vehicle and charging the hybrid battery. The compact design of the fuel cell stack and the two hydrogen tanks. Allow them to fit underneath the vehicle this lowers the vehicle center of gravity and enhances its cornering performance. The fuel cell stack contains three hundred and sixty cells that work together to produce electricity. Hydrogen and oxygen entering the cells is broken down in combined in a catalyst containing platinum. This creates a chemical reaction that produces electricity and water.

Electricity is sent to the power control unit for powering the electric motor and charging the hybrid battery. And what’s even more amazing there are no CO2 emissions. The only omission is water. With a hundred and fifty-one horsepower and an EPA estimated driving range reading of approximately three hundred and twelve miles. The driving response in range is comparable to gasoline powered sedans. Hydrogen fuel has started a new era of Transportation. The hydrogen infrastructure is growing to meet the increasing demand. Today stations after age 35 and age seventy refueling pressures and Mirai can be refueled by both.

Feeling the Mirai is a little different than fueling a gasoline vehicle but the process is easy to learn. Mirai’s technology has been tested in harsh conditions from the deserts to the snow caps. It can start in  the extreme cold and help keep you warm. The comfort in the cabin. The touching details. The innovative design and a multitude of standard and available safety features.

Source: https://cartofuture.com/the-toyota-mirai/

Published: Patrik Jonsson